JPH07285436A - Vibration damping device for rolling stock - Google Patents

Abstract

PURPOSE:To provide an effect of reducing a high frequency vibration and a fail-safe mechanism. CONSTITUTION:In a device comprising a control valve group 8 for controlling a fluid supplied to a fluid operating mechanism 3 by concurrently providing the fluid operating mechanism 3 in an air spring for supporting a static load of a vehicle body, detecting meter 17 for detecting vibration of the vehicle body and a controller for determining a control input to the control valve group 8 from an output of the detecting meter 17, the device is constituted by connecting between right/left chambers 5, 8 of the fluid operating mechanism 3 by a bypass 2 having an orifice 1 with a flow path diameter made variable. In this way, high frequency vibration caused in a vehicle can be reduced, also to reduce driving force and resistance force caused in the fluid operating mechanism at fail time of a vibration damping device, and riding comfortableness equivalent to a passive system is obtained.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vibration control device for a railway vehicle having a high-frequency vibration reduction effect and a fail-safe mechanism.

[0002]

2. Description of the Related Art As a method of suppressing the vibration generated in the car body of a railway vehicle, a fluid actuating mechanism is installed between the car body and a bogie in accordance with the vibration direction, and a control force having a phase opposite to the vibration of the car body is provided. It is generally generated.

A conventional vibration control device is composed of a spring and a damping force generating mechanism, and an air spring, a throttle of an oil damper or the like is used as the damping force generating mechanism. And
The diaphragm of the damping force generation mechanism was decided in order to suppress the vibration at the natural frequency due to the spring and the vehicle body mass in the low frequency range and also to reduce the vibration at the high frequency range.

However, in the above-mentioned prior art, the response delay of the fluid actuating mechanism has a large influence on the high-frequency disturbance.
It was difficult to reduce vibration in the high frequency range. In addition, the driving comfort and the resistance generated in the fluid actuating mechanism at the time of failure may deteriorate the riding comfort.

An apparatus has been proposed which compensates for the drawbacks of the prior art and reduces vibration in a high frequency range. For example, a fluid actuating mechanism is attached to a spring that supports a vehicle body, and after the output of a vibration detector that electrically detects the vibration of the vehicle is compensated by a control circuit, the fluid actuating mechanism is operated by the output of the control circuit. Vibration that is configured to perform feedback control of the fluid actuation mechanism, enables reduction of vibration in a high frequency range, and stops output to the compensation circuit when the control system is abnormal, and stops generation of driving force of the fluid actuation mechanism. Control device (Patent Fair 1-3
No. 4824) and a vibration control device (Japanese Patent Laid-Open No. 4-287763) provided with a damping force generation mechanism capable of switching the generated damping force separately from the fluid actuation mechanism.

However, all of these improved vibration control devices can reduce vibration in a high frequency range,
As a fail-safe mechanism, a method of stopping the generation of a driving force of the fluid actuating mechanism by stopping the flow of fluid into and out of the fluid actuating mechanism has been used. Therefore, the ride comfort of passengers may be deteriorated due to the increase in rigidity due to the resistance force generated in the fluid actuation mechanism.

[0007]

The conventional vibration control device for a railway vehicle is difficult to reduce the vibration in the high frequency region, and the device capable of reducing the vibration in the high frequency region is a fluid when failing. It was not possible to reduce the resistance force generated in the operating mechanism, and it was not possible to improve the riding comfort of passengers.

The present invention eliminates the above-mentioned drawbacks found in conventional vibration control devices for railway vehicles, adds a function of reducing high-frequency vibrations to the vibration control device, and uses fluid operation as a fail-safe mechanism when the vibration control device fails. It is intended to provide a railroad vehicle vibration control device capable of positively reducing not only the driving force generated in the mechanism but also the resistance force.

[0009]

In order to achieve the above object, the vibration control device for a railway vehicle according to the present invention is provided with an air spring for supporting a static load of a vehicle body, which is provided with a fluid actuating mechanism. A control valve for controlling the fluid, a detector for detecting the vibration of the vehicle body, and a controller for determining the control input to the control valve from the output of the detector. The left and right fluid chambers are connected by a bypass having an orifice whose flow path diameter is variable.

The bypass connecting the right and left fluid chambers of the fluid actuating mechanism normally reduces the orifice diameter by a control signal, and when the control device fails, the control signal cancels the orifice diameter to increase the flow rate. It is characterized by being configured.

Further, the bypass connecting the left and right fluid chambers of the fluid actuating mechanism is provided with a conduit having an orifice and a straight pipe having no orifice, and is provided so as to be able to switch the flow path by an electromagnetic switching valve. It is characterized in that it is normally connected to a conduit having an orifice, and is connected to a straight pipe having no orifice by a control signal when the control device fails.

Further, the bypass connecting the left and right fluid chambers of the fluid actuating mechanism is composed of a plurality of pipelines having orifices and a straight pipe without orifices, and the switching device allows combination and switching of the pipelines and straight pipes. It is characterized in that it is connected to a required number of pipelines which normally have orifices by a control signal, and is connected to a straight pipe having no orifices by a control signal when the control device fails.

[0013]

In FIG. 1, the left chamber 5 and the right chamber 6 formed by the piston 4 of the fluid actuating mechanism 3 are connected by a bypass 2 having an orifice 1 whose diameter can be changed, and a controller 7 By operating the control valve group 8 by the control signal, the fluid is supplied from the fluid source 9 to the left chamber 5 or the right chamber 6 of the fluid actuating mechanism 3 through the control valve group 8. At this time, a part of the fluid flows through the bypass 2 while generating a damping force. In addition,
The controller 7 includes an acceleration detector 1 for detecting vibration of the vehicle body.
The detection signal from 7 is input, and a comparison operation is performed with the set value, and the control signal is output.

During normal traveling, the orifice diameter is changed by the control signal from the controller 7 so that the orifice diameter can reduce the high frequency vibration generated in the vehicle by the damping force.

Further, when the vibration control device fails, the control signal from the controller 7 increases the orifice diameter to reduce the resistance of the fluid flowing through the bypass to facilitate the movement of the fluid and drive generated in the fluid actuating mechanism. Reduce force and resistance.

As described above, by connecting the left and right chambers of the fluid actuating mechanism with a bypass having an orifice whose diameter can be changed, high-frequency vibration generated in the vehicle can be reduced, and when the vibration control device fails. The driving force and resistance force generated in the fluid actuating mechanism are reduced, and the riding comfort equivalent to that of the passive system is obtained.

[0017]

Embodiment An embodiment of the present invention will be described with reference to FIG. The vehicle body 10 includes an air spring 12 provided with a damping force generator.
A double-acting pneumatic cylinder 13 as a fluid actuating mechanism, which is supported by the carriage 11 between the support member 15 provided downward on the bottom surface of the vehicle body 10 and the support member 16 provided upward on the carriage 11 and the carriage 11. Are placed sideways, the cylinder end surface is attached to the support member 16, and the outer end of the piston rod 14 is attached to the support member 15. The double-acting pneumatic cylinder 13 is provided with a bypass 2 having an orifice 1 connecting the left chamber 5 and the right chamber 6.

Then, the vehicle body 10 is provided with an acceleration detector 17 for detecting vehicle body vibration. Air is supplied to the double-acting pneumatic cylinder 13 from the air source 18 via the control valve group 8. However, a detection signal of vehicle body vibration detected by the acceleration detector 17 is input to the controller 7, The control amount is calculated by, and the result is input to the control valve group 8 as a control signal to select and open the control valve corresponding to the air supply amount.

As described above, the acceleration detector 17 detects the vibration of the vehicle body, the controller 7 calculates the control amount, and the air source 1
By controlling the air sent from the control valve group 8 with a specific control valve selected from the control valve group 8, the double-acting pneumatic cylinder 13
It is possible to suppress the vibration of the vehicle body by generating a force on the vehicle and controlling the magnitude and frequency of the acceleration detected by the acceleration detector 17.

Further, in order to suppress the vibration of the vehicle in the high frequency range, the vibration characteristic in the high frequency range is improved by narrowing the diameter of the orifice 1 installed in the bypass 2, and the vibration in the high frequency range by the fluid actuating mechanism is improved. It is possible to compensate for the deterioration.

When the vibration control device fails,
The control signal from the controller 7 releases the restriction of the orifice to increase the diameter to reduce the resistance of the fluid flowing in the bypass to facilitate the movement of the fluid and reduce the force or resistance generated in the fluid actuating mechanism. . As a result, when the vibration control device fails, the ride comfort equivalent to that of the passive system can be obtained.

As shown in FIG. 3, the orifice 1 of the bypass 2 has a variable diameter by being moved back and forth in the middle of the bypass pipe 2a by a forward / backward drive device (detailed drawing is omitted) using, for example, an electromagnetic coil and a spring. The diaphragm 19 is used.

The orifice 1 shown in FIG. 4 is provided with a conduit 20a having a fixed throttle 20 and a straight pipe 21 without a throttle, one end of which is directly connected to the bypass pipe 2a and the other end of which is an electromagnetic switching valve. A pipe line 2 having a fixed throttle 20 connected to a bypass pipe 2a via a solenoid 22 and switching the electromagnetic switching valve 22.
It is configured to use either 0a or the straight pipe 21 without a throttle.

Further, the orifice 1 shown in FIG. 5 has a plurality of pipe lines 23a having a fixed throttle 23 and a straight pipe 2 having no throttle.
1 side by side, one end is directly connected to the bypass pipe 2a,
The other end is connected to the bypass pipe 2a via the switching device 24, and a control signal is input to the switching device 24 composed of a plurality of solenoid valves or the like to connect and use an arbitrary number of pipe lines 23a, or it is used directly. Only the pipe 21 is connected and used.
The fixed throttle 23 can be installed by changing the diameter of the fixed passage 23a.

[0025]

According to the vibration control device for a railway vehicle of the present invention, high-frequency vibration can be reduced, and a fail-safe function can be exerted when the vibration control device fails, so that a good ride quality can be maintained at all times. .

[Brief description of drawings]

FIG. 1 is an explanatory diagram showing the configuration of a vibration control device for a railway vehicle according to the present invention.

FIG. 2 is an explanatory diagram showing an outline of a railway vehicle equipped with the vibration control device of the present invention.

FIG. 3 is an explanatory view showing a first embodiment of the orifice in the bypass of the vibration control device of the present invention.

FIG. 4 is an explanatory view showing a second embodiment of the orifice in the bypass of the vibration control device of the present invention.

FIG. 5 is an explanatory view showing a third embodiment of the orifice in the bypass of the vibration control device of the present invention.

[Explanation of symbols]

 1 Orifice 2 Bypass 2a Bypass pipe 3 Fluid actuating mechanism 4 Piston 5 Left chamber 6 Right chamber 7 Controller 8 Control valve group 9 Fluid source 10 Vehicle body 11 Truck 12 Air spring 13 Double-acting pneumatic cylinder 14 Piston rod 15, 16 Support member 17 Accelerometer 18 Air source 19 Variable throttle 20, 23 Fixed throttle 20a, 23a Pipe line 21 Straight pipe 22 Switching valve 24 Switching device

Claims (4)

[Claims] 1. An air spring for supporting a static load of a vehicle body is provided with a fluid actuating mechanism, a control valve for controlling fluid supplied to the fluid actuating mechanism, a detector for detecting vibration of the vehicle body, and In a device including a controller that determines a control input to the control valve from an output of the detector, the left and right fluid chambers of the fluid actuating mechanism are connected by a bypass having an orifice having a variable flow passage diameter. Vibration control device for railway vehicles. 2. The bypass connecting the left and right fluid chambers of the fluid actuating mechanism is normally configured to throttle the orifice diameter by a control signal, and release the orifice diameter by the control signal to increase the flow rate when the control device fails. The vibration control device for a railway vehicle according to claim 1, wherein: 3. The bypass connecting the left and right fluid chambers of the fluid actuating mechanism is provided with a conduit having an orifice and a straight pipe having no orifice, and is provided with an electromagnetic switching valve for switching the flow path. 2. The vibration control device for a railway vehicle according to claim 1, wherein the vibration control device is connected to a pipeline having an orifice, and is connected to a straight pipe having no orifice by a control signal when the control device fails. 4. The bypass connecting the left and right fluid chambers of the fluid actuating mechanism is composed of a plurality of pipelines having orifices and a straight pipe without orifices, and the switching device allows combination and switching of the pipelines and straight pipes freely. 2. The apparatus according to claim 1, wherein the control signal is connected to a required number of pipelines having an orifice, and when the control device fails, the control signal is connected to a straight pipe having no orifice. Vibration control device for railway vehicles.