JP6794244B2 - Vibration control device for railway vehicles - Google Patents

Description

The present invention relates to a vibration damping device for a railway vehicle including a semi-active vibration damping damper provided between a bogie and a vehicle body of the railway vehicle and a control controller for controlling the semi-active vibration damping damper.

Generally, in a railroad vehicle, in order to improve the riding comfort of passengers, an air spring or the like is provided between the bogie and the vehicle body, and a vibration damping device such as an air spring is installed to improve the vibration damping property. As a vibration damping device for a railroad vehicle, for example, Patent Document 1 discloses a device including a semi-active vibration damping damper provided between a bogie and a vehicle body and a control controller for controlling the semi-active vibration damping damper. ing.

As shown in FIG. 7, the railroad vehicle vibration damping device 100 disclosed in Patent Document 1 includes a semi-active vibration damping damper 103 provided between the carriage 101 and the vehicle body 102, and an acceleration sensor 104 provided on the vehicle body 102. And a control controller 105 that controls the semi-active vibration damping damper 103 based on the detection signal from the acceleration sensor 104. The semi-active vibration damping damper 103 is arranged between the left and right air springs 106 and 106. The acceleration sensor 104 detects the left-right acceleration of the vehicle body 102.

Japanese Unexamined Patent Publication No. 2011-88623

However, in the vibration damping device 100 of the railway vehicle, as shown in FIG. 8, the absolute speed of the vehicle body 102 obtained from the acceleration sensor 104 in the left-right direction with respect to the ground (velocity to the left side of the figure: plus (+), to the right side of the figure). Speed: Minus (-)) plus / minus (±) and the expansion / contraction direction of the hydraulic cylinder 200, the method of switching between unloading and on-loading of the semi-active vibration damping damper 103 is adopted, so the vehicle body 102 Only the vibration damping control for the vibration in the left-right direction (horizontal translation direction or the yaw direction) was possible, and the vibration damping control for the vibration in the roll direction of the vehicle body 102 could not be performed.

That is, when the vehicle body 102 vibrates in the left-right direction (translational direction or yaw direction), for example, the vehicle body 102 moves to the left side (+ side) in the drawing, and the absolute speed of the vehicle body 102 in the left-right direction with respect to the ground is plus (+). ), The hydraulic cylinder 200 is on the extension side, and the semi-active vibration damping damper 103 is on-road in order to exert a load on the vibration damping side. That is, when switching between unloading and on-roading of the semi-active vibration damping damper 103 with respect to vibration of the vehicle body 102 in the left-right direction (translational direction or yaw direction), the absolute speed of the vehicle body 102 in the left-right direction with respect to the ground is plus (+). ), Onload is used for cylinder extension and unloading is used for cylinder contraction.

On the other hand, as shown in FIG. 9, when the vehicle body 102 vibrates in the roll direction, for example, the vehicle body 102 rotates to the left side (+ side) in the drawing, and the absolute speed of the vehicle body 102 in the left-right direction with respect to the ground is + (plus). At this time, in order to output the load to the vibration damping side, the hydraulic cylinder 200 needs to be on-road on the shortened side. That is, switching between unloading and on-roading of the semi-active damping damper 103 with respect to the vibration of the vehicle body 102 in the roll direction is performed when the absolute speed of the vehicle body 102 in the left-right direction with respect to the ground is plus (+). It must be unloading and onload for cylinder contraction.

Therefore, in the vibration damping device 100 of the railway vehicle, the semi-active vibration damping damper 103 is used depending on whether the vehicle body 102 vibrates in the horizontal translation direction or the yaw direction and the vehicle body 102 vibrates in the roll direction. Since the conditions for switching between load and on-road are reversed, only vibration suppression control for vibration in the left-right direction (translation direction or yaw direction) of the vehicle body 102 can be performed, and vibration suppression control for vibration in the roll direction of the vehicle body 102 can be performed. could not. Therefore, it has been required that vibration damping control against vibration of the vehicle body 102 in the roll direction can be easily realized, and the ride comfort of passengers on railway vehicles is further improved.

The present invention has been made to solve such a problem, and is capable of damping control against vibration in the roll direction of the vehicle body, or vibration damping control against vibration in the roll direction of the vehicle body and left-right translation of the vehicle body. It is an object of the present invention to provide a vibration damping device for a railroad vehicle, which can easily achieve both vibration damping control for vibration in a directional direction or a yaw direction.

In order to achieve the above object, the vibration damping device for a railway vehicle according to the present invention has the following configuration.
(1) A semi-active vibration damping damper provided between the bogie and the vehicle body of a railway vehicle, a vibration sensor provided on the vehicle body, and an on-road of the semi-active vibration damping damper based on a detection signal of the vibration sensor. It is a vibration damping device for railway vehicles equipped with a control controller that controls unload switching.
The vibration sensor includes at least a first sensor that detects vibration in the roll direction of the vehicle body, and the control controller calculates a first load command signal based on the detection signal of the first sensor, and the first load command signal is calculated. 1 It is characterized in that switching control of the semi-active vibration damping damper is performed based on a load command signal.

In the present invention, the vibration sensor includes at least a first sensor that detects vibration in the roll direction of the vehicle body, and the control controller calculates a first load command signal based on the detection signal of the first sensor. Since the switching control of the semi-active vibration damping damper is performed based on the first load command signal, at least the vibration in the roll direction of the vehicle body can be easily reduced. As a result, it is possible to provide a vibration damping device for a railway vehicle, which can control vibration damping against vibration in the roll direction of the vehicle body. The first sensor is preferably a gyro sensor, and the detection signal is preferably an angular velocity or an angular acceleration in the roll direction of the vehicle body.

(2) In the vibration damping device for railway vehicles described in (1),
In addition to the first sensor, the vibration sensor includes a second sensor that detects vibration in the lateral translation direction or the yaw direction of the vehicle body, and the control controller is based on the detection signal of the second sensor. It is characterized in that a second load command signal is calculated and the first load command signal and the second load command signal are switched to control switching of the semi-active vibration damping damper.

In the present invention, the vibration sensor includes, in addition to the first sensor, a second sensor that detects vibration in the lateral translation direction or the yaw direction of the vehicle body, and the control controller is based on the detection signal of the second sensor. Since the second load command signal is calculated and the first load command signal and the second load command signal are switched to control the switching of the semi-active vibration damping damper, the vibration in the roll direction of the vehicle body and the left-right translation direction of the vehicle body are performed. Alternatively, vibration in the yaw direction can be easily reduced. As a result, we provide a vibration damping device for railway vehicles that can easily achieve both vibration damping control for vibration in the roll direction of the vehicle body and vibration damping control for vibration in the lateral translation direction or yaw direction of the vehicle body. can do. The second sensor is preferably an acceleration sensor, and the detection signal is preferably acceleration or absolute speed in the left-right direction of the vehicle body.

(3) In the vibration damping device for railway vehicles described in (2),
The control controller compares the magnitude of the first load command signal with the magnitude of the second load command signal, selects the larger load command signal, and performs switching control of the semi-active vibration damping damper. It is characterized by.

In the present invention, the control controller compares the magnitude of the first load command signal with the magnitude of the second load command signal, selects the larger load command signal, and controls the switching of the semi-active vibration damping damper. Therefore, the vibration in the roll direction of the vehicle body and the vibration in the left-right translation direction or the yaw direction of the vehicle body can be preferentially reduced from the larger vibration. As a result, it is possible to provide a vibration damping device for a railway vehicle capable of damping control that more efficiently reduces vibration in the roll direction of the vehicle body and vibration in the left-right translation direction or yaw direction of the vehicle body.

(4) In the vibration damping device of the railway vehicle described in (2) or (3).
The control controller removes signals of specific frequencies from the detection signal of the first sensor and the detection signal of the second sensor based on the track information at the traveling point of the railroad vehicle, and then the first load command. It is characterized in that the signal and the second load command signal are calculated respectively.

In the present invention, the control controller excludes signals of specific frequencies from the detection signals of the first sensor and the detection signals of the second sensor based on the track information at the traveling point of the railroad vehicle, and then the first load command. Since the signal and the second load command signal are calculated respectively, for example, the first load command signal and the second load are obtained in a state where specific vibrations due to the centrifugal force of the vehicle body when the railroad vehicle travels on a curved section are removed in advance. The command signal can be calculated. Therefore, it is possible to more accurately determine the vibration in the roll direction and the vibration in the left-right translation direction or the yaw direction in the vehicle body, and enhance the vibration damping effect.

According to the present invention, it is possible to control the vibration of the vehicle body in the roll direction, or to control the vibration in the lateral translation direction or the yaw direction of the vehicle body and the vibration control in the roll direction of the vehicle body. It is possible to provide a vibration damping device for a railroad vehicle that can achieve both of these in a simple manner.

It is a schematic block diagram of the vibration damping device of the railroad vehicle which concerns on embodiment of this invention. It is a circuit block diagram of the semi-active vibration damping damper which constitutes the vibration damping device shown in FIG. FIG. 5 is a block diagram in which a control controller constituting the vibration damping device shown in FIG. 1 calculates a load command signal and commands a semi-active vibration damping damper. It is a circuit diagram (on-load, unload) of the operating state of the semi-active vibration damping damper constituting the vibration damping device shown in FIG. 1, and (a) is a circuit diagram which is on-loaded when the hydraulic cylinder is extended. (B) is a circuit diagram that unloads when the hydraulic cylinder is shortened. It is a circuit diagram (on-load, unload) of the operating state of the semi-active vibration damping damper constituting the vibration damping device shown in FIG. 1, and (a) is a circuit diagram which becomes on-road when the hydraulic cylinder is shortened. (B) is a circuit diagram in which the hydraulic cylinder is unloaded when it is extended. It is a simulation figure which shows the vibration damping effect by the vibration damping device shown in FIG. It is a schematic block diagram of the vibration damping device of a railroad vehicle disclosed in Patent Document 1. It is explanatory drawing in the case of the railroad vehicle shown in FIG. 7 when the vehicle body vibrates in the left-right translation direction or the yaw direction. It is explanatory drawing in the case of the railroad vehicle shown in FIG. 7 when the vehicle body vibrates in the roll direction.

Next, the vibration damping device for a railway vehicle according to the embodiment of the present invention will be described in detail with reference to the drawings. First, the overall configuration of the vibration damping device for the railway vehicle according to this embodiment is explained, the calculation and selection method of the load command signal in the control controller is explained, and then the on-loading and unloading of the semi-active vibration damping damper are performed. The operation method will be described. In addition, the simulation result for the vibration damping effect of the vehicle body according to this embodiment will also be described.

<Overall configuration of this vibration damping device>
First, the overall configuration of the vibration damping device for a railway vehicle according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG. 1 shows an overall configuration diagram of a vibration damping device for a railway vehicle according to an embodiment of the present invention. FIG. 2 shows a circuit configuration diagram of a semi-active vibration damping damper constituting the vibration damping device shown in FIG.

As shown in FIG. 1, the vibration damping device 10 of the railway vehicle 1 according to the present embodiment includes air springs 4 and 4 provided between the trolley 3 and the vehicle body 2 of the railway vehicle 1 and a semi-active vibration damping damper 5. A control controller 6 for controlling the semi-active vibration damping damper 5 is provided. The semi-active vibration damping damper 5 is arranged between the left and right air springs 4 and 4. The vehicle body 2 has a first sensor 71 that detects vibration in the roll direction of the vehicle body 2 and a second sensor that detects vibration in the left-right translation direction or yaw direction of the vehicle body 2 as vibration sensors 7 connected to the control controller 6. It has 72 and. The first sensor 71 uses a gyro sensor that detects the angular velocity of the vehicle body 2 in the roll direction. The second sensor 72 uses an acceleration sensor that detects the acceleration of the vehicle body 2 in the left-right horizontal direction. Here, regarding the angular velocity in the roll direction and the acceleration in the horizontal horizontal direction, the velocity to the left side of the figure is represented by a plus (+), and the velocity to the right side of the figure is represented by a minus (−). A position signal is transmitted to the control controller 6 from a ground element 9 installed at a traveling point of the railway vehicle 1, and information on the track 8 corresponding to each position signal (for example, curvature of a curved section, presence / absence of branching, etc.) ) Is remembered.

Further, as shown in FIGS. 1 and 2, the semi-active vibration damping damper 5 holds a hydraulic cylinder 20 horizontally arranged horizontally between the trolley 3 and the vehicle body 2 and hydraulic oil of the hydraulic cylinder 20. It is composed of a hydraulic circuit 30 for controlling. The hydraulic cylinder 20 includes a cylinder tube 21 and a rod 22, the cylinder tube 21 is connected to the bogie 3, and the rod 22 is connected to the vehicle body 2. In the hydraulic cylinder 20, the cylinder tube 21 is divided into a head side chamber 23 and a rod side chamber 24 by a piston 25 to which the rod 22 is connected. Further, the piston 25 is formed with a flow path that communicates with both chambers, and a check valve 26 is provided in the flow path so that hydraulic oil flows only in the direction from the head side chamber 23 to the rod side chamber 24.

Further, the hydraulic circuit 30 is configured as follows. That is, an oil tank 38 is connected to the head side chamber 23 of the hydraulic cylinder 20 via a flow path 313, and a check valve 39 for stopping the flow from the head side chamber 23 to the oil tank 38 is provided on the flow path 313. There is. The oil tank 38 is fixed to the outer peripheral side of the cylinder tube 21. Further, in the flow path 31 connected to the rod side chamber 24, a first proportional relief valve 33 and a second proportional relief valve 34 are provided in series via a filter 32 and are connected to the oil tank 38. Further, in the flow path 31, the flow path 311 branches between the first proportional relief valve 33 and the second proportional relief valve 34, and the flow path 311 is connected to the head side chamber 23. The first proportional relief valve 33 and the second proportional relief valve 34 are normally closed type electromagnetic proportional relief valves, and on-road control in which the relief pressure is changed by adjusting the opening degree according to the load command signal from the control controller 6 is performed. It is performed, and the unload control is configured by making it fully open.

Further, the hydraulic circuit 30 is further configured with a passive circuit that communicates the rod side chamber 24 and the oil tank 38 when failing in a non-energized state or the like. In the passive circuit, the flow path 312 branches from the flow path 31 and is connected to the oil tank 38, the fail-safe valve 35 and the orifice 36 are provided in series there, and the relief valve 37 is further connected in parallel with the orifice 36. Has been done. The fail-safe valve 35 is a normally open electromagnetic on-off valve, and at the time of failing, the rod side chamber 24 of the hydraulic cylinder 20 and the oil tank 38 communicate with each other via an orifice 36. Then, when the discharge flow rate from the rod side chamber 24 is large, the relief valve 37 operates.

<Calculation and selection method of load command signal>
Next, a method of calculating and selecting a load command signal in the control controller of the vibration damping device of the railway vehicle according to the present embodiment will be described with reference to FIGS. 1 and 3. FIG. 3 shows a block diagram in which the control controller constituting the vibration damping device shown in FIG. 1 calculates a load command signal and commands the semi-active vibration damping damper.

As shown in FIGS. 1 and 3, the control controller 6 calculates a first load command signal (roll vibration load command) for vibration in the roll direction of the vehicle body 2 based on the detection signal of the first sensor 71 (step: S1). The detection signal of the first sensor 71 is, for example, a signal of the roll angular velocity of the vehicle body 2. Further, the second load command signal (left-right / yaw vibration load command) for the vibration in the left-right translation direction or the yaw direction of the vehicle body 2 is calculated based on the detection signal of the second sensor 72 (step: S2). The detection signal of the second sensor 72 is, for example, a signal of the left-right acceleration of the vehicle body 2. Next, the magnitude of the first load command signal (roll vibration load command) is compared with the magnitude of the second load command signal (left / right / yaw vibration load command), and the larger load command signal is selected (step: S3), a semi-active load command is issued to switch between unloading and on-loading of the semi-active damping damper 5 so as to suppress the vibration of the selected load command signal (step: S4).

The vibration sensor 7 includes a first sensor 71 that detects at least vibration of the vehicle body 2 in the roll direction, and the control controller 6 calculates a first load command signal based on the detection signal of the first sensor 71. , The switching control of the semi-active vibration damping damper 5 may be performed based on the first load command signal. In this case, at least the vibration of the vehicle body 2 in the roll direction can be easily reduced. Further, the vibration sensor 7 includes, in addition to the first sensor 71, a second sensor 72 that detects vibration in the lateral translation direction or the yaw direction of the vehicle body 2, and the control controller 6 provides a detection signal of the second sensor 72. The second load command signal is calculated based on the above, and the first load command signal and the second load command signal are appropriately switched (for example, at predetermined time intervals) to control the switching of the semi-active vibration damping damper 5. Good. In this case, the vibration of the vehicle body 2 in the roll direction and the vibration of the vehicle body 2 in the left-right translation direction or the yaw direction can be easily reduced.

Further, the control controller 6 excludes signals having specific frequencies from the detection signals of the first sensor 71 and the detection signals of the second sensor 72 by using a high-pass filter (HPF) circuit or the like (step: S5). ), The first load command signal in step S1 and the second load command signal in step S2 may be calculated, respectively. In this case, for example, the first load command signal in step S1 and the second load in step S2 are in a state where the vibration of a specific frequency due to the centrifugal force of the vehicle body 2 when the railway vehicle 1 travels in the curved section is removed in advance. The command signal can be calculated, whereby the vibration in the roll direction and the vibration in the left-right translation direction or the yaw direction in the vehicle body 2 can be determined more accurately, and the vibration damping effect can be enhanced.

<How to operate the on-load and unload of the semi-active damping damper>
Next, in the railroad vehicle vibration damping device 10 according to the present embodiment, the on-loading and unloading operation methods of the semi-active damping damper 5 will be described with reference to FIGS. 1, 4, and 5. FIG. 4 shows a circuit diagram (on-load, unload) of the operating state of the semi-active vibration damping damper constituting the vibration damping device shown in FIG. 1, and FIG. 4A is a circuit that is on-loaded when the hydraulic cylinder is extended. The figure is shown, and (b) shows the circuit diagram that unloads when the hydraulic cylinder is shortened. FIG. 5 shows a circuit diagram (on-load, unload) of the operating state of the semi-active vibration damping damper constituting the vibration damping device shown in FIG. 1, and FIG. 5A is a circuit that becomes on-road when the hydraulic cylinder is shortened. The figure is shown, and (b) shows the circuit diagram which is unloaded when the hydraulic cylinder is extended.

As shown in FIGS. 1 and 4A, on-road control of the damping load obtained by adjusting the opening degree of the first proportional relief valve 33 when suppressing the swing to the left side of the vehicle body 2 that extends the hydraulic cylinder 20. Is performed, and the second proportional relief valve 34 is controlled to be in the fully open state to form an unload. Therefore, when the rod 22 of the hydraulic cylinder 20 is extended, the hydraulic oil flows as shown by the thick line in FIG. 4A. That is, the hydraulic oil in the rod side chamber 24 is sent out to the flow path 31 by the piston 25, passes through the first proportional relief valve 33, and returns to the head side chamber 23 of the hydraulic cylinder 20 from the flow path 311 having a smaller resistance. At this time, the semi-acceptor from the control controller 6 that selects the larger load command signal from the first load command signal (roll vibration load command) and the second load command signal (left / right / yaw vibration load command) shown in FIG. The relief pressure of the first proportional relief valve 33 is controlled by the load command, and the vibration damping load generated in the hydraulic cylinder 20 is adjusted.

By the way, when the vehicle body 2 is swinging to the left side, the bogie 3 may swing in the same direction at a speed faster than that of the vehicle body 2, for example, due to a track deviation. At that time, if the semi-active vibration damping damper 5 receives the load from the bogie 3 in the on-road state, the shaking of the vehicle body 2 to the left side is amplified. Therefore, in the semi-active vibration damping damper 5, hydraulic oil flows as shown by the thick line in FIG. 4B in order to configure unloading for shortening of the hydraulic cylinder 20. That is, the hydraulic oil in the head side chamber 23 is pushed out to the flow path 311 by the piston 25, and a part of the hydraulic oil in the head side chamber 23 flows from the check valve 26 to the rod side chamber 24 which has become negative pressure. The hydraulic oil extruded into the flow path 311 flows to the oil tank 38 through the second proportional relief valve 34 in the fully opened state. Therefore, when the vehicle body 2 is swinging to the left, even if the bogie 3 swings in the same direction at a speed faster than that of the car body 2 due to, for example, a track deviation, the semi-active vibration damping damper 5 is released from the bogie 3. The load can be released.

Next, as shown in FIGS. 1 and 5A, when suppressing the shaking of the right side of the vehicle body 2 that shortens the hydraulic cylinder 20, the damping load obtained by adjusting the opening degree of the second proportional relief valve 34. On-load control is performed, and the first proportional relief valve 33 is controlled to the fully open state to form an unload. Therefore, if the rod 22 of the hydraulic cylinder 20 is shortened, the hydraulic oil flows as shown by the thick line in FIG. 5 (a). That is, the hydraulic oil in the head side chamber 23 is pushed out to the flow path 311 by the piston 25, and a part of the hydraulic oil in the head side chamber 23 flows from the check valve 26 to the rod side chamber 24 which has become negative pressure. At this time, since the first proportional relief valve 33 is in the fully open state and the flow path 31 and the flow path 311 communicate with each other to have an equal pressure, the hydraulic oil flowing into the flow path 311 is the second proportional relief valve. It flows through 34 to the oil tank 38. At this time, from the control controller 6 that selects the larger load command signal from the first load command signal (roll vibration load command) and the second load command signal (left / right / yaw vibration load command) shown in FIG. The relief pressure of the second proportional relief valve 34 is controlled by the semi-actual load command, and the vibration damping load generated in the hydraulic cylinder 20 is adjusted.

Even in this case, the bogie 3 may swing in the same direction at a speed faster than that of the vehicle body 2 due to a track deviation or the like. However, the semi-active damping damper 5 constitutes an unload for extension, and hydraulic oil flows as shown by the thick line in FIG. 5 (b). That is, the hydraulic oil in the rod side chamber 24 is sent out to the flow path 31 by the piston 25, and the hydraulic oil that has passed through the first proportional relief valve 33 flows from the flow path 311 having a small resistance to the head side chamber 23. Further, the hydraulic oil from the oil tank 38 also flows into the head side chamber 23 having a large volume due to the negative pressure. Therefore, when the vehicle body 2 is swinging to the right, even if the bogie 3 swings in the same direction at a speed faster than that of the car body 2 due to, for example, a track deviation, the semi-active vibration damping damper 5 is released from the bogie 3. The load can be released.

By the way, in the semi-active vibration damping damper 5 of the present embodiment, when the hydraulic cylinder 20 changes between on-load and unload during the operation of either expansion or contraction, the first proportional relief valve 33 or the second It is switched by the resistance acting on the hydraulic oil flowing through one of the proportional relief valves 34. When the hydraulic cylinder 20 is extended, as shown in FIGS. 4 (a) and 5 (b), on-load and unload are controlled by the flow of hydraulic oil passing through the first proportional relief valve 33. It is said. On the other hand, when the hydraulic cylinder 20 is shortened, as shown in FIGS. 5 (a) and 4 (b), on-load and unload are controlled by the flow of hydraulic oil passing through the second proportional relief valve 34. Is done.

<Vibration damping effect of car body>
Next, the simulation result for the vibration damping effect of the vehicle body according to the present embodiment will be described with reference to FIG. FIG. 6 shows a simulation diagram showing the vibration damping effect of the vibration damping device shown in FIG.

FIG. 6 shows a correlation diagram between the left-right acceleration PSD (Power Spectral Density) associated with the vibration of the vehicle body and the vibration frequency, and controls only the vibration in the left-right direction by using the vibration damping device of Patent Document 1. When vibration control is performed (X1) and when vibration control is performed only for vibration in the roll direction using the vibration control device of Patent Document 1 (X2), control of the railway vehicle according to the present embodiment. It is a simulation figure which compared the case where the vibration in the left-right direction (translation direction or the yaw direction) and the vibration in the roll direction are both vibration-suppressed and controlled (X3) by using the vibration device 10. The vertical axis of FIG. 6 represents the left-right acceleration PSD on a logarithmic scale, and the horizontal axis represents the frequency on a logarithmic scale. In general, it is known that the frequency that affects the ride comfort of passengers when a railroad vehicle is running is around 0.5 to 2.0 Hz.

As shown in FIG. 6, when the vibration damping control is performed only for the vibration in the left-right direction (X1), the left-right acceleration PSD decreases in the vicinity of 1 to 2 Hz, and the vibration damping effect is improved. In the vicinity of 0.5 to 0.7 Hz, the left-right acceleration PSD increases and the damping effect deteriorates. Further, when the vibration damping control is performed only for the vibration in the roll direction (X2), the left-right acceleration PSD slightly decreases in the vicinity of 0.5 to 0.7 Hz, and the vibration damping effect is slightly improved. However, in the vicinity of 0.9 to 1.2 Hz, the left-right acceleration PSD increases significantly and the damping effect deteriorates.

On the other hand, when the vibration damping device 10 of the railway vehicle 1 according to the present embodiment is used to control the vibration in the left-right direction (horizontal translation direction or yaw direction) and the vibration in the roll direction (X3). It is possible to suppress the increase of the left-right acceleration PSD in the vicinity of 0.5 to 0.7 Hz from X1 and X2, and also to suppress the significant increase in the left-right acceleration PSD in the vicinity of 0.9 to 1.2 Hz. As a result, the left-right acceleration PSD can be reduced as a whole at 0.5 to 2.0 Hz, and the damping effect is achieved at around 0.5 to 2.0 Hz, which is a frequency that affects the ride comfort of passengers when the railway vehicle 1 is running. There is an improvement in.

<Effect>
According to the vibration damping device 10 of the railway vehicle 1 according to the present embodiment described in detail above, the vibration sensor 7 includes a first sensor 71 that detects at least vibration of the vehicle body 2 in the roll direction, and is a control controller. 6 calculates the first load command signal based on the detection signal of the first sensor 71, and performs switching control of the semi-active vibration damping damper 5 based on the first load command signal. Therefore, at least the roll of the vehicle body 2 Vibration in the direction can be easily reduced. As a result, it is possible to provide the vibration damping device 10 of the railway vehicle 1 capable of damping control against the vibration of the vehicle body 2 in the roll direction.

Further, according to the present embodiment, the vibration sensor 7 includes, in addition to the first sensor 71, a second sensor 72 that detects vibration in the left-right translation direction or the yaw direction of the vehicle body 2, and the control controller 6 comprises. Since the second load command signal is calculated based on the detection signal of the second sensor 72 and the first load command signal and the second load command signal are switched to control the switching of the semi-active vibration damping damper 5, the vehicle body 2 The vibration in the roll direction and the vibration in the left-right translation direction or the yaw direction of the vehicle body 2 can be easily reduced. As a result, the vibration damping control for the vibration in the roll direction of the vehicle body 2 and the vibration damping control for the vibration in the left-right translation direction or the yaw direction of the vehicle body 2 can be compatible with each other by a simple method. The device 10 can be provided.

Further, according to the present embodiment, the control controller 6 compares the magnitude of the first load command signal with the magnitude of the second load command signal, selects the larger load command signal, and selects a semi-active vibration damping damper. Since the switching control of 5 is performed, the vibration of the vehicle body 2 in the roll direction and the vibration of the vehicle body 2 in the left-right translation direction or the yaw direction can be preferentially reduced from the larger vibration. As a result, the present invention provides a vibration damping device 10 for a railway vehicle 1 capable of damping control that more efficiently reduces the vibration of the vehicle body 2 in the roll direction and the vibration of the vehicle body 2 in the left-right translational direction or the yaw direction. Can be done.

Further, according to the present embodiment, the control controller 6 excludes signals of specific frequencies from the detection signals of the first sensor 71 and the detection signals of the second sensor 72 based on the track information at the traveling point of the railroad vehicle 1. Then, since the first load command signal and the second load command signal are calculated respectively, for example, in a state where the specific vibration due to the centrifugal force of the vehicle body 2 when the railroad vehicle 1 travels in the curved section is removed in advance. , The first load command signal and the second load command signal can be calculated. Therefore, it is possible to more accurately determine the vibration in the roll direction and the vibration in the left-right translation direction or the yaw direction in the vehicle body 2 and enhance the vibration damping effect.

<Modification example>
Although the vibration damping device 10 of the railway vehicle of the present embodiment has been described in detail above, the present invention is not limited to this, and various changes can be made without departing from the spirit of the present invention. For example, in the present embodiment, the first sensor 71 uses a gyro sensor that detects the angular velocity in the roll direction of the vehicle body 2, and the second sensor 72 uses an acceleration sensor that detects the acceleration in the horizontal direction. However, it is not always limited to gyro sensors and acceleration sensors. For example, the first sensor 71 may be a vibration sensor that detects the amplitude in the roll direction or the like, and the second sensor 72 may be a vibration sensor that detects the amplitude or the like in the horizontal direction. Further, it is not necessary to provide the first sensor and the second sensor separately, and both may be combined into one.

The present invention can be used as a vibration damping device for a railway vehicle including a semi-active vibration damping damper provided between the bogie and the vehicle body of the railway vehicle and a control controller for controlling the semi-active vibration damping damper.

1 Railroad vehicle 2 Body 3 Bogie 4 Air spring 5 Semi-active vibration damping damper 6 Control controller 7 Vibration sensor 10 Vibration damping device 20 Hydraulic cylinder 30 Hydraulic circuit 71 1st sensor 72 2nd sensor

Claims (3)

On-road and unloading of the semi-active vibration damping damper provided between the bogie and the vehicle body of the railway vehicle, the vibration sensor provided on the vehicle body, and the detection signal of the vibration sensor. It is a vibration damping device for railway vehicles equipped with a control controller that performs switching control.
The vibration sensor includes at least a first sensor that detects vibration in the roll direction of the vehicle body, and the control controller calculates a first load command signal based on the detection signal of the first sensor, and the first load command signal is calculated. 1 Performing switching control of the semi-active vibration damping damper based on the load command signal ,
In addition to the first sensor, the vibration sensor includes a second sensor that detects vibration in the lateral translation direction or the yaw direction of the vehicle body, and the control controller is based on the detection signal of the second sensor. A railroad vehicle vibration damping device characterized in that a second load command signal is calculated and the first load command signal and the second load command signal are switched to control switching of the semi-active vibration damping damper . In the vibration damping device for a railway vehicle according to claim 1 ,
The control controller compares the magnitude of the first load command signal with the magnitude of the second load command signal, selects the larger load command signal, and performs switching control of the semi-active vibration damping damper. A vibration damping device for railway vehicles that features. In the vibration damping device for a railway vehicle according to claim 1 or 2 .
The control controller removes signals of specific frequencies from the detection signal of the first sensor and the detection signal of the second sensor based on the track information at the traveling point of the railroad vehicle, and then the first load command. A railroad vehicle vibration damping device characterized in that a signal and the second load command signal are calculated respectively.

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