US20190111950A1 - Railway vehicle vibration damping device - Google Patents

Railway vehicle vibration damping device Download PDF

Info

Publication number
US20190111950A1
US20190111950A1 US16/094,005 US201716094005A US2019111950A1 US 20190111950 A1 US20190111950 A1 US 20190111950A1 US 201716094005 A US201716094005 A US 201716094005A US 2019111950 A1 US2019111950 A1 US 2019111950A1
Authority
US
United States
Prior art keywords
motor
side chamber
valve
current value
piston
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Abandoned
Application number
US16/094,005
Other languages
English (en)
Inventor
Takayuki Ogawa
Jun Aoki
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
KYB Corp
Original Assignee
KYB Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by KYB Corp filed Critical KYB Corp
Assigned to KYB CORPORATION reassignment KYB CORPORATION ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: AOKI, JUN, OGAWA, TAKAYUKI
Publication of US20190111950A1 publication Critical patent/US20190111950A1/en
Abandoned legal-status Critical Current

Links

Images

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes

Definitions

  • the present invention relates to modification of a railway vehicle vibration damping device.
  • a conventionally known railway vehicle vibration damping device is interposed between a vehicle body and a truck of a railway vehicle to reduce vibration in the right and left directions relative to the traveling direction of the vehicle body.
  • such a railway vehicle vibration damping device includes: an actuator that includes a cylinder, a piston slidably inserted into the cylinder and partitioning inside of the cylinder into a rod side chamber and a piston side chamber, and a rod inserted into the cylinder and coupled with the piston, and that is interposed between the vehicle body and the truck; a tank; a first on-off valve provided halfway through a first path through which the rod side chamber and the piston side chamber are communicated with each other; a second on-off valve provided halfway through a second path through which the piston side chamber and the tank are communicated with each other; a pump configured to supply hydraulic oil to the rod side chamber; a motor configured to drive the pump; a discharge path connecting the rod side chamber to the tank; and a variable relief valve that is provided halfway through the discharge path and the valve opening pressure of which is changeable. Thrust can be exerted in expansion and contraction by driving the pump, the first on-off valve, the second on-off
  • the motor drives the pump at a constant rotational speed (rotations per unit time), the first on-off valve, the second on-off valve, and the variable relief valve are driven as appropriate in accordance with the vibration status of the vehicle body, hydraulic pressure is used to obtain thrust for reducing vibration of the vehicle body, thereby damping vibration of the vehicle body.
  • the pressure in the actuator temporarily becomes excessive in some cases when the actuator expands or contracts at high speed.
  • the motor needs to generate torque exceeding the rated torque thereof.
  • the motor needs to output torque (hereinafter referred to as “excessive torque”) exceeding the rated torque, and thus is capable of outputting the excessive torque.
  • excessive torque exceed the rated torque
  • burnout when the motor continuously outputs the excessive torque, the motor is seized, which is called burnout.
  • a time in which the excessive torque is output is restricted to avoid burnout when such excessive torque is output, thereby protecting the motor from an overload.
  • a motor driver configured to drive the motor monitors a time in which the motor outputs the excessive torque, and executes emergency stop processing of the motor when the time in which the excessive torque is output reaches a restriction time.
  • the conventional railway vehicle vibration damping device performs emergency stop of the motor to protect the motor and interrupts the vibration damping control in some cases. Reset needs to be performed to activate the motor again, and thus the vibration damping control cannot be restarted while the railway vehicle travels.
  • An object of the present invention is to provide a railway vehicle vibration damping device capable of protecting a motor from an overload and avoiding interruption of vibration damping control.
  • a railway vehicle vibration damping device includes: an actuator including a cylinder body configured to expand and contract when supplied with hydraulic fluid, a pump configured to supply the hydraulic fluid to the cylinder body, and a motor configured to drive the pump, and installed on a railway vehicle; and a control unit configured to control the motor.
  • the control unit stops the motor when a current value to be provided to the motor becomes equal to or larger than a current threshold at which a restriction torque set to a value exceeding a rated torque of the motor is output.
  • FIG. 1 is a schematic plan view of a railway vehicle on which a railway vehicle vibration damping device according to an embodiment is mounted.
  • FIG. 2 is a circuit diagram of an actuator of the railway vehicle vibration damping device according to the embodiment.
  • FIG. 3 is a control block diagram of a control unit of the railway vehicle vibration damping device according to the embodiment.
  • FIG. 4 is a flowchart illustrating an exemplary procedure of determining a current value of a motor.
  • a railway vehicle vibration damping device 1 is used as a vibration damping device for a vehicle body B of a railway vehicle, and includes an actuator A installed between a truck T and the vehicle body B, and a control unit C as illustrated in FIG. 1 .
  • the railway vehicle vibration damping device 1 in the present example reduces, with thrust exerted by the actuator A, vibration in a horizontal lateral direction relative to the vehicle traveling direction of the vehicle body B.
  • the actuator A includes: a cylinder body Cy including a cylinder 2 coupled with one of the truck T and the vehicle body B of the railway vehicle, a piston 3 slidably inserted into the cylinder 2 , a rod 4 inserted into the cylinder 2 and coupled with the piston 3 and the other of the truck T and the vehicle body B, and a rod side chamber 5 and a piston side chamber 6 partitioned by the piston 3 in the cylinder 2 ; a tank 7 configured to accumulate hydraulic oil; a pump 12 configured to suck up the hydraulic oil from the tank 7 and supply the hydraulic oil to the rod side chamber 5 ; a motor 15 configured to drive the pump 12 ; and a fluid pressure circuit HC configured to control switching between expansion and contraction of the cylinder body Cy and thrust.
  • the actuator A is configured as a single-rod type actuator.
  • the rod side chamber 5 and the piston side chamber 6 are filled with the hydraulic oil as hydraulic fluid, and the tank 7 is filled with gas in addition to the hydraulic oil.
  • the tank 7 does not need to be filled with compressed gas to achieve a pressurized state.
  • the hydraulic fluid may be any other liquid in place of the hydraulic oil.
  • the fluid pressure circuit HP includes a first on-off valve 9 provided halfway through a first path 8 through which the rod side chamber 5 and the piston side chamber 6 are communicated with each other, and a second on-off valve 11 provided halfway through a second path 10 through which the piston side chamber 6 and the tank 7 are communicated with each other.
  • the cylinder body Cy expands when the pump 12 is driven while the first path 8 is made into a communicating state by the first on-off valve 9 and the second on-off valve 11 is closed, or the cylinder body Cy contracts when the pump 12 is driven while the second path 10 is made into a communicating state by the second on-off valve 11 and the first on-off valve 9 is closed.
  • the cylinder 2 has a tubular shape, the right end of which in FIG. 2 is blocked by a lid 13 and the left end of which in FIG. 2 is provided with an annular rod guide 14 .
  • the rod 4 movably inserted into the cylinder 2 is slidably inserted into the rod guide 14 .
  • the rod 4 has one end protruding out of the cylinder 2 , and the other end disposed in the cylinder 2 and coupled with the piston 3 slidably inserted into the cylinder 2 .
  • the gap between the outer periphery of the rod guide 14 and the cylinder 2 is sealed by a seal member (not illustrated) to maintain the cylinder 2 in a sealed state.
  • the rod side chamber 5 and the piston side chamber 6 which are partitioned by the piston 3 in the cylinder 2 , are filled with the hydraulic oil as described above.
  • the cross-sectional area of the rod 4 is set to one-half of the cross-sectional area of the piston 3 so that the pressure receiving area of the piston 3 on the rod side chamber 5 side is half of the pressure receiving area thereof on the piston side chamber 6 side.
  • the rod side chamber 5 and the piston side chamber 6 are communicated with each other. Accordingly, the pressure in the rod side chamber 5 and the pressure in the piston side chamber 6 become equal to each other, and the actuator A generates thrust in a magnitude equal to a value obtained by multiplying, by the pressure, the difference in the pressure receiving area of the piston 3 between the rod side chamber 5 side and the piston side chamber 6 side.
  • the actuator A generates thrust in a magnitude equal to a value obtained by multiplying, by the pressure in the rod side chamber 5 , the pressure receiving area of the piston 3 on the rod side chamber 5 side.
  • the thrust generated by the actuator A at expansion and contraction has a value obtained by multiplying one-half of the cross-sectional area of the piston 3 with the pressure in the rod side chamber 5 .
  • the thrust of the actuator A can be controlled by controlling the pressure in the rod side chamber 5 at the expansion and contraction operations.
  • the pressure receiving area of the piston 3 on the rod side chamber 5 side is set to one-half of the pressure receiving area thereof on the piston side chamber 6 side, the pressure in the rod side chamber 5 is the same between expansion and contraction when the same thrust is generated at expansion and contraction, which simplifies control.
  • the amount of hydraulic oil per displacement amount is the same, the same response characteristic is obtained between expansion and contraction.
  • the thrust of the actuator A at expansion and contraction can be still controlled by controlling the pressure in the rod side chamber 5 .
  • the left end of the rod 4 in FIG. 2 and the lid 13 blocking the right end of the cylinder 2 each include an attachment unit (not illustrated) so that the actuator A can be interposed between the truck T and the vehicle body B of the railway vehicle.
  • the rod side chamber 5 and the piston side chamber 6 are communicated with each other through the first path 8 , and the first on-off valve 9 is provided halfway through the first path 8 .
  • the first path 8 through which the rod side chamber 5 and the piston side chamber 6 are communicated with each other outside of the cylinder 2 , may be provided to the piston 3 .
  • the first on-off valve 9 is an electromagnetic on-off valve, and has a communicating position at which the first path 8 is opened so that the rod side chamber 5 and the piston side chamber 6 are communicated with each other, and a cutoff position at which the first path 8 is cut off so that the communication between the rod side chamber 5 and the piston side chamber 6 is cut off.
  • the first on-off valve 9 is set to the communicating position when energized, or to the cutoff position when not energized.
  • the piston side chamber 6 and the tank 7 are communicated with each other through the second path 10 , and the second on-off valve 11 is provided halfway through the second path 10 .
  • the second on-off valve 11 is an electromagnetic on-off valve, and has a communicating position at which the second path 10 is opened so that the piston side chamber 6 and the tank 7 are communicated with each other, and a cutoff position at which the second path 10 is cut off so that the communication between the piston side chamber 6 and the tank 7 is cut off.
  • the second on-off valve 11 is set to the communicating position when energized, or to the cutoff position when not energized.
  • the pump 12 is a pump driven by the motor 15 to discharge the hydraulic oil only in one direction.
  • the pump 12 has a discharge port communicated with the rod side chamber 5 through a supply path 16 , and has a suction port communicated with the tank 7 .
  • the pump 12 sucks the hydraulic oil from the tank 7 and supplies the hydraulic oil to the rod side chamber 5 .
  • the pump 12 Since the pump 12 discharges the hydraulic oil only in one direction as described above and thus does not switch the rotational direction thereof, the pump 12 has no problem such as discharge amount change at rotation switching, and thus may be, for example, an inexpensive gear pump.
  • the motor 15 as a drive source configured to drive the pump 12 is not requested to have a high response characteristic to the rotation switching, and thus may be an inexpensive motor.
  • a check valve 17 is provided halfway through the supply path 16 to prevent backflow of the hydraulic oil from the rod side chamber 5 to the pump 12 .
  • the fluid pressure circuit HC in the present example includes, in addition to the above-described configuration, a discharge path 21 connecting the rod side chamber 5 and the tank 7 , and a variable relief valve 22 that is provided halfway through the discharge path 21 and valve opening pressure of which is changeable.
  • variable relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure thereof is adjustable in accordance with the amount of supplied current: the valve opening pressure is minimized when the maximum amount of current is supplied, or the valve opening pressure is maximized when no current is supplied.
  • the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 , and the thrust of the actuator A can be controlled by the amount of current supplied to the variable relief valve 22 .
  • the discharge path 21 and the variable relief valve 22 are provided, sensors and the like necessary for adjusting the thrust of the actuator A are not needed, and the motor 15 does not need to be highly precisely controlled to adjust the discharge flow rate of the pump 12 . This leads to cost reduction of the railway vehicle vibration damping device 1 , and leads to a system that is robust as hardware and software.
  • the actuator A exerts damping force only for any one of expansion and contraction irrespective of the drive status of the pump 12 .
  • the actuator A can be a single-side acting damper so that the damping force is not applied in such a direction. Accordingly, the actuator A can easily achieve Karnopp control, and thus can function as a skyhook semi-active damper.
  • variable relief valve 22 When a proportional electromagnetic relief valve, the valve opening pressure of which is proportionally changed by the amount of supplied current is used as the variable relief valve 22 , the valve opening pressure can be easily controlled.
  • the variable relief valve is not limited to a proportional electromagnetic relief valve, but may be any variable relief valve, the valve opening pressure of which is adjustable is applicable.
  • the variable relief valve 22 opens the discharge path 21 when excessive input is made to the cylinder body Cy in the directions of expansion and contraction so that the pressure in the rod side chamber 5 exceeds the valve opening pressure, irrespective of whether the first on-off valve 9 are the second on-off valve 11 are opened or closed. In this manner, when the pressure in the rod side chamber 5 becomes equal to or larger than the valve opening pressure, the variable relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 to prevent excessive pressure in the cylinder 2 , thereby protecting the entire system of the actuator A. Thus, the system can be protected by providing the discharge path 21 and the variable relief valve 22 .
  • the fluid pressure circuit HC in the actuator A in the present example includes a rectification path 18 that only allows flow of the hydraulic oil from the piston side chamber 6 to the rod side chamber 5 , and a suction path 19 that only allows flow of the hydraulic oil from the tank 7 to the piston side chamber 6 .
  • the hydraulic oil is pushed out of the cylinder 2 when the cylinder body Cy expands or contracts while the first on-off valve 9 and the second on-off valve 11 are closed.
  • the variable relief valve 22 applies resistance against flow of the hydraulic oil discharged out of the cylinder 2 , and thus the actuator A in the present example functions as a uniflow damper when the first on-off valve 9 and the second on-off valve 11 are closed.
  • the rectification path 18 is set to be a one-way path through which the piston side chamber 6 and the rod side chamber 5 are communicated with each other, halfway through which a check valve 18 a is provided, and that only allows flow of the hydraulic oil from the piston side chamber 6 to the rod side chamber 5 .
  • the suction path 19 is set to be a one-way path through which the tank 7 and the piston side chamber 6 are communicated with each other, halfway through which a check valve 19 a is provided, and that only allows flow of the hydraulic oil from the tank 7 to the piston side chamber 6 .
  • the rectification path 18 can be collected to the first path 8 when the cutoff position of the first on-off valve 9 is set to a check valve, and the suction path 19 can be collected to the second path 10 when the cutoff position of the second on-off valve 11 is set to a check valve.
  • the actuator A thus configured, when the first on-off valve 9 and the second on-off valve 11 are each set to the cutoff position, the rod side chamber 5 , the piston side chamber 6 , and the tank 7 are sequentially communicated with each other through the rectification path 18 , the suction path 19 , and the discharge path 21 .
  • the rectification path 18 , the suction path 19 , and the discharge path 21 are set to be one-way.
  • the first on-off valve 9 and the second on-off valve 11 are each set to the cutoff position, and the variable relief valve 22 functions as a pressure control valve, the valve opening pressure of which is fixed to maximum. Accordingly, at such failure, the actuator A automatically functions as a passive damper.
  • the control unit C When causing the actuator A to exert desired thrust in the contraction direction, the control unit C basically sets the first on-off valve 9 to the communicating position and sets the second on-off valve 11 to the cutoff position while rotating the motor 15 to supply the hydraulic oil from the pump 12 into the cylinder 2 .
  • the rod side chamber 5 and the piston side chamber 6 are communicated with each other and supplied with the hydraulic oil from the pump 12 , and the piston 3 is pushed to the left in FIG. 2 so that the actuator A exerts thrust in the contraction direction.
  • the variable relief valve 22 When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22 , the variable relief valve 22 is opened to discharge the hydraulic oil to the tank 7 through the discharge path 21 .
  • the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled to the valve opening pressure of the variable relief valve 22 , which is determined by the amount of current provided to the variable relief valve 22 .
  • the actuator A exerts, in the contraction direction, thrust in a magnitude equal to a value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side in the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 , is are controlled by the variable relief valve 22 .
  • the control unit C When causing the actuator A to exert desired thrust in the contraction direction, the control unit C sets the first on-off valve 9 to the cutoff position and sets the second on-off valve 11 to the communicating position while rotating the motor 15 to supply the hydraulic oil from the pump 12 into the rod side chamber 5 . In this manner, the piston side chamber 6 and the tank 7 are communicated with each other and the hydraulic oil is supplied from the pump 12 to the rod side chamber 5 , and the piston 3 is pushed to the right in FIG. 2 so that the actuator A exerts thrust in the contraction direction.
  • the actuator A exerts, in the contraction direction, thrust in a magnitude equal to a value obtained by multiplying the pressure receiving area of the piston 3 on the rod side chamber 5 side by the pressure in the rod side chamber 5 , which is controlled by the variable relief valve 22 .
  • the actuator A not only functions as an actuator but also functions as a damper only through opening and closing of the first on-off valve 9 and the second on-off valve 11 irrespective of the drive status of the motor 15 . No cumbersome and abrupt switching operation of the first on-off valve 9 and the second on-off valve 11 needs to be performed to switch the actuator A from an actuator to a damper, and thus a highly responsive and reliable system can be achieved.
  • the actuator A in the present example is set to be a single-rod type, it is easier to have a sufficient stroke length for the actuator A than for a both-rod type actuator, which leads to a shorter total length of the actuator A and facilitates its mounting onto the railway vehicle.
  • the control unit C includes an acceleration sensor 40 configured to sense lateral acceleration a in the horizontal lateral direction relative to the vehicle traveling direction of the vehicle body B, a band-pass filter 41 configured to remove stationary acceleration at traveling on a curved line, which is included in the lateral acceleration a, a drift component, and noise, and a control processing unit 42 configured to process the lateral acceleration a filtered through the band-pass filter 41 and output a control command to each of the motor 15 , the first on-off valve 9 , the second on-off valve 11 , and the variable relief valve 22 of the actuator A, and controls the thrust of the actuator A. Since the stationary acceleration at traveling on a curved line, which is included in the lateral acceleration a is removed through the band-pass filter 41 , only vibration that degrades riding comfort can be reduced.
  • the control processing unit 42 includes a control force calculation unit 421 configured to calculate control force F as thrust to be generated by the actuator A based on the lateral acceleration a sensed by the acceleration sensor 40 , a motor current value calculation unit 422 configured to monitor the rotational speed of the motor 15 and calculate a current value I to be provided to the motor 15 to rotate the motor 15 at a predetermined rotational speed, a motor current value determination unit 423 configured to receive inputting of the current value I and determine a current value Ie to be finally provided to the motor 15 , a relief valve current value calculation unit 424 configured to calculate a relief valve current value IR to he provided to the variable relief valve 22 based on the control force F, an on-off valve drive unit 425 configured to receive inputting of the control force F and drive the first on-off valve 9 and the second on-off valve 11 in a switching manner, a relief valve control unit 426 configured to receive inputting of the relief valve current value IR and control the amount of current to be supplied to the variable relief
  • control force calculation unit 421 is an H[infinity] controller, and calculates, from the lateral acceleration a, the control force F instructing thrust to be output from the actuator A to reduce vibration of the vehicle body B.
  • the control force F is provided with a positive or negative sign depending on the direction thereof, and the sign indicates the direction of thrust to be output from the actuator A.
  • the on-off valve drive unit 425 drives opening and closing of the first on-off valve 9 and the second on-off valve 11 by supplying current thereto or stops current supply thereto in accordance with the sign of the control force F.
  • the on-off valve drive unit 425 operates as follows.
  • the sign of the control force F is positive, thrust is to be exerted by the actuator A in the contraction direction, and thus the on-off valve drive unit 425 sets the first on-off valve 9 to the communicating position and sets the second on-off valve 11 to the cutoff position.
  • the hydraulic oil is supplied from the pump 12 to both of the rod side chamber 5 and the piston side chamber 6 , and thus the actuator A exerts thrust in the contraction direction.
  • control force calculation unit 421 calculates the control force F only from the lateral acceleration a.
  • control force for reducing sway of the vehicle body B and control force for reducing yaw thereof may be separately calculated based on the sway acceleration and yaw acceleration of the vehicle body B, and added to obtain the control force F.
  • the motor current value calculation unit 422 receives inputting of a rotational speed and a current amount from a sensor 43 configured to sense the rotational speed of the motor 15 and a sensor 44 configured to sense the amount of current flowing to the motor 15 , respectively, and monitors the rotational speed of the motor 15 and the amount of current flowing to the motor 15 .
  • the motor current value calculation unit 422 includes a speed loop and a current loop, and feeds back the rotational speed of the motor 15 and the current amount thereto to calculate the current value I to be provided to the motor 15 to drive the motor 15 at the predetermined rotational speed.
  • the rotational speed of the motor 15 may be sensed normally by using, as the sensor 43 , for example, a resolver or a Hall sensor for sensing the electric angle of the motor 15 .
  • the amount of current to the motor 15 may be sensed by using, as the sensor 44 , a current sensor normally included in the motor 15 .
  • the predetermined rotational speed may be determined in advance to be a value optimum for vibration damping of a railway vehicle to which the railway vehicle vibration damping device 1 is applied.
  • the motor current value calculation unit 422 sets the predetermined rotational speed as a target rotational speed, calculates a target current value based on deviation of the rotational speed of the motor 15 from the target rotational speed, and calculates the current value I to be provided to the motor 15 based on deviation of the target current value from the amount of current actually flowing to the motor 15 .
  • the motor current value determination unit 423 compares the current value I calculated by the motor current value calculation unit 422 and a current threshold I ⁇ to be described later. As a result of the comparison, the motor current value determination unit 423 sets the current value I to the current value Ie, which is finally provided to the motor 15 , when the current value I is smaller than the current threshold I ⁇ , or sets zero to the current value Ie, which is finally provided to the motor 15 , when the current value I is equal to or larger than the current threshold I ⁇ .
  • the current value Ie is command current provided to the motor 15 .
  • the current threshold I ⁇ is set to a current value at which the motor 15 outputs a restriction torque exceeding a rated torque.
  • the restriction torque may be set in accordance with specifications of the railway vehicle vibration damping device 1 , but is set to be, for example, in the range of 200% to 500% of the rated torque.
  • the current value I calculated by the motor current value calculation unit 422 may be set to the final current value Ie without performing the processing at the motor current value determination unit 423 at activation of the motor 15 .
  • the motor current value determination unit 423 sets the current value I to the current value Ie.
  • the control unit C senses the rotational speed of the motor 15 and the amount of current flowing to the motor 15 (step F 1 ). Subsequently, the control unit C calculates the current value I to be provided to the motor 15 based on the sensed rotational speed and current amount (step F 2 ). The control unit C determines whether the current value I is equal to or larger than the current threshold I ⁇ (step F 3 ).
  • control unit C sets zero to the current value Ie when the current value I is equal to or larger than the current threshold I ⁇ , (step F 4 ), or sets the current value I to the current value Ie when the current value I smaller than the current threshold I ⁇ (step F 5 ).
  • the motor current value calculation unit 422 and the motor current value determination unit 423 determine the final current value Ie.
  • the relief valve current value calculation unit 424 calculates the relief valve current value IR to be supplied to the variable relief valve 22 based on the control force F calculated as described above.
  • the valve opening pressure of the variable relief valve 22 changes proportionally to the supplied current amount, and the variable relief valve 22 has a characteristic of pressure override that a pressure loss increases in accordance with a passing flow rate. Since the rotational speed of the motor 15 constantly rotates at the predetermined rotational speed, the amount of hydraulic oil passing through the variable relief valve 22 can be approximately assumed, and thus the relief valve current value calculation unit 424 calculates the relief valve current value IR with the pressure override taken into account.
  • the relief valve control unit 426 is a driver configured to drive a solenoid (not illustrated) of the variable relief valve 22 , and supplies the amount of current at the relief valve current value IR to the variable relief valve 22 when having received inputting of the relief valve current value IR.
  • the motor driver 427 supplies current to the motor 15 .
  • the motor driver 427 performs PWM control of the motor 15 to drive the motor 15 so that the amount of current flowing to the motor 15 is equal to a current amount instructed by the current value Ie.
  • control unit C may specifically include, as hardware resources, for example, an A/D converter for acquiring signals output from the acceleration sensor 40 and the sensors 43 and 44 ; a storage device such as a read only memory (ROM) configured to acquire the lateral acceleration a filter through the band-pass filter 41 and store a computer program used in processing necessary for controlling the actuator A; an arithmetic device such as a central processing unit (CPU) configured to execute processing based on the computer program; and a storage device such as a random access memory (RAM) configured to provide a storage region to the CPU.
  • ROM read only memory
  • CPU central processing unit
  • RAM random access memory
  • the railway vehicle vibration damping device 1 sets zero to the current value Ie provided to the motor 15 when the current value I to be provided to the motor 15 becomes equal to or larger than the current threshold I ⁇ , and stops the motor 15 . Since current at the current threshold I ⁇ causes the motor 15 to output torque exceeding the rated torque, the current applies an overload on the motor 15 and burns out the motor 15 when continuously provided to the motor 15 for a long time. However, the railway vehicle vibration damping device 1 according to the present invention stops the motor 15 when the current value I to be provided to the motor 15 becomes equal to or larger than the current threshold I ⁇ , thereby protecting the motor 15 .
  • the railway vehicle vibration damping device 1 Since the railway vehicle vibration damping device 1 according to the present invention stops the motor 15 when the current value I becomes equal to or larger than the current threshold I ⁇ , the motor 15 can be stopped before emergency stop control incorporated in the motor driver 427 in advance to protect the motor 15 from an overload is executed.
  • current flowing to the motor 15 can be restricted before emergency stop of the motor 15 , and thus the motor 15 is constantly maintained in a drivable state to avoid incapability of executing vibration damping control while the railway vehicle is traveling. In this manner, according to the railway vehicle vibration damping device 1 according to the present invention, the motor 15 can be protected from an overload, and interruption of the vibration damping control can be avoided.
  • the motor current value determination unit 423 sets the current value I to the current value Ie when the current value I is smaller than the current threshold I ⁇ after the current value I becomes equal to or larger than the current threshold I ⁇ and the current value Ie is set to zero. In this manner, in the railway vehicle vibration damping device 1 in the present example, drive of the motor 15 is resumed when the current value I becomes smaller than the current threshold I ⁇ , and thus the vibration damping control is immediately resumed when stop of the motor 15 becomes unnecessary, thereby continuously achieving a vibration damping effect.
  • the railway vehicle vibration damping device 1 in the present example includes: the cylinder body Cy including the cylinder 2 , the piston 3 , and the rod 4 ; the tank 7 ; the pump 12 configured to supply the hydraulic oil to the rod side chamber 5 ; the motor 15 configured to drive the pump 12 ; the first on-off valve 9 provided halfway through the first path 8 through which the rod side chamber 5 and the piston side chamber 6 are communicated with each other; the second on-off valve 11 provided halfway through the second path 10 through which the piston side chamber 6 and the tank 7 are communicated with each other; the discharge path 21 connecting the rod side chamber 5 and the tank 7 ; the variable relief valve 22 that is provided halfway through the discharge path 21 and the valve opening pressure of which is changeable; the rectification path 18 that only allows flow of the hydraulic oil from the piston side chamber 6 to the rod side chamber 5 ; and the suction path 19 that only allows flow of the hydraulic oil from the tank 7 to the piston side chamber 6 .
  • the actuator A functions as a skyhook semi-
  • the railway vehicle vibration damping device 1 stops the motor 15 when the current value I becomes equal to or larger than the current threshold I ⁇ .
  • a time in which the current value I is equal to or larger than the current threshold I ⁇ may be counted to stop the motor 15 before the emergency stop control for protecting the motor 15 from an overload is executed.
  • the railway vehicle vibration damping device 1 counts the time in which the current value I is equal to or larger than the current threshold I ⁇ , and stops the motor 15 when the counted time reaches a predetermined time.
  • the current value of the motor 15 and time are monitored, and the emergency stop control for protecting the motor 15 from an overload is executed when current flows to the motor 15 for a time long enough to cause burnout.
  • the predetermined time is set to be shorter than a time until the emergency stop control is executed since the current value of the motor 15 has exceeded the current threshold I ⁇ , which potentially causes burnout. This allows the railway vehicle vibration damping device 1 to stop the motor 15 before the emergency stop control for protecting the motor 15 from an overload is executed. A time until the motor 15 burns out is different depending on the magnitude of the current value, and thus the predetermined time may be changed in accordance with the magnitude of the current value. Since the time in which the current value I is equal to or larger than the current threshold I ⁇ is counted, the motor 15 is not stopped when the current value temporarily becomes equal to or larger than the current threshold I ⁇ .

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Fluid-Pressure Circuits (AREA)
  • Vehicle Body Suspensions (AREA)
US16/094,005 2016-08-12 2017-04-19 Railway vehicle vibration damping device Abandoned US20190111950A1 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
JP2016-158559 2016-08-12
JP2016158559A JP6231630B1 (ja) 2016-08-12 2016-08-12 鉄道車両用制振装置
PCT/JP2017/015734 WO2018029911A1 (ja) 2016-08-12 2017-04-19 鉄道車両用制振装置

Publications (1)

Publication Number Publication Date
US20190111950A1 true US20190111950A1 (en) 2019-04-18

Family

ID=60321104

Family Applications (1)

Application Number Title Priority Date Filing Date
US16/094,005 Abandoned US20190111950A1 (en) 2016-08-12 2017-04-19 Railway vehicle vibration damping device

Country Status (4)

Country Link
US (1) US20190111950A1 (ja)
JP (1) JP6231630B1 (ja)
CN (1) CN109562769A (ja)
WO (1) WO2018029911A1 (ja)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019155935A (ja) * 2018-03-07 2019-09-19 Ｋｙｂ株式会社 鉄道車両用制振装置
CN109466573A (zh) * 2018-11-23 2019-03-15 中车株洲电力机车有限公司 一种列车的清洁制动控制方法、系统、设备及存储介质

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2000215015A (ja) * 1999-01-25 2000-08-04 Seiko Epson Corp コンピュ―タ、プリンタおよびプリントシステム並びに表示方法および制御方法
CN2587101Y (zh) * 2002-09-13 2003-11-19 徐祖仁 直流电动工具电机过载保护器
JP5190870B2 (ja) * 2007-12-06 2013-04-24 カヤバ工業株式会社 アクチュエータ
JP5364323B2 (ja) * 2008-09-12 2013-12-11 カヤバ工業株式会社 シリンダ装置
JP5326094B2 (ja) * 2009-07-22 2013-10-30 カヤバ工業株式会社 アクチュエータ
JP5427081B2 (ja) * 2010-03-24 2014-02-26 カヤバ工業株式会社 鉄道車両用制振装置
JP5822335B2 (ja) * 2011-05-30 2015-11-24 Ｋｙｂ株式会社 鉄道車両用制振装置
JP5798878B2 (ja) * 2011-10-13 2015-10-21 カヤバ工業株式会社 搬送台車
JP6039893B2 (ja) * 2011-10-13 2016-12-07 Ｋｙｂ株式会社 電動アシスト台車
JP5486624B2 (ja) * 2012-03-14 2014-05-07 カヤバ工業株式会社 鉄道車両用制振装置
CN202888803U (zh) * 2012-10-12 2013-04-17 苏州红麒麟塑胶有限公司 一种冷却混合机

Also Published As

Publication number Publication date
JP6231630B1 (ja) 2017-11-15
JP2018024379A (ja) 2018-02-15
WO2018029911A1 (ja) 2018-02-15
CN109562769A (zh) 2019-04-02

Similar Documents

Publication Publication Date Title
US8997950B2 (en) Vibration control device for railroad vehicle
US5941155A (en) Hydraulic motor control system
KR101484438B1 (ko) 철도 차량용 제진 장치
US9677579B2 (en) Actuator unit
US20190168785A1 (en) Railway vehicle vibration damping device
WO2019188954A1 (ja) 鉄道車両用制振装置
US20190111950A1 (en) Railway vehicle vibration damping device
KR101484439B1 (ko) 철도 차량용 제진 장치
CN110198876B (zh) 铁路车辆用减震装置
JP5427073B2 (ja) 鉄道車両用制振装置
EP3249111B1 (en) Method for controlling flow rate of hydraulic pump of construction machine
JP6018675B2 (ja) 鉄道車両用制振装置
JP6924043B2 (ja) 鉄道車両用制振装置
JP6951372B2 (ja) 鉄道車両用制振装置
WO2019171911A1 (ja) 鉄道車両用制振装置
WO2018020757A1 (ja) 鉄道車両用制振装置
JP6936754B2 (ja) 鉄道車両用制振装置
CN110316210B (zh) 铁道车辆用减振装置
JP2019172240A (ja) 鉄道車両用制振装置
JPH11270514A (ja) 油圧制御装置

Legal Events

Date Code Title Description
AS Assignment

Owner name: KYB CORPORATION, JAPAN

Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:OGAWA, TAKAYUKI;AOKI, JUN;REEL/FRAME:047174/0605

Effective date: 20180917

STPP Information on status: patent application and granting procedure in general

Free format text: APPLICATION DISPATCHED FROM PREEXAM, NOT YET DOCKETED

STPP Information on status: patent application and granting procedure in general

Free format text: DOCKETED NEW CASE - READY FOR EXAMINATION

STPP Information on status: patent application and granting procedure in general

Free format text: NON FINAL ACTION MAILED

STCB Information on status: application discontinuation

Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION