JPH08166035A - Semiactive control damper and control system - Google Patents

Abstract

PURPOSE: To provide a semiactive control damper system which is suitably used for a rolling stock, a building, etc., in which vibration damping side mass is extremely large. CONSTITUTION: A control damper 3 comprises a one-way flow stroke sensing cylinder 6 interposed between a vibration generating side and a vibration damping side, and a damping force control circuit 8 equipped with a proportional valve 25, a unload valve 26 and a switching valve 27. Meanwhile, vibration conditions on the vibration generating side and the vibration damping side, are judged by a computer 28 by the use of damper speed signals V1, V2 detected by the stroke sensing cylinder 6 and vibration damping side speed signals U1, U2 detected by a detector. The proportional valve 25, the unload valve 26 and the switching valve 27 are actuated on the basis of command signals X, Y, Z outputted from the computer 28, so that generating damping force in the damping force control circuit 8 is controlled, thus vibration damping side lateral vibration can be efficiently suppressed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a semi-active control damper for damping lateral vibration generated in a vehicle body of a railway vehicle, lateral vibration of a building when an earthquake occurs, and a control system using the damper.

[0002]

2. Description of the Related Art Generally, in an automobile or the like, the ride comfort is further improved because it is not possible to obtain a sufficient ride comfort simply by absorbing and absorbing the vertical vibration generated in the vehicle body. For this reason, so-called active control damping force variable dampers that detect the behavior of the vehicle body and positively correct the attitude have come to be used.

However, such an active control damping force variable damper requires a pump as a power source and a special control valve, and the controller itself for controlling them is complicated, so that it is not only expensive. However, if a malfunction occurs due to the power source being used, the riding comfort will be adversely affected.

Therefore, in recent years, a so-called semi-active control damping force variable damper, which controls the damping force in response to the amplitude and frequency of the vehicle body vibration without using a power source, has been attracting attention. .

The semi-active control damping force variable damper has a simple shape both in terms of hardware and software, and therefore has the advantage of being easy to use in operation and maintenance.

[0006]

On the other hand, on the other hand, if such a semi-active control damping force variable damper is applied as it is to prevent lateral shake of, for example, a railway vehicle or a building, it is In contrast, the mass on the damping side is extremely large, which causes the following problems.

That is, even when the vibration generating side swings in the same direction as the vibration damping side at a higher speed, the damper operates to generate a damping force, so that the vibration generating side pushes the damping side through the damper. It acts so as to increase on the contrary without suppressing lateral shake on the swing side.

Not only that, but when the variable control of the damping force becomes impossible for some reason, the damper suddenly operates to the stroke end due to the inertia of the damping side, and a large impact force is exerted at the stroke end. Will occur.

Therefore, an object of the present invention is to provide a semi-active control damper capable of effectively damping even a mass on the damping side such as a railway vehicle or a building, which is extremely large. And to provide a control system using the damper.

[0010]

SUMMARY OF THE INVENTION In the present invention, the above object is to provide a stroke sensing cylinder interposed between a vibration generating side and a vibration damping side, and to move from a head side chamber of the stroke sensing cylinder to a rod side chamber. It is equipped with a flow path that allows only the flow of working fluid, a reservoir that communicates with the head side chamber through a suction valve, and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir. The damping force generating element that guarantees the minimum damping force of, the damping force control element that continuously and proportionally controls the throttle opening, and the unload valve that switches the damping force control circuit to the unload state are arranged in parallel, In addition, the damping force generating element and the damping force control element and the upstream side of the unload valve, or the damping force generating element Located on the upstream side of the unloading valve, a semi-active valve equipped with a switching valve that selects whether to use a damping force control element including a damping force generation element and an unload valve, or to use a damping force generation element and an unload valve. Using the control damper, the switching valve of the damping force control circuit is switched to the damping force control element and the unload valve or the selected position of the unload valve by the power-on or the standby signal of the control system, and the damper detected by the stroke sensing cylinder is used. The computer controls the continuous proportional operation of the damping force control element and the on / off operation of the unload valve based on the signal and the speed signal on the damping side from the detection means that detects the vibration state on the damping side. This is achieved by the first configuration.

Further, a stroke sensing cylinder interposed between the vibration generating side and the vibration damping side, a flow passage permitting only the flow of the working fluid from the head side chamber to the rod side chamber of the stroke sensing cylinder, and the suction Equipped with a reservoir that communicates with the head side chamber through a valve, and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir, and the damping force control circuit and damping force generation element that guarantees the minimum damping force in an emergency An unload valve that switches the force control circuit to the unload state is arranged in parallel, and a normally open damping force control element that continuously proportionally controls the throttle opening upstream of the damping force generation element is connected in series. With a semi-active control damper that is installed, the control system power-on or standby signal and stroke sensing cylinder Based on the damper signal output and the speed signal on the damping side from the detecting means that detects the vibration state on the damping side, the computer continuously operates the damping force control element and turns on / off the unload valve. It is also achieved by a second configuration which controls the operation.

[0012]

[Operation] That is, with the above-mentioned configuration, the stroke sensing cylinder that constitutes the damper main body is capable of performing expansion and compression operations by the action of the flow path and the suction valve that allow only the flow of the working fluid from the head side chamber to the rod side chamber. In either case, it acts as a unidirectional damper that circulates the working fluid in the rod side chamber from the damping force control circuit through the reservoir.

Thus, by setting the cross-sectional area ratio of the piston and the piston rod of the stroke sensing cylinder to 2: 1, the flow rate of the working fluid pushed out to the damping force control circuit as the stroke sensing cylinder expands and contracts. Is the same on the extension side and the compression side.And when the normal lateral shake vibration occurs in which the stroke sensing cylinder expands and contracts in response to the vibration direction on the vibration suppression side, The computer judges this based on the damper signal and the speed signal on the damping side from the detection means, and the unload valve is kept in the off position by the command signal from the computer.

In the first configuration, prior to the above, a switching valve is provided in advance in the damping force control circuit of the damper for semi-active control by a power-on or control standby signal at the same time when the control operation starts. Select damping force control element and unload valve or unload valve to the on position.

Thus, the computer controls the damping force control element interposed in the damping force control circuit based on the damper signal from the stroke sensing cylinder and the speed signal on the damping side from the detecting means, and Lateral shake on the damping side is effectively damped by continuously proportionally controlling the throttle opening of the damping force control element.

In addition, in the above case, when the stroke sensing cylinder reaches the working end,
The computer judges this from the damper signal from the stroke sensing cylinder, and controls the throttle opening of the damping force control element to zero or minimizes it to maximize the damping force generated by the damping force control circuit. The impact at the working end of is mitigated.

On the other hand, when the vibration generating side swings at a higher speed in the same direction as the vibration damping side during the above-described vibration damping action, the operation direction of the stroke sensing cylinder is reversed and the vibration on the vibration generating side is the vibration of the vibration damping side. It acts to increase the shake.

However, in this case, the computer
The damper signal from the stroke sensing cylinder and the speed signal on the damping side from the detection means are used to judge this, and the unload valve is switched to the ON position. Prevents lateral vibration on the damping side from being further increased.

On the other hand, when the control operation cannot be performed due to the occurrence of an abnormal situation or the power being turned off, in the first configuration, the switching valve that has been switched to the on position by the power on or the control standby signal is automatically operated. Return to the off position.

As a result, the damping force control element and the unload valve or the unload valve are disconnected from the damping force control circuit, and the damping force generation element that guarantees the minimum damping force in an emergency is switched to the use state, and the damping force concerned is switched. The force generation element secures the generation of a predetermined damping force to suppress the lateral vibration on the damping side.

In the second configuration, the damping force control element is automatically switched to the fully open state by cutting off the command signal from the computer, and the minimum damping force in an emergency is guaranteed through this damping force control element. The generation of a predetermined damping force is ensured by the damping force generating element, and the lateral vibration of the damping side is suppressed when such a situation occurs.

[0022]

BEST MODE FOR CARRYING OUT THE INVENTION In the following, an embodiment of the present invention will be described with reference to the accompanying drawings. Here, for convenience of explanation, a case where the present invention is applied to damping lateral vibration of a railway vehicle will be described as an example. I will do it.

In FIG. 1, a semi-active control damper 3 according to the present invention and a normal damper 4 (also semi-active according to the present invention) are provided between a bogie 1 on the vibration generating side and a vehicle body 2 on the damping side. Control dampers) may be arranged horizontally facing each other.

Further, the vehicle body 2 on the vibration damping side is provided with a detector 5 including an accelerometer or a speedometer for detecting the vibration state of the vehicle body 2.

The semi-active control damper 3 comprises a stroke sensing cylinder 6, a reservoir 7 and a damping force control circuit 8, as shown in FIG.

The stroke sensing cylinder 6 includes a piston 10 slidable inside the cylinder 9 and a head side chamber 1.
1 and a rod side chamber 12, and a piston rod 13 extends from the piston 10 toward the outside.

A scale memory 14 is engraved on the pisdon rod 13 at a predetermined interval, and a displacement sensor 15 is attached to the cylinder 9 so as to face the scale memory 14.

The head side chamber 11 includes a suction valve 16
Is connected to the reservoir 7 through a suction flow path 17 having
Further, the head side chamber 11 and the rod side chamber 12 are the piston 1
The flow path 19 has a check valve 18 provided at 0.

The check valve 18 is arranged so as to allow only the flow of the working fluid from the head side chamber 11 toward the rod side chamber 12, and the rod side chamber 12 passes from the filter 20 through the damping force control circuit 8 to the reservoir 7 It leads to.

The damping force control circuit 8 includes a high pressure relief valve 21 and a throttle 22, which are damping force generating elements that regulate the maximum damping force, and a low pressure relief valve, which is a damping force generating element that guarantees the minimum damping force in an emergency. 23, a throttle 24, a normally closed proportional valve 25 which is a damping force control element for continuously proportionally controlling the throttle opening, and a normally closed unload valve 26 are connected in parallel.

On the upstream side of them, a switching valve 27 for selectively connecting the low pressure relief valve 23 and the throttle 24 and the proportional valve 25 and the unload valve 26 in parallel to the damping force control circuit 8 is arranged in series. The switching valve 27 is switched to the ON position at the same time when the control operation starts, and serves to connect the proportional valve 25 and the unload valve 26 in parallel to the damping force control circuit 8.

As described above, when the vehicle 1 laterally vibrates due to the lateral vibration of the bogie 1, and a relative displacement occurs between the bogie 1 and the vehicle body 2, the bogie 1 and the vehicle body 2 correspond to the lateral vibration direction. Then, the stroke sensing cylinder 6 interposed between the carriage 1 and the vehicle body 2 expands and contracts.

When the stroke sensing cylinder 6 extends, the working fluid in the reservoir 7 is sucked from the suction valve 16 into the head side chamber 11 through the suction passage 17, while the check valve 18 provided in the piston 10 is closed to close the rod side chamber 12. Of the working fluid is pushed through the filter 20 toward the damping force control circuit 8.

On the contrary, the stroke sensing cylinder 6
Is compressed, the suction valve 16 is closed and the working fluid in the head-side chamber 11 is opened from the flow passage 19 provided in the piston 10 to open the check valve 18 to open the rod-side chamber 1
2, and the working fluid in an amount corresponding to the invading volume of the piston rod 13 is pushed out from the rod side chamber 12 through the filter 20 to the damping force control circuit 8.

Therefore, the flow rate of the working fluid pushed toward the damping force control circuit 8 is determined by the cross-sectional area A of the cylinder 9,
When the cross-sectional area of the piston rod 13 is a and the stroke of the stroke sensing cylinder 6 is L, it is “(A−a) × L” during extension operation and “a × L” during compression operation.

From this, the ratio of the cross-sectional area A of the cylinder 9 to the cross-sectional area a of the piston rod 13 is "A: a = 2:
By selecting "1", the flow rate of the working fluid pushed toward the damping force control circuit 8 can be made the same during the extension operation and the compression operation, and the flow rate ratio can be arbitrarily selected by changing the above ratio. You can also do it.

In parallel with the above, the switching valve 27 in the damping force control circuit 8 is turned on at the same time as the start of use or a control standby signal is sent to the computer 2 in the controller.
A switching signal Z output from the valve driver circuit 29 from 8 causes the proportional valve 25 and the unload valve 26 to be switched to an on position where the proportional valve 25 and the unload valve 26 are connected in parallel to the damping force control circuit 8.

On the other hand, the displacement sensor 15 provided in the stroke sensing cylinder 6 cooperates with the scale memory 14 of the piston rod 13 and the cylinder 9 and the piston rod 1.
The relative displacement of 3 is detected as a digital damper signal S.

The above-mentioned damper signal S is a plus damper displacement signal W1 (expansion side) and a minus damper displacement signal W2 in the sensor signal processing circuit 30 for computer signal conversion.
(Compression side), and a plus damper speed signal V1 (expansion side) and a minus damper speed signal V2 (compression side) calculated based on these damper displacement signals W1 and W2, and then input to the computer 28. .

Further, as shown in FIG. 1, the detector 5 provided on the vehicle body 2 detects a shake of the vehicle body 2 as a vehicle body signal T, and this vehicle body signal T is also processed by a processing circuit 31 for computer signal conversion. Are processed into a positive vehicle body speed signal U1 (leftward swing) and a negative vehicle body speed signal U2 (rightward swing), and then input to the computer 28.

When the detector 5 is a speedometer,
As described above, the processing circuit 31 processes the positive vehicle body speed signal U1 and the negative vehicle body speed signal U2. However, in the case of an accelerometer, the processing circuit 31 first converts the acceleration into a velocity. The positive vehicle body speed signal U1 and the negative vehicle body speed signal U2 are processed.

Returning to FIG. 2 again, the computer 28
Vehicle speed signal U sent from the detector 5 on the vehicle body 2 side
1, U2, damper speed signals V1, V2 and damper displacement signal W sent from the stroke sensing cylinder 6.
The control logic is calculated based on 1 and W2.

In this case, the damper speed signals V1 and V2 and the vehicle body speed signals U1 and U2 are the deflection directions of the vehicle 1 on the vibration generating side and the vehicle body 2 on the damping side, and the stroke sensing cylinder 6 associated therewith. Is determined by the computer 28 as a signal indicating the expansion / contraction speed of the stroke detector, and the damper displacement signals W1 and W2 are determined by the computer 28 as signals indicating the expansion / contraction position of the stroke sensing cylinder 6.

As a result, the computer 28 calculates the control logic based on the above-mentioned signals, outputs the result as the control signal X and the switching signal Y through the valve driver circuit 29, and proportionally based on the control signal X. Valve 25
And the unload valve 26 is switched on / off by the switching signal Y.

Thus, the damper system for the semi-active control described above operates as follows.

[At the start of control operation] A switching signal Z is output from the computer 28 to the switching valve 27 by turning on the power supply or the control standby, and the switching valve 27 is connected to the damping valve control circuit 8 and the proportional valve 25. The load valve 26 is switched to the on position (the lower position in FIG. 2) for connecting in parallel.

This state is maintained as it is, unless the power source or the control standby is switched off to turn it off, or unless they are turned off due to an abnormal situation.

[When the vehicle body 2 swings to the left] In the above state, if the vehicle body 2 swings to the left during traveling, a positive vehicle body speed signal U1 is input from the detector 5 to the computer 28 through the processing circuit 31. It

If the truck 1 swings to the left at a slower speed than the vehicle body 2 or swings to the right opposite to the vehicle body 2, the stroke sensing cylinder 6 operates toward the extension side and operates internally. The fluid is pushed out to the damping force control circuit 8.

Then, from the displacement sensor 15 to the computer 28 through the sensor signal processing circuit 30, the plus damper displacement signal W1 and the plus damper speed signal V1 are obtained.
Is entered.

As a result, the computer 28 causes the vehicle body 2 to swing to the left and the stroke sensing cylinder 6 based on the positive vehicle body speed signal U1 from the detector 5 and the positive damper displacement signal W1 from the displacement sensor 15.
Is operating toward the extension side, the unload valve 26 is kept in the OFF position without issuing the switching signal Y.

In addition to the above, the computer 28
Is a positive damper speed signal V1 from the displacement sensor 15.
Then, the damping force value is calculated based on the plus vehicle speed signal U1 from the detector 5, and the throttle opening of the proportional valve 25 is determined so as to match the damping force value.

Then, a control signal X corresponding to the opening signal is output to the proportional valve 25 to proportionally control the throttle opening of the proportional valve 25, and the damping force generated by the damping force control circuit 8 is controlled. The lateral vibration of the vehicle body 2 to the left is effectively suppressed by performing appropriate continuous control.

That is, when the lateral vibration speed of the vehicle body 2 is within the normal range, as described above, the computer 2
8 sends a control signal X corresponding to the lateral deflection speed to the proportional valve 25 to control the opening thereof, and the working fluid pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 is restricted by the throttle 22 and the proportional valve. 25 to reservoir 7
The damping force generated at that time is controlled by the control operation of the proportional valve 25 to suppress the lateral shake of the vehicle body 2.

Moreover, in the above case, when the stroke sensing cylinder 6 reaches the vicinity of the extension end, the computer 28 judges it based on the positive damper displacement signal W1 from the displacement sensor 15. The output of the control signal X is reduced from the time when it reaches the vicinity of the extension end to reduce the opening degree of the proportional valve 25.

As a result, the working fluid pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 flows to the reservoir 7 through the throttle 22 and the proportional valve 25 under the control of the high pressure relief valve 21, and the damping force control circuit 8 is provided. The generated damping force of is kept large and the impact at the extension end is alleviated.

Further, when the lateral vibration speed of the vehicle body 2 rises beyond a range which cannot be considered normally, the working fluid pressure pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 is increased by the high pressure relief valve 21. And aperture 2
2 to prevent the semi-active control bumper 3 from being damaged by the high-pressure working fluid.

In this way, the damping force control circuit 8 controls the damping force generated by the proportional valve 25 according to the displacement of the stroke sensing cylinder 6 and the magnitude of the extension speed, while effectively suppressing the lateral shake of the vehicle body 2. Keep it low.

On the other hand, when the vehicle body 2 is swinging to the left,
For example, if the carriage 1 swings to the left at a speed higher than the lateral shake speed to the left of the vehicle body 2 due to a rail deviation or the like, the stroke sensing cylinder 6 compresses and the head side chamber 11 of the stroke sensing cylinder 6 moves. Also, the fluid pressure corresponding to the damping force generated by the damping force control circuit 8 is generated.

The fluid pressure generated in the head side chamber 11 acts as a force for pushing the stroke sensing cylinder 6 in the extension direction due to the pressure receiving area difference between the head side chamber 11 and the rod side chamber 12 caused by the existence of the piston rod 13, and the body 2 is pushed. Since it swings further to the left, it is necessary to prevent the fluid pressure from being generated.

Therefore, in this case, the positive vehicle speed signal U1 sent from the detector 5 to the computer 28.
Based on the negative damper speed signal V2 sent from the displacement sensor 15 by the compression operation of the stroke sensing cylinder 6, the computer 28 judges this and outputs a switching signal Y to the unload valve 26.

As a result, the unload valve 26 is switched to the on position (lower position in FIG. 2), the damping force control circuit 8 is in the unload state, and the head side chamber 11
The working fluid of 1 escapes from the check valve 18 of the piston 10 to the reservoir 7 through the rod side chamber 12 and the damping force control circuit 8 in the unloading state.

Therefore, no fluid pressure is generated in the head side chamber 11 of the stroke sensing cylinder 6, so that the stroke sensing cylinder 6 is prevented from swinging the vehicle body 2 further to the left.

[When the vehicle body 2 swings to the right] Contrary to the above, if the vehicle body 2 swings to the right, a negative vehicle speed signal U2 from the detector 5 is sent to the computer 28.
Is input to

If the carriage 1 is swung to the right at a slower speed than the vehicle body 2, or if it is swung to the left side of the vehicle body 2, the stroke sensing cylinder 6 operates the check valve 16 of the suction passage 17. It operates toward the compression side while closing, and pushes out the working fluid in the head side chamber 11 from the flow path 19 to the damping force control circuit 8 through the rod side chamber 12.

The displacement sensor 15 outputs a negative damper speed signal V2 and a negative damper displacement signal W2.
Is input to the computer 28.

The computer 28 determines the vehicle body 2 based on the negative vehicle body speed signal U2 sent from the detector 5 and the negative damper vehicle speed signal V2 from the displacement sensor 15.
Swings to the right, and stroke sensing cylinder 6
Is operating on the compression side, the unload valve 25 is kept in the off position without issuing the switching signal Y.

On the other hand, the computer 28 attenuates based on the negative damper speed signal V2 from the displacement sensor 15 and the negative vehicle speed signal U2 from the detector 5, as in the case where the vehicle body 2 has swung to the left. The force value is calculated, and the throttle opening of the proportional valve 25 is proportionally controlled so as to match the force value, and the damping force generated by the damping force control circuit 8 is appropriately and continuously controlled, so that the lateral vibration of the vehicle body 2 to the right is effective. To suppress it.

That is, when the lateral shake speed of the vehicle body 2 is within the normal range, the computer 28 sends a control signal X corresponding to the lateral shake speed to the proportional valve 25 to control the opening thereof, and stroke sensing. The working fluid flowing from the cylinder 6 to the reservoir 7 through the damping force control circuit 8 and the throttle 22 and the proportional valve 25 is controlled by the proportional valve 25 to generate a damping force according to the vibration speed at that time to generate the damping force of the vehicle body 2. Reduces lateral shake.

Moreover, even in the above case, when the stroke sensing cylinder 6 reaches the vicinity of the compression end, the computer 28 judges this based on the negative damper displacement signal W2 from the displacement sensor 15. To do.

When reaching the vicinity of the compression end, the opening degree of the proportional valve 25 is reduced based on the negative damper displacement signal W2 from the displacement sensor 15 and pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8. While limiting the working fluid pressure coming by the high pressure relief valve 21, the throttle 22 and the proportional valve 25, the damping force generated by the damping force control circuit 8 is kept large and the impact at the compression end of the stroke sensing cylinder 6 is alleviated.

On the other hand, when the lateral deflection speed of the vehicle body 2 rises beyond a range that cannot be usually considered, the working fluid pressure pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 is relieved to a high pressure. Valve 21
And the diaphragm 22 to restrict the semi-active control bumper 3 from being damaged by the high-pressure working fluid.

In this way, the damping force control circuit 8 controls the damping force generated by the proportional valve 25 according to the magnitude of the displacement of the stroke sensing cylinder 6 and the compression speed, while effectively suppressing the lateral shake of the vehicle body 2. Keep it low.

Also in the above case, if the carriage 1 swings to the right at a speed higher than the lateral shake speed of the vehicle body 2 to the right due to rail deviation or the like, the stroke sensing cylinder 6 extends and the rod side chamber moves. A fluid pressure corresponding to the damping force generated by the damping force control circuit 8 is generated at 12.

The fluid pressure generated in the rod side chamber 12 acts as a force for pushing the stroke sensing cylinder 6 in the compression direction, which increases the swing of the vehicle body 2 to the right, so that the fluid pressure is not generated. Need to

However, even in this case, since the vehicle body 2 swings to the right, the negative vehicle body speed signal U2 sent from the detector 5 to the computer 32 and the extension operation of the stroke sensing cylinder 6 are performed. Based on the positive damper speed signal V1 sent from the displacement sensor 15, the computer 28 outputs the switching signal Y to the unload valve 26.

Then, the switching signal Y switches the unload valve 26 to the ON position, and the damping force control circuit 8
Is set in the unloading state, and the working fluid in the rod side chamber 12 is released to the reservoir 7 to prevent the vehicle body 2 from being further swung to the right.

[Uncontrollable Due to Power Off or Abnormal Situation] Even in this case, the stroke sensing cylinder 6 repeats expansion and contraction with the lateral deflection of the vehicle body 2. The working fluid is pushed out from the stroke sensing cylinder 6 toward the damping force control circuit 8.

However, when the power is turned off, the control signal X and the switching signals Y and Z from the computer 28 are cut off at the same time, so the proportional valve 25, the unload valve 26 and the switching valve. 27 automatically switches to the off position of FIG.

As a result, the working fluid pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 is throttled under the control of the low pressure relief valve 23.
Through the throttle valve 24 and the low-pressure relief valve 23 to generate a minimum damping force and operate as a normal damper to suppress lateral vibration of the vehicle body 2.

During control, for example, an abnormal situation occurs in the control system and the unload valve 26 is switched to the on state, or the unload valve 26 cannot return from the on position to the off position. Suppose

However, even in this case, the unloading valve 26 is interposed in the damping force control circuit 8 while keeping the switching valve 27 in series, and the switching valve 27 is automatically operated when the control system is abnormal. Returns to the off position.

Therefore, since the switching valve 27 selects the low pressure relief valve 23 and the throttle 24, the damping force is ensured by the low pressure relief valve 23 and the throttle 24 without the damping force control circuit 8 being in the unload state. .

FIG. 3 shows a modification of FIG. 2. In this embodiment, the proportional valve 25 is interposed in the upstream side of the switching valve 27 in parallel with the damping force control circuit 8. I am disguised.

That is, as can be seen from the embodiment shown in FIG. 2, the switching valve 27 is automatically switched to the off position when the power supply is turned off or an abnormal situation occurs and the control is stopped, and the throttle 24 and the low-pressure relief valve are provided. This is for ensuring the minimum damping force by 23 and operating the semi-active control damper 3 as a normal damper.

On the other hand, the proportional valve 25 controls the throttle opening corresponding to the swing speed of the vehicle body 2 during the control operation, and holds the throttle opening at zero when the control is impossible.

From this, as in the embodiment of FIG. 3, the proportional valve 25 is changed to the switching valve 2 with respect to the damping force control circuit 8.
Even if the valve is installed upstream of 7 in parallel, the proportional valve 25 performs the same control operation as in the embodiment of FIG.

FIG. 4 shows another embodiment of the present invention. In this embodiment, a low pressure relief valve 23 for ensuring a minimum damping force in an emergency is used without using the switching valve 27. A normally open proportional valve 25 for continuously proportionally controlling the throttle opening is provided upstream of the throttle 24 in series.

Even in this case, when the trolley 1 swings to the left or right at a slower speed than the vehicle body 2 or when it sways to the left or right in a phase opposite to that of the vehicle body 2, Works as if.

That is, based on the vehicle body speed signals U1 and U2 sent from the detector 5 on the vehicle body 2 side and the damper speed signals V1 and V2 from the displacement sensor 15, the computer 28 makes a control signal to match them. X is output to proportionally control the throttle opening of the proportional valve 25 to appropriately control the damping force generated by the damping force control circuit 8.

Moreover, the stroke sensing cylinder 6
When a situation occurs in which the pressure reaches the vicinity of the compression end, the computer 28 judges this based on the damper displacement signals W1 and W2 from the displacement sensor 15 and reduces the opening of the proportional valve 25 to reduce the stroke sensing cylinder 6. The working fluid pressure pushed out of the damping force control circuit 8 by the high pressure relief valve 21, the throttle 22 and the proportional valve 25.
The damping force generated by the damping force control circuit 8 is kept large while being restricted by, and the impact at the compression end of the stroke sensing cylinder 6 is mitigated.

Further, when the lateral vibration speed of the vehicle body 2 rises beyond a range that is not normally considered, the working fluid pressure pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 is increased by the high pressure relief valve 21. And aperture 2
2 to prevent the semi-active control bumper 3 from being damaged by the high-pressure working fluid.

In this way, the damping force control circuit 8 proportionally controls the damping force generated by the proportional valve 25 according to the magnitude of the compression speed of the stroke sensing cylinder 6,
The lateral shake of the vehicle body 2 is effectively suppressed and reduced.

On the other hand, when an abnormal situation occurs in the control system and the control becomes impossible, at the same time, the computer 28
Since the control signal X and the switching signal Y from 1 are disconnected, the proportional valve 25 and the unload valve 26 are automatically switched to the off position in FIG.

As a result, the working fluid pushed out from the stroke sensing cylinder 6 to the damping force control circuit 8 flows from the throttle 22 and the fully open proportional valve 25 to the reservoir 7 through the low pressure relief valves 23 and 24, and the throttle 7 is opened. The operation of the vehicle body 2 and the low-pressure relief valve 23 act as a normal damper while generating a minimum damping force to suppress the vibration of the vehicle body 2 in the left-right direction.

In the embodiments shown in FIGS. 2 to 4 described above, the throttle 22 is provided in parallel with the high pressure relief valve 21 with respect to the damping force control circuit 8.
Is not always necessary. For example, as shown in the representative example shown in FIG. 5 as a modification of FIG. 2, the proportional valve 25
This can be eliminated by using a proportional throttle valve that does not become fully closed even if the opening degree is minimum.

This is because these diaphragms 2 are controlled during control.
2 and the proportional valve 25 are always installed in parallel with the damping force control circuit 8, and therefore,
By keeping the opening degree of the proportional valve 25 to a minimum during the maximum control based on the control signal X from the computer 28,
This is because the proportional valve 25 can serve as the throttle 22.

In the above-mentioned embodiments, the case where the present invention is applied to the railway vehicle has been described as an example. However, when the present invention is applied to the vibration control device of the building, the vibration generated by the earthquake or the strong wind is applied. Of course, it is possible to suppress the vibration.

[0099]

As described above, according to the first aspect of the present invention, since the stroke sensing cylinder is used as the damper body which is the vibration damper, the damping force is generated by using the damper signal from the stroke sensing cylinder. The damping force generated by the damping force control element interposed in the control circuit can be directly controlled. Therefore, the damping force generated by the damping force control circuit can always be appropriately controlled to effectively suppress the vibration on the damping side. You can

Further, an unload valve is provided in parallel with the damping force control element in the damping force control circuit, and a switching valve for selecting the use of these damping force control element and the unload valve is used. By switching to the on position and selecting the unload valve, even if there is a situation in which the vibration generating side swings in the same direction as the damping side at a faster speed and the vibration on the damping side increases. At that time, by switching the unloading valve to the ON position and setting the damping force control circuit in the unloading state, it is possible to prevent the vibration on the vibration damping side from being increased by the vibration on the vibration generating side.

According to the second aspect of the present invention, the switching valve is activated by the power-on or standby signal of the control system, and the damper displacement signal and the damper speed signal from the stroke sensing cylinder and the detection means provided on the vibration damping side. By controlling the switching of the proportional valve and the unload valve of the damping force control circuit by the computer using the speed signal of the damping side of, it is possible to properly and automatically exhibit the above effects. become.

According to the third aspect of the present invention, a normally open damping force control element for continuously proportionally controlling the throttle opening is provided in series upstream of the damping force generation element for ensuring the minimum damping force in an emergency. Since it is provided, the same effect as that of the above-described claim 1 can be exhibited without using the switching valve.

According to the invention of claim 4, the damper displacement signal and the damper velocity signal from the stroke sensing cylinder and the velocity signal on the damping side from the detecting means provided on the damping side are also used without using the switching valve. By using the and, the computer can switch the proportional valve and the unload valve of the damping force control circuit to appropriately and automatically exert the above effect.

[Brief description of drawings]

FIG. 1 is a block diagram showing an embodiment of a damper system for semi-active control according to the present invention.

FIG. 2 is a circuit diagram showing a configuration example of a semi-active control damper used in the above damper system.

FIG. 3 is a circuit diagram showing a modified example of the above.

FIG. 4 is likewise a circuit diagram showing another configuration example.

FIG. 5 is a circuit diagram showing a modification of FIG. 2 as a representative example.

[Explanation of symbols]

 1 Bogie that is a vibration generation side 2 Vehicle body that is a damping side 3 Semi-active control damper 5 Detector that is a means for detecting vibration damping side speed 6 Stroke sensing cylinder 7 Reservoir 8 Damping force control circuit 11 Head side chamber 12 Rod side chamber 14 Scale memory 15 Displacement sensor 16 Suction valve 17 Suction flow path 18 Check valve 19 Flow path 21 High pressure relief valve which is a damping force generating element 23 Low pressure relief valve 22,24 which is a damping force generating element Throttle 25 which is a damping force generating element Valve 26 Unload valve 27 Switching valve 28 Computer 29 Valve driver circuit 30 Sensor signal processing circuit 31 Processing circuit S Damper signal T Damping side vibration signal U1, U2 Damping side speed signal V1, V2 Damper speed signal W1 , W2 Damper displacement signal X Control signal for proportional valve Y Control signal for unload valve Z Switching signal for switching valve

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Toshiaki Kamei 2-4-1 Hamamatsucho, Minato-ku, Tokyo World Trade Center Building Kayaba Industry Co., Ltd. (72) Inventor Masakazu Nakazato Hamamatsucho, Minato-ku, Tokyo 4-1-1 World Trade Center Building Kayaba Industry Co., Ltd.

Claims (4)

[Claims] 1. A stroke sensing cylinder interposed between a vibration generating side and a vibration damping side, a flow passage which allows only a flow of a working fluid from a head side chamber to a rod side chamber of the stroke sensing cylinder, and a suction. A reservoir that communicates with the head side chamber through a valve and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir, and the damping force control circuit includes a damping force generation element that ensures a minimum damping force in an emergency, A damping force control element for continuously proportionally controlling the throttle opening and an unload valve for switching the damping force control circuit to an unload state are arranged in parallel, and these damping force generation element and damping force control element Located on the upstream side of the unload valve or on the upstream side of the damping force generation element and the unloading valve, the damping force generation element A damper for semi-active control, wherein a switching valve for selecting the use of the damping force control element including the unload valve and the unload valve, or the use of the damping force generation element and the unload valve is provided. 2. A stroke sensing cylinder interposed between a vibration generating side and a vibration damping side, a flow passage which allows only a flow of a working fluid from a head side chamber to a rod side chamber of the stroke sensing cylinder, and a suction. A reservoir that communicates with the head side chamber through a valve and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir, and the damping force control circuit includes a damping force generation element that ensures a minimum damping force in an emergency, A damping force control element for continuously proportionally controlling the throttle opening and an unload valve for switching the damping force control circuit to an unload state are arranged in parallel, and these damping force generation element and damping force control element Located on the upstream side of the unload valve or on the upstream side of the damping force generation element and the unloading valve, the damping force generation element And a unload valve, use a damping force control element, or a damping valve for selecting a damping force generation element and an unload valve. The switching valve of the damping force control circuit is switched to the selected position of the damping force control element and the unload valve or the unload valve by the detection means that detects the damper signal detected by the stroke sensing cylinder and the vibration state on the damping side. A damper system for semi-active control, characterized in that a computer controls continuous proportional operation of a damping force control element and ON / OFF operation of an unload valve on the basis of a speed signal on the vibration damping side of. 3. A stroke sensing cylinder interposed between the vibration generating side and the vibration damping side, a flow passage that allows only a working fluid flow from the head side chamber to the rod side chamber of the stroke sensing cylinder, and the suction. Equipped with a reservoir that communicates with the head side chamber through a valve, and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir, and the damping force control circuit and damping force generation element that guarantees the minimum damping force in an emergency An unload valve that switches the force control circuit to the unload state is arranged in parallel, and a normally open damping force control element that continuously proportionally controls the throttle opening upstream of the damping force generation element is connected in series. A semi-active control damper characterized by being interposed. 4. A stroke sensing cylinder interposed between a vibration generating side and a vibration damping side, a flow passage which allows only a flow of a working fluid from a head side chamber to a rod side chamber of the stroke sensing cylinder, and a suction. Equipped with a reservoir that communicates with the head side chamber through a valve, and a damping force control circuit that connects the rod side chamber of the stroke sensing cylinder to the reservoir, and the damping force control circuit and damping force generation element that guarantees the minimum damping force in an emergency An unload valve that switches the force control circuit to the unload state is arranged in parallel, and a normally open damping force control element that continuously proportionally controls the throttle opening upstream of the damping force generation element is connected in series. Using the interposed semi-active control damper, the control system power-on or standby signal and stroke sensing cylinder detect Based on the damper signal and the speed signal on the damping side from the detection means for detecting the vibration state on the damping side, the computer continuously operates the proportional control of the damping force control element and the on / off operation of the unload valve. A damper system for semi-active control characterized by controlling and.