JPH08133079A - Damper unit - Google Patents

Abstract

PURPOSE: To improve the extent of riding quality in an electric railcar yet more by controlling the damper constant of a liquid damper in making a resistance force weak to the displacement of a pendulum beam turning to the forward direction to the displacement direction of a gas pressure cylinder but to strengthen the resistance force to the displacement of the pendulum beam turning to the reverse direction, respectively. CONSTITUTION: A head end 74 of an oil damper 54 is connected to a pendulum beam 24, while an end 78 of a rod 76 is being connected to a truck frame 12, and in the wake of a rolling displacement in the pendulum beam to this truck frame 12, the oil damper is expanded and vice versa. A valve circuit 56 controlling a damper constant is attached to this oil damper 54. Each opening area of orifices 90 to 96 is set to such relations as the first large diametral orifice 90 = the second large diametral orifice 92 > the medium diametral orifice 96 > the small diametral orifice 94. With the changeover of respective positions of three solenoid valve SOL1 to SOL3, a single or combined route for these seven orifices 90 to 96 is selected, whereby the damper constant in the oil damper 54 is varied.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a damper device mounted on a pendulum carriage for stabilizing pendulum behavior.

[0002]

2. Description of the Related Art Conventionally, a pendulum train has been known in which a vehicle body is inclined toward an inner track when passing a curve in order to prevent deterioration of riding comfort when passing a curve and to realize high-speed traveling. This pendulum train includes a natural pendulum system that follows a curve passage and a forced pendulum system that forcibly inclines the vehicle body by a fluid pressure cylinder or the like.

An example of a pendulum train using a pneumatic cylinder of the forced pendulum system is shown. As shown in FIG. 9, in the pendulum train 300, the vehicle body 302 is supported by a pendulum carriage 304. Specifically, the body 302 is an air spring 306.
The pendulum beam 308 is supported by the bogie frame 312 by a roller bearing 310 so as to be tiltable in the rolling direction. Further, a pneumatic cylinder 314 is provided between the pendulum beam 308 and the bogie frame 312, and the pendulum beam 308 is tilted with respect to the bogie frame 312 according to the expansion / contraction displacement of the pneumatic cylinder 314, whereby the vehicle body 302 is rolled. It has a structure that tilts in the direction. Further, the bogie frame 312 has a pair of pendulum stoppers 316, 31.
6 is provided, and the pendulum beam 308 has a stopper receiver 31.
8 are provided. The stopper receiver 318 is used for the vehicle body 30.
The tilt range of the vehicle body 302 is limited by the displacement between the pendulum stoppers 316 and 316 according to the inclination of 2 and the stopper receiver 318 contacting the pendulum stoppers 316 and 316.

[0004]

By the way, due to, for example, a short wavelength orbit curvature deviation or a shortage of cants due to deviation of the orbit, lateral vibration is applied to the vehicle body 302 and the pendulum beam 308 vibrates in the rolling direction. However, it is difficult to restrain the vibration by restraining the pendulum beam 308 with the pneumatic cylinder 314 for operating the pendulum.
In particular, the pendulum stoppers 316 and 316 have stopper stoppers 318.
The pendulum beam 3 with the inclination (maximum inclination in the setting range)
08, the stopper receiver 318 may be separated from the pendulum stoppers 316 and 316 by the vibration from the rail side and collide with the pendulum stoppers 316 and 316.
This impact sometimes impaired passenger comfort.

On the other hand, in order to solve the above-mentioned problems, it is possible to use a hydraulic cylinder instead of the pneumatic cylinder, for example. However, in a hydraulic cylinder using an incompressible fluid, a pneumatic cylinder can effectively absorb vibration, but cannot absorb high-frequency vibration of 2 Hz or higher, which may rather reduce ride comfort. The adoption of hydraulic cylinders was also undesirable.

The present invention has been made for the purpose of solving the above-mentioned problems in the conventional forced pendulum system using a pneumatic cylinder and further improving the riding comfort of a pendulum train.

[0007]

As a means for solving the above-mentioned problems, the damper device according to claim 1 is capable of tilting the vehicle body in a rolling direction through a pendulum beam for supporting the vehicle body. A damper device mounted on a pendulum truck including a trolley frame supported by the pendulum beam and a gas pressure cylinder interposed between the pendulum beam and the trolley frame to expand and contract to tilt the pendulum beam with respect to the trolley frame. And a pendulum beam which is interposed between the pendulum beam and a bogie frame and which is in a forward direction with respect to a displacement direction of the hydraulic damper and the pneumatic cylinder that expands and contracts following the inclination of the pendulum beam. A damper for controlling the damper constant of the hydraulic damper in order to weaken the resistance force to the displacement and to increase the resistance force to the displacement of the pendulum beam which is in the direction opposite to the displacement direction of the gas pressure cylinder. With constant control means The features.

[0008]

In the damper device having the above-mentioned structure, the hydraulic damper is interposed between the pendulum beam and the bogie frame, and expands and contracts in accordance with the inclination of the pendulum beam. The damper constant control means weakens the resistance force to the displacement of the pendulum beam in the forward direction with respect to the displacement direction of the gas pressure cylinder, and reduces the displacement of the pendulum beam in the direction opposite to the displacement direction of the gas pressure cylinder. On the other hand, the damper constant of the hydraulic damper is controlled to increase the resistance.

For example, when the pneumatic cylinder is displaced in the direction of increasing the inclination of the vehicle body, the damping force of the hydraulic damper is weak with respect to the displacement of the pendulum beam in the direction of increasing the inclination of the vehicle body. The damper does not hinder the displacement of the pendulum beam = the displacement of the pneumatic cylinder. On the other hand, since the damping force of the hydraulic damper is strong with respect to the displacement of the pendulum beam in the direction of reducing the inclination of the vehicle body, the displacement of the pendulum beam = the displacement in the direction opposite to the displacement of the pneumatic cylinder is prevented. Therefore, the movement of the vehicle body in the direction of decreasing the inclination is prevented.

Further, when the pneumatic cylinder is displaced in the direction of decreasing the inclination of the vehicle body, the hydraulic damper is
It resists weakly in the direction of decreasing the slope and strongly resists in the direction of increasing the slope. Therefore, movement of the vehicle body in the direction of increasing the inclination is prevented.

In this way, when operating the pendulum of the vehicle body,
Although the displacement of the pendulum beam (= vehicle body) in the desired direction is not hindered, the displacement of the pendulum beam (= vehicle body) in the undesired direction is prevented, so that the behavior of the vehicle body becomes stable. In particular, in the pendulum operation in which a part of the pendulum beam comes into contact with the pendulum stopper on the bogie frame side, the pendulum beam vibrates due to vibration from the rail side, and the pendulum beam separates from the pendulum stopper and collides with the pendulum stopper. Does not occur, and passenger comfort is not impaired.

[0012]

EXAMPLES Some examples of the present invention will be described below. (Embodiment 1) As shown in FIG. 1, a carriage 10 of this embodiment.
Two pairs of wheels 16, 16, 18 and 18 held by two axles 14a and 14b are mounted on the bogie frame 12 of FIG. In the recessed portion between the axles 14a and 14b, inclined R guide receivers 20 and 20 descending toward the center are provided, and inside thereof, a pair of pendulum stoppers 22 and 22 are installed so as to face each other. .

On the other hand, a pendulum beam 24 supported by the bogie frame 12
Includes an air spring 26 for supporting a vehicle body (not shown),
26, yawing damper 28, 28, left / right damper 3
0, R guides 32, 32 with built-in bearings, rain cover 34, 34 for covering each R guide 32, 32, center hole 3
The center pin 40 that penetrates 6 and is connected to the pendulum beam 24 via the single link 38 and is also connected to the vehicle body via the connection flange 40a, the stopper receiver 42 attached to the lower surface side of the single link 38, etc. are mounted. The pendulum beam 24
Is mounted on the bogie frame 12 with the R guides 32, 32 abutting on the R guide receivers 20, 20 and the stopper receiver 42 positioned between the pendulum stoppers 22, 22. Therefore, the pendulum beam 24 receives the R guides 32, 32 from the R guide 2
It can be displaced in the rolling direction of moving along 0 and 20, and its displacement range is regulated by the stopper receiver 42 contacting the pendulum stoppers 22 and 22.

Between the pendulum beam 24 and the bogie frame 12, an air cylinder 46 having a displacement gauge 44, which corresponds to the pneumatic cylinder of the present invention, is connected to the pendulum beam 24 at the head end 48 thereof, and the rod 50 of the rod 50 is connected. The end portion 51 is attached to the bracket 5 of the bogie frame 12.
It is connected and attached to 2. This air cylinder 46
4 is shown in the shortened state in FIG.
As shown in (a), when the pendulum beam 24 is in the neutral position where it is not rolling displaced with respect to the bogie frame 12, the pendulum beam 24 is extended to a predetermined length, and the pendulum is expanded and contracted about this neutral position. The beam 24 can be rollingly displaced with respect to the bogie frame 12. That is, if the air cylinder 46 is shortened from the neutral position, the vehicle body C supported by the pendulum beam 24 is tilted counterclockwise in the figure as shown in FIG. This is called clockwise tilt, and a negative value can be used when the tilt angle KK is expressed by a numerical value). If the air cylinder 46 is extended from the neutral position, as shown in FIG. The vehicle body C supported by 24 is tilted clockwise in the figure (hereinafter, the tilt in this direction is referred to as clockwise tilt, and the tilt angle K
When K is expressed by a numerical value, a positive numerical value can be used).

Further, as shown in FIG. 1, an oil damper 54 corresponding to the hydraulic damper of the present invention is arranged on the side of the pendulum beam 24 opposite to the air cylinder 46. It is interposed between 24 and the bogie frame 12. Therefore, the oil damper 54 is expanded / contracted by following the rolling displacement of the pendulum beam 24 by the air cylinder 46 described above. The oil damper 54 includes a valve circuit 56 for switching the supply / discharge path of the hydraulic oil.
Is attached.

As shown in FIGS. 1 and 2, the displacement gauge 44 installed in the air cylinder 46 has a cylinder portion 44.
a is fixed to the cylinder portion 46a of the air cylinder 46,
The rod portion 44b is connected to the rod 50 of the air cylinder 46. With this configuration, the displacement meter 44 expands and contracts according to the expansion and contraction of the air cylinder 46, and it is possible to output the displacement signal HS corresponding to the amount of expansion and contraction displacement.

On the other hand, as shown in FIG. 2, the oil damper 5
The interior of 4 is divided into a tank chamber 60 and a cylinder 62 by a partition plate 58, and the tank chamber 60 and the cylinder 62 are communicated with each other via a check valve 64 built in the partition plate 58. A piston 68 having a built-in check valve 66 is slidably accommodated in the cylinder 62, and is divided into a head side 70 and a rod side 72 by the piston 68.
Further, the head end 74 of the oil damper 54 is attached to the pendulum beam 24.
The end portion 78 of the rod 76 is connected to the bogie frame 12, and the oil damper 54 expands and contracts following the rolling displacement of the pendulum beam 24 with respect to the bogie frame 12 shown in FIG.

As shown in FIG. 2, this oil damper 54
The valve circuit 56 attached to the tank circuit 60 includes a tank path 80 connected to the tank chamber 60, a head path 82 connected to the head side 70, a first rod path 84 connected to the rod side 72, and a second rod path 86. And the third rod path 88
It has. The head path 82 is connected to the tank path 80 via a poppet-type two-position solenoid valve SOL1 and a first large diameter orifice 90. Also, the head path 8
2 includes a poppet type two-position solenoid valve SOL2 and a second
A first rod path 84 having a large orifice 92 is connected. Further, the second rod path 86 is connected to the tank path 80 via the small diameter orifice 94, and the third rod path 88 is connected to the tank path 80 via the poppet type two-position solenoid valve SOL3 and the medium diameter orifice 96. There is. The opening area of each of the above orifices 90 to 96 is
First large diameter orifice 90 = second large diameter orifice 92> medium diameter orifice 96> small diameter orifice 94,
The damper constant of the oil damper 54 can be changed by selecting a path for the orifices 90 to 96 alone or in combination by switching the positions of the solenoid valves SOL1 to SOL3.

As shown in FIG. 3, the displacement signal HS of the displacement meter 44 indicates the pendulum control device 100 mounted on the vehicle body C.
The configuration is input to. This pendulum control device 100 is
A well-known microcomputer (not shown) is incorporated. The pendulum control device 100 stores in advance curve data of a line section (for example, Nagoya station to Shiojiri station) in which the vehicle travels, and detects the current position of the vehicle by, for example, an ATS ground element,
This is a device for instructing the inclination of the vehicle body C calculated from curve data when entering a curve. The pendulum command signal IF of the pendulum control device 100 is input to the pendulum control valve 102 that controls the air supply / discharge of the air cylinder 46. Due to the behavior of the pendulum control valve 102 based on the pendulum command signal IF, the supply and discharge of air to the air cylinder 46 is adjusted, and the air cylinder 46 expands and contracts. In addition, the pendulum command signal IF is set to 4 in a clockwise direction such as + 4 °.
A form of outputting as an angle command signal IK corresponding to a specific inclination angle KK called ° inclination, and, for example, + 1 ° corresponding to a difference (5-4) between the current inclination angle KK = + 4 ° and the target inclination angle + 5 °. As described above, it is possible to selectively set the output format as the deviation command signal IH.

Further, the pendulum command signal IF is input to the judgment unit 106 of the damper controller 104. Judgment unit 10
A well-known microcomputer (not shown) is provided in the drive circuit 6, and the drive circuit 1 outputs a command based on the pendulum command signal IF.
08, 110, 112 to output the solenoid valve S
The positions of OL1, solenoid valve SOL2, and solenoid valve SOL3 can be switched. As shown in FIG. 5, the command pattern of the determination unit 106 includes pattern A and pattern B.
And pattern C.

Each pattern will be described with reference to FIG. 5. First, in pattern A, solenoid valve SOL1: OFF, solenoid valve SOL
The pattern is 2: ON, solenoid valve SOL3: ON. In pattern A, the rod side 72 of the oil damper 54
For extensional displacement in which hydraulic oil is discharged from the check valve 66, the check valve 66 built in the piston 68 is closed, and the path from the second large diameter orifice 92 to the head side 70 via the head path 82 and the small diameter orifice 94. A path is formed from the tank path 80 to the tank chamber 60 via the. Therefore,
In this case, the flow passage area is the second large diameter orifice 92 + small diameter orifice 94 = large, the damper constant of the oil damper 54 decreases, and the state of the oil damper 54 becomes “soft” with weak resistance. On the other hand, the head side 70 of the oil damper 54
The check valve 6 is used for the short displacement in which hydraulic oil is discharged from the
6 is opened to connect the head side 70 and the rod side 72. Therefore, the hydraulic oil flowing out from the head path 82 via the second large diameter orifice 92 cannot flow into the rod side 72, but is guided to the tank chamber 60 via the small diameter orifice 94. Therefore, the flow passage area is limited by the small-diameter orifice 94 and becomes small, and the damper constant of the oil damper 54 increases, and the state of the oil damper 54 becomes "hard" with strong resistance.

Next, the pattern B is a pattern in which the solenoid valve SOL1: ON, the solenoid valve SOL2: OFF, and the solenoid valve SOL3: ON. In this pattern B, the check valve 66 built in the piston 68 is closed and the working oil discharged from the rod side 72 is closed against the extension displacement in which the working oil is discharged from the rod side 72 of the oil damper 54. A path leading from the head path 82 to the head side 70 and from the tank path 80 to the tank chamber 60 via the small diameter orifice 94 is formed. Therefore, the flow passage area in this case is limited by the small diameter orifice 94 and becomes small, the damper constant of the oil damper 54 increases, and the state of the oil damper 54 becomes “hard”. On the other hand, for the shortening displacement in which the hydraulic oil is discharged from the head side 70 of the oil damper 54, a path is formed which leads to the tank chamber 60 via the first large diameter orifice 90. Further, the check valve 66 is opened to open the head side 70 and the rod side 72.
As a result, the check valve 66, the rod side 72, the small diameter orifice 94, and the tank chamber 60 are also formed. Therefore, the flow passage area of the hydraulic oil flowing out from the head path 82 becomes large + small = large, the damper constant of the oil damper 54 decreases, and the state of the oil damper 54 becomes “soft”.

Finally, the pattern C is the solenoid valve SOL1,
This is a pattern in which all the solenoid valves SOL2 and SOL3 are turned off. In this pattern C, the oil damper 5
4, the check valve 66 built in the piston 68 is closed and the working oil discharged from the rod side 72 passes through the medium diameter orifice 96. It is discharged to the tank chamber 60 through the path leading to the tank chamber 60 and the path leading to the tank chamber 60 through the small diameter orifice 94. Therefore, the flow passage area in this case is the medium diameter orifice 96 + the small diameter orifice 94 = medium, and the damper constant of the oil damper 54 becomes the intermediate level between the case of “hard” and the case of “soft”, and the oil damper 54 The state of becomes "medium". On the other hand, with respect to the shortening displacement in which the hydraulic oil is discharged from the head side 70 of the oil damper 54, the check valve 66 is opened and the head side 70 and the rod side 72.
, The check valve 66 → the rod side 72 → the medium diameter orifice 96 or the small diameter orifice 94 → the tank chamber 6
A zero path is formed. Therefore, the flow passage area of the hydraulic oil flowing out from the head side 70 becomes medium + small = medium, and the state of the oil damper 54 becomes “medium”.

The command patterns of the judging unit 106 are the above three patterns. In this embodiment, the damper constant of the oil damper 54 is 10 kgf / in the "soft" state.
m / s, 20 kgf / m / s in the "medium" state, and 40 kgf / m / s in the "hard" state.

The damper device 120 of this embodiment comprises the oil damper 54, the valve circuit 56, and the damper controller 104 described above. Next, the damper device 12 is combined with the control processing executed by the damper controller 104.
The operation of 0 will be described. (Control Example 1) First, as a control example 1, a pendulum control device 10 will be described.
A pendulum command signal IF of 0 is output as the angle command signal IK, and the damper controller 104 executes the control process based on the angle command signal IK.
The angle control routine will be described with reference to FIG. The angle command control routine is repeatedly executed at regular time intervals while the vehicle is traveling. In addition, the solenoid valve SOL
The initial states of the solenoid valve SOL2 and the solenoid valve SOL3 are the states (pattern C) shown in FIG.

As shown in FIG. 6, when the angle command control routine is started, the judging section 106 judges a failure based on the presence or absence of the input of the angle command signal IK (step 21).
0). The failure means that the pendulum control device 100 does not output the pendulum command signal IF, for example, when the pendulum control device 100 cannot determine the current position of the vehicle due to poor reception of a signal from the ATS ground pendulum (pendulum control). do not do)
It is in a state. Therefore, the determination unit 106 determines that there is no failure if the angle command signal IK is input, and proceeds to step 220. On the other hand, if it is a failure, step 2
30, the drive circuit 10 outputs the command for pattern C
Output to 8, 110 and 112.

In step 220, the determination unit 106 calculates the command difference K between the current angle command signal IK and the previous angle command signal IK. For example, if the previous command value is + 4 ° and the current command value is + 5 °, the command difference K = 5-4 = 1. Subsequently, the determination unit 106 determines the command difference K = 0 (step 240). If the command difference K = 0 here, the determination unit 106 proceeds to step 250 and commands the same pattern as the previous process (for example, if the previous pattern is C, the command is also pattern C this time). If the current process is the first process after the start, the pattern C in the initial state is commanded.

If it is determined in step 240 that the command difference K ≠ 0, the determination unit 106 proceeds to step 260 and determines the command difference K> 0. If the command difference K> 0, the determination unit 106 proceeds to step 270 and outputs the command for the pattern A to the drive circuits 108, 110, 112.

At this time, if the command difference K> 0, the air cylinder 46 is displaced toward the extending side, and the oil damper 54 is similarly displaced. As described above, since the pattern A oil damper 54 is “soft” with respect to the displacement on the stretched side, it does not hinder the displacement of the air cylinder 46. Further, since the oil damper 54 is “hard” with respect to the displacement on the shortened side, for example, when a force in a direction that disturbs the displacement of the air cylinder 46 acts on the pendulum beam 24 due to vibration of the vehicle body C or the like. Will cause the oil damper 54 to act as an effective resistance to such forces.
Therefore, the displacement of the pendulum beam 24 in the direction that obstructs the displacement of the air cylinder 46 is prevented.

If the determination in step 260 is negative (command difference K> 0 is not true), the determination section 106 proceeds to step 280 and outputs the command for pattern B to the drive circuits 108, 110, 112. To do. At this time, if the command difference K> 0 is not satisfied, the command difference K <0 is satisfied. Therefore, the air cylinder 46 is displaced toward the shortening side, and the oil damper 54 is similarly displaced. As mentioned above,
Since the oil damper 54 of the pattern B is “soft” with respect to the displacement on the shortened side, it does not hinder the displacement of the air cylinder 46. Further, since the oil damper 54 is “hard” against the displacement on the stretched side, when a force in a direction that disturbs the displacement of the air cylinder 46 acts on the pendulum beam 24 due to vibration of the vehicle body C or the like, for example. Is the oil damper 54
Will act as an effective resistance to such forces. Therefore, the displacement of the pendulum beam 24 in the direction that obstructs the displacement of the air cylinder 46 is prevented.

When the judgment section 106 executes the processing of step 280 or the above-mentioned steps 230, 250, 270, this routine is once terminated, and the same processing as described above is repeated each time a predetermined time elapses. As described above, in the damper device 120, the oil damper 54 does not hinder the expansion and contraction displacement of the air cylinder 46 according to the command of the pendulum control device 100, and the air cylinder 46 is expanded and contracted smoothly. However, when an external force that displaces the air cylinder 46 on the side opposite to the command of the pendulum control device 100 acts on the pendulum beam 24, the oil damper 54 resists this external force,
The pendulum beam 24 = the vehicle body C is prevented from being displaced in such a direction. In the pendulum operation of the vehicle body C, the displacement of the pendulum beam 24 (= vehicle body C) in a desired direction is not hindered, but the displacement of the pendulum beam 24 (= vehicle body C) in an undesired direction is prevented, so that the behavior of the vehicle body C is stable. It will be what you did.

In particular, when the pendulum command signal IF (angle command signal IK) in which the stopper receiver 42 of the pendulum beam 24 contacts the pendulum stoppers 22, 22 of the bogie frame 12 is output from the pendulum control device 100, the determination is made. If it is a clockwise tilt, the unit 106 commands the pattern A in step 270, and if it is a counterclockwise tilt, commands the pattern B in step 280.
At 50, the previous pattern A or B is maintained. Therefore, when an external force that displaces the pendulum beam 24 in the direction of separating the stopper receiver 42 from the pendulum stoppers 22, 22, acts, the oil damper 54 resists this external force, and the pendulum beam in such a direction is resisted. Prevent displacement of 24. Therefore, for example, the pendulum beam 24 vibrates due to the vibration from the rail side and the stopper receiver 42 separates from the pendulum stoppers 22 and 22 and does not collide with the pendulum stoppers 22 and 22. It will not be done. (Control example 2) Next, as a control example 2, a pendulum control device 10 will be described.
A pendulum command signal IF of 0 is output as the deviation command signal IH, and the damper controller 104 executes the control process based on the deviation command signal IH.
This will be described with reference to the deviation command control routine shown in FIG.
Here, the deviation command signal IH corresponds to the deviation H between the target tilt angle and the actual tilt angle based on the displacement signal HS of the displacement meter 44. For example, the target tilt angle is 5 ° clockwise. If the actual tilt angle is 4 ° clockwise, the difference (5 ° -4 ° = 1 °) is the deviation H. It should be noted that this deviation command control routine is repeatedly executed at regular time intervals throughout the traveling of the vehicle, similarly to the angle command control routine described above. Also, the solenoid valve SOL1 and the solenoid valve SOL
2. The initial state of the solenoid valve SOL3 is the state (pattern C) shown in FIG.

As shown in FIG. 7, when the deviation command control routine is started, the judging section 106 judges whether or not the deviation command signal IH is input (step 31).
0). As in the case of the control example 1 described above, the fail is a state in which the pendulum command signal IF is not output (the pendulum control is not performed) due to the circumstances on the pendulum control device 100 side. Therefore, if the deviation command signal IH is input, the determination unit 106 determines that the failure has not occurred and proceeds to step 320.
On the other hand, if it is a failure, the process proceeds to step 330 to output the command for pattern C to the drive circuits 108, 110, 112.

In step 320, the judgment unit 106 judges whether the absolute value of the deviation H calculated based on the deviation command signal IH is less than the preset dead zone width S. If a positive determination is made in step 320, the determination unit 106 proceeds to step 340 to instruct the same pattern as the previous processing (for example, if the previous processing was pattern C, this processing is also commanded to be pattern C). If the current process is the first process after the start, the pattern C in the initial state is commanded.

If the deviation H is small, the deviation H may occur due to a slight vibration of the vehicle body C, for example. In such a case, the oil damper 54
It may not be preferable to change the damper constant of No. 2, and the dead band width S is set so that the damper constant of the oil damper 54 is not changed with respect to such a minute deviation H.

If a negative determination is made in step 320 (the absolute value of the deviation H is greater than the dead band width S), the determination section 106 proceeds to step 350 to determine the deviation H> 0. If the deviation H> 0 here, the determination unit 106 proceeds to step 360 and issues a command for setting the pattern A to the drive circuits 108 and 11.
Output to 0 and 112.

At this time, if the deviation H> 0, the air cylinder 4
6 is displaced to the extending side, and the oil damper 5
4 is similarly displaced. As mentioned above, pattern A
Since the oil damper 54 is “soft” with respect to the displacement on the stretched side, it does not hinder the displacement of the air cylinder 46. Further, since the oil damper 54 is “hard” with respect to the displacement on the shortened side, for example, when a force in a direction that disturbs the displacement of the air cylinder 46 acts on the pendulum beam 24 due to vibration of the vehicle body C or the like. Will cause the oil damper 54 to act as an effective resistance to such forces. Therefore, the displacement of the pendulum beam 24 in the direction that obstructs the displacement of the air cylinder 46 is prevented.

If the determination in step 350 is negative (deviation H> 0 is not true), the determination section 106 proceeds to step 370 and outputs a command for pattern B to the drive circuits 108, 110, 112. . At this time, the deviation H>
If it is not 0, the deviation H <0. Therefore, the air cylinder 46 is displaced toward the shortening side, and the oil damper 54 is similarly displaced. As described above, since the pattern B oil damper 54 is “soft” with respect to the displacement on the shortened side, it does not hinder the displacement of the air cylinder 46. Further, since the oil damper 54 is “hard” against the displacement on the stretched side, when a force in a direction that disturbs the displacement of the air cylinder 46 acts on the pendulum beam 24 due to vibration of the vehicle body C or the like, for example. Will cause the oil damper 54 to act as an effective resistance to such forces. Therefore, the displacement of the pendulum beam 24 in the direction that obstructs the displacement of the air cylinder 46 is prevented.

When the determination section 106 executes the processing of step 370 or the above-mentioned steps 330, 340, 360, this routine is temporarily terminated, and the same processing as described above is repeated each time a predetermined time has elapsed. As described above, in the damper device 120, the oil damper 54 does not hinder the expansion and contraction displacement of the air cylinder 46 according to the command of the pendulum control device 100, and the air cylinder 46 is expanded and contracted smoothly. However, when an external force that displaces the air cylinder 46 on the side opposite to the command of the pendulum control device 100 acts on the pendulum beam 24, the oil damper 54 resists this external force,
The pendulum beam 24 = the vehicle body C is prevented from being displaced in such a direction. In the pendulum operation of the vehicle body C, the displacement of the pendulum beam 24 (= vehicle body C) in a desired direction is not hindered, but the displacement of the pendulum beam 24 (= vehicle body C) in an undesired direction is prevented, so that the behavior of the vehicle body C is stable. It will be what you did.

In particular, when a pendulum command signal IF (deviation command signal IH) for maintaining the state in which the stopper receiver 42 of the pendulum beam 24 contacts the pendulum stoppers 22, 22 of the bogie frame 12 is output from the pendulum control device 100. The determination unit 106
If this is a clockwise tilt, command pattern A in step 360, and if it is a counterclockwise tilt, step 37
At 0, the pattern B is commanded, and in the subsequent processing, the previous pattern A or B is maintained at step 340. Therefore, when an external force that displaces the pendulum beam 24 in the direction of separating the stopper receiver 42 from the pendulum stoppers 22, 22, acts, the oil damper 54 resists this external force,
The displacement of the pendulum beam 24 in such a direction is prevented. Therefore, for example, the pendulum beam 24 vibrates due to the vibration from the rail side and the stopper receiver 42 separates from the pendulum stoppers 22 and 22 and does not collide with the pendulum stoppers 22 and 22. It will not be done.

Furthermore, in this control example 2, it is possible to deal with overshoot in which the actual inclination angle exceeds the target inclination angle. In overshooting with a clockwise tilt, for example, if the target tilt angle is 3 ° and the actual tilt angle is 3.5 °, the deviation H is 3 ° −3.5 ° = −0.5 °, and the deviation H is negative. It becomes a value. In such a case, since a negative determination is made in step 350, pattern B is commanded in step 370. The oil damper 54 of the pattern B is “soft” with respect to the displacement on the shortened side, and therefore does not prevent the shortened displacement of the air cylinder 46 toward the target tilt angle side. On the other hand, since the oil damper 54 is “hard” with respect to the displacement on the extended side, it is effective for the displacement of the pendulum beam 24 to the extended side of the air cylinder 46 = the displacement to the side on which the overshoot is enlarged. Will act as a resistance. Therefore, the air cylinder 4 to the side that eliminates the overshoot
The displacement of 6 is not disturbed, and the displacement of the pendulum beam 24 to the side that enlarges the overshoot is prevented.

Similarly, in the counterclockwise overshoot, the deviation H is positive and the pattern A is obtained in the processing of steps 350 and 360, so that the oil damper 54 is displaced on the extended side = the side on which the overshoot is eliminated. It does not hinder the displacement of the air cylinder 46 to. Also, the oil damper 54 acts as an effective resistance against the displacement of the shortened side = the displacement of the pendulum beam 24 to the side of increasing the overshoot, and the displacement of the pendulum beam 24 in such a direction is prevented. To be done. (Embodiment 2) This embodiment is an example in which one solenoid valve is provided in the valve circuit for switching the damper constant of the oil damper. In this embodiment, the configuration other than the oil damper and the valve circuit is the same as that of the first embodiment,
In the following description, the same part numbers as those in the first embodiment are used for the same parts as those in the first embodiment, and the illustration and description thereof are omitted.

As shown in FIG. 8, the oil damper 150 has a well-known double rod structure, and although not shown, it is similar to the oil damper 54 of the first embodiment in order to compensate for changes in oil temperature and oil temperature. The accumulator of is installed. Further, as in the first embodiment, one end 152 of one rod 152 of this oil damper 150 is connected to the bogie frame 12, and the other end of the rod 156 is a free end which is not connected anywhere. The cylinder side is connected to the pendulum beam 24 via a link member (not shown), and the relative position between the cylinder and the rod 152 expands and contracts according to the displacement of the pendulum beam 24 in the rolling direction.

Next, the valve circuit 151 for changing the damper constant of the oil damper 150 will be described. In the first chamber 158 of the oil damper 150, the check valve 1 having the first medium diameter orifice 160 and the first chamber 158 as the secondary side is provided.
62, a first inflow passage 164, a second medium diameter orifice 166, and a check valve 168 whose primary side is the first chamber 158, a first outflow passage 170, a first large diameter orifice 172 and a first chamber. A second inflow passage 176 having a check valve 174 whose secondary side is 158, a first small diameter orifice 178, and the first chamber 1.
The second outflow passage 182 including the check valve 180 whose primary side is 58, the second small-diameter orifice 184, and the first chamber 158 are connected to each other.
A third inflow passage 188 including a check valve 186 on the next side,
The second large-diameter orifice 190 and the third outflow passage 194 including the check valve 192 whose primary side is the first chamber 158 are connected to each other. In addition, the first inflow path 164 and the first outflow path 170
The merging passage 196 of is connected to the solenoid valve 202 in parallel with the supply / discharge passage 200 of the second chamber 198. Similarly, the combined flow path 204 of the second inflow path 176 and the second outflow path 182, and the third
The inflow passage 188 and the joint passage 206 of the third outflow passage 194 are connected to the solenoid valve 202 in parallel. Solenoid valve 202
Is the internal port A port, B port, C as shown
It is a spring center type with 3 positions having 3 ports.

Next, the operation of switching the damper constant of the oil damper 150 by the solenoid valve 202 will be described. First, when the position of the solenoid valve 202 is the A port shown in the figure, the hydraulic oil discharged from the first chamber 158 is guided to the second chamber 198 through the third outflow passage 194 and the supply / discharge passage 200. The flow passage area of this path is the second large-diameter orifice 19
It is “large” because it follows 0, and the damper constant becomes small,
The state of the oil damper 150 is “soft”. Also, the second
The hydraulic oil discharged from the chamber 198 is guided to the first chamber 158 through the supply / discharge passage 200 and the third inflow passage 188. Since the flow passage area of this path follows the second small diameter orifice 184, it is “small”, the damper constant becomes large, and the state of the oil damper 150 becomes “hard”.

When the position of the solenoid valve 202 is set to the port B, the hydraulic oil discharged from the first chamber 158 becomes a path from the second outflow passage 182 (first small diameter orifice 178) to the supply / discharge passage 200 and the oil damper 150. The state becomes "hard". The route of the hydraulic oil discharged from the second chamber 198 is the supply / discharge passage 200 → the second inflow passage 176 (the first large diameter orifice 17).
2), and the state of the oil damper 150 becomes "soft".

When the position of the solenoid valve 202 is the C port, the working oil discharged from the first chamber 158 becomes a path from the first outflow passage 170 (second medium diameter orifice 166) to the supply / discharge passage 200 and the oil damper 150. The state of becomes "medium". The path of the hydraulic oil discharged from the second chamber 198 is the supply / discharge path 200 → the first inflow path 164 (the first medium diameter orifice 16).
0), and the state of the oil damper 150 becomes "medium".

That is, if the position of the solenoid valve 202 is the A port, as in the pattern A in the first embodiment,
The oil damper 150 is “soft” in the extending direction and “hard” in the contracting direction, and if the position is the B port, the oil damper 150 is similar to the pattern B in the first embodiment.
Is "hard" in the extension direction and "soft" in the shortening direction, and if the position is the C port, the oil damper 150 is "medium" in both the expansion and contraction directions, as in the pattern C in the first embodiment. Therefore, by replacing the patterns A, B, and C in the control examples 1 and 2 of the first embodiment with the positions A port, B port, and C port of the solenoid valve 202, the same effect as that of the first embodiment can be obtained.

Although the present invention has been described above according to the embodiments, it is needless to say that the present invention is not limited to such embodiments and can be variously implemented without departing from the scope of the present invention. For example, in each of the above-described examples, the air cylinder 46 and the oil dampers 54 and 150 are arranged side by side, and the expansion and contraction of the air cylinder 46 and the oil damper 54 and
Although the expansion and contraction of 150 is in the same direction, the air cylinder 46
A configuration in which the oil dampers 54 and 150 are crossed and the expansion and contraction directions of the two are opposite to each other is also possible. In this case, in the control example 1, step 270 and step 28
0 is replaced (pattern A and pattern B are exchanged), and in the control example 2, step 360 and step 3
By replacing 70, the same effect as in the above embodiment can be obtained.

The point is that the resistance of the oil damper is weakened with respect to the displacement of the pendulum beam in the desired direction, and the resistance of the oil damper is strengthened with respect to the displacement of the pendulum beam in the undesired direction. It is also possible to provide a plurality of air cylinders or a plurality of oil dampers for the pendulum beam of the book.

[0051]

As described above, according to the damper control device of the first aspect, when the pendulum operation of the vehicle body is performed, the displacement of the pendulum beam (= vehicle body) in the desired direction is not hindered, but the pendulum beam in the undesired direction. Since the displacement of (= vehicle body) is prevented, the behavior of the vehicle body becomes stable. Especially, in the pendulum operation in which the pendulum beam comes into contact with the pendulum stopper on the bogie frame side, there is no problem that the pendulum beam vibrates due to vibration from the rail side and collides with the pendulum stopper when the pendulum beam separates from the pendulum stopper. Therefore, passenger comfort is not impaired.

[Brief description of drawings]

FIG. 1 is an exploded perspective view showing the structure of a truck incorporating the damper device of the first embodiment.

FIG. 2 is an explanatory diagram showing an outline of the damper device according to the first embodiment.

FIG. 3 is a block diagram of a control system in the damper device according to the first embodiment.

FIG. 4 is an explanatory diagram of a relationship between expansion and contraction of an air cylinder and inclination of a pendulum beam and a vehicle body in the first embodiment.

FIG. 5 is an explanatory diagram of an oil damper control pattern in the damper device according to the first embodiment.

FIG. 6 is a flowchart of an angle command control routine executed by a determination unit of the damper device according to the first exemplary embodiment.

FIG. 7 is a flowchart of a deviation command control routine executed by a determination unit of the damper device according to the first embodiment.

FIG. 8 is an explanatory diagram showing an outline of a damper device according to a second embodiment.

FIG. 9 is an explanatory diagram of a schematic configuration of a conventional pendulum train.

[Explanation of symbols]

10 ... bogie (pendulum bogie), 12 ... bogie frame, 24
... Pendulum beam, 44 ... Displacement meter, 46 ... Air cylinder (gas cylinder), 54 ... Oil damper (hydraulic damper), 56 ... Valve circuit (damper constant control means), 100 ... Pendulum control device, 104 ... Damper controller (damper constant control means), 106 ... Judgment part (damper constant control means), 108 ... Drive circuit (damper constant control means), 120 ...・ Damper device, 1
50 ... Oil damper (hydraulic damper), 151 ...
Valve circuit (damper constant control means), C ... vehicle body.

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Hiroshi Niimura 1-1, Sanbonmatsucho, Atsuta-ku, Nagoya, Aichi Japan Vehicle Manufacturing Co., Ltd. (72) Inventor Yasuo Tsuyuki 2-4-1, Hamamatsucho, Minato-ku, Tokyo No. World Trade Center Building Kayaba Industry Co., Ltd.

Claims (1)

[Claims] 1. A pendulum beam that supports a vehicle body, a bogie frame that supports the vehicle body so as to be tiltable in a rolling direction via the pendulum beam, and a telescopic displacement that is interposed between the pendulum beam and the bogie frame. A damper device mounted on a pendulum carriage including a pneumatic cylinder for inclining the pendulum beam with respect to the bogie frame, wherein the damper device is interposed between the pendulum beam and the bogie frame. The resistance against the displacement of the pendulum beam, which is in the forward direction with respect to the displacement direction of the hydraulic cylinder and the pneumatic cylinder that follows the displacement of the pneumatic cylinder, is weakened, and the resistance direction is opposite to the displacement direction of the pneumatic cylinder. The damper device is provided with a damper constant control means for controlling the damper constant of the hydraulic damper so as to increase the resistance against the displacement of the pendulum beam.