JPH0781562A - Vibration damping device for railroad rolling stock - Google Patents

Abstract

PURPOSE:To absorb the vibration of a car body by driving a link mechanism provided between a truck and the car body. CONSTITUTION:A railroad rolling stock 1 is provided with a pair of vibration damping devices 3a, 3b to damp the vibration of a car body 2 on the bottom of the car body 2. These vibration damping devices 3a, 3b consist of link mechanisms 4a, 4b to be driven according to the vibration of the car body 2, motor unit groups 5a, 5b to drive the link mechanisms 4a, 4b, an accelerator sensor to detect the acceleration of the car body 2, and a control device 7 to drive and control the motor unit groups 5a, 5b based on the detected signal to be outputted from this acceleration sensor. The control device 7 is provided with a gain switching means to switch the control gain of the control system to drive and control the motor units of the respective motor unit groups 5a, 5b to the optimum value according to the displacement of the car body 2.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration damping device,
In particular, the present invention relates to a vehicle vibration damping device configured to absorb vibration of the vehicle body.

[0002]

2. Description of the Related Art In a railway vehicle, for example, a vehicle main body is supported above a bogie running on a rail, and an air spring or a coil for absorbing vibrations from wheels is provided between the bogie and the vehicle main body. A spring is provided. These air springs and coil springs are of a passive type and are manufactured so that the vehicle body absorbs an average primary natural frequency.

Therefore, when the vibration generated when the vehicle travels on the rail has a low frequency, the vibration is absorbed by the air spring or the coil spring, and the vehicle can travel stably. However, in the case of high-frequency vibration, it cannot be absorbed by the air spring and the coil spring, and, for example, small vibration during high-speed traveling causes discomfort to passengers. Furthermore, if high-speed running is continued, there is a risk that the wheels of the truck may derail from the rail.

[0004]

However, in the conventional vehicle, only a passive type air spring or coil spring is provided between the bogie and the vehicle body, so that high frequency vibration is effective. Since the vehicle body cannot be damped and the lateral acceleration cannot be absorbed in particular, the vehicle body tilts and swings when passing through a curve at high speed, resulting in poor riding comfort.

When a vibration damping device for absorbing vibration is provided between the bogie and the vehicle body by applying the optimum control law to control the vibration damping device to an optimum value, a linear motion type like a hydraulic cylinder is used. If you use the driving means, the vibration control operation can be done only in one direction.
Moreover, when the vehicle body tilts, the hydraulic cylinder itself also tilts, and if the damping operation is performed in this state, an extra force is generated in the vertical direction, and it is difficult to effectively absorb the vibration of the vehicle body.

Therefore, an object of the present invention is to provide a vibration damping device for a vehicle which solves the above problems.

[0007]

According to the present invention, there is provided a vehicle main body provided above a bogie, a sensor provided on the vehicle main body for detecting vibration of the vehicle main body, the bogie and the vehicle main body. A spring mechanism that is provided between the spring means and the plurality of links, the spring means elastically supporting the vehicle body; and a link mechanism having one end connected to the carriage and the other end connected to the vehicle body; Drive means for driving each link of the link mechanism so as to absorb the vibration of the vehicle body according to the output from the sensor.

[0008]

By providing a link mechanism formed by connecting a plurality of links between the carriage and the vehicle body and driving each link, vibration generated in any direction of the vehicle body can be absorbed. The running stability of can be improved.

[0009]

1 to 3 show a railway vehicle to which a first embodiment of a vehicle vibration damping device according to the present invention is applied.

In each drawing, a railroad vehicle 1 is provided with a pair of vibration damping devices 3a and 3b at the bottom of a vehicle body 2 for damping vibrations (acceleration) of the vehicle body 2. The vibration damping devices 3a and 3b generally drive the link mechanisms 4a and 4b provided between the vehicle body 2 and the bogies 8 and 9 and the link mechanisms 4a and 4b according to the vibration of the vehicle body 2. Motor unit groups 5a and 5b, acceleration sensors 6a to 6d for detecting the acceleration of the vehicle body 2, and the acceleration sensors 6a to 6d.
Based on the detection signals output from the motor unit group 5
The control device 7 drives and controls a and 5b. or,
The control device 7 includes a motor unit group 5a,
It has a gain switching means for switching the control gain of the control system for driving and controlling 5b to an optimum value according to the displacement amount of the vehicle body 2.

The acceleration sensors 6a to 6d are provided on the floor of the vehicle body 2, and the acceleration sensors 6a to 6d support the front portion of the vehicle body 2 at the mounting positions. The acceleration sensor 6b is located above the carriage 8, the acceleration sensor 6b is located above the carriage 9 that supports the rear portion of the vehicle body 2, the acceleration sensor 6c is located on the left side of the vehicle body 2, and the acceleration sensor 6d is on the right side of the vehicle body 2. Is located in.

Further, the directions of accelerations detected by the acceleration sensors 6a and 6b are Xa and Xb directions, and the accelerations in the left and right directions of the vehicle body 2 are detected by these acceleration sensors 6a and 6b. Also, the acceleration sensors 6c and 6d
The directions of the accelerations detected by the vehicle body 2 are the Ya and Yb directions, and the vehicle body 2
The vertical acceleration of is detected.

Instead of the acceleration sensors 6a to 6d, another type of sensor (for example, a displacement sensor or a speed sensor) for detecting the displacement state of the vehicle body 2 may be provided.

Numerals 8 and 9 are trolleys, which are provided at the front and rear bottoms of the vehicle main body 2 and rotatably support four wheels 10, respectively. Each wheel 10 is provided at both ends of the axle 11,
Roll on the rail 17. Both ends of the axle 11 are springs 1
It is pressed by 3, 14 and the base 8 of the truck 8, 9
A and 9a are elastically supported by the springs 13 and 14, respectively. Air springs 15a, 16a, 15 are provided between the vehicle body 2 and the left and right ends of the bases 8a, 9a of the trucks 8, 9, respectively.
The vehicle body 2 is elastically supported by air springs 15a, 16a, 15b, 16b provided on the bogies 8, 9 with b and 16b interposed.

Therefore, the vehicle main body 2 includes the springs 13 and 14 described above.
Also, since the vehicle travels along the rail 17 while being placed on the front carriage 8 and the rear carriage 9 via the air springs 15a, 16a, 15b, 16b, when vibration in the vertical direction occurs, the spring 13, 14 and air springs 15a, 16a,
The acceleration is absorbed by 15b and 16b. However, when the vehicle 1 passes through the curve, the spring 13 or 14 outside the curve and the air springs 15a and 15b are generated by the centrifugal force.
Alternatively, a large load acts on 16a and 16b, and the vehicle body 2
Will pass through the curve while leaning outside the curve.

The link mechanisms 4a and 4b, which form the essential part of the present invention, will now be described. Since the link mechanisms 4a and 4b have the same structure, the structure of the link mechanism 4a will be described.

As shown in FIGS. 1 and 4, the link mechanism 4
a is a fixed portion 18 fixed to a groove 2a provided at the bottom of the vehicle body 2, one end is connected to a support portion 18a protruding below the fixed portion 18, and one end is a first link 19. The second link 20 connected to the other end of the first link 19
And a support 22 supported by a shaft 21 provided at the other end of the second link 20, a roller support member 23 rotatably fitted to the lower end of the support 22, and freely rollable by the roller support member 23. And a roller 24 supported by.

The first link 19 is the support portion 1 of the fixed portion 18.
8a is provided so as to be rotatable in the θ ₁ direction around the point O, and the second link 20 is provided so as to be rotatable in the θ ₂ direction with respect to the other end of the first link 19. The column 22 is provided so as to be rotatable about the shaft 21 in the θ ₃ direction with respect to the other end of the second link 20. Further, the roller support member 23 has a shaft 23a that is rotatably fitted in an insertion hole 22a formed at the lower end of the support column 22, and rotates about the shaft 23a in the horizontal θ ₄ direction. Is supported as.

As shown in FIG. 5, a groove 28 on which the roller 24 rolls is provided on the upper surface of the base 8a of the carriage 8.
The groove 28 is formed in an X shape when viewed from above,
The roller 24 is supported so that it can roll in any direction of the horizontal plane. That is, the roller support member 23 is the vehicle body 2
According to the relative displacement direction between the carriage 8 and the carriage 8, the roller 24 is rotated in the horizontal direction so that the roller 24 can easily roll.

Further, the motor unit groups 5a and 5b are provided for each of the link mechanisms 4a and 4b, and each has a first motor unit 25 and a second motor unit 26. The first motor unit 25 is provided between the support portion 18a of the fixed portion 18 and one end of the first link 19,
It has a motor body 25a fixed to the support portion 18a and a rotating shaft 25b connected to the first link 19. In addition to the stator and the rotor (not shown), the motor main body 25a detects a speed reducer (not shown) that decelerates the rotation of the rotor and transmits the rotation to the rotating shaft 25b, and the amount of rotation of the rotating shaft 25b. The rotation detector 25c is built in.

The second motor unit 26 is the first motor unit described above.
The motor unit 25 has the same configuration and is provided between the other end of the first link 19 and one end of the second link 20. That is, the motor main body 26a of the second motor unit 26 is fixed to the other end of the first link 19 and
6b is connected to one end of the second link 20.

Therefore, the first and second links 19 and 20 are rotationally driven by the first and second motor units 25 and 26, respectively, to rotate in the θ _{1 and} θ ₂ directions. The rotation angles θ _{1 and} θ ₂ of the first and second links 19 and 20 are calculated by the control device 7, respectively, and the control device 7 determines the control amounts to the first and second motor units 25 and 26. Calculate and output.

Thus, the first and second links 19 and 2 are
Since 0 is driven by the electric motor units 25 and 26, the responsiveness during the vibration damping operation is improved, and the configuration is simplified and the maintainability is improved.

FIG. 6 shows a mathematical model of the vehicle body 2 only. In the figure, the vibration of the vehicle body 2 is a movement in the left-right direction (y direction) of the center of mass Ms and a rotational movement about the X axis and the Y axis. This vibration is generated by the force that the vehicle body 2 receives due to the vibration of the carriages 8 and 9. That is, a force and a moment in a direction opposite to the force and the moment received by the vehicle body 2 may be generated by the vibration damping devices 3a and 3b.

Therefore, at the point O, which is the fulcrum of rotation of the first link 19, the vibration is suppressed by generating a force having the same direction as the force received by the vehicle body 2 by the vibration damping device 3a and having the same direction. be able to. The current command for the first and second motor units 25, 26 is O
It can be calculated from the point acceleration.

Here, the first and second motor units 2
The procedure for calculating the command currents to 5 and 26 will be described.
In the following equation, the first-order differential is velocity and the second-order differential is acceleration.

The relationship between the position of the point O, which is the connecting portion between the first link 19 and the vehicle body 2, and the position of the roller 24 rolling on the upper surface of the base 8a of the carriage 8 (R ₂₄ (r)) is as follows. It can be expressed as

[0028]

[Equation 1]

As described above, the force that the vehicle body 2 receives
To the motor units 25 and 26 according to the direction and size of
Is calculated. As a result, the first and second links
19 and 20 are the first and second motor units 25 and 2, respectively.
6 is driven to rotate θ_1,θ ₂By rotating in the direction
The roller 24 moves the groove 28 on the upper surface of the base 8a in the X and Y directions.
Can be rolled in the vertical direction and displaced in the vertical direction (Z direction)
It is possible to absorb the vibration of the vehicle body 2 in any direction.
Can move.

As shown in FIG. 8, the control unit 7 includes an A / D converter 36 for converting the detection signals output from the acceleration sensors 6a to 6d and the rotation detectors 25c and 26c into digital signals, and an A / D converter 36. D converter control amount on the basis of the output detection signal from 36 u _1, u ₂ and CPU37 for calculating a control gain of the motor unit control system, the controlled variable u _1, u ₂ output from CPU37 into an analog signal It comprises a D / A converter 38 for conversion and drivers 39, 40 for driving the motor units 25, 26 of the trucks 8, 9 by the output from the D / A converter 38.

Reference numeral 41 denotes a memory, which stores a program for vibration damping control, which will be described later, and also stores initial values and the like of various calculations required for vibration damping control.

For example, in the memory 41, as shown in FIG.
A vibration damping control program 41A executed by the PU 37 is stored. Here, an outline of each control program will be described.

First, the vibration suppression control program 41A responds to the running state of the vehicle 1 (running speed, curve, uphill, downhill, vehicle body mass center (center of gravity) G, vehicle body rolling angle θ, vehicle body yawing angle ψ). The control amounts u ₁ and u ₂ of the motor units 25 and 26 are calculated to control the motor units 25 and 26. In this embodiment, an LQ (Linear Qua
The motor units 25 and 26 are damped by the dratic) control, and the control gain is calculated in the calculation process of the LQ control.

Here, the processing of the main flow will be described with reference to FIG.

Further, the CPU 37 is shown in FIG. 11 every 5 msec.
The process of is repeatedly executed.

In FIG. 11, in step S1 (hereinafter "step" is omitted), the signals from the acceleration sensors 6a to 6d and the rotation detectors 25c and 26c are fetched.

In the next S2, the phosphorus fetched in S1 is taken.
Rotation angle θ of the mechanism 4a, 4b_1,θ _2,θ₃， Vehicle body
From the position of each point of 2 and the acceleration value, the center of mass of the vehicle body (center of gravity)
G, Calculate the moment of inertia of the vehicle body. Also, the state method described later
Each component of the state vector required to solve the equation is also obtained.

Then, by substituting the value obtained in S2 into the equation of u = -Fx, each controlled variable u for the link mechanisms 4a and 4b is obtained.
₁ and u ₂ are calculated (S3). In the next S4, the control forces u ₁ and u ₂ calculated in S3 are applied to the drivers 39,
Output to 40.

Therefore, the link mechanisms 4a and 4b are driven by the control forces u ₁ and u ₂ to drive the vibration of the vehicle body 2 in the canceling direction. As a result, the running stability of the vehicle body 2 is improved and the riding comfort is improved.

Next, the processing of the LQ control executed by the CPU 37 of the control device 7 will be described.

The vehicle 1 can be replaced with a mathematical model as shown in FIGS.

The equation of motion of such a model is

[0043]

[Equation 2]

From the above, the following equation can be expressed.

However, in the above equation and the following equation, xg
Is the lateral displacement of the vehicle body 2, and ψ is the yawing of the vehicle body 2.
Angle, θ is the rolling angle of the vehicle body 2, x₁ Is to the left of dolly 8
Right displacement, x₂Is the lateral displacement of the truck 9, u₁Is the control of the truck 8
Force, u₂Is the control power of the truck 9, and w and w are inputs to the truck 8.
(Here, 0), M is the mass of the vehicle body 2, K is empty
The vertical spring constant of the air spring, C is the vertical damper
Damping coefficient, I is the inertia moment of the vehicle body 2 around the X axis
G and J are moments of inertia K of the vehicle body 2 around the Z axis₁
Is the spring constant of the air spring in the left-right direction, C₁Is the horizontal direction
Damping coefficient, K ₂Is the spring constant of the springs 13 and 14, C
₂Is the damping coefficient of the springs 13 and 14, m₁Is the mass of the truck 8,
m₂Is the mass of the bogie 9, L is the center of mass of the vehicle body (center of gravity) G and the base
Distance between cars, h₃Is from the center of the air spring to the center of mass of the vehicle (weight
Heart) height to G, h_FiveIs a vehicle book of the vibration damping devices 3a and 3b
From the point O, which is the point of action of force on the body 2, to the center of mass of the vehicle body
(Center of gravity) Height to G, b₂Is the distance between air springs_,b₃Is
Indicates the vertical distance between dampers.

[0046]

[Equation 3]

The equation of state of the above model can be expressed as follows.

(F) Relative displacement y between the support point of the carriage 8 (the connecting portion of the vehicle body 2 with the link mechanism 4a) and the carriage 8
₁ becomes _{y 1 = xg + Lψ + h} 3 θ-x 1 ... (13).

(G) Relative displacement y between the support point of the truck 9 (the connecting portion of the vehicle body 2 with the link mechanism 4a) and the truck 9
₂ becomes _{y 2 = xg -Lψ + h 3} θ-x 2 ... (14).

Here, the state variable X is

[0051]

[Equation 4]

In general, in such a system, the evaluation function E is defined by the absolute displacement, the absolute speed (excluding the traveling direction) of the vehicle body 2,
The yawing angle ψ of the vehicle body 2, the rolling angle θ of the vehicle body 2, the torque of the motor units 25 and 26, and the drive stroke are set to be minimum. Here, the evaluation function E
The E = ∫ a ^{(x T Qx + u T Ru} ) dt ... (17), the weight Q, the R

[0053]

[Equation 5]

[0054] and gives seek Riccati equation ^{A T P + PA + Q-} PBR -1 B T P = 0 ... optimum gain solving ^{(20) F F = R -1} BP ... (21) with.

Using the gain F thus obtained, the control amount u (u = -Fx) is obtained.

By controlling the vibration control of the motor units 25 and 26 for driving the link mechanisms 4a and 4b by the control amount obtained by the optimum gain, the sway, rolling, and yawing that have occurred at the time of no vibration control can be achieved. The vibrations can be suppressed to extremely small vibrations by the vibration suppression control.

12 and 13 show a second embodiment of the present invention. In the drawings, the same components as those in the first embodiment are designated by the same reference numerals and the description thereof will be omitted.

In both figures, the link mechanism 51 is connected to a fixing portion 52 fixed to a groove 2a provided at the bottom of the vehicle body 2 and a supporting portion 52a whose one end projects downward from the fixing portion 52, in the hanging direction. A first link 53 extending to the second link 54, a second link 54 connected to the other end of the first link 53 via a pin 53a, and a shaft 55 provided at the other end of the second link 54. The support column 56 is supported, a roller support member 57 having a shaft 57a rotatably fitted in an insertion hole 56a at the lower end of the column 56, and a roller 58 rotatably supported by the roller support member 57. .

Further, at one end B of the second link 54, a fourth
The link 62 is rotatably provided, and the other end of the fourth link 62 is rotatably connected to the third link 61. The third link 61 is fixed to the support portion 52a via the motor unit 60.

The first link 53 is the support portion 5 of the fixed portion 52.
The second link 54 is rotatable with respect to 2a in the θ ₁ direction around the point O, and the second link 54 is rotatable with respect to the other end of the first link 53 in the θ ₂ direction.

The second link 54 is formed in an L-shape and comprises a horizontal portion 54a extending in the horizontal direction and a hanging portion 54b extending in the hanging direction. Therefore, the first link 53
The other end of the second link 54 is connected to a substantially intermediate position of the horizontal portion 54a of the second link 54, and the support column 56 is the hanging portion 54 of the second link 54.
It is supported at the lower end of b.

Further, the support column 56 is provided so as to be rotatable about the shaft 55 in the θ ₃ direction with respect to the other end of the second link 54. Further, the roller support member 57 is supported rotatably in the θ ₄ direction which is the horizontal direction around the center axis of the support column 56. Therefore, the roller 58 rolls in the groove 28 provided on the upper surface of the base 8a of the carriage 8 and is supported so as to roll in any direction of the horizontal plane.

Reference numeral 59 denotes a first motor unit, which is a fixed portion 5.
2 is provided between the front surface of the support portion 52a protruding downward and one end of the first link 53, the motor main body 59a fixed to the support portion 52a, and the rotary shaft 59b coupled to the first link 53. Have. Therefore, the first link 53 is rotated in the θ ₁ direction by the driving force of the first motor unit 59.

Reference numeral 60 is a second motor unit, and the motor main body 60a is a support portion 52a from which the fixing portion 52 projects downward.
The rotary shaft 60b is provided on the rear surface of the third link 61 and is connected to one end of the third link 61. The other end of the third link 61 is connected to one end of a fourth link 62 via a pin 61a, and the other end of the fourth link 62 is connected to a second end via a pin 62a.
Is connected to an end of a horizontal portion 54a of the link 54 that extends in the horizontal direction. Therefore, the first motor unit 60
Driving force is transmitted to the second link 54 via the third and fourth links 61, 62, whereby the second link 54 rotates in the θ ₂ direction.

The rotation angles of the first and second links 53, 54 are calculated by the control device 7 in accordance with the acceleration acting on the vehicle body 2 as in the first embodiment, and the control device 7 A control amount for the first and second motor units 59, 60 is calculated and output.

In this structure, since the motor units 59 and 60 are both provided at the bottom of the vehicle main body 2, the link mechanisms 4a and 4b are lightened to reduce the load applied to the motor unit 59, and its vibration damping operation is performed. Becomes smooth and vibration control becomes easy.

In the above embodiment, the link mechanism composed of the first and second links is provided between the vehicle body and the dolly, but the present invention is not limited to this, and a structure in which two or more links are connected is also possible. Of course, it may be used.

Further, in the above-mentioned embodiment, the railroad vehicle is mentioned as an example, but the present invention is not limited to this, and it may be applied to other types of vehicles (for example, monorails).

[0069]

As described above, according to the vehicle vibration damping device of the present invention, the link mechanism formed by connecting a plurality of links is provided between the bogie and the vehicle body to absorb the vibration of the vehicle body. Since each link is driven individually like this, it is possible to control movements with multiple degrees of freedom, and it is possible to absorb vibrations generated in any direction of the vehicle body, improving the running stability of the vehicle body. You can In addition, the vibration of the vehicle body can be effectively dampened according to the running conditions of the vehicle, and the running stability can be enhanced during high-speed running or when passing a curve, further improving the riding comfort. It has the feature that it can be made.

[Brief description of drawings]

FIG. 1 is a front view of a railway vehicle showing a first embodiment of a vehicle vibration damping device according to the present invention.

FIG. 2 is a side view of a railway vehicle.

FIG. 3 is a plan view of a railway vehicle.

FIG. 4 is also a side view of the link mechanism.

FIG. 5 is a plan view showing a groove provided in the base of the truck.

FIG. 6 is a perspective view for explaining a force acting on the vehicle body and a moment about a rotation axis.

FIG. 7 is a diagram showing a positional relationship of rollers supported by a link mechanism.

FIG. 8 is a block diagram showing a configuration of a control device.

FIG. 9 is a front view showing a mathematical model of a vehicle supported by a trolley.

FIG. 10 is a plan view showing a mathematical model of a vehicle supported by a trolley.

FIG. 11 is a flowchart illustrating a process executed by a CPU.

FIG. 12 is a front view for explaining the second embodiment of the present invention.

FIG. 13 is a side view showing the link mechanism of the second embodiment of the present invention.

[Explanation of symbols]

 1 railway vehicle 2 vehicle main body 3a, 3b vibration damping device 4a, 4b link mechanism 5a, 5b motor unit group 6a-6d acceleration sensor 7 control device 8, 9 bogie 15a, 15b, 16a, 16b air spring 19 first link 20 2nd link 24 Roller 25 1st motor unit 26 2nd motor unit 26 2nd switching valve 30 Door 31 Door detection sensor 32a-32d Pressure sensor 37 CPU 41 Memory 53 1st link 54 2nd link 58 roller 59 first motor unit 60 second motor unit 61 third link 62 fourth link

Claims (1)

[Claims] 1. A vehicle body provided above a bogie, a sensor provided on the vehicle body for detecting vibration of the vehicle body, and a vehicle body provided between the bogie and the vehicle body. A spring mechanism for elastically supporting a plurality of links, one end of which is connected to the carriage and the other end of which is connected to the vehicle body; A vehicle vibration damping device comprising: a drive unit that drives each link of the link mechanism so as to absorb vibration of the vehicle body.