JP6956663B2 - Vibration damping device for railway vehicles - Google Patents

Description

The present invention relates to an improvement of a vibration damping device for a railway vehicle.

Conventionally, this type of vibration damping device for railway vehicles is used, for example, by being interposed between a vehicle body and a trolley in order to suppress vibration in the left-right direction with respect to the traveling direction of the railway vehicle. It has been known.

More specifically, this vibration damping device for a railway vehicle includes a cylinder connected to one of the vehicle body and the carriage of the railway vehicle, a piston slidably inserted into the cylinder, and a piston inserted into the cylinder. A first on-off valve provided in the middle of the first passage connecting the rod connected to the other side of the vehicle body and the trolley, the rod side chamber and the piston side chamber partitioned by the piston in the cylinder, the tank, and the rod side chamber and the piston side chamber. A second on-off valve provided in the middle of the second passage connecting the piston side chamber and the tank, a pump for supplying hydraulic oil to the rod side chamber, a discharge passage connecting the rod side chamber to the tank, and the discharge passage. It is equipped with a variable relief valve that is provided in the middle of the cylinder and can change the valve opening pressure. This thrust force suppresses the vibration of the vehicle body (see, for example, Patent Document 1).

JP-A-2010-65797

In the above-mentioned vibration damping device for rolling stock, the thrust is adjusted by using a variable relief valve, but when the temperature of the hydraulic oil in the actuator becomes low and the viscosity increases, the pressure loss in the variable relief valve becomes large. Become. Then, even if the actuator tries to exert an extremely low thrust, as shown in FIG. 8, the actuator exerts a thrust higher than the target thrust for suppressing the vibration of the vehicle body, and the vehicle body vibrates instead. Will be given. Since the vibration damping device for railroad vehicles detects the acceleration of the vehicle body and obtains the target thrust, if the vehicle body is vibrated in this way, control is performed to increase the target thrust and the vibration of the vehicle body is excited. A phenomenon occurs.

In addition, the cause of self-exciting the vibration of the vehicle body is not only the temperature drop of the hydraulic oil, but also the thrust of the actuator when the initial load of the spring that attaches the valve body of the variable relief valve becomes larger than the set load. growing. Further, when the driver for driving the variable relief valve and the variable relief valve are incompatible with each other and the valve opening pressure of the variable relief valve becomes higher than the valve opening pressure indicated by the target thrust, the thrust of the actuator is similarly increased. growing.

Accordingly, the present invention is that intended to provide a vibration damping system for a railway vehicle capable of suppressing the excitation of the vehicle body vibration.

The vibration damping device for a railroad vehicle of the present invention includes an actuator that is interposed and unloadable between the vehicle body and the carriage of the railroad vehicle, and a controller that controls the actuator. A piston that is slidably inserted into the cylinder, a rod that is inserted into the cylinder and connected to the piston, a rod side chamber and a piston side chamber partitioned by the piston in the cylinder, a tank, a rod side chamber, and a piston side chamber. A first on-off valve provided in the first passage that communicates, a second on-off valve provided in the second passage that communicates the piston side chamber and the tank, a pump that can supply liquid to the rod side chamber, and a motor that drives the pump. It has a discharge passage that communicates the rod side chamber and the tank, and a variable relief valve that can change the valve opening pressure provided in the discharge passage, and the controller has an acceleration sensor that detects the lateral acceleration of the vehicle body. Then, a target control force is obtained based on the acceleration detected by the acceleration sensor, and the variable relief valve, the first on-off valve, and the second on-off valve are controlled according to the target control force to obtain the thrust of the actuator. the controls so that the target control force, if there is pre-Symbol objectives control force dead band which is set in a range including 0, wherein by opening and said first on-off valve the second on-off valve Unload the actuator. When the actuator is unloaded in this way, the actuator does not exert thrust in the dead zone. Further, according to the vibration damping device for railroad vehicles configured in this way, the rod side chamber and the piston side chamber are communicated with the tank at the time of unloading, and the inside of the rod side chamber and the piston side chamber is set to the tank pressure to reduce the thrust of the actuator to approximately 0. Therefore, the excitation of vibration of the vehicle body can be effectively suppressed.

Further, the vibration damping device for a railway vehicle may set the dead zone in a range of ± 400 N or more with respect to the target control force, so that the excitation of the vibration of the vehicle body can be effectively suppressed.

Further, the vibration damping device for railway vehicles may be changed so that the controller increases the range of the dead zone when the vibration of the vehicle body exceeds the threshold value. According to the vibration damping device for railroad vehicles configured in this way, the range of the dead zone is optimized and the vehicle body is optimized even if the liquid temperature in the actuator drops or the initial load of the valve that adjusts the thrust of the actuator is improperly set. The excitation of B vibration can be reliably blocked.

Further, the vibration damping device for railway vehicles may change the range of the dead zone according to the date and the outside air temperature. According to the vibration damping device for railway vehicles configured in this way, the range of the dead zone is changed according to the date and temperature, so the range of the dead zone suitable for the temperature condition is set to automatically suppress the excitation of the vibration of the vehicle body. can.

Railcar damping device have a rectifying passage for allowing only flow of liquid directed from the actuator Gapi piston side chamber to the rod side chamber and a suction passage for allowing only flow of liquid directed from the tank to the piston side chamber May be good . According to the thus constructed vibration damping system for a railway vehicle as this, not only as an actuator, can also function as a semi-active damper or a passive damper.

Then, in the railroad vehicle vibration damping device, an actuator is interposed between the vehicle body and the carriage of the railway vehicle sideways with respect to the traveling direction of the railway vehicle, and the controller is provided with respect to the traveling direction of the railway vehicle before and after the vehicle body. The yaw suppression force that suppresses the vibration in the yaw direction of the vehicle body and the sway suppression force that suppresses the vibration in the sway direction are obtained from the lateral acceleration, and the target control force is obtained based on the yaw suppression force and the sway suppression force. It has become. According to the vibration damping device for railway vehicles configured in this way, the target control force is obtained based on the yaw suppression force and the sway suppression force, so that the vibration of the vehicle body B is effectively captured by capturing the vibration of the entire vehicle body. Can be suppressed.

According to the vibration damping device for railway vehicles of the present invention, the excitation of vibration of the vehicle body can be suppressed.

It is a top view of the railroad vehicle equipped with the vibration damping device for a railroad vehicle in one embodiment. It is a detailed view of the actuator of the vibration damping device for a railroad vehicle in one embodiment. It is a control block diagram of the control part in the vibration damping device for a railroad vehicle in one Embodiment. It is a figure which showed an example of the flowchart of the process of changing the range of the dead zone of the controller in the vibration damping device for a railroad vehicle in one embodiment. (A) is a figure which showed the transition of the vibration of the front side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 300N. (B) is a figure which showed the transition of the vibration on the rear side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 300N. (A) is a figure which showed the transition of the vibration of the front side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 400N. (B) is a figure which showed the transition of the vibration on the rear side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 400N. (A) is a figure which showed the transition of the vibration of the front side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 500N. (B) is a figure which showed the transition of the vibration on the rear side of the vehicle body to which the vibration damping device for a railroad vehicle was applied in one embodiment when the dead zone set value was set to 500N. It is a figure which showed the transition of the vibration of the vehicle body to which the conventional vibration damping device for a railroad vehicle was applied.

Hereinafter, the present invention will be described based on the embodiments shown in the figure. In this example, the vibration damping device 1 for a railway vehicle in one embodiment is used as a vibration damping device for the vehicle body B of the railway vehicle, and as shown in FIG. 1, the carriages T1 and T2 before and after the vehicle and the vehicle body B It is configured to include actuators A1 and A2 installed between them and a controller C, respectively.

Then, as shown in FIG. 1, in both actuators A1 and A2, the cylinder 2 is connected to the pin P hanging below the vehicle body B of the railway vehicle, and the rod 4 is connected to the front and rear bogies T1 and T2. It is installed between the vehicle body B and the front and rear bogies T1 and T2. The vibration damping device 1 for a railroad vehicle suppresses vibration in the horizontal and lateral directions with respect to the traveling direction of the railroad vehicle of the vehicle body B by the thrusts exerted by the actuators A1 and A2 installed in the front and rear of the railroad vehicle, respectively. There is.

As shown in FIG. 2, the actuators A1 and A2 have a cylinder 2 connected to the vehicle body B, a piston 3 slidably inserted into the cylinder 2, and one end inserted into the cylinder 2. In addition to the rod 4 connected to the piston 3 and the other end connected to the trolleys T1 and T2 of the railroad vehicle, and the cylinder body Cy provided with the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2. A tank 7 for storing the hydraulic oil, a pump 12 capable of sucking the hydraulic oil from the tank 7 and supplying the hydraulic oil to the rod side chamber 5, a motor 15 for driving the pump 12, and switching and pushing force of expansion and contraction of the cylinder body Cy. It is equipped with a hydraulic circuit HC for control, and is configured as a single-rod type actuator.

Further, the rod side chamber 5 and the piston side chamber 6 are filled with hydraulic oil as a liquid in this example, and the tank 7 is filled with gas in addition to the hydraulic oil. It is not necessary to pressurize the inside of the tank 7 by compressing and filling the gas. Further, as the liquid, other liquids other than the hydraulic oil may be used.

The hydraulic circuit HC is provided in the middle of the first on-off valve 9 provided in the middle of the first passage 8 communicating the rod side chamber 5 and the piston side chamber 6 and the second passage 10 communicating the piston side chamber 6 and the tank 7. It is provided with a second on-off valve 11 provided.

Then, basically, when the first on-off valve 9 makes the first passage 8 communicate, the second on-off valve 11 is closed and the pump 12 is driven, the cylinder body Cy is extended, and the second on-off valve 11 is the second. When the two passages 10 are in a communicating state, the first on-off valve 9 is closed and the pump 12 is driven, the cylinder body Cy contracts.

Hereinafter, each part of the actuators A1 and A2 will be described in detail. The cylinder 2 has a cylindrical shape, the right end in FIG. 2 is closed by a lid 13, and an annular rod guide 14 is attached to the left end in FIG. Further, a rod 4 that is movably inserted into the cylinder 2 is slidably inserted into the rod guide 14. One end of the rod 4 projects out of the cylinder 2, and the other end of the rod 4 is connected to a piston 3 that is slidably inserted into the cylinder 2.

The outer circumference of the rod guide 14 and the cylinder 2 are sealed by a sealing member (not shown), whereby the inside of the cylinder 2 is maintained in a sealed state. The rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

Further, in the case of this cylinder body Cy, the cross-sectional area of the rod 4 is halved from the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is halved from the pressure receiving area on the piston side chamber 6 side. It is supposed to be. Therefore, if the pressure of the rod side chamber 5 is the same during the extension operation and the contraction operation, the thrust generated in both expansion and contraction becomes equal, and the amount of hydraulic oil with respect to the displacement amount of the cylinder body Cy is also the same on both sides of expansion and contraction.

Specifically, when the cylinder body Cy is extended, the rod side chamber 5 and the piston side chamber 6 are in communication with each other. Then, the pressures in the rod side chamber 5 and the piston side chamber 6 become equal, and the actuators A1 and A2 generate a thrust force obtained by multiplying the pressure receiving area difference between the rod side chamber 5 side and the piston side chamber 6 side of the piston 3 by the pressure. On the contrary, when the cylinder body Cy is contracted, the rod side chamber 5 and the piston side chamber 6 are cut off, and the piston side chamber 6 is communicated with the tank 7. Then, the actuators A1 and A2 generate a thrust obtained by multiplying the pressure in the rod side chamber 5 by the pressure receiving area on the rod side chamber 5 side in the piston 3.

In short, the generated thrust of the actuators A1 and A2 is a value obtained by multiplying half of the cross-sectional area of the piston 3 by the pressure of the rod side chamber 5 in both expansion and contraction. Therefore, when controlling the thrust of the actuators A1 and A2, the pressure of the rod side chamber 5 may be controlled for both the extension operation and the contraction operation. Further, in the actuators A1 and A2 of this example, the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to half of the pressure receiving area on the piston side chamber 6 side. Since the pressure of the rod side chamber 5 is the same on the extension side and the contraction side, control is simplified. In addition, since the amount of hydraulic oil is the same with respect to the amount of displacement, there is an advantage that the responsiveness is the same on both sides of expansion and contraction. Even if the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to half of the pressure receiving area on the piston side chamber 6, the pressure of the rod side chamber 5 controls the thrusts on both sides of expansion and contraction of the actuators A1 and A2. The points you can do are the same.

Returning, the lid 13 that closes the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown), and the actuators A1 and A2 are used as the vehicle body B and the bogies T1 and T2 in the railway vehicle. It is possible to intervene between.

The rod side chamber 5 and the piston side chamber 6 are communicated with each other by a first passage 8, and a first on-off valve 9 is provided in the middle of the first passage 8. The first passage 8 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.

The first on-off valve 9 is an electromagnetic on-off valve, and has a communication position in which the first passage 8 is opened to communicate the rod side chamber 5 and the piston side chamber 6, and the first passage 8 is blocked to form the rod side chamber 5. It has a blocking position that cuts off communication with the piston side chamber 6. The first on-off valve 9 takes a communication position when the power is turned on and a shutoff position when the power is off.

Subsequently, the piston side chamber 6 and the tank 7 are communicated with each other by a second passage 10, and a second on-off valve 11 is provided in the middle of the second passage 10. The second on-off valve 11 is an electromagnetic on-off valve, and has a communication position in which the second passage 10 is opened to communicate the piston side chamber 6 and the tank 7, and the second passage 10 is blocked to block the piston side chamber 6 and the tank. It has a blocking position that cuts off communication with 7. The second on-off valve 11 takes a communication position when the power is turned on and a shutoff position when the power is off.

The pump 12 is driven by a motor 15 and is a pump that discharges hydraulic oil in only one direction. The discharge port of the pump 12 is communicated with the rod side chamber 5 by the supply passage 16, and the suction port is connected to the tank 7. When the pump 12 is driven by the motor 15, hydraulic oil is sucked from the tank 7 and the rod is sucked. The hydraulic oil is supplied to the side chamber 5.

As described above, since the pump 12 only discharges hydraulic oil in only one direction and does not switch the rotation direction, there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump or the like can be used. .. Further, since the rotation direction of the pump 12 is always the same, the motor 15 which is the drive source for driving the pump 12 is not required to have high responsiveness to the rotation switching, and the motor 15 is also inexpensive. Can be used. A check valve 17 is provided in the middle of the supply passage 16 to prevent the backflow of hydraulic oil from the rod side chamber 5 to the pump 12.

Further, in the hydraulic circuit HC of this example, in addition to the above-described configuration, the discharge passage 21 connecting the rod side chamber 5 and the tank 7 and the variable relief provided in the middle of the discharge passage 21 can change the valve opening pressure. It is provided with a valve 22.

In this example, the variable relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the amount of current supplied. When the amount of current is maximized, the valve opening pressure is minimized and no current is supplied. And the valve opening pressure is maximized.

When the discharge passage 21 and the variable relief valve 22 are provided in this way, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 when the cylinder body Cy is expanded and contracted, and the actuators A1 and A2 The thrust can be controlled by the amount of current supplied to the variable relief valve 22. When the discharge passage 21 and the variable relief valve 22 are provided, the sensors required for adjusting the thrust of the actuators A1 and A2 become unnecessary, and the motor 15 needs to be highly controlled for adjusting the discharge flow rate of the pump 12. Will disappear. Therefore, the vibration damping device 1 for railway vehicles becomes inexpensive, and a robust system can be constructed in terms of both hardware and software.

When the first on-off valve 9 is in the communication position and the second on-off valve 11 is in the shut-off position, or when the first on-off valve 9 is in the shut-off position and the second on-off valve 11 is in the communication position, the driving condition of the pump 12 is changed. Regardless, the actuators A1 and A2 can exert a damping force only for either extension or contraction. Therefore, for example, when the direction in which the damping force is exerted is the direction in which the vehicle body B is vibrated by the vibration of the bogies T1 and T2 of the railroad vehicle, the actuators A1 and A2 are set so as not to exert the damping force in such a direction. It can be a one-sided damper. Therefore, the actuators A1 and A2 can easily realize semi-active control based on the Carnop theory, and can also function as a semi-active damper.

If a proportional electromagnetic relief valve that changes the valve opening pressure proportionally with the amount of current applied to the variable relief valve 22 is used, the valve opening pressure can be easily controlled, but the variable relief valve 22 can adjust the valve opening pressure. If it is a variable relief valve, it is not limited to a proportional electromagnetic relief valve.

Then, in the variable relief valve 22, regardless of the open / closed state of the first on-off valve 9 and the second on-off valve 11, there is an excessive input in the expansion / contraction direction in the cylinder body Cy, and the pressure in the rod side chamber 5 exerts the valve opening pressure. When it exceeds the limit, the discharge passage 21 is opened. As described above, when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, the variable relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 to prevent the pressure in the cylinder 2 from becoming excessive. To protect the entire system of actuators A1 and A2. Therefore, if the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.

Further, the hydraulic circuit HC in the actuators A1 and A2 of this example has a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5, and the flow of hydraulic oil from the tank 7 to the piston side chamber 6. It is provided with a suction passage 19 that allows only. Therefore, in the actuators A1 and A2 of this example, when the cylinder body Cy expands and contracts while the first on-off valve 9 and the second on-off valve 11 are closed, hydraulic oil is pushed out from the inside of the cylinder 2. Since the variable relief valve 22 provides resistance to the flow of hydraulic oil discharged from the cylinder 2, the actuators A1 and A2 of this example are in a state where the first on-off valve 9 and the second on-off valve 11 are closed. Functions as a uniflow type damper.

More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18a is provided in the middle, allowing only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5. It is set as a one-way passage. Further, the suction passage 19 communicates the tank 7 with the piston side chamber 6, and is provided with a check valve 19a in the middle, and is a one-way passage that allows only the flow of hydraulic oil from the tank 7 to the piston side chamber 6. Is set to. The rectifying passage 18 can be integrated into the first passage 8 if the shutoff position of the first on-off valve 9 is a check valve, and the suction passage 19 is also the first if the shut-off position of the second on-off valve 11 is a check valve. It can be integrated into two passages 10.

In the actuators A1 and A2 configured in this way, even if both the first on-off valve 9 and the second on-off valve 11 take the shutoff position, the rod side chamber 5 in the rectifying passage 18, the suction passage 19, and the discharge passage 21 The piston side chamber 6 and the tank 7 are connected in a string. Further, the rectifying passage 18, the suction passage 19, and the discharge passage 21 are set as one-way passages. Therefore, when the cylinder body Cy expands and contracts due to an external force, the hydraulic oil is always discharged from the cylinder 2 and returned to the tank 7 via the discharge passage 21, and the hydraulic oil that is insufficient in the cylinder 2 is discharged from the tank 7 via the suction passage 19. It is supplied into the cylinder 2. Since the variable relief valve 22 acts as a resistance to the flow of hydraulic oil and adjusts the pressure in the cylinder 2 to the valve opening pressure, the actuators A1 and A2 function as passive uniflow type dampers.

Further, at the time of failure in which the actuators A1 and A2 cannot be energized, the first on-off valve 9 and the second on-off valve 11 each take a shutoff position, and the variable relief valve 22 has a valve opening pressure. Functions as a maximally fixed pressure control valve. Therefore, at the time of such a failure, the actuators A1 and A2 automatically shift to the passive damper mode and function as passive dampers.

Subsequently, when the actuators A1 and A2 exert a thrust in a desired extension direction, the controller C basically rotates the motor 15 to supply hydraulic oil from the pump 12 into the cylinder 2, and first. The on-off valve 9 is in the communication position, and the second on-off valve 11 is in the shut-off position. In this way, the rod side chamber 5 and the piston side chamber 6 are placed in a communicating state, hydraulic oil is supplied to both of them from the pump 12, the piston 3 is pushed to the left in FIG. 2, and the actuators A1 and A2 are in the extension direction. Demonstrate thrust. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22, the variable relief valve 22 opens and the hydraulic oil is discharged to the tank 7 through the discharge passage 21. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled by the valve opening pressure of the variable relief valve 22 determined by the amount of current applied to the variable relief valve 22. Then, the actuators A1 and A2 extend a value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side of the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22. Demonstrate directional thrust.

On the other hand, when the actuators A1 and A2 exert a thrust in a desired contraction direction, the controller C rotates the motor 15 to supply hydraulic oil from the pump 12 into the rod side chamber 5, and the first on-off valve. 9 is the shutoff position, and the second on-off valve 11 is the communication position. In this way, the piston side chamber 6 and the tank 7 are kept in communication with each other, and the hydraulic oil is supplied from the pump 12 to the rod side chamber 5, so that the piston 3 is pushed to the right in FIG. 2 and the actuators A1 and A2 contract. Demonstrate thrust in the direction. Then, as described above, when the amount of current of the variable relief valve 22 is adjusted, the actuators A1 and A2 change the pressure receiving area on the rod side chamber 5 side of the piston 3 and the pressure in the rod side chamber 5 controlled by the variable relief valve 22. Demonstrate the thrust in the contraction direction multiplied.

Further, when the actuators A1 and A2 do not want to exert any thrust, the controller C unloads the actuators A1 and A2 with the first on-off valve 9 and the second on-off valve 11 in the communicating position. In this unloading state, the rod side chamber 5, the piston side chamber 6 and the tank 7 are communicated with each other by the first passage 8 and the second passage 10, and the internal pressure between the rod side chamber 5 and the piston side chamber 6 becomes the tank pressure. Therefore, the actuators A1 and A2 do not exert any thrust regardless of whether the pump 12 is being driven or the valve opening pressure of the variable relief valve 22.

Further, the actuators A1 and A2 can function not only as actuators but also as dampers only by opening and closing the first on-off valve 9 and the second on-off valve 11 regardless of the driving condition of the motor 15. Further, when switching the actuators A1 and A2 from the actuator to the damper, a troublesome and steep switching operation between the first on-off valve 9 and the second on-off valve 11 is not involved, so that a system with high responsiveness and reliability can be provided. ..

Since the actuators A1 and A2 of this example are set to the single rod type, it is easier to secure the stroke length as compared with the double rod type actuator, the total length of the actuator is shortened, and the railroad vehicle. The mountability to the vehicle is improved.

Further, the hydraulic oil supply from the pump 12 and the flow of the hydraulic oil due to the expansion / contraction operation in the actuators A1 and A2 of this example pass through the rod side chamber 5 and the piston side chamber 6 in this order, and finally return to the tank 7. ing. Therefore, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, it is independently discharged to the tank 7 by the expansion / contraction operation of the cylinder body Cy, so that deterioration of the responsiveness of thrust generation can be prevented. Therefore, when manufacturing the actuators A1 and A2, the troublesome assembly in oil and the assembly in a vacuum environment are not required, and the advanced degassing of hydraulic oil is not required, so that the productivity is improved and the manufacturing cost is improved. Can be reduced. Further, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, the gas is automatically discharged to the tank 7 by the expansion / contraction operation of the cylinder body Cy, so that it is necessary to frequently perform maintenance for performance recovery. It is possible to reduce the labor and cost burden in terms of maintenance.

Subsequently, as shown in FIG. 3, the controller C has a front side acceleration sensor 41f that detects the lateral acceleration α1 of the vehicle body front portion Bf as the vehicle body front side and the lateral acceleration of the vehicle body rear portion Br as the vehicle body rear side. Based on the rear acceleration sensor 41r that detects α2, the control calculation unit 44 that obtains the target control forces F1L and F2L to be output by the front and rear actuators A1 and A2, the dead zone setting unit 45, and the target control forces F1L and F2L. It includes a motor 15, a first on-off valve 9, a second on-off valve 11, and a drive unit 46 for driving a variable relief valve 22.

In the present embodiment, the control calculation unit 44 includes a controller 44a for obtaining target control forces F1 and F2 to be individually generated by the actuators A1 and A2 based on accelerations α1 and α2, as shown in FIG. It is provided with a dead zone processing unit 44b that performs dead zone processing of the target control forces F1 and F2.

The controller 44a is an H∞ controller, and based on the accelerations α1 and α2, the sway acceleration β, which is the horizontal and lateral acceleration of the vehicle body center G, which is the center of the vehicle body B, and the front and rear trolleys T1 and T2. The yaw acceleration ω, which is the angular acceleration around the center G of the vehicle body directly above, is obtained. Then, the controller 44a obtains the target control forces F1 and F2 to be individually generated by the actuators A1 and A2 based on the sway acceleration β and the yaw acceleration ω. Specifically, the controller 44a obtains the sway suppressing force fs that suppresses the vibration of the vehicle body B in the sway direction and the yaw suppressing force fω that suppresses the vibration of the vehicle body B in the yaw direction from the sway acceleration β and the yaw acceleration ω. .. Further, the control calculation unit 44 obtains the target control force F1 of the front actuator A1 by dividing the value obtained by adding the sway acceleration β and the yaw acceleration ω by 2, and subtracts the yaw suppression force fω from the sway suppression force fs. Divide by 2 to obtain the target control force F2 of the rear actuator A2.

Further, the dead zone processing unit 44b performs dead zone processing when the absolute values of the target control forces F1 and F2 are less than the dead zone set value γ, and sets the final target control forces F1L and F2L to 0. Further, when the final target control forces F1L and F2L exceed the upper limit value by a limiter (not shown), the final target control forces F1L and F2L are limited to the upper limit value and input to the drive unit 46.

The drive unit 46 includes a driver circuit for driving the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22. The drive unit 47 controls the amount of current supplied to the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22 in the actuators A1 and A2 according to the target control forces F1L and F2L. The thrust force is exerted on each actuator A1 and A2 according to the target control force F1L and F2L.

As described above, the thrust of the actuators A1 and A2 is adjusted by the variable relief valve 22, so that the drive unit 46 is a variable relief valve depending on the magnitude of the thrust indicated by the final target control forces F1L and F2L. The target current given to 22 is obtained, and the amount of current flowing through the variable relief valve 22 is adjusted to be the target current. The drive unit 46 obtains the target current by multiplying the thrust indicated by the final target control forces F1L and F2L by the control gain when obtaining the target current from the final target control forces F1L and F2L. When the final target control forces F1L and F2L are 0, the drive unit 46 unloads the actuators A1 and A2 with the first on-off valve 9 and the second on-off valve 11 as communication positions. That is, the drive unit 46 unloads the actuators A1 and A2 when the dead zone processing unit 44b performs the dead zone processing of the target control forces F1 and F2 and the final target control forces F1L and F2L become 0.

In this way, in the vibration damping device 1 for a railroad vehicle, the final target control forces F1L and F2L that are optimal for the traveling section of the railroad vehicle are obtained, and the actuators A1 and A2 exert the target control forces F1L and F2L. Then, the vibration of the vehicle body B is suppressed.

Subsequently, the dead zone setting unit 45 sets the value of the dead zone setting value γ used for the dead zone processing in the dead zone processing unit 44b. Hereinafter, the processing of the dead zone setting unit 45 will be described according to the flowchart shown in FIG.

There are several different processing methods for setting the value of the dead zone setting value γ. Here, a process of vibrating the vehicle body B with the actuators A1 and A2 to set the dead zone set value γ will be described.

In this case, the controller C drives the actuators A1 and A2 to apply a predetermined value of thrust to the vehicle body B of the railway vehicle in a state where the vehicle is stopped on a flat straight track and no external force acts on the vehicle body B. Shake. The inventor has found that when the actuators A1 and A2 exert a large thrust to some extent, a mode that excites the vibration of the vehicle body B does not occur. Therefore, in the vibration of the vehicle body B for setting the dead zone set value γ, the actuators A1 and A2 are made to exert a thrust that may excite the vibration of the vehicle body B. The thrust at that time may be determined by actually performing a vibration test. In the present embodiment, the thrust that does not actually cause the vibration of the vehicle body B to exceed 500 N is set to 500 N or less. Will be done. Then, the maximum thrust of the actuators A1 and A2 is set to a predetermined thrust value of 500 N or less, and the vehicle body B is sway-vibrated so that only the sway acceleration β acts on the vehicle body B (step S1).

The controller C compares the acceleration α1 detected by the front acceleration sensor 41f with the threshold value αref, and also compares the acceleration α2 detected by the rear acceleration sensor 41r with the threshold value αref. Specifically, it is determined whether or not α1 ≧ αref or α2 ≧ αref (step S2).

Then, if α1 ≧ αref or α2 ≧ αref is not determined in step S2, the controller C ends the process without changing the value of the dead zone set value γ. On the other hand, when α1 ≧ αref or α2 ≧ αref, the dead zone setting unit 45 changes the value of the dead zone setting value γ (step S3). Specifically, when α1 ≧ αref, the dead zone setting unit 45 changes the value of the dead zone setting value γ used for the dead zone processing of the target control force F1 of the front actuator A1 to a value larger than the current value. Further, when α2 ≧ αref, the dead zone setting unit 45 changes the dead zone setting value γ used for the dead zone processing of the target control force F1 of the rear actuator A1 to a value larger than the current value. Assuming that the unit of the dead zone setting value γ is N (Newton), the current value of the dead zone setting value γ is γ1, and the changed value is γ2, the dead zone setting unit 45 calculates γ2 = γ1 + 100 to obtain the dead zone. Update the value of the set value γ. That is, in the present embodiment, when the dead zone setting value γ is changed, the dead zone setting unit 45 is changed so as to be larger by 100 N than the current value, but how much the dead zone setting value is increased can be arbitrarily set. Further, in the present embodiment, the accelerations α1 and α2 of the vehicle body B are used in determining the necessity of changing the dead zone set value γ, but the necessity determination is made using the information capable of grasping the vibration of the vehicle body B. Since this may be done, the necessity determination may be made based on other parameters such as the displacement and speed of the vehicle body B.

When the change of the dead zone set value γ in the dead zone setting unit 45 is completed, the controller C returns to the process of step S1 and drives the actuators A1 and A2 to vibrate the vehicle body B again to determine step S2. Is performed to determine whether or not the accelerations α1 and α2 are equal to or higher than the threshold value αref, and if it is necessary to change the dead zone set value γ, the value is changed. In this way, the controller C repeats the change process of increasing the value of the dead zone set value γ by 100 N until the accelerations α1 and α2 become less than the threshold value αref, and ends the process when the accelerations α1 and α2 become less than the threshold value αref.

In this way, the dead zone setting unit 45 changes the dead zone setting value γ so that the excitation of the vibration of the vehicle body B is contained, and finally sets the value of the dead zone setting value γ to a value at which the excitation of the vibration of the vehicle body B does not occur. do. Therefore, it is possible to prevent the dead zone from expanding due to the change of the dead zone set value γ of the dead zone setting unit 45 and causing the final target control forces F1L and F2L required by the control calculation unit 44 to be commands to excite the vibration of the vehicle body B. .. The graphs when the vehicle body B is vibrated under the condition that the outside air temperature is -3 degrees are shown in FIGS. 5 to 7. FIG. 5A is a graph of the transition of the acceleration α1 when the value of the dead zone set value γ is 300 N, and FIG. 5B is a graph of the acceleration α2 when the value of the dead zone set value γ is 300 N. It is a graph of transition. FIG. 6A is a graph of the transition of the acceleration α1 when the value of the dead zone set value γ is 400N, and FIG. 6B is a graph of the acceleration α2 when the value of the dead zone set value γ is 400N. It is a graph of transition. FIG. 7A is a graph of the transition of the acceleration α1 when the value of the dead zone set value γ is 500 N, and FIG. 7B is a graph of the acceleration α2 when the value of the dead zone set value γ is 500 N. It is a graph of transition. Under this condition, as can be understood from each of these figures, it can be seen that the excitation of the vibration of the vehicle body B is suppressed when the value of the dead zone set value γ is 400N.

The range of the dead zone may be set by changing the dead zone set value γ every day or at the time of periodic inspection. Further, since one of the causes of the excitation of the vibration of the vehicle body B is the decrease in the temperature of the hydraulic oil in the actuators A1 and A2, the range of the dead zone can be set by changing the dead zone set value γ even if the range of the dead zone is set at the turn of the season. Alternatively, it may be performed when there is a change in the traveling line section of the railroad vehicle.

As described above, the vibration damping device 1 for a railroad vehicle of the present invention includes actuators A1 and A2 that are interposed between the vehicle body B of the railroad vehicle and the carriages T1 and T2 and that can be unloaded, and actuators A1 and A2. It includes a controller C to control, and unloads the actuators A1 and A2 when the controller C is in a dead zone in which the target control forces F1 and F2 of the actuators A1 and A2 are set in a range including 0.

When the actuators A1 and A2 are unloaded in this way, the actuators A1 and A2 do not exert thrust in the dead zone. Therefore, according to the vibration damping device 1 for railway vehicles of the present invention, the temperature of the hydraulic oil in the actuators A1 and A2 becomes extremely low, and the valve (variable relief valve 22) that adjusts the thrust of the actuators A1 and A2. Even if the initial load is improperly set, the vibration excitation of the vehicle body B can be suppressed.

Further, by setting a range of more than ± 400 N dead band can be suppressed excitation of vibrations of the vehicle body B so effectively. The dead zone setting value γ that can suppress the vibration excitation of the vehicle body B changes depending on the temperature of the hydraulic oil, but if the dead zone is set in the range of ± 400 N or more, the vibration excitation of the vehicle body B can be substantially suppressed.

Further, the vibration damping device 1 for a railway vehicle of the present embodiment is changed so that the controller C increases the range of the dead zone when the vibration of the vehicle body B becomes equal to or more than the threshold value αref. According to the vibration damping device 1 for railway vehicles configured in this way, a valve (variable relief valve 22) that adjusts the decrease in the hydraulic oil temperature in the actuators A1 and A2 and the thrust of the actuators A1 and A2 according to the present embodiment. Even if there is an improper setting of the initial load, the range of the dead zone can be optimized to reliably prevent the excitation of the vibration of the vehicle body B. The range of the dead zone is changed by actually exciting the vehicle body B and setting the dead zone set value γ so that the vibration is not excited. However, as described above, the vibration of the vehicle body B is changed. One of the causes of the excitation of is a decrease in the temperature of the hydraulic oil in the actuators A1 and A2. Therefore, instead of setting the range of the dead zone due to the vibration of the vehicle body B, or in addition to this, the dead zone set value γ may be changed according to the date and the outside air temperature. Temperature of the hydraulic oil in the actuator A1, A2 from the mean temperature on the day of the region where there is a traveling track section can be estimated. Then, by changing the dead zone setting value γ according to the date, the range of the dead zone can be set so that the vibration of the vehicle body B is not excited. Similarly, if the temperature of the outside air surrounding the actuators A1 and A2 is known, the temperature of the hydraulic oil in the actuators A1 and A2 can be estimated. Therefore, if a temperature sensor is provided in the vibration damping device 1 for a railroad vehicle, the actual outside air temperature detected by the temperature sensor is read by the controller C, and the dead zone setting unit 45 changes the dead zone set value γ according to the outside air temperature. , The range of the dead zone can be set so that the vibration of the vehicle body B is not excited. As the air temperature decreases, the pressure loss in the variable relief valve 22 increases. Therefore, the dead zone set value γ may be increased, and thus the excitation of vibration of the vehicle body B can be suppressed. According to the vibration damping device 1 for railway vehicles configured in this way, the range of the dead zone is changed depending on the date and temperature, so the range of the dead zone suitable for the temperature condition is set and the vibration of the vehicle body is automatically excited. Can be suppressed.

Further, in the vibration damping device 1 for a railroad vehicle of the present embodiment, the actuators A1 and A2 are inserted into the cylinder 2, the piston 3 slidably inserted into the cylinder 2, and the piston 3 by being inserted into the cylinder 2. It has a rod 4 to be connected, a rod side chamber 5 and a piston side chamber 6 partitioned by a piston 3 in a cylinder 2, and a tank 7, and the rod side chamber 5 and the piston side chamber 6 are communicated with the tank 7 at the time of unloading. According to the vibration damping device 1 for railroad vehicles configured in this way, the rod side chamber 5 and the piston side chamber 6 are communicated with the tank 7 at the time of unloading, and the inside of the rod side chamber 5 and the piston side chamber 6 is set to the tank pressure to make the actuator A1. , Since the thrust of A2 can be made substantially 0, the excitation of vibration of the vehicle body B can be effectively suppressed.

Further, in the vibration damping device 1 for a railroad vehicle of the present embodiment, the actuators A1 and A2 are inserted into the cylinder 2, the piston 3 slidably inserted into the cylinder 2, and the piston 3 by being inserted into the cylinder 2. The first opening and closing provided in the first passage 8 that communicates the rod 4 to be connected, the rod side chamber 5 and the piston side chamber 6 partitioned by the piston 3 in the cylinder 2, the tank 7, and the rod side chamber 5 and the piston side chamber 6. The valve 9, the second on-off valve 11 provided in the second passage 10 that communicates the piston side chamber 6 and the tank 7, the pump 12 that supplies liquid to the rod side chamber 5, the motor 15 that drives the pump 12, and the rod. A discharge passage 21 that communicates the side chamber 5 and the tank 7, a variable relief valve 22 provided in the discharge passage 21 that can change the valve opening pressure, and a rectification that allows only the flow of liquid from the piston side chamber 6 to the rod side chamber 5. It has a passage 18 and a suction passage 19 that allows only the flow of liquid from the tank 7 to the piston side chamber 6. According to the vibration damping device 1 for railroad vehicles configured in this way, the rod side chamber 5 and the piston side chamber 6 are communicated with the tank 7 at the time of unloading, and the inside of the rod side chamber 5 and the piston side chamber 6 is set to the tank pressure to make the actuator A1. , Since the thrust of A2 can be made substantially 0, the excitation of vibration of the vehicle body B can be effectively suppressed. Further, according to the vibration damping device 1 for a railway vehicle configured in this way, it can function not only as an actuator but also as a semi-active damper or a passive damper.

In the railroad vehicle vibration damping device 1 of the present embodiment, the actuators A1 and A2 are interposed between the vehicle body B of the railroad vehicle and the carriages T1 and T2 sideways with respect to the traveling direction of the railroad vehicle, and the controller From the lateral accelerations α1 and α2 with respect to the traveling direction of the railcar before and after the vehicle body B, C obtains the yaw suppression force fω that suppresses the vibration in the yaw direction of the vehicle body B and the sway suppression force fs that suppresses the vibration in the sway direction. The target control forces F1 and F2 are obtained based on the yaw suppression force fω and the sway suppression force fs. According to the vibration damping device 1 for a railway vehicle configured in this way, the target control forces F1 and F2 are obtained based on the yaw suppression force fω and the sway suppression force fs, so that the vibration of the entire vehicle body B can be captured. The vibration of the vehicle body B can be effectively suppressed.

In the present embodiment, the controller C controls the actuators A1 and A2 in the front and rear of the vehicle body B as described above, but the actuator A1 and the actuator A2 may be controlled independently. That is, the actuator A1 may be controlled based only on the vibration on the front side of the vehicle body B, and the actuator A2 may be controlled based only on the vibration on the rear side of the vehicle body B. In the present embodiment, when controlling the controller C, the target control forces F1 and F2 are obtained based on the accelerations α1 and α2 of the vehicle body B, but the vibration of the vehicle body B is determined by other parameters such as the displacement and speed of the vehicle body B. You may grasp and control it.

Although the preferred embodiments of the present invention have been described in detail above, they can be modified, modified, and modified as long as they do not deviate from the claims.

1 ... Vibration damping device for railway vehicles, 2 ... Cylinder, 3 ... Piston, 4 ... Rod, 5 ... Rod side chamber, 6 ... Piston side chamber, 7 ... Tank, 8 ... 1st passage, 9 ... 1st on-off valve, 10 ... 2nd passage, 11 ... 2nd on-off valve, 12 ... pump, 15 ... motor, 18 ... rectification Passage, 19 ... Suction passage, 21 ... Discharge passage, 22 ... Variable relief valve, A1, A2 ... Actuator, B ... Body, C ... Controller, T1, T2 ... Cart

Claims (6)

An actuator that is intervened between the body and bogie of a railroad vehicle and can be unloaded,
A controller for controlling the actuator is provided.
The actuator
A cylinder, a piston slidably inserted into the cylinder, a rod inserted into the cylinder and connected to the piston, a rod side chamber and a piston side chamber partitioned by the piston in the cylinder, and a tank. A first on-off valve provided in the first passage that communicates the rod side chamber and the piston side chamber, a second on-off valve provided in the second passage that communicates the piston side chamber and the tank, and the rod side chamber. It has a pump capable of supplying liquid to the pump, a motor for driving the pump, a discharge passage for communicating the rod side chamber and the tank, and a variable relief valve provided in the discharge passage for changing the valve opening pressure. death,
The controller
It has an acceleration sensor that detects the lateral acceleration of the vehicle body, obtains a target control force based on the acceleration detected by the acceleration sensor, and according to the target control force, the variable relief valve, the first on-off valve, and the like. The second on-off valve is controlled to control the thrust of the actuator so as to be the target control force.
0 If there is a previous Symbol objectives control force dead band which is set in a range including the railway vehicle, characterized in that unloading the actuator is opened and said first on-off valve the second on-off valve Vibration damping device. The vibration damping device for a railway vehicle according to claim 1, wherein the dead zone is set in a range of ± 400 N or more with respect to the target control force. The vibration damping device for a railway vehicle according to claim 1 or 2, wherein the controller is changed so as to increase the range of the dead zone when the vibration of the vehicle body exceeds a threshold value. The vibration damping device for a railway vehicle according to any one of claims 1 to 3, wherein the controller changes the range of the dead zone according to a date or an air temperature. The actuator
A rectifying passage that allows only the flow of liquid from the piston side chamber to the rod side chamber,
The vibration damping device for a railway vehicle according to any one of claims 1 to 4, further comprising a suction passage that allows only the flow of liquid from the tank to the piston side chamber. The actuator is interposed between the vehicle body and the bogie of the railway vehicle sideways with respect to the traveling direction of the railway vehicle.
The controller obtains a yaw suppressing force that suppresses vibration in the yaw direction of the car body and a sway suppressing force that suppresses vibration in the sway direction from lateral acceleration with respect to the traveling direction of the railroad vehicle in front of and behind the car body. The vibration damping device for a railroad vehicle according to any one of claims 1 to 5 , wherein the target control force is obtained based on the yaw suppressing force and the sway suppressing force.

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