JPH08253143A - Vibration control device of railway rolling stock - Google Patents

Abstract

PURPOSE: To improve various vibration control performances in high speed straight line travel and high speed curve travel by inputting a detecting result of a traveling position detecting means and a traveling speed detector and curve information outputted by a curve information output device, and adjusting a control condition at curve traveling time and straight line traveling time by a control parameter discriminating means. CONSTITUTION: A traveling position from the starting station is calculated by a traveling position calculating means 12, and it is judged by an MPU 15. When it reaches a prescribed curve point, excess centrifugal acceleration at its curve passing time is calculated by a detecting result of a traveling speed detector 13 and curve information outputted by a curve information output device 14. When it exceeds a reference value, vibration control is performed with rolling vibration as an object by using output of a computing element 16b as input to compensating circuits 10f1 and 10f2 by changeover switches 17f1 and 17f2. Control of lateral directional vibration is simultaneously performed by a controller 7f3 to control lateral directional vibration. As a result, a dynamic ring weight slipping-out component in which yawing vibration and rolling vibration or the like are synthesized can be reduced.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railcar vibration control device suitable for effectively suppressing vertical and horizontal vibrations of a railcar according to track conditions.

[0002]

2. Description of the Related Art As a conventional vibration control device for a railway vehicle, there is known a "vehicle vibration control device" disclosed in JP-A-56-17754. An example of the configuration is shown in FIG. A fluid pressure operating mechanism 3f1 installed between the vehicle body 1 and the carriage 4f,
3f2 and 3f3 are control valves 5f1, 5f2 and 5f, respectively.
Driven by 3. The control input to the control valve uses the outputs of the acceleration detectors 6f1, 6f2, 6f3 installed in the vehicle body 1 to control the controller 7 including the dynamic amplifier 9, the compensation circuit 10, and the amplifier 11 shown in FIG. Determined by Further, regarding the operation state control of the vibration control device, Japanese Patent Laid-Open No.
As disclosed in Japanese Patent Laid-Open No. 5-102771, a method is known in which vibration control of a vehicle is performed only when vibrations caused by previously stored track irregularity amounts and track conditions exceed an allowable value, and energy consumption is saved by the vibration control. ing.

[0003]

In the above-mentioned prior art, the conditions for controlling the vibration of the vehicle are determined based on the information about the track and the traveling speed stored in the storage device in advance. As shown in FIG. 9, the vertical, horizontal, and front-back vibrations that occur in the body of a railway vehicle are the basics of vertical movement a, pitching b, yawing c, left-right movement d, rolling e, and forward-backward movement f. It consists of vibration, pitching b and yawing c on straight roads at high speed, and yawing at the time of passing a curve.
Ing c and rolling e are likely to be excessive. Here, in the case of curve traveling, in addition to the deterioration of the vibration riding comfort,
There is a problem that running safety is deteriorated due to an increase in a dynamic wheel weight loss component caused by a lateral vibration of the vehicle body in which yawing c, rolling e, etc. are combined. It is necessary to effectively control these problems so that the energy consumption is not excessive.

An object of the present invention is that energy consumption is excessive for pitching and yawing vibrations in high-speed straight running and for yawing and rolling vibrations in high-speed curved running. It is an object of the present invention to provide a vibration control device for a railway vehicle, which can effectively improve the vibration control performance so as not to be satisfied.

[0005]

In order to achieve the above object, a fluid pressure actuating mechanism installed vertically and horizontally between a vehicle body and a bogie of a railway vehicle, and a control valve for driving the fluid pressure actuating mechanism, In a vibration control device for a railway vehicle, which includes an accelerometer that detects vibration acceleration in the vertical and horizontal directions of the vehicle body and a controller that determines a control input to the control valve from an output of the accelerometer, the controller is a vehicle controller. A traveling position calculating means for calculating a traveling position, a traveling speed detector for detecting a traveling speed,
A curve information output device for outputting curve information, a traveling position calculation means, a detection result of the traveling speed detector, and a control parameter discrimination means for inputting the curve information output by the curve information output device. Based on the result of the discrimination means, the object of vertical vibration control is mainly rolling vibration during curved traveling and mainly vertical movement / pitching vibration during straight traveling.

[0006]

In the above structure, when traveling on a curve, in addition to the yawing vibration and the rolling vibration suppression by the lateral vibration control, the rolling vibration suppression effect by the vertical vibration control acts synergistically. To do. As a result, the dynamic wheel weight loss component caused by the lateral vibration of the vehicle body, which is a combination of the yawing vibration and the rolling vibration, of the dynamic wheel weight loss during curved traveling is effectively reduced. Further, in high-speed straight running, the riding comfort can be comprehensively improved by combining the pitching vibration suppression by the vertical vibration control and the yawing vibration suppression effect by the horizontal vibration control. Further, by narrowing down the control object of vertical vibration according to high-speed straight traveling or high-speed curved traveling, the control output for unnecessary vibration components is suppressed to a small level, and the energy consumption amount does not become excessive.

[0007]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The construction and operation of a first embodiment of a vibration control device for a railway vehicle according to the present invention will be described below with reference to FIGS. FIG. 1 shows a front bogie portion in a first embodiment of a vibration control device for a railway vehicle according to the present invention, and a subscript f means a front side.

In FIG. 1, reference numeral 1 denotes a vehicle body to be subjected to vibration control, which is supported by a carriage 4f via an air spring 2. 3f1 and 3f2 are fluid pressure operating mechanisms installed vertically between the vehicle body 1 and the bogie 4f in the vicinity of the air springs, and 3f3 fluid pressure operating mechanisms installed laterally between the vehicle body 1 and the bogie 4f. Actuating mechanism, 6f1 and 6f2
Is a vibration accelerometer vertically installed on the floor surface of the vehicle body directly above the fluid pressure operating mechanisms 3f1 and 3f2, and 6f3 is a vibration accelerometer 5f1 horizontally installed on the floor surface of the vehicle body directly above the fluid pressure operating mechanisms 3f3. Servo valves 5f2 and 5f3 drive the fluid pressure actuating mechanisms 3f1, 3f2 and 3f3 by the supply of fluid energy from the fluid pressure supply source 8. The servo valve 5 may be a control valve such as a proportional control valve. Reference numeral 7f3 is a controller for lateral vibration control composed of a dynamic amplifier 9, a compensating circuit 10 and an amplifier 11, which outputs a control signal to the control valve 5f3 after compensating the gain and phase with the detection result of the accelerometer 6f3 as an input,
It consists of an analog or digital controller. Reference numeral 7 denotes a vertical vibration control controller, which is the accelerometer 6
Using the detection results of f1 and 6f2 as input, the dynamic amplifier 9f1,
9f2, compensation circuits 10f, 10f2, amplifier 11f1,
After the gain and the phase are compensated by 11f2, a control signal is output to the servo valves 5f1 and 5f2. Reference numeral 12 is a travel position calculating means for calculating a travel position of the vehicle, 13 is a travel speed detector for detecting a travel speed, 14 is a curve information output device for outputting curve information, 15 is the travel position calculating means 12, the travel speed. The control parameter determining means receives the detection result of the detector 13 and the curve information output from the curve information output device 14, and is composed of a microcomputer (hereinafter referred to as MPU). 16a is an arithmetic unit for adding and averaging the output of the dynamic amplifier 9f1 and the output of the dynamic amplifier 9f2 to extract the vertical and pitching vibration components of the vertical vibration component, and 16b subtracts the output of the dynamic amplifier 9f1 from the output of the dynamic amplifier 9f2. An arithmetic unit for averaging and extracting the rolling vibration component of the vertical vibration component, 20 is a polarity converter, and 17f1 and 17f2 are the inputs to the compensation circuits 10f1 and 10f2 according to the discrimination result of the control parameter discrimination means 15. Whether the vertical movement / pitching vibration component by the calculator 16a is used
It is a changeover switch whether to use the rolling vibration component by b.

The above structure exists between each trolley and the vehicle body.

2 and 3 in such a configuration.
As described above, the traveling position L of the vehicle from the starting station is calculated by the traveling position calculating means 12, and the MPU 15 determines whether or not the traveling position L has reached the point of LSi before L1 from the next i-th curve entrance. . When the excess centrifugal acceleration gci at the time of passing the i-th curve is calculated based on the detection result of the traveling speed detector 13 and the curve information output from the curve information output device 14 when reaching the point of LSi, and exceeds the reference value g0 Is an arithmetic unit 16b as an input to the compensation circuits 10f1 and 10f2 by the changeover switches 17f1 and 17f2.
By using the output of, the vertical vibration control is executed for rolling vibration. Furthermore, when the point of LEi that has passed L2 from the exit of the curve is reached, the changeover switches 17f1 and 17f2 are returned to their original positions to continue vertical vibration control for vertical movement / pitching vibration. The horizontal vibration control is simultaneously executed by the horizontal vibration control controller 7f3.

With these operations, when traveling on a curve, in addition to the rolling vibration suppression by the lateral vibration control as shown in FIG. 4, the rolling vibration suppression effect by the vertical vibration control synergizes. Numerical function
Found by the option. Therefore, in addition to the effect of improving the riding comfort by reducing the original vibrations, the dynamic left and right vibrations of the vehicle body, which are a combination of the yawing vibrations and rolling vibrations among the dynamic wheel weight loss during high-speed curve driving, are combined. The wheel dropout component can be effectively reduced. Further, in high-speed straight running, the riding comfort can be comprehensively improved by the combination of the pitching vibration suppression by the vertical vibration control and the yawing vibration suppression effect by the horizontal vibration control. Furthermore, by narrowing down the control object of vertical vibration according to high-speed straight line traveling or high-speed curve traveling, the fluid pressure output for unnecessary vibration components is suppressed to a small level, and more efficient control is achieved while saving energy consumption. It can be performed.

Next, a second embodiment according to the present invention will be described with reference to FIG. In the figure, the same reference numerals as in the first embodiment denote the same members. This embodiment is different from the first embodiment in that the vibration accelerometer 6f4 and the dynamic amplifier 9f for the vibration accelerometer 6f4 are vertically arranged at the center of the vehicle body floor in the width direction.
4 is provided, and the vertical movement and pitching vibration are detected. 16c subtracts the output of the dynamic amplifier 9f4 from the output of the dynamic amplifier 9f2 to obtain a low-level vibration component of the vertical vibration component.
An arithmetic unit for extracting the ring vibration component, similarly 16d subtracts the output of the moving amplifier 9f4 from the output of the moving amplifier 9f1,
It is an arithmetic unit for extracting the rolling vibration component from the vertical vibration component. Here, according to the determination result of the control parameter determining means 15, when the vehicle is traveling straight, the changeover switch 1
By connecting 7f1 and 17f2 to the dynamic amplifier 9f4, vibration suppression against pitching vibration is executed, and when running on a curve, by connecting the changeover switches 17f1 and 17f2 to the computing units 16d and 16c according to the flow of FIG. Vibration can be suppressed against vertical movement and rolling vibration. The vibration accelerometer 6f1, the dynamic amplifier 9f1, the calculator 16d, or the vibration accelerometer 6f.
2, any combination of the dynamic amplifier 9f2 and the arithmetic unit 16c is omitted. In that case, the arithmetic unit 16c or the arithmetic unit 16 is omitted.
It is also possible to convert the polarity of d and input it to the changeover switch 17f1 or 17f2.

Next, a third embodiment according to the present invention will be described with reference to FIG. In the figure, the same reference numerals as those in the second embodiment denote the same members. The difference of the present embodiment from the second embodiment is that gain switches 21a, 21b, 21c and signal synthesizers 22a, 22b are provided instead of the changeover switches 17f1, 17f2. The outputs of the arithmetic units 16c and 16d for extracting the rolling vibration component and the output of the dynamic amplifier 9f4 for detecting the vertical movement / pitching vibration are input to the gain controllers 21a, 21b and 21c. Further, the signal synthesizers 22a and 22b synthesize the rolling vibration component and the vertical movement / pitching vibration component and input them to the compensation circuits 10f1 and 10f2. here,
According to the determination result of the control parameter determining means 15, during straight running, the gain controllers 21a and 21b reduce the gain for the rolling vibration component, and the gain controller 21c normally adjusts the gain for the vertical movement / pitching vibration component. State or execute to amplify. On the other hand, when traveling on a curve, the gain controllers 21a, 21a
The gain for the rolling vibration component is increased to the normal state or amplified by b, and the gain for the vertical movement / pitching vibration component is narrowed by the gain controller 21c. The gain controllers 21a, 21b, 21c and the signal synthesizers 22a, 22b are composed of the compensation circuits 10f1, 10f.
It is also possible to arrange after the second, in which case the compensation circuit 1
0f4 will be provided separately. According to the present embodiment, it is possible to adjust the control gain for the rolling vibration component and the vertical movement / pitching vibration component linearly according to the curve / straight line section without completely switching the control object of the vertical vibration control. is there.

[0014]

As described above, according to the present invention, when traveling on a curve, in addition to suppressing yawing vibration and rolling vibration by lateral vibration control, rolling vibration by vertical vibration control is also provided. The suppression effects are synergistic, and as a result, among the dynamic wheel weight loss during curve running, the dynamic wheel weight loss component caused by the left and right vibration of the vehicle body, which is a combination of yawing vibration and rolling vibration, is effective. It can be reduced. Further, in high-speed straight running, the riding comfort can be comprehensively improved by combining the pitching vibration suppression by the vertical vibration control and the yawing vibration suppression effect by the horizontal vibration control.

[Brief description of drawings]

FIG. 1 is a circuit diagram of a first embodiment of a vibration control device for a railway vehicle according to the present invention.

FIG. 2 is a symbol explanatory view of the first embodiment of the vibration control device for a railway vehicle according to the present invention.

FIG. 3 is a flow chart showing a processing procedure of a first embodiment of a vibration control device for a railway vehicle according to the present invention.

FIG. 4 is a result of numerical analysis showing the effect of the first embodiment of the vibration control device for a railway vehicle according to the present invention.

FIG. 5 is a circuit diagram of a second embodiment of the vibration control device for a railway vehicle according to the present invention.

FIG. 6 is a circuit diagram of a vibration control device for a railway vehicle according to a third embodiment of the present invention.

FIG. 7 is a diagram showing a conventional example of a vibration control device for a railway vehicle.

FIG. 8 is a diagram showing a conventional example of a vibration control device for a railway vehicle.

FIG. 9 is a diagram showing basic vibrations of a railway vehicle.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Car body, 4 ... Bogie, 3 ... Fluid pressure operating mechanism, 6 ... Vibration accelerometer, 5 ... Control valve, 7 ... Controller, 12 ...
・ Running position calculation means, 13 ... Running speed detector, 14 ...
Curve information output device, 15 ... Microcomputer

Front page continuation (72) Inventor Kakehi Toyohashi 794, Higashi-Toyoi, Kudamatsu City, Yamaguchi Prefecture Stock company Hitachi Kasado Plant (72) Inventor Motomi Hiraishi 794, Toyoi Higashi-Toyoi, Yamaguchi Prefecture Hitachi Ltd. (72) Inventor Kuniyoshi Hara 794, Higashitoyo, Higashitoyo, Kumamatsu, Yamaguchi Prefecture Stock Company, Hitachi Ltd., Kasado Factory

Claims (1)

[Claims] 1. A fluid pressure operating mechanism installed vertically and horizontally between a vehicle body and a bogie of a railway vehicle, a control valve for driving the fluid pressure operating mechanism, and vertical and horizontal vibration acceleration of the vehicle body. In a vibration control device for a railway vehicle, which includes an accelerometer and a controller that determines a control input to the control valve from the output of the accelerometer, the controller includes a travel position calculation unit that calculates a travel position of the vehicle. A traveling speed detector for detecting a traveling speed, a curve information output device for outputting curve information,
And a control parameter discriminating unit that receives the curve information output from the curve information output device and the detection result of the traveling speed detector as a input, and when the vehicle travels on a curved line according to the result of the discriminating unit. A vibration control device for a railway vehicle, which has a function of adjusting a control state when traveling straight.