JPH09193794A - Vibration control device for railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vibration control device for a railway vehicle in which riding comfortableness and damping for the vehicle body can favorably consist. SOLUTION: A synthesizing part B70 adds front and rear lateral speeds V1 , V2 , and detects the sway state of shifting the car body in the lateral direction to output a sway signal TW. A subtraction processing part B75 subtracts between the front and rear lateral speeds V1 , V2 and detects the yaw state of turning the car body on the vertical shaft to output a yaw signal Ty. The damping coefficients of front and rear dampers 4f, 4r are adjusted to larger values in such a manner as to restrain the sway motion and the yaw motion according to a sway signal Tw and a yaw signal Ty, so that the sway motion can be reduced so as to damp the car body. When the sway signal Tw and the yaw signal Ty do not show the sway motion and the yaw motion, the damping coefficients of the front rear dampers 4f, 4r can be set to smaller values so as to improve riding comfortableness.

Description

Detailed Description of the Invention

[0001]

TECHNICAL FIELD The present invention relates to a vibration control device for a railway vehicle.

[0002]

2. Description of the Related Art As an example of a conventional vibration control device for a railroad vehicle, a spring member and a damper are provided between a bogie and a vehicle body so that the vibration of the vehicle body is absorbed by the spring member and the damper to improve the riding comfort. There is one using a so-called passive damper. The damping force characteristic of this passive damper is set to one characteristic.

[0003]

By the way, it is desirable to set the damping force to a small value in order to improve the riding comfort, and to set the damping force to a large value in order to suppress the vehicle body. Be done. However, the damping force of the damper in the above-mentioned conventional technique uses an intermediate value between the small value and the large value. Therefore, although a slight improvement in riding comfort and vibration damping of the vehicle body can be achieved, The actual situation was that the results were not always satisfactory. Further, in a railway vehicle, when the vehicle travels on a curved track, a slight steady lateral acceleration is generated in the vehicle body due to the effect of a cant (a difference in height between the inner rail and the outer rail), and the ride comfort is reduced accordingly.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vibration control device for a railway vehicle that can achieve both good riding comfort and vibration damping of the vehicle body. Another object of the present invention is to provide a vibration control device for a railway vehicle that can prevent a reduction in riding comfort due to the influence of a cant.

[0005]

According to a first aspect of the present invention, there is provided a traveling direction between a bogie of a railway vehicle and a vehicle body supported by the bogie so as to be capable of swinging in a horizontal direction. With respect to the front and rear dampers, each of which has a damping coefficient adjustable and is interposed so as to regulate the movement of the vehicle body in the horizontal and lateral directions,
Front and rear lateral velocity detecting means for detecting front and rear horizontal lateral velocities of the vehicle body, sum signal detecting means for obtaining a sum of front and rear horizontal lateral velocities of the vehicle body, and the sum signal And a controller that adjusts the damping coefficient of the front and rear dampers so as to suppress the sway movement of the vehicle body based on the detection result of the detection means. According to this configuration, the controller adjusts the damping coefficients of the front and rear dampers so as to suppress the sway motion based on the detection result of the sum signal detection means.

According to a second aspect of the present invention, the front and rear sides of the traveling direction between the bogie of the railway vehicle and the vehicle body supported by the bogie so as to be swingable in the horizontal direction are horizontal and transverse to the traveling direction. Front and rear dampers, which are respectively interposed so as to restrict the movement of the vehicle body, and front and rear dampers, and front and rear lateral velocity detecting means for detecting the horizontal lateral velocity of the front and rear sides of the vehicle body. And a difference signal detecting means for obtaining a difference between horizontal lateral speeds of the front and rear sides of the vehicle body, and the front and rear sides for suppressing yaw motion of the vehicle body based on a detection result of the difference signal detecting means. And a controller for adjusting the damping coefficient of the damper. According to this configuration, the controller adjusts the damping coefficients of the front and rear dampers so as to suppress the yaw motion based on the detection result of the difference signal detection means.

According to a third aspect of the present invention, the front and rear sides of the traveling direction between the bogie of the railway vehicle and the vehicle body supported by the bogie so as to be swingable in the horizontal direction are horizontal and transverse to the traveling direction. Front and rear dampers, which are respectively interposed so as to restrict the movement of the vehicle body, and front and rear dampers, and front and rear lateral velocity detecting means for detecting the horizontal lateral velocity of the front and rear sides of the vehicle body. A sum signal detecting means for obtaining a sum of front and rear horizontal lateral velocities of the vehicle body; a difference signal detecting means for obtaining a difference between front and rear horizontal lateral velocities of the vehicle body; And a controller that adjusts the damping coefficient of the front and rear dampers so as to suppress the sway motion and yaw motion of the vehicle body based on the detection result of the means and the detection result of the difference signal detection means. And According to this configuration,
The controller adjusts the damping coefficients of the front and rear dampers so as to suppress the sway motion and the yaw motion based on the detection result of the sum signal detection means and the detection result of the difference signal detection means.

According to a fourth aspect of the present invention, the front and rear sides of the traveling direction between the bogie of the railway vehicle and the vehicle body supported by the bogie so as to be swingable in the horizontal direction are horizontal and transverse to the traveling direction. Front and rear dampers, which are respectively interposed to regulate the movement of the vehicle body, and front and rear lateral acceleration detection sensors for detecting the front and rear horizontal lateral accelerations of the vehicle body. And a controller that inputs the detection values of the front and rear lateral acceleration detection sensors, and the controller integrates the detection values of the front and rear lateral acceleration detection sensors to detect the front and rear sides of the vehicle body. An integrator circuit for detecting a horizontal lateral speed and a sum of the front and rear horizontal lateral speeds of the vehicle body are obtained, and based on the detection result, a sway control signal for suppressing a sway motion of the vehicle body is output. Adjusting the damping coefficient of the front and rear dampers And a er mode control system, the cutoff frequency to the Suemodo control system characterized by comprising a high-pass filter of a predetermined value or more. According to this configuration, when the railway vehicle is traveling on a curved track, the high-pass filter with the cutoff frequency set to a predetermined value or higher,
Cuts the integration constant (DC component of lateral velocity) due to lateral acceleration (steady lateral acceleration) that occurs due to the effect of the cant.

According to a fifth aspect of the present invention, the front and rear sides of the traveling direction between the bogie of the railway vehicle and the vehicle body supported by the bogie so as to be swingable in the horizontal direction are horizontal and transverse to the traveling direction. Front and rear dampers, which are respectively interposed to regulate the movement of the vehicle body, and front and rear lateral acceleration detection sensors for detecting the front and rear horizontal lateral accelerations of the vehicle body. And a controller that inputs the detection values of the front and rear lateral acceleration detection sensors, and the controller integrates the detection values of the front and rear lateral acceleration detection sensors to detect the front and rear sides of the vehicle body. An integrator circuit for detecting a horizontal lateral speed and a sum of the front and rear horizontal lateral speeds of the vehicle body are obtained, and based on the detection result, a sway control signal for suppressing a sway motion of the vehicle body is output. Adjusting the damping coefficient of the front and rear dampers Based on this detection result, the yaw control signal for suppressing the yaw motion of the vehicle body is output to output the difference between the horizontal and lateral speeds of the front and rear sides of the A-mode control system and the front and rear sides of the vehicle. And a yaw mode control system for adjusting the damping coefficient of the damper, and the sway mode control system is provided with a high-pass filter having a cutoff frequency of a predetermined value or more.

[0010]

BEST MODE FOR CARRYING OUT THE INVENTION A vibration control device for a railway vehicle according to a first embodiment of the present invention will be described below with reference to the drawings. In FIGS. 1 and 2, an axle 43 having wheels 42 is rotatably supported on a carriage 41 of a railway vehicle 40.
A vehicle body 44 is supported on the carriage 41 via a spring member 45 so as to be swingable horizontally and vertically. The front part on the left side with respect to the traveling direction of the carriage 41, the front part on the rear side,
Rear trolley-side brackets 46f and 46r are attached, respectively. Front and rear bogie brackets 46f,
Front and rear vehicle body-side brackets 47f and 47r are attached to the right side portion of the vehicle body 44 in the traveling direction so as to face 46r.

Between the front bogie side bracket 46f and the front side vehicle body side bracket 47f, and between the rear side bogie side bracket 46r and the rear side body side bracket 47r, there are front and rear damping coefficient variable types. The dampers 4f and 4r are installed respectively. In this case, the cylinder 11 is held by the front and rear bogie brackets 46f and 46r, and the piston rod 1 is attached to the front and rear vehicle body brackets 47f and 47r.
One end side (outer portion of the cylinder 11) of 6 is held, and the movement of the vehicle body 44 in the horizontal direction with respect to the traveling direction is restricted. Front and rear lateral acceleration sensors 48f and 48r are provided in front and rear portions of the vehicle body 44 to detect horizontal and lateral accelerations with respect to the traveling direction of the vehicle body 44. Front and rear lateral acceleration sensors 48f, 48
A controller 49 is provided so as to be connected to the actuators 29 of the front and rear dampers 4f and 4r.

The front and rear dampers 4f and 4r accommodate a free piston 12 slidably in a cylinder 11 as shown in FIG.
And the oil chamber 14 are defined. The gas chamber 13 is filled with high-pressure gas, and the oil chamber 14 is filled with oil liquid. A piston 15 is slidably accommodated in the oil chamber 14. The oil chamber 14 is defined by a piston 15 into a lower chamber R ₁ and an upper chamber R ₂ . A piston rod 16 is connected to the piston 15. The piston rod 16 extends outside the cylinder 11 through the upper chamber R ₂ .

The piston 15 is formed with first and second communication passages 17 and 18 for communicating the lower chamber R ₁ and the upper chamber R ₂ , respectively. A normally closed first damping valve 19 is attached to the upper portion of the piston 15. The first damping valve 19 is
When the pressure in the lower chamber R ₁ rises when the piston rod 16 is shortened and the pressure difference between the lower chamber R ₁ and the upper chamber R ₂ reaches a predetermined value, it opens, whereby the lower chamber R ₁ and the upper chamber via the _first communication passage 17 are opened. It is designed to communicate with R ₂ . A normally closed second damping valve 20 is attached to the lower portion of the piston 15. The second damping valve 20 opens when the pressure in the upper chamber R ₂ rises when the piston rod 16 extends and the pressure difference between the lower chamber R ₁ and the upper chamber R ₂ reaches a predetermined value, whereby the second communication valve 20 is opened. The lower chamber R ₁ and the upper chamber R ₂ can be communicated with each other through the passage 18. The piston 15 is provided with third and fourth communication passages 21 and 22 that face each other with the axis of the piston rod 16 in between. The third and fourth communication passages 21 and 22 communicate with the upper chamber R ₂ and the lower chamber R ₁ , respectively.

Check valves 23 and 24 are provided in the third and fourth communication passages 21 and 22, respectively. The check valve 23 allows only the flow of oil liquid from the lower chamber R ₁ to the upper chamber R ₂ , and the check valve 24 allows only the flow of oil liquid from the upper chamber R ₂ to the lower chamber R ₁ . A disk-shaped movable plate 25 is rotatably held inside the piston 15 about the axis of the piston rod 16, and the plate surface of the movable plate 25 has third and fourth communication passages 21, 22. Across each. As shown in FIG. 4, the movable plate 25 is formed with a pair of elongated holes 26 and 27 extending in an arc shape along the circumferential direction. Slot 26,
27 is formed at a position concentric with the center of the movable plate 25 so as to face each other. The long hole 26 has an opening area that decreases in the arrow R direction in FIG. 4, and the long hole 27 has an opening area that increases in the arrow R direction.

When the movable plate 25 is rotated in the direction of arrow R or L, the third and fourth communication passages 21 of the long holes 26 and 27 are formed.
The portion facing 22 is continuously changed, and the third and fourth communication passages 2
The opening areas of 1 and 22 gradually increase or decrease, whereby the front and rear dampers 4f and 4r can obtain the damping characteristics shown by the solid line in FIG. In addition,
In order to smoothly change the damping coefficient, the long holes 26, 27
It is also possible to use a damping coefficient characteristic that smoothly changes in the vicinity of the center positions b ₂ and b ₁ of as shown by the broken line.

In FIG. 3, reference numeral 28 denotes an operation rod which is rotatably provided on the shaft center of the piston rod 16 and whose lower end is connected to the movable plate 25. Also, 29 is
This operating rod 2 is connected to the upper end of the operating rod 28.
An actuator such as a stepping motor that rotates the movable plate 25 in the arrow R direction or the arrow L direction via the actuator 8. The actuator 29 rotates the operating rod 28 based on the control signal θ transmitted from the controller 49.

Next, the portions (a ₂ -b ₂ -c ₂ , a _1- ) of the long holes 26, 27 which face the third and fourth communication passages 21, 22.
The relationship between b _{1 to} c ₁ ) and the damping coefficient will be described. Here, the third and fourth communication passages 21, 22 of the elongated holes 26, 27
The position facing the position is represented by the rotation angle (target actuator angle) θ of the movable plate 25 corresponding to the control signal θ. When the positions b ₂ and b _{1 that} are the centers of the long holes 26 and 27 face the third and fourth communication paths 21 and 22, this position is set as the reference position (θ = 0) of the movable plate 25. There is.

(1) When the movable plate 25 is rotated in the direction of arrow R from the reference position, that is, when the movable plate 25 is rotated in the forward direction (θ> 0), the position a ₂ of the slot 26 is the third continuous position. Passage 21
And the position a ₁ of the long hole 27 faces the fourth communication passage 22. Thus, from the lower chamber R ₁ to the upper chamber R ₂ tends hydraulic fluid flow, the upper chamber hydraulic fluid flows hardly becomes extend side damping coefficient from R ₂ to the lower chamber R ₁ is large and the compression-side damping coefficient is reduced .

(2) When the movable plate 25 is rotated from the reference position in the direction of the arrow L, that is, when the movable plate 25 is rotated in the negative direction (θ <0), the position c ₂ of the slot 26 is the third continuous position. Passage 21
And the position c ₁ of the long hole 27 faces the fourth communication passage 22. Thus, hardly hydraulic fluid from the lower chamber R ₁ to the upper chamber R ₂ flows, small upper chamber hydraulic fluid flows easily become extended side damping coefficient from R ₂ to the lower chamber R ₁ and the compression-side damping coefficient is increased .

When the controller 49 receives power supply as shown in FIG. 6 (step S31), it first performs initialization (step S32) and determines whether or not the control cycle has been reached (step S33). In step S33, it is repeatedly determined whether the control cycle has been reached until it is determined that the control cycle has been reached.

When it is determined in step S33 that the control period has been reached, the actuator 29 is driven based on the control signal θ of the previous control period to rotate the movable plate 25 by the rotation angle θ to obtain the damping coefficient corresponding to the rotation angle θ. Get (Step S34
). Then, in step S35, a signal is output to a mechanism other than the actuator 29 for control. Next, from the front and rear lateral acceleration sensors 48f and 48r, the front and rear lateral acceleration signals α
₁ and α ₂ are read (step S36). Then, the calculation processing of FIG. 7 is performed based on the front and rear lateral acceleration signals α ₁ and α ₂ to obtain the target damping coefficient C, and the control signal (target actuator angle) θ corresponding thereto is determined ( Step
S37), in step S34 of the next control cycle, the actuator 29 is driven based on the control signal θ to obtain a desired damping coefficient.

Here, the contents of the arithmetic processing in step S37 will be described with reference to FIG. First, the front side lateral acceleration α ₁ detected by the front side lateral acceleration sensor 48f is integrated in a block (front side lateral velocity detecting means) B60, whereby a front side lateral velocity V ₁ is obtained, and this front side lateral velocity V ₁ Is sent to block B61. In block B61, high-pass filter processing is executed to remove the integration error in block B60.

The front side lateral velocity V ₁ from the block B61 is subjected to a low pass filter process for limiting the control frequency band in a block B62. By performing low-pass filter processing in block B62, it is possible to limit extra high frequency components such as noise components and non-control frequency regions. The signal after low-pass filtering of the block B62, obtaining a front independent control signal C ₁ is set to an optimum value the magnitude of the control amount by multiplying the gain K ₁ in block B63. This front independent control signal C ₁ is sent to the combining unit B78 via the combining unit B73 and is sent to the block B64 as the target damping coefficient C.
In the block B64, information indicating the preset target damping coefficient C and the corresponding control signal (target actuator angle) θ (for convenience, the block B64 in FIG. 7 is shown.
A graph showing this information is schematically shown. )
In addition, the target damping coefficient C from the synthesizing unit B78 is designated as an address, the control signal θ corresponding thereto is obtained, and this control signal θ is output to the actuator 29 of the damper 4f on the front side to complete the signal processing on the front side. To do.

The signal processing on the rear side is performed in the same manner as the signal processing on the front side described above. That is, the rear lateral acceleration signal α ₂
Is integrated by a block (rear lateral velocity detecting means) B65 to obtain a rear lateral velocity V ₂ . This rear lateral velocity V ₂ is high-pass filtered in block B66 to remove the integration error in block B65, and block B6
In step 7, low pass filter processing is performed to limit the control frequency band. The signal after the low pass filter processing of the block B67 is multiplied by the gain K ₂ at the block B68 to obtain the rear side independent control signal C ₂ . This rear-side independent control signal C ₂ is the combining section B.
It is sent to the combining section B79 via 74 and is sent to the block B69 as the target damping coefficient C. In block B69, information indicating the preset target damping coefficient C and the corresponding control signal (target actuator angle) θ (for convenience, a graph showing this information is schematically shown in block B69 of FIG. 7 for convenience. The target damping coefficient C from the synthesizing unit B79 is designated as an address, a control signal θ corresponding thereto is determined, and this control signal θ is output to the actuator 29 of the rear damper 4r. The signal processing on the side ends.

Next, the addition of the front and rear lateral velocities V ₁ and V ₂ /
Sway and yaw motion control of the vehicle body 44 obtained by subtraction will be described. Block B61, B6
The front and rear lateral velocities V ₁ and V ₂ calculated in 6 are added in the synthesizing unit (sum signal detecting means) B70 to detect a sway state in which the entire vehicle body 44 changes laterally. The sway signal T _W shown is output. The sway signal T _W is multiplied by a gain K ₃ in the block B71 so as to have an optimum value for reducing the sway, and is output to the block B72. In the block B72, low-pass filter processing is performed in the same manner as the blocks B62 and B67. Signal from the block B72 is summed with previously rear independent control signal C _1, C ₂ in each synthesis unit B73, B74, summed signal combining unit B
Block B as a target damping coefficient C via 78 and B79
64 and B69.

Similarly, the front and rear lateral velocities V ₁ and V ₂ output from the blocks B61 and B66 are subtracted by a subtraction processing unit (difference signal detecting means) B75, and the vertical axis of the vehicle body 44 is taken. A rotational motion state around 44A is detected, and a yaw signal T _Y indicating this is output. The yaw signal T _Y is multiplied by the gain K ₄ in the synthesizing unit B76 to have an optimum value for yaw reduction, and then low-pass filtered in the block B77, and the synthesizing unit B78 receives the front independent control signal C ₁ from the block B73. Is output to the block B64 as the target damping coefficient C, and is subtracted from the signal from the combining unit B74 including the rear independent control signal C ₂ by the combining unit B79, and the signal obtained by the subtraction is The target damping coefficient C is output to the block B69.

In the vibration control device for a railway vehicle configured as described above, when the entire vehicle body 44 enters a swaying state in which the vehicle body 44 laterally changes, the front and rear lateral acceleration α associated with this swaying motion.
₁ , ₁ and α ₂ are detected by the front and rear lateral acceleration sensors 48f and 48r, and blocks B60 and B65 obtain front and rear lateral velocities V ₁ and V ₂ . Subsequently, the synthesizing unit B70 performs an addition process on the front and rear lateral velocities V ₁ and V ₂ to detect that the vehicle body 44 has moved in the lateral direction, that is, the swaying motion, and a sway signal indicating this is detected. Output T _W. The sway signal T _W is added to the front and rear independent control signals C ₁ and C ₂ in the combining units B73 and B74, and is output to the blocks B64 and B69 as the target damping coefficient C. Then, in blocks B64 and B69, the control signal θ corresponding to the target damping coefficient C
Is calculated, the movable plate 25 is rotated based on the control signal θ, and the damping coefficients of the front and rear dampers 4f and 4r are set to obtain the damping coefficient according to the control signal θ.

In this case, the target damping coefficient C is adjusted by adding the sway signal T _W to the front and rear independent control signals C ₁ and C ₂ . Then, the movable plate 25 is rotated so as to be positioned at the right side portion (left side portion) in FIG. 5, whereby the expansion side (contraction side) damping coefficients of the front and rear dampers 4f, 4r become large. Therefore, the front and rear dampers 4
f, 4r are front and rear vehicle body side brackets 47f, 47
The displacement of r in the direction away from (the direction toward) the bogie brackets 46f and 46r on the front and rear sides is suppressed, and as a result, the vehicle body 44 is suppressed from performing a swaying motion.

Next, the displacement of the vehicle body will be specifically described. For convenience of explanation, the right side in the figure is + (plus) and the left side is − (minus).

For example, as shown in FIG. 8 and Table 1, when the vehicle body 44 swivels to the right at a speed of +2 [cm / s],
Block B60 and block B65 are front and rear lateral velocity V
Calculate +2 [cm / s] as ₁ and V ₂ , respectively, and synthesize part B
70 is the sum of front and rear lateral velocities V ₁ and V ₂ +4 [cm /
[s] corresponding to the sway signal T _W , the target damping coefficient C
As a result, the expansion-side damping coefficients of the front and rear dampers 4f and 4r become large (the contraction-side damping coefficient is small). As a result, the sway movement of the vehicle body 44 (transition of the entire vehicle body 44 to the right side in the drawing) is suppressed.

Further, the case where the vehicle body 44 makes a sway motion at a speed of +2 [cm / s] is shown, but the vehicle body 44 is -2 [cm / s].
When the swaying motion is performed at the speed of, the block B60 and the block B65 obtain −2 [cm / s] as the front and rear lateral velocities V ₁ and V ₂ , respectively, and the synthesizing section B70 calculates the front and rear lateral velocities V.
_1, is the sum of V ₂ only sway signal T _W content corresponding to -4 [cm / s], the target damping coefficient C and hence before, the rear damper 4f, the extension-side damping coefficient of 4r decreases. That is,
The contraction-side damping coefficient increases, and the sway movement of the vehicle body 44 (the entire vehicle body 44 shifts to the left side in the drawing) is suppressed.

Incidentally, in FIG.
The sum of the rear lateral velocities V ₁ and V ₂ is calculated and the sway signals T _W corresponding to +4 and -4 [cm / s] are output according to the direction of the vehicle body 44, and at the same time, the arithmetic processing unit B75. However, the difference between the front and rear lateral velocities V ₁ and V ₂ is calculated.
When 4 is in a swaying motion, front and rear lateral velocities V ₁ ,
The difference in V ₂ becomes 0 [cm / s], and as a result, the yaw signal T
_The damping coefficient is not adjusted by _Y.

[0033]

When the vehicle body 44 rotates about the vertical axis 44A, the front and rear lateral accelerations α ₁ and α ₂ associated with the yaw motion are applied to the front and rear lateral acceleration sensors 48f and 48r.
Is detected by the blocks B60 and B65, and the front and rear lateral velocities V ₁ and V ₂ are obtained. Subsequently, the subtraction processing unit B75 performs the subtraction processing of the front and rear lateral velocities V ₁ and V ₂ , and the vehicle body 44
Rotates about the vertical axis 44A, that is, detects yaw motion, and outputs a yaw signal T _Y indicating this. The yaw signal T _Y is supplied to the front side independent control signal C in the synthesizing unit B78.
The signal from the block B73 including ₁ is added to the block B64 as the target damping coefficient C, and at the block B79, the block B including the rear independent control signal C ₂ is added.
The signal from 74 is subtracted, and the signal obtained by the subtraction is output to the block B69 as the target damping coefficient C. Then, the control signal θ corresponding to the target damping coefficient C is obtained in blocks B64 and B69, and the movable plate 25 is rotated based on this control signal θ to set the damping coefficients of the front and rear dampers 4f and 4r. Then, an attenuation coefficient corresponding to the control signal θ is obtained.

In this case, the yaw signal T _Y is added to the front-side independent control signal C ₁ to adjust the target damping coefficient C for the front-side damper 4f by that amount, and
Block B in which the yaw signal T _{Y includes the} rear independent control signal C _2.
The target damping coefficient C for the rear damper 4r is adjusted by subtracting from the signal from 74. Then, the movable plate 25 of the front damper 4f is rotated so as to be positioned in the right side portion (left side portion) of FIG.
As the expansion-side damping coefficient of f increases, the movable plate 25 of the rear damper 4r is rotated so as to be positioned in the left side portion (right side portion) of FIG. 5, whereby the rear damper 4r contracts ( Extension side) The damping coefficient increases. Therefore, the front damper 4f prevents the front vehicle body side bracket 47f from displacing in the direction away from the front dolly side bracket 46f (the approaching direction), and the rear damper 4r is The vehicle body side bracket 47r on the side is restrained from approaching (separating) from the rear vehicle side bracket 46r, which in turn restrains the vehicle body 44 from yawing.

For example, as shown in FIG. 9 and Table 2, a yaw in which the front side of the vehicle body 44 has a speed of +2 [cm / s] and the rear side of the vehicle body 44 has a speed of −2 [cm / s]. when the movement block B60, before the block B65 is shown in Table 2, the rear lateral velocity V _1, respectively as V _2, + 2, -
2 [cm / s] is obtained, and the subtraction processing unit B75 obtains +4 [cm / s] as the difference between the front and rear lateral velocities V ₁ and V ₂ . And
The yaw signal T _Y corresponding to +4 [cm / s], which is the difference between the front and rear lateral velocities V ₁ and V ₂ , is added to the front independent control signal C ₁ to target the front damper 4f. Damping coefficient C
Becomes larger and the yaw signal T _{Y is} subtracted from the rear independent control signal C ₂ , the target damping coefficient C for the rear damper 4r becomes smaller, and thus the expansion damping of the front damper 4f becomes smaller. The coefficient increases (the contraction damping coefficient is small), and the contraction damping coefficient of the rear damper 4r increases (the expansion damping coefficient is small). As a result, the yaw movement of the vehicle body 44 is suppressed.

Although the case where the vehicle body 44 yaws in the clockwise direction is shown, when the vehicle body 44 yaws in the counterclockwise direction, the blocks B60 and B65 are shown.
Are -2 and + as front and rear lateral velocities V ₁ and V ₂ , respectively.
2 [cm / s] is calculated, and the subtraction processing unit B75 calculates -4 [cm / s] as the difference between the front and rear lateral velocities V ₁ and V ₂ . And
The yaw signal T _Y corresponding to -4 [cm / s], which is the difference between the front and rear lateral velocities V ₁ and V ₂ , is added to the front independent control signal C ₁ to target the front damper 4f. Target damping coefficient C
Becomes smaller, the yaw signal T _{Y is} subtracted from the rear independent control signal C ₂ to increase the target damping coefficient C for the rear damper 4r, which in turn reduces the contraction-side damping of the front damper 4f. The coefficient becomes large (the expansion side damping coefficient is small), and the expansion side damping coefficient of the rear damper 4r becomes large (the contraction side damping coefficient is small). As a result, the yaw movement of the vehicle body 44 is suppressed.

In FIG. 7, the subtraction processing unit B75 finds the difference between the front and rear lateral velocities V ₁ and V ₂ to obtain +4, -4.
At the same time that the yaw signal T _Y corresponding to [cm / s] is output, the synthesis unit B70 also calculates the sum of the front and rear lateral velocities V ₁ and V ₂ , but the vehicle body 44 is in yaw motion. when,
The sum of the front and rear lateral velocities V ₁ and V ₂ is 0 [cm / s],
As a result, the damping coefficient is not adjusted by the sway signal T _W.

[0039]

Further, when the vehicle body 44 makes a movement in which the sway movement and the yaw movement are combined as shown in FIG. 10, the sway movement suppressing control and the yaw movement suppressing control described above are performed together, This prevents the swirling motion and yaw motion of 44.

For example, as shown in FIG. 10 and Table 3, a swaying motion is performed so that the front side of the vehicle body 44 has a speed of +3 [cm / s] and the rear side of the vehicle body 44 has a speed of +1 [cm / s]. And a yaw motion are combined, a sway motion of the vehicle body 44 is caused by a sway signal T _W corresponding to +4 [cm / s] which is the sum of the front and rear lateral velocities V ₁ and V _2. Is suppressed, and accordingly, the yaw motion of the vehicle body 44 is suppressed by the yaw signal T _Y corresponding to +2 [cm / s] which is the difference between the front and rear lateral velocities V ₁ and V _2. Will be.

[0042]

In the above embodiment, the front and rear lateral accelerations α detected by the front and rear lateral acceleration sensors 48f and 48r.
Block ₁ and α ₂ (front and rear lateral velocity detecting means) B6
Although the case where the front and rear lateral velocities V ₁ and V ₂ are obtained by performing integration processing at 0 and B65 has been taken as an example, instead of this, the front and rear lateral velocities are respectively detected. A speed sensor may be provided.

Next, a vibration control device for a railway vehicle according to a second embodiment of the present invention will be described with reference to FIGS. 11 to 16. The members shown in FIGS. 1, 2 and 6 to 10 are
The same members and parts as the parts are designated by the same reference numerals, and their illustration and description will be appropriately omitted.

In FIG. 11, the dolly 41 comprises a dolly body 41a having a flat plate shape, and a dolly bracket 41b formed by bending the left and right ends of the dolly body 41a downward. The end of the axle 43 is rotatably supported by the bearing member 50. Between the bearing member 50 and the carriage main body 41a,
First and second springs 51 and 52 are respectively interposed between the bearing member 50 and the bogie bracket 41b, and swingably supports the bogie 41 with respect to the axle 43. The carriage 41 has a spring member 4 formed of an air spring.
The vehicle body 44 is swingably supported in the horizontal direction and the vertical direction via the reference numeral 5. In FIG. 11, reference numeral 53 denotes two rails for placing and guiding the railcar.

Between the front bogie bracket 46f and the front vehicle body bracket 47f, and between the rear bogie bracket 46r and the rear vehicle body bracket 47r, the damping coefficient variable type is equivalent. Front and rear dampers 4fA and 4rA are respectively interposed.

The front and rear dampers 4fA and 4rA are shown in FIG.
As shown in 2, a cylindrical damper body 5 in which an oil liquid is enclosed
4, a piston 55 that is displaceably housed in the damper body 54, and one end portion that is fixed to the piston 55 and has the damper body 5
A damping force generating mechanism (not shown) provided in the damper main body 54 including the shaft 56 protruding from the piston 4 and the piston 55, and generating a damping force by adjusting an oil liquid flow path (not shown).
And a valve mechanism 57 that operates the damping force generating mechanism to adjust the damping force, and a proportional solenoid 58 that drives the valve mechanism 57 according to a target damping coefficient C described later.

In this case, the front and rear vehicle body side brackets 4
The damper main body 54 is held by 7f and 47r, and one end side of the shaft 56 (the outer side portion of the damper main body 54) is held by the front and rear bogie side brackets 46f and 46r. It is designed to regulate horizontal and horizontal movement. Front and rear lateral acceleration sensors 48f and 48r of the same configuration for detecting horizontal lateral acceleration with respect to the traveling direction of the vehicle body 44 are provided at the front and rear portions of the vehicle body 44. As shown in FIG. 19, the lateral acceleration sensors 48f and 48r include a sensor body 59 and a sensing lever 60 that is swingably housed in the sensor body 59. The sensing lever 60 swings. The fact that the sensor body 59 is displaced in the opposite direction to the direction is detected together with its magnitude. Front and rear lateral acceleration sensors 48f, 48r
Also, a controller 49A is provided on the vehicle body 44 so as to be connected to the proportional solenoids 58 of the front and rear dampers 4fA and 4rA.

The front and rear dampers 4fA and 4rA are shown in FIG.
3 and the damping force characteristics shown in FIG. Here, FIG. 13 shows the damping force when the speed of the piston 55 is 10 cm / s with respect to the current I supplied to the proportional solenoid 58. Front and rear dampers 4fA, 4rA
In the normal current I ₂ , the damping force has a small value (soft) on both the extension side and the contraction side. Current I is changed from I ₂ to I ₁
As the damping force characteristic decreases, the contraction side damping force becomes small (soft) and the extension side damping force becomes large (hard). On the other hand, when the current I is increased from I ₂ to I ₃ , the contraction-side damping force increases (hardens) while the extension-side damping force is small (soft).

FIG. 14 shows the damping force with respect to the speed of the piston 55. When the current I is between I ₁ and I ₂ , the contraction side has a substantially constant value as shown by the solid line 61, and the extension side obtains the damping force between the solid line 62 and the solid line 63. Further, when the current is between I ₂ and I ₃ , the extension damping force is substantially constant as shown by the solid line 63, and the compression damping force is variable between the solid line 61 and the solid line 64.

As shown in FIG. 15, the controller 49A performs the processes of steps S31 to S36 similarly to the controller 49. Then, following step S36, the calculation process of FIG. 16 is performed based on the front and rear lateral acceleration signals α ₁ and α ₂ to obtain the target damping coefficient C, and the target current I corresponding thereto is determined ( In step S37), in step S34 of the next control cycle, the proportional solenoid 58 and the valve mechanism 57 are driven based on the target current I to cause the damping force generating mechanism to generate a desired damping force.

Now, the contents of the arithmetic processing in step S37 will be described with reference to FIG. First, the front-side lateral acceleration α ₁ detected by the front-side lateral acceleration sensor 48f is the block B
The front side lateral velocity V ₁ is obtained by the integration processing at 60, and this front side lateral velocity V ₁ is sent to the block B61.
In block B61 performs a high-pass filter processing in which cut-off frequency to 0.1H _Z removing integral error block B60.

A low-pass filter process for limiting the control frequency band is performed in block B62 on the front side lateral velocity V ₁ from block B61. By performing low-pass filter processing in block B62, extra high frequency components such as noise components and non-control frequency regions are limited.

The signal after the low pass filter processing of the block B62 is multiplied by the gain K ₁ in the block B63 to set the magnitude of the control amount to an optimum value to obtain the front independent control signal C _f . The front independent control signal C _f is sent to the combining unit B78 via the combining unit B73 and is sent to the block B64 as the target damping coefficient C. In block B64, the preset target current I and the corresponding target damping coefficient C are set.
Information indicating ((For the sake of convenience, a graph indicating this information is schematically shown in block B64 of FIG. 16. In this case,
The data on the hard side is shown for the expansion side and the contraction side, and the data on the soft side is omitted. ) To the synthesizing unit B78
The target damping coefficient C from is designated as an address, the corresponding target current I is obtained, this target current I is output to the proportional solenoid 58 of the damper 4fA on the front side, and the signal processing on the front side ends.

Similar to the above-mentioned signal processing on the front side, signal processing on the rear side is performed. That is, the rear lateral acceleration signal α ₂
About the rear lateral velocity V
₂ is obtained. The rear lateral velocity V ₂ is equal to that of the block B66.
In is high-pass filtering and setting the cutoff frequency 0.1H _Z is removed integration error block B65 performs low-pass filter processing for limiting the control frequency band in block B67.

The signal after the low pass filter processing of the block B67 is multiplied by the gain K ₂ at the block B68 to obtain the rear side independent control signal C _r . The rear-side independent control signal C _r is sent to the combining unit B79 via the combining unit B74 and is sent to the block B69 as the target damping coefficient C. In the block B69, information indicating the preset target current I and the target damping coefficient C corresponding to the preset target current I (for convenience, a graph indicating this information is schematically shown in the block B69 in FIG. 16. In this case, The data on the hard side is shown for the expansion side and the contraction side, and the data on the soft side is omitted.)
The target damping coefficient C from the synthesizing section B79 is designated as an address, the corresponding target current I is obtained, and this target current I is output to the proportional solenoid 58 of the damper 4rA on the rear side to perform signal processing on the rear side. finish.

Next, the addition of the front and rear lateral velocities V ₁ , V ₂ /
Sway and yaw motion control of the vehicle body 44 obtained by subtraction will be described. Block B61, B6
The front and rear lateral velocities V ₁ and V ₂ calculated in step 6 are calculated by the synthesizing unit B.
At 70, the sway state in which the entire vehicle body 44 is changed in the lateral direction is detected, and a sway signal T _W indicating this is output.

The sway signal T _W is outputted to the block B72, and the block B72 outputs the blocks B62 and B67.
The low-pass filter processing is performed in the same manner as described above, and then the block B7 is passed through the block (high-pass filter) B80.
When it is 1, the gain K ₃ is multiplied so as to obtain the optimum value for reducing the sway. In block B80, the cutoff frequency is 1 to
The high pass filter processing set to 2H _Z is performed. The signal from the block B71 is added to the front and rear independent control signals C _f and C _{r in the} combining units B73 and B74, respectively, and the added signal is passed through the combining units B78 and B79 as the target attenuation coefficient C to the block B64. , B69.

In this embodiment, blocks B70 and B7
2, B71, B73, etc. constitute a sway mode control system, and the block B80 is provided in the sway mode control system. And block B80
By performing high-pass filtering processing in which cut-off frequency to 1～2H _Z, when the lateral acceleration sensor by the influence of cant during curved track traveling, such as detecting a lateral acceleration signal comprises a constant lateral acceleration (DC component) In addition, the integration constant (DC component of lateral velocity) of the steady lateral acceleration component (DC component) of the lateral acceleration signal can be reliably cut.

Here, based on FIGS. 19 to 21,
The steady lateral acceleration due to the influence of the cant generated when traveling on a curved track and the integral constant of the steady lateral acceleration will be described.
As shown in FIG. 19, when the railroad vehicle 40 is traveling on a horizontal track and the vehicle body is displaced (sweared) to the right, the sensor bodies 59 of the lateral acceleration sensors 48f and 48r are swingably housed. The sensing lever 60 bends to the left due to the inertial force, so that the lateral acceleration sensor detects that the railway vehicle 40 is swaying to the right.
In this case, the calculation processing and control are performed as described above based on the detection signals of the lateral acceleration sensors 48f and 48r, and the dampers 4fA and 4rA are hard-set for the rightward displacement to suppress the sway motion.

Further, as shown in FIG. 20, the railway vehicle 40
When traveling on a curved track, use a cant to
Directional acceleration (lateral acceleration) occurs. By this cant
Lateral acceleration (steady lateral acceleration) E_K Is a sway
Lateral acceleration (vibration waveform component in FIG. 21) E_S Against
It is superimposed as a DC component. Therefore, the lateral acceleration sensor
48f and 48r are lateral acceleration from the start of the cant
It gradually increases by a certain amount. Lateral acceleration sensor 48f,
The detection signal of 48r is integrated in blocks B60 and B61.
The lateral velocity can be obtained by this, and this lateral velocity is also shown by the broken line in FIG.
Lateral velocity V due to lateral displacement of the vehicle body
_S And the steady lateral acceleration E that occurs in the cant _K Integration by
Number V_K Will be superimposed as a DC component.

The block B80 inputs a signal containing the integration constant V _K by the steady lateral acceleration E _K as described above through the blocks B61, B70, B72, and sets the cutoff frequency to 1 to 2H _Z. by performing the filtering process, spreads out attenuation band of the high pass filtering process cutoff frequency than the block B61, B66 of 0.1H _Z, the integration constant by the constant lateral acceleration E _K generated by the supplicant (the lateral velocity The DC component) V _K will be reliably cut. Therefore, it is possible to prevent a reduction in riding comfort due to the influence of the cant.

Further, as shown in FIG. 16, block B6
The difference between the rear lateral velocities V ₁ and V ₂ before being output from B 1 and B 66 is taken in the subtraction processing unit B 75, and the rotational motion state of the vehicle body 44 around the vertical axis 44 A is detected, which indicates that. The yaw signal T _Y is output. The yaw signal T _Y is the block B
After being low-pass filtered at 77 and multiplied by a gain K ₄ at block B76 to obtain an optimum value for yaw reduction,
The block B including the front independent control signal C _f in the combining unit B78
73 is added to the signal from 73 and is output to the block B64 as the target damping coefficient C, and is also subtracted from the signal from the combining unit B74 including the rear independent control signal C _r in the combining unit B79, and is obtained by subtraction. The signal is output to the block B69 as the target damping coefficient C.

In the vibration control device for a railway vehicle configured as described above, when the vehicle body 44 is in a sway state in which the entire vehicle body 44 moves laterally during horizontal track running, the front and rear lateral acceleration α ₁ , α ₂ is detected by the front and rear lateral acceleration sensors 48f and 48r, and block B60 and block B are detected.
65 determines front and rear lateral velocities V ₁ and V ₂ . Subsequently, the synthesizing unit B70 performs an addition process on the front and rear lateral velocities V ₁ and V ₂ to detect that the vehicle body 44 has moved in the lateral direction, that is, the swaying motion, and a sway signal indicating this is detected. T _W
Is output. This sway signal T _W is output to the combining units B73 and B7.
At 4, the front and rear independent control signals C _f and C _r are added and output as the target damping coefficient C to the blocks B64 and B69. Then, in blocks B64 and B69, the target damping coefficient C
The target current I corresponding to is calculated, and the proportional solenoids 58 of the front and rear dampers 4fA and 4rA are operated according to the target current I to set the damping coefficients of the front and rear dampers 4fA and 4rA. A damping force corresponding to the current I is obtained.

In this case, the target damping coefficient C is adjusted by adding the sway signal T _W to the front and rear independent control signals C _f and C _r , and the expansion sides of the front and rear dampers 4fA and 4rA are adjusted. (Shrinking side) The damping coefficient increases. For this reason,
In the front and rear dampers 4fA and 4rA, the front and rear vehicle body side brackets 47f and 47r are separated from the front and rear vehicle body brackets 46f and 46r (approaching direction).
Therefore, the vehicle body 44 is prevented from swaying.

When the railway vehicle 40 is traveling on a curved track, the integral constant (DC component of lateral velocity) V _K due to the lateral acceleration (steady lateral acceleration) E _K due to the cant is determined by the block B8.
0, by performing high-pass filtering processing in which cut-off frequency to 1～2H _Z, is reliably cut. Therefore, it is possible to prevent a reduction in riding comfort due to the influence of the cant.

In the block diagram shown in FIG. 16, the block B73 and the block B74 are commonly used as the block B71 for multiplying the gain K ₃ , but instead of the block B71, the block diagram shown in FIG. As shown in FIG. 7, a block B81 having a gain K _3F and a block B82 having a gain K _3R may be provided on the input side of the block B73 and the input side of the block B74, respectively, and the blocks may be provided independently on the front side and the rear side. . Similarly, block B in FIG.
Instead of 76, as shown in FIG. 17, gain K is added to the input side of block B78 and the input side of block B79, respectively.
A block B83 of _4F and a block B84 of gain K _4R may be provided and the blocks may be provided independently on the front side and the rear side.

In the second embodiment described above, the railway vehicle 40 is run by using the two rails 53 as an example, but the present invention is not limited to this, and the railway vehicle 4
0 may be driven by using a monorail. Railway vehicle 4 traveling on a monorail in this way
As an example of 0, a railway vehicle 40 shown in FIG.
There is. In this railcar 40, a pair of brackets (hereinafter, referred to as tire supporting upper brackets) 65 are provided on a bogie main body 41a, and a pair of brackets (hereinafter, referred to as tire supporting lateral brackets) 66 are provided on the bogie bracket 41b. The tire supporting upper bracket 65 and the tire supporting lateral bracket 66 rotatably support the axle 43 to which the tire 67 is attached. Further, in the railroad vehicle 40, the tire 67 of the tire supporting upper bracket 65 is placed on the upper surface of the monorail 68, and the tire 67 of the tire supporting lateral bracket 66 is brought into contact with the side surface of the monorail 68. Travels along the monorail 68.

[0069]

According to the invention of claim 1, the damping coefficient of the front and rear dampers is adjusted so as to suppress the sway movement based on the detection result of the sum signal detecting means, so that the sway movement is reduced. The damping of the vehicle body can be achieved, and the damping coefficient of the front and rear dampers can be set to a small value when the detection result of the sum signal detecting means does not indicate sway motion, which improves the riding comfort. Can be achieved.

According to the second aspect of the present invention, the damping coefficients of the front and rear dampers are adjusted so as to suppress the yaw motion based on the detection result of the difference signal detecting means. Vibration can be suppressed, and when the detection result of the difference signal detection means does not indicate yaw motion, the damping coefficient of the front and rear dampers can be set to a small value to improve ride comfort. be able to.

According to the third aspect of the invention, the damping coefficients of the front and rear dampers are adjusted so as to suppress the sway motion and the yaw motion based on the detection result of the sum signal detecting means and the detection result of the difference signal detecting means. Since the sway movement and the yaw movement are reduced, the vehicle body can be damped, and when the detection results of the sum signal detection means and the difference signal detection means do not indicate the sway movement and the yaw movement, the front side and the rear side are detected. It is possible to set the damping coefficient of the damper to a small value and improve the riding comfort.

According to a fourth aspect of the present invention, when the railroad vehicle is traveling on a curved track, the high-pass filter having the cutoff frequency set to a predetermined value or more causes the lateral acceleration (steady lateral acceleration) generated by the influence of the cant. It becomes possible to cut the integration constant (DC component of lateral velocity). Therefore, it is possible to prevent a reduction in riding comfort due to the influence of the cant. Further, it is possible to reduce the sway movement.

According to a fifth aspect of the present invention, when the railroad vehicle is traveling on a curved track, the high-pass filter having a cutoff frequency set to a predetermined value or more causes a lateral acceleration (steady lateral acceleration) generated by the influence of the cant. It becomes possible to cut the integration constant (DC component of lateral velocity). Therefore, it is possible to prevent a reduction in riding comfort due to the influence of the cant. Further, it is possible to reduce the sway movement and the yaw movement.

[Brief description of the drawings]

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

FIG. 2 is a diagram schematically showing the vibration control device for a railway vehicle from above.

FIG. 3 is a cross-sectional view showing a damping coefficient variable damper used in the railway vehicle vibration control device.

FIG. 4 is a plan view showing a movable plate assembled to the same damping coefficient variable damper.

FIG. 5 is a diagram showing a relationship between a rotation angle of the movable plate and a damping coefficient.

FIG. 6 is a flowchart showing control contents of a controller of the railway vehicle vibration control device.

FIG. 7 is a block diagram schematically showing the processing content of step S37 of the controller.

FIG. 8 is a diagram schematically showing a sway motion state of the vehicle body.

FIG. 9 is a diagram schematically showing a yaw motion state of the vehicle body.

FIG. 10 is a diagram schematically showing a state in which the yaw motion and the sway motion of the vehicle body are combined.

FIG. 11 is a diagram schematically showing a railway vehicle vibration control device according to a second embodiment of the present invention.

FIG. 12 is a diagram schematically showing a damper of the vibration control device for a railway vehicle.

FIG. 13 is a diagram showing a proportional solenoid supply current-damping force characteristic of the damper.

FIG. 14 is a diagram showing a speed-damping force characteristic of a piston of the damper.

FIG. 15 is a flowchart showing control contents of a controller of the railway vehicle vibration control device.

FIG. 16 is a block diagram schematically showing the processing content of step S37 of the controller.

FIG. 17: Step S37 of the controller replacing FIG.
3 is a block diagram schematically showing the processing contents of FIG.

FIG. 18 is a diagram showing an example of a monorail type railway vehicle that replaces the railway vehicles of FIGS. 1 and 11;

FIG. 19 is a diagram schematically showing a sway state when traveling on a horizontal track.

FIG. 20 is a diagram showing the occurrence of a steady lateral acceleration due to a cant when traveling on a curved track.

FIG. 21 is a diagram showing a steady lateral acceleration generated in the cant and an integration constant (DC component of lateral velocity) due to the steady lateral acceleration.

[Explanation of symbols]

 4f, 4r front and rear dampers 4fA, 4rA front and rear dampers 40 railroad vehicle 41 bogie 44 vehicle bodies 48f, 48r front and rear lateral acceleration sensors 49 controller B70 combination unit (sum signal detection means) B75 subtraction processing Part (difference signal detecting means) B60 block (front side lateral velocity detecting means) B65 block (rear side lateral velocity detecting means) B80 high pass filter

Claims (5)

[Claims] 1. A front part of a traveling direction between a bogie of a railway vehicle and a vehicle body horizontally swingably supported by the bogie,
Front and rear dampers with adjustable damping coefficients that are respectively installed on the rear side to regulate the movement of the vehicle body in the horizontal and lateral directions with respect to the traveling direction, and the horizontal and lateral speeds in the front and rear sides of the vehicle body. Before and after the lateral speed detection means, a sum signal detection means for obtaining the sum of front and rear horizontal lateral speeds of the vehicle body, and based on the detection result of the sum signal detection means, A vibration control device for a railway vehicle, comprising: a controller that adjusts damping coefficients of the front and rear dampers so as to suppress sway motion. 2. A front part of a traveling direction between a bogie of a railway vehicle and a vehicle body supported by the bogie so as to be horizontally swingable,
Front and rear dampers with adjustable damping coefficients that are respectively installed on the rear side to regulate the movement of the vehicle body in the horizontal and lateral directions with respect to the traveling direction, and the horizontal and lateral speeds in the front and rear sides of the vehicle body. Based on the detection result of the difference signal detecting means, and the differential signal detecting means for obtaining the difference between the horizontal lateral speeds of the front and rear sides of the vehicle body, A railway vehicle vibration control device, comprising: a controller that adjusts damping coefficients of the front and rear dampers so as to suppress yaw motion. 3. A front portion of a traveling direction between a bogie of a railway vehicle and a vehicle body horizontally swingably supported by the bogie,
Front and rear dampers with adjustable damping coefficients that are respectively installed on the rear side to regulate the movement of the vehicle body in the horizontal and lateral directions with respect to the traveling direction, and the horizontal and lateral speeds in the front and rear sides of the vehicle body. To detect the sum of the front and rear horizontal lateral speeds of the vehicle body, and a sum signal detecting means for detecting the sum of the front and rear horizontal lateral speeds of the vehicle body, and the difference between the front and rear horizontal lateral speeds of the vehicle body. Based on the detection result of the sum signal detection means and the detection result of the difference signal detection means, damping of the front and rear dampers so as to suppress the sway movement and yaw movement of the vehicle body. A railway vehicle vibration control device, comprising: a controller for adjusting a coefficient. 4. A front part of a traveling direction between a bogie of a rail car and a car body supported by the bogie so as to be horizontally swingable,
Front and rear dampers with adjustable damping coefficients that are respectively installed on the rear side to regulate the movement of the vehicle body in the horizontal and lateral directions with respect to the traveling direction, and the horizontal lateral acceleration in the front and rear sides of the vehicle body. Before detecting the lateral acceleration detection sensor on the rear side,
The controller includes a controller for inputting the detection value of the lateral acceleration detection sensor on the rear side, and the controller integrates the detection values of the lateral acceleration detection sensor on the front side and the rear side to detect the horizontal lateral velocity of the front and rear sides of the vehicle body. Based on the detection result of the integral circuit for detection and the sum of the horizontal lateral velocities on the front and rear sides of the vehicle body,
A sway mode control system that outputs a sway control signal for suppressing the sway motion of the vehicle body to adjust the damping coefficient of the front and rear dampers, and the cutoff frequency of the sway mode control system is a predetermined value or more. A vibration control device for a railway vehicle, which is equipped with the high-pass filter. 5. A front part of a traveling direction between a bogie of a rail car and a car body supported by the bogie so as to be horizontally swingable,
Front and rear dampers with adjustable damping coefficients that are respectively installed on the rear side to regulate the movement of the vehicle body in the horizontal and lateral directions with respect to the traveling direction, and the horizontal lateral acceleration in the front and rear sides of the vehicle body. Before detecting the lateral acceleration detection sensor on the rear side,
The controller includes a controller for inputting the detection value of the lateral acceleration detection sensor on the rear side, and the controller integrates the detection values of the lateral acceleration detection sensor on the front side and the rear side to detect the horizontal lateral velocity of the front and rear sides of the vehicle body. Based on the detection result of the integral circuit for detection and the sum of the horizontal lateral velocities on the front and rear sides of the vehicle body,
A sway mode control system that outputs a sway control signal for suppressing the sway movement of the vehicle body to adjust the damping coefficient of the front and rear dampers, and a horizontal lateral velocity difference between the front and rear sides of the vehicle body. Based on the detection result obtained, a yaw mode control system that outputs a yaw control signal for suppressing the yaw motion of the vehicle body to adjust the damping coefficient of the front and rear dampers is provided. A railway vehicle vibration control device comprising a high-pass filter having a cut-off frequency equal to or higher than a predetermined value.