WO2019171911A1

WO2019171911A1 - Railroad car vibration damping device

Info

Publication number: WO2019171911A1
Application number: PCT/JP2019/005627
Authority: WO
Inventors: 貴之小川
Original assignee: Ｋｙｂ株式会社
Priority date: 2018-03-07
Filing date: 2019-02-15
Publication date: 2019-09-12
Also published as: JP2019155935A

Abstract

This railroad car vibration damping device (1) comprises: an actuator (A) which is installed in a railroad car and which has a cylinder body (Cy) that extends and contracts in accordance with the supply of working fluid thereto, a pump (12) that supplies the working fluid to the cylinder body (Cy), and a motor (15) that drives the pump (12); and a control unit (C) that controls the motor (15). The control unit (C) has a protection function for initiating a forced stop when the index (Hi) indicating the overheated state of the motor (15) exceeds a first threshold (α). When the index (Hi) exceeds a second threshold (β) lower than the first threshold (α), the control unit (C) controls the energization of the motor (15) so that the index (Hi) drops to or below a third threshold (γ) that is lower than the second threshold (β).

Description

Vibration control device for railway vehicles

The present invention relates to an improvement in a railcar vibration damping device.

Conventionally, in this type of railway vehicle vibration damping device, for example, a railway vehicle is used by being interposed between a vehicle body and a carriage so as to suppress left-right vibration with respect to the traveling direction of the vehicle body. Things are known.

More specifically, as disclosed in JP2010-65797A, for example, a railcar vibration damping device is slidably inserted into a cylinder and divides the cylinder into a rod side chamber and a piston side chamber. In the middle of the first passage that communicates between the piston, the rod inserted into the cylinder and connected to the piston and interposed between the vehicle body and the carriage, the tank, the rod side chamber, and the piston side chamber A first on-off valve provided on the second side, a second on-off valve provided in the middle of the second passage communicating the piston side chamber and the tank, a pump for supplying hydraulic oil to the rod side chamber, a motor for driving the pump, and a rod A discharge passage for connecting a side chamber to the tank; and a variable relief valve provided in the middle of the discharge passage and capable of changing a valve opening pressure. And drives the second shut-off valve and the variable relief valve, to stretch both can exert a thrust, so as to suppress the vibration of the vehicle body in this thrust.

Conventional railcar vibration control devices use a motor to drive a pump at a constant rotational speed (number of rotations per unit time), and according to the vibration status of the vehicle body, a first on-off valve, a second on-off valve, and a variable relief valve Is appropriately driven, and the vehicle body is damped by obtaining a thrust force that suppresses the vibration of the vehicle body using hydraulic pressure.

In such a conventional vibration damping device for a railway vehicle, the expansion / contraction speed of the actuator is increased in a situation where the vehicle body vibrates at a high speed, such as when the railway vehicle passes through a point.

¡When the actuator expands and contracts at high speed, the pressure in the actuator may temporarily become excessive. Even in such a case, in order to rotate the pump at a constant speed, it is necessary to generate a torque higher than the rated torque in the motor.

Since the motor generally needs to output a torque exceeding the rated torque (hereinafter referred to as “overtorque”) at the time of starting or the like, it is possible to output overtorque. However, if the motor continues to output overtorque, the motor will seize, or so-called burnout.To protect the motor from overload, even if such overtorque is output, it will not burn out. The output time is limited. Specifically, the motor driver that drives the motor uses the value obtained by integrating and counting the degree to which the motor has exceeded the rated torque as an index, and when the index reaches a threshold, the motor emergency stop process is performed. Run.

Therefore, in the conventional railway vehicle vibration damping device, when the point is passed, the vibration control may be interrupted due to an emergency stop of the motor to protect the motor. If the motor stops urgently, the only way to restart the motor is to reset it, and the vibration control cannot be restored during operation of the railway vehicle. .

Therefore, an object of the present invention is to provide a railcar vibration damping device that can protect the motor from overload and improve the riding comfort of the railcar.

The vibration damping device for a railway vehicle according to the present invention includes a cylinder body that expands and contracts by supplying a working fluid, a pump that supplies the working fluid to the cylinder body, and a motor that drives the pump. And a control unit that controls the motor, and has a protection function that forcibly stops when the index indicating the overheating state of the motor exceeds the first threshold, and when the index exceeds a second threshold lower than the first threshold, The energization to the motor is controlled so that the index decreases until the index becomes equal to or lower than the third threshold value which is lower than the second threshold value. Thus, the railcar vibration damping device can prevent the motor from being burned out and can protect the motor from overload, and can resume normal energization of the motor after the temperature of the motor is lowered.

FIG. 1 is a cross-sectional view of a railway vehicle equipped with a railway vehicle damping device according to an embodiment. FIG. 2 is a circuit diagram of an actuator in the railcar vibration damping device of the embodiment. FIG. 3 is a control block diagram of a control unit in the railcar vibration damping device of one embodiment. FIG. 4 is a flowchart showing an example of a procedure for determining the current value of the motor.

Hereinafter, the present invention will be described based on the embodiments shown in the drawings. In this embodiment, the railcar damping device 1 according to the embodiment is used as a damping device for the vehicle body B of the railcar, and is installed between the carriage T and the vehicle body B as shown in FIG. An actuator A and a control unit C are provided. The railcar damping device 1 of the present example is adapted to suppress vibration in the horizontal and lateral directions with respect to the vehicle traveling direction of the vehicle body B by the thrust exerted by the actuator A.

In this example, as shown in FIG. 2, the actuator A includes a cylinder 2 connected to one of the bogie T and the vehicle body B of the railway vehicle, a piston 3 slidably inserted into the cylinder 2, A rod 4 having one end connected to the piston 3 and the other end connected to the other of the carriage 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. In addition to the cylinder main body Cy, a tank 7 that stores hydraulic oil, a pump 12 that sucks the hydraulic oil from the tank 7 and supplies the hydraulic oil to the rod side chamber 5, a motor 15 that drives the pump 12, and expansion and contraction of the cylinder main body Cy. And a fluid pressure circuit HC for controlling thrust, and are configured as a single rod type actuator.

In the present example, the rod side chamber 5 and the piston side chamber 6 are filled with working oil as a working fluid, and the tank 7 is filled with gas in addition to the working oil. In addition, it is not necessary to compress and fill the inside of the tank 7 with a gas in particular. The working fluid may use other liquids besides the working oil.

The fluid pressure circuit HC is provided in the middle of the first opening / closing valve 9 provided in the middle of the first passage 8 communicating the rod side chamber 5 and the piston side chamber 6 and the second passage 10 communicating the piston side chamber 6 and the tank 7. And a second on-off valve 11 provided.

Basically, when the first opening / closing valve 9 is in communication with the first passage 8, the second opening / closing valve 11 is closed and the pump 12 is driven, the cylinder body Cy is extended, and the second opening / closing valve 11 When the two passages 10 are brought into communication, the first opening / closing valve 9 is closed and the pump 12 is driven, the cylinder body Cy contracts.

Hereinafter, each part of the actuator A will be described in detail. The cylinder 2 has a cylindrical shape, the right end in FIG. 2 is closed by a lid 13, and an annular rod guide 14 is attached to the left end in FIG. A rod 4 that is movably inserted into the cylinder 2 is slidably inserted into the rod guide 14. One end of the rod 4 protrudes outside the cylinder 2, and the other end in the cylinder 2 is connected to a piston 3 that is slidably inserted into the cylinder 2.

The space between the outer periphery of the rod guide 14 and the cylinder 2 is sealed by a seal member (not shown), whereby the inside of the cylinder 2 is maintained in a sealed state. The rod-side chamber 5 and the piston-side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

Further, in the case of this cylinder body Cy, the cross-sectional area of the rod 4 is made half of the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is half of the pressure receiving area on the piston side chamber 6 side. It is supposed to be. Therefore, if the pressure in the rod side chamber 5 is the same during the expansion operation and during the contraction operation, the thrust generated in both expansion and contraction becomes equal, and the amount of hydraulic oil relative to the displacement amount of the cylinder body Cy is the same on both expansion and contraction sides.

Specifically, when the cylinder body Cy is extended, the rod side chamber 5 and the piston side chamber 6 are in communication with each other. Then, the pressures in the rod side chamber 5 and the piston side chamber 6 become equal, and the actuator A generates a thrust obtained by multiplying the pressure receiving area difference between the rod side chamber 5 side and the piston side chamber 6 side in the piston 3 by the pressure. On the contrary, when the cylinder body Cy is contracted, the rod side chamber 5 and the piston side chamber 6 are disconnected from each other, and the piston side chamber 6 is connected to the tank 7. Then, the actuator A generates a thrust obtained by multiplying the pressure in the rod side chamber 5 by the pressure receiving area of the piston 3 on the rod side chamber 5 side.

In short, the thrust generated by the actuator A is a value obtained by multiplying a half of the cross-sectional area of the piston 3 by the pressure in the rod side chamber 5 in both expansion and contraction. Therefore, when the thrust of the actuator A is controlled, the pressure in the rod side chamber 5 may be controlled for both the extension operation and the contraction operation. Further, in the actuator A of the present example, the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to one half of the pressure receiving area on the piston side chamber 6 side. Since the pressure in the rod side chamber 5 is the same on the contraction side, the control is simplified. In addition, since the amount of hydraulic oil with respect to the amount of displacement is the same, there is an advantage that the responsiveness is the same on both sides of expansion and contraction. In addition, even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to ½ of the pressure receiving area on the piston side chamber 6 side, the thrust on both sides of the actuator A can be controlled by the pressure of the rod side chamber 5. Will not change.

Returning, the lid 4 that closes the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown), and this actuator A is interposed between the carriage T and the vehicle body B in the railway vehicle. Can be disguised.

The rod side chamber 5 and the piston side chamber 6 communicate with each other through a first passage 8, and a first opening / closing valve 9 is provided in the middle of the first passage 8. The first passage 8 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.

The first on-off valve 9 is an electromagnetic on-off valve. The first on-off valve 9 is opened to connect the rod-side chamber 5 and the piston-side chamber 6, and the first on-off passage 8 is shut off to connect to the rod-side chamber 5. And a blocking position for disconnecting communication with the piston side chamber 6. And this 1st on-off valve 9 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

Subsequently, the piston side chamber 6 and the tank 7 are communicated with each other by a second passage 10, and a second opening / closing valve 11 is provided in the middle of the second passage 10. The second on-off valve 11 is an electromagnetic on-off valve, which opens the second passage 10 to communicate the piston side chamber 6 and the tank 7, and shuts off the second passage 10 to connect the piston side chamber 6 and the tank. 7 and a shut-off position that cuts off communication with 7. And this 2nd on-off valve 11 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

The pump 12 is driven by a motor 15 and discharges hydraulic oil only in one direction. The discharge port of the pump 12 communicates with the rod side chamber 5 through the supply passage 16 and the suction port communicates with the tank 7. When driven by the motor 15, the pump 12 sucks hydraulic oil from the tank 7 and Hydraulic oil is supplied to the side chamber 5.

As described above, the pump 12 only discharges the hydraulic oil in one direction and does not switch the rotation direction, so there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump or the like can be used. . Further, since the rotation direction of the pump 12 is always the same direction, even the motor 15 that is a drive source for driving the pump 12 does not require high responsiveness to rotation switching, and the motor 15 is also inexpensive. Can be used. A check valve 17 that prevents the backflow of hydraulic oil from the rod side chamber 5 to the pump 12 is provided in the supply passage 16.

Further, in addition to the above-described configuration, the fluid pressure circuit HC of the present example includes a discharge passage 21 that connects the rod side chamber 5 and the tank 7, and a variable relief that can change the valve opening pressure provided in the middle of the discharge passage 21. A valve 22 is provided.

In this example, the variable relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the amount of current to be supplied. When the amount of current is maximized, the valve opening pressure is minimized and no current is supplied. The valve opening pressure is maximized.

Thus, when the discharge passage 21 and the variable relief valve 22 are provided, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 when the cylinder body Cy is expanded and contracted, and the thrust of the actuator A Can be controlled by the amount of current supplied to the variable relief valve 22. When the discharge passage 21 and the variable relief valve 22 are provided, sensors necessary for adjusting the thrust force of the actuator A are not necessary, and it is not necessary to highly control the motor 15 for adjusting the discharge flow rate of the pump 12. . Therefore, the railcar vibration damping device 1 is inexpensive, and a robust system can be constructed in terms of hardware and software.

When the first on-off valve 9 is in the communication position and the second on-off valve 11 is in the shut-off position, or when the first on-off valve 9 is in the shut-off position and the second on-off valve 11 is in the communication position, the drive status of the pump 12 is changed. Regardless, the actuator A can exhibit a damping force only for either expansion or contraction. Therefore, for example, when the direction in which the damping force is exerted is the direction in which the vehicle body B is vibrated by the vibration of the bogie T of the railway vehicle, the actuator A is provided with a one-effect damper so that no damping force is generated in such a direction. It can be. Therefore, since this actuator A can easily realize semi-active control based on the Carnop theory, it can also function as a semi-active damper.

In addition, when a proportional electromagnetic relief valve that proportionally changes the valve opening pressure with the amount of current applied to the variable relief valve 22 is used, the valve opening pressure can be easily controlled. However, the variable relief valve 22 can adjust the valve opening pressure. The variable relief valve is not limited to a proportional electromagnetic relief valve.

The variable relief valve 22 has an excessive input in the expansion / contraction direction to the cylinder body Cy regardless of the open / closed state of the first open / close valve 9 and the second open / close valve 11, and the pressure in the rod side chamber 5 increases the open valve pressure. When it exceeds, the discharge passage 21 is opened. As described above, the variable relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, so that the pressure in the cylinder 2 is prevented from becoming excessive. To protect the entire system of the actuator A. Therefore, if the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.

Further, the fluid pressure circuit HC in the actuator A of the present example only allows the flow of the hydraulic fluid from the piston side chamber 6 to the rod side chamber 5 and the flow of the hydraulic fluid from the tank 7 to the piston side chamber 6. A permissible suction passage 19 is provided. Therefore, in the actuator A of this example, when the cylinder main body Cy expands and contracts while the first on-off valve 9 and the second on-off valve 11 are closed, the hydraulic oil is pushed out from the cylinder 2. Since the variable relief valve 22 provides resistance to the flow of hydraulic oil discharged from the cylinder 2, the actuator A of this example is a uniflow type in a state where the first on-off valve 9 and the second on-off valve 11 are closed. Functions as a damper.

More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18 a is provided in the middle, allowing only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5. It is set as a one-way passage. Further, the suction passage 19 communicates between the tank 7 and the piston side chamber 6, and a check valve 19 a is provided in the middle to allow only the flow of hydraulic oil from the tank 7 toward the piston side chamber 6. Is set to The rectifying passage 18 can be integrated into the first passage 8 when the shut-off position of the first on-off valve 9 is a check valve, and the suction passage 19 is also the first when the shut-off position of the second on-off valve 11 is a check valve. It can be concentrated in the two passages 10.

In the actuator A configured as described above, even if the first on-off valve 9 and the second on-off valve 11 are both in the shut-off position, the rod side chamber 5, the piston side chamber 6 in the rectifying passage 18, the suction passage 19, and the discharge passage 21. And the tank 7 is made to communicate with a rosary chain. The rectifying passage 18, the suction passage 19, and the discharge passage 21 are set as one-way passages. Therefore, when the cylinder body Cy expands and contracts due to an external force, the hydraulic oil is surely discharged from the cylinder 2 and returned to the tank 7 through the discharge passage 21, and the hydraulic oil that is insufficient in the cylinder 2 passes from the tank 7 through the suction passage 19. Supplied into the cylinder 2. Since the variable relief valve 22 acts as a resistance against the flow of hydraulic oil and adjusts the pressure in the cylinder 2 to the valve opening pressure, the actuator A functions as a passive uniflow type damper.

In addition, at the time of failure that prevents the actuator A from being energized, each of the first on-off valve 9 and the second on-off valve 11 takes the shut-off position, and the variable relief valve 22 has the maximum valve opening pressure. Functions as a fixed pressure control valve. Therefore, during such a failure, the actuator A automatically functions as a passive damper.

Subsequently, when causing the actuator A to exert a desired thrust in the extension direction, the control unit C basically rotates the motor 15 to supply hydraulic oil from the pump 12 into the cylinder 2 while performing the first opening and closing. The valve 9 is set to the communication position, and the second on-off valve 11 is set to the cutoff position. In this way, the rod side chamber 5 and the piston side chamber 6 are in communication with each other, and hydraulic oil is supplied to both of them from the pump 12, the piston 3 is pushed to the left in FIG. 2, and the actuator A generates thrust in the extension direction. Demonstrate. 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 and the hydraulic oil is discharged to the tank 7 through the discharge passage 21. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled by the valve opening pressure of the variable relief valve 22 determined by the amount of current applied to the variable relief valve 22. The actuator A then extends in the direction of extension of the value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side of the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22. Demonstrate thrust.

On the other hand, when causing the actuator A to exert a thrust in a desired contraction direction, the control unit C rotates the motor 15 to supply hydraulic oil from the pump 12 into the rod side chamber 5, while the first on-off valve 9. Is the shut-off position, and the second on-off valve 11 is the communication position. As a result, the piston side chamber 6 and the tank 7 are brought into communication with each other and the hydraulic oil is supplied to the rod side chamber 5 from the pump 12, so that the piston 3 is pushed rightward in FIG. Demonstrate thrust. As described above, when the amount of current of the variable relief valve 22 is adjusted, the actuator A multiplies the pressure receiving area of the piston 3 on the rod side chamber 5 side and the pressure in the rod side chamber 5 controlled by the variable relief valve 22. Demonstrate thrust in the contraction direction.

In addition, the actuator A not only functions as an actuator, but can function as a damper only by opening and closing the first on-off valve 9 and the second on-off valve 11 regardless of the driving state of the motor 15. Further, when switching the actuator A from the actuator to the damper, there is no troublesome and steep switching operation of the first on-off valve 9 and the second on-off valve 11, so that a system with high responsiveness and reliability can be provided.

In addition, since the actuator A of this example is set to a single rod type, it is easy to secure a stroke length as compared with a double rod type actuator, and the total length of the actuator is shortened. Mountability is improved.

In addition, the flow of hydraulic oil by the hydraulic oil supply from the pump 12 and the expansion / contraction operation in the actuator A of this example passes through the rod side chamber 5 and the piston side chamber 6 in order and finally returns to the tank 7. . For this reason, even if gas is mixed into the rod side chamber 5 or the piston side chamber 6, the cylinder body Cy is automatically discharged to the tank 7 by the expansion / contraction operation. Therefore, when manufacturing the actuator A, it is not necessary to assemble in troublesome oil or in a vacuum environment, and advanced degassing of hydraulic oil is not required, improving productivity and reducing manufacturing cost. it can. Furthermore, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, the gas is automatically discharged to the tank 7 by the expansion / contraction operation of the cylinder body Cy, so that maintenance for performance recovery must be frequently performed. The maintenance labor and cost burden can be reduced.

Next, the control unit C will be described. As shown in FIG. 3, the control unit C includes an acceleration sensor 40 that detects a lateral acceleration a in the horizontal direction with respect to the vehicle traveling direction of the vehicle body B, and a steady acceleration during curve traveling included in the lateral acceleration a. The band-pass filter 41 for removing drift components and noise, and the lateral acceleration a filtered by the band-pass filter 41 are processed to provide the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief of the actuator A. And a control processing unit 42 that outputs a control command to the valve 22, and controls the thrust of the actuator A. In addition, since the steady-state acceleration at the time of the curve driving | running | working included in the horizontal direction acceleration a is removed by the band pass filter 41, only the vibration which deteriorates riding comfort can be suppressed.

As shown in FIG. 3, the control processing unit 42 includes a control force calculation unit 421 that obtains a control force F that is a thrust to be generated by the actuator A based on the lateral acceleration a detected by the acceleration sensor 40, and the motor 15. A motor current value calculation unit 422 that obtains a current value I to be supplied to the motor 15 to monitor the rotation speed and drive the motor 15 to rotate at a predetermined rotation speed, and finally receives the input of the current value I. Motor current value determining unit 423 for determining a current command Ie to be applied to the relief valve current value calculating unit 424 for obtaining a relief valve current value IR to be applied to the variable relief valve 22 based on the control force F, and input of the control force F The on-off valve driving unit 425 that receives and receives the relief valve current value IR and supplies the variable relief valve 22 with the on-off valve drive unit 425 that switches the first on-off valve 9 and the second on-off valve 11 in response to the input. A relief valve control unit 426 for controlling and a motor driver 427 as a drive unit that receives the input of the current command Ie and supplies the current to the motor 15 in accordance with the current command Ie to drive the motor 15 are configured. .

The control force calculation unit 421 is an H∞ controller in this example, and obtains a control force F that instructs the thrust to be output by the actuator A in order to suppress the vibration of the vehicle body B from the lateral acceleration a. The control force F is given a positive or negative sign depending on the direction, and the sign indicates the direction of thrust to be output to the actuator A. When receiving the control force F, the on-off valve driving unit 425 stops the current supply or the current supply to the first on-off valve 9 and the second on-off valve 11 according to the sign of the control force F and drives the on-off valve. More specifically, when the extension direction of the actuator A is positive and the contraction direction is negative, the on-off valve drive unit 425 operates the first on-off valve 9 and the second on-off valve 11 as follows. When the sign of the control force F is positive, the thrust exerting direction of the actuator A is the extension direction. Therefore, the on-off valve drive unit 425 sets the first on-off valve 9 to the communication position and the second on-off valve 11 to the shut-off position. To do. Then, hydraulic oil is supplied from the pump 12 to both the rod side chamber 5 and the piston side chamber 6, and the actuator A exhibits thrust in the extending direction. On the other hand, when the sign of the control force F is negative, since the thrust exerting direction of the actuator A is the contraction direction, the on-off valve drive unit 425 communicates with the second on-off valve 11 while setting the first on-off valve 9 to the shut-off position. Position. Then, hydraulic oil is supplied only from the pump 12 to the rod side chamber 5 so that the piston side chamber 6 and the tank 7 communicate with each other, so that the actuator A exerts a thrust in the contraction direction.

In this example, the control force calculation unit 421 obtains the control force F from only the lateral acceleration a, but the control force that suppresses the sway of the vehicle body B based on the sway acceleration and the yaw acceleration of the vehicle body B. And the control force that suppresses yaw may be obtained separately, and these may be added to obtain the control force F. Further, the control force calculation unit 421 may be a controller that performs skyhook control for obtaining the control force F by obtaining the speed of the vehicle body B from the lateral acceleration a and multiplying by the skyhook gain.

The motor current value calculation unit 422 receives the rotation speed and the current amount from the sensor 43 that detects the rotation speed of the motor 15 and the sensor 44 that detects the amount of current flowing in the motor 15. Monitor the amount of current flowing. The motor current value calculation unit 422 is provided with a speed loop and a current loop, and should be given to the motor 15 in order to feed back the rotational speed and current amount of the motor 15 and drive the motor 15 at a predetermined rotational speed. The current value I is obtained. When the motor 15 is a brushless motor, the resolver or Hall element for detecting the electrical angle provided in the motor 15 may be used as the sensor 43 for the rotational speed of the motor 15. Further, the current amount of the motor 15 may be obtained by using a current sensor normally provided in the motor 15 as the sensor 44. The predetermined rotational speed may be determined in advance to an optimum value for damping the railway vehicle to which the railway vehicle damping device 1 is applied. That is, the motor current value calculation unit 422 obtains a target current value based on the deviation between the rotational speed of the motor 15 and the target rotational speed, with the predetermined rotational speed as the target rotational speed, and actually flows to the target current value and the motor 15. A current value I to be given to the motor 15 is obtained based on the deviation from the current amount.

The motor current value determination unit 423 obtains the index Hi based on the current flowing through the motor 15 detected by the sensor 44. The index Hi is a value indicating the overheated state of the motor 15. When the motor 15 is driven so that the output torque is within the rated torque, the motor 15 can be continuously driven because there is no fear of burning even if continuously driven. On the other hand, if the motor 15 is driven in a state where the output torque of the motor 15 exceeds the rated torque, there is a possibility that the motor 15 will burn out due to heat generation. The amount of heat generated by the motor 15 is determined by how many seconds the torque exceeding the rated torque is output. Since the sensor 43 detects the rotational speed of the motor 15 and the sensor 44 detects the amount of current flowing through the motor 15, the torque of the motor 15 can be obtained from the known rotational speed and current amount. The index Hi is obtained using a difference obtained by subtracting the rated torque from the obtained torque of the motor 15. Specifically, since the motor current value determination unit 423 performs the calculation for obtaining the index Hi at a predetermined control cycle, the value obtained during the previous calculation is added to the value of the index Hi obtained during the previous calculation. The index Hi is sequentially updated by adding.

In calculating the addition value, when the motor 15 outputs a torque exceeding the rated torque during the time of the control cycle, how much the temperature of the motor 15 rises according to the difference, and the motor 15 When a torque equal to or lower than the rated torque is output during this time, it is grasped how much the temperature of the motor 15 decreases according to the difference, and the difference is mathematically expressed as a parameter. That is, a formula for a temperature rise when the motor 15 outputs torque exceeding the rated torque during the control cycle time, and a temperature when the motor 15 outputs torque less than the rated torque during the control cycle time. A formula for the decrease is prepared in advance. These mathematical formulas may be obtained theoretically or experimentally depending on the specifications of the motor 15.

Therefore, when the output torque of the motor 15 exceeds the rated torque, the motor current value determining unit 423 inputs the difference using the mathematical formula used for the temperature rise and obtains the added value. On the other hand, when the output torque of the motor 15 is less than the rated torque, the motor current value determination unit 423 obtains an added value by inputting the difference using a mathematical formula used for temperature reduction. The added value obtained by the temperature increase formula has a positive sign because the difference is positive, and the added value obtained by the temperature drop formula has a negative sign because the difference sign is negative. Has a value. Then, the motor current value determination unit 423 adds the addition value obtained in this way to the index Hi obtained in the previous control cycle, and updates the value of the index Hi.

Then, the motor current value determination unit 423 compares the updated index Hi with the first threshold value α, and if the index Hi exceeds the first threshold value α, the motor 15 may be burned out. In order to stop, the emergency stop process which makes the electric current command Ie finally given to the motor 15 0 is performed. This current command Ie is the final current command given to the motor driver 427 that drives the motor 15. As described above, the index Hi is a value indicating the overheating state of the motor 15, and takes a larger value as the temperature of the motor 15 becomes higher. The first threshold value α is set to a value that suggests that the index Hi reaches a temperature at which the motor 15 burns out, or a value slightly lower than this value. Therefore, the motor current value determination unit 423 protects the motor 15 by setting the final current command Ie to be given to the motor driver 427 to 0 as soon as the index Hi exceeds the first threshold value α, and stopping energization of the motor 15. That is, the motor current value determination unit 423 has a protection function for protecting the motor 15. The calculation of the index Hi may be performed by an arithmetic processing device mounted on the motor driver 427, and the motor driver 427 may be provided with a protection function for executing an emergency stop process.

Further, the motor current value determination unit 423 compares the updated index Hi with the second threshold value β set to a value lower than the first threshold value α, and if the index Hi is equal to or less than the second threshold value β, The current value I obtained by the current value calculation unit 422 is output as it is to the motor driver 427 as the final current command Ie. On the other hand, the motor current value determination unit 423 compares the updated index Hi with the second threshold value β, and when the index Hi exceeds the second threshold value β, the motor current that limits the current applied to the motor 15 to a low level. Perform restriction processing. In the present embodiment, when the updated index Hi exceeds the second threshold value β, the motor current value determination unit 423 immediately sets the final current command Ie to be given to the motor driver 427 to 0 and energizes the motor 15. Control is performed to stop and decrease the index Hi.
Even after the energization of the motor 15 is stopped, the motor current value determination unit 423 obtains the added value and updates the value of the index Hi. Since the temperature of the motor 15 decreases after the energization of the motor 15 is stopped, the value of the index Hi gradually decreases due to the heat radiation of the motor 15. That is, the motor current value determination unit 423 uses the second threshold value β set to a value lower than the first threshold value α, and executes the motor current limiting process when the index Hi exceeds the second threshold value β. The temperature of the motor 15 is lowered before the emergency stop process of the motor 15 is performed. Note that the second threshold value β is set so that the index Hi obtained in the next control cycle does not exceed the first threshold value α even though the index Hi is equal to or less than the second threshold value β. It only has to be done.

Then, the motor current value determination unit 423 compares the updated index Hi with the third threshold γ set to a value lower than the second threshold β, and when the index Hi becomes equal to or less than the third threshold γ, the motor 15 The current value I obtained by the motor current value calculation unit 422 is output as it is to the motor driver 427 as the final current command Ie in order to resume normal energization of the motor 15. The third threshold γ may be set to a value of the index Hi that can recognize that the temperature of the motor 15 is sufficiently lowered. If the difference between the second threshold value β and the third threshold value γ is small, the ON / OFF of the motor current limit control may be oscillated repeatedly, so the values of the second threshold value β and the third threshold value γ are such What is necessary is just to set so that control on / off may not vibrate.

The processing of the motor current value calculation unit 422 and the motor current value determination unit 423 will be described using the flowchart shown in FIG. First, the controller C detects the rotational speed of the motor 15 and the amount of current flowing through the motor 15 (step F1). Subsequently, a current value I to be given to the motor 15 is obtained based on the detected rotational speed and current amount (step F2). Furthermore, the control part C calculates | requires the parameter | index Hi (step F3). Subsequently, the control unit C determines whether or not the control flag having a value of 0 or 1 is 1 (step F4). When the control flag is not 1, the control unit C compares the index Hi with the first threshold value α (step F5), and when the index Hi exceeds the first threshold value α, the emergency stop process is executed to execute the current command. Ie is set to 0 (step F6), and the process is terminated. In this case, since the control unit C cannot perform the control unless the motor 15 is reset, the control of the first on-off valve 9, the second on-off valve 11 and the variable relief valve 22 is continued and the actuator A is semi-active. It functions as a damper. Note that the control unit C may shift to the fail mode so that the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22 are not energized, and the actuator A may function as a passive damper.

On the other hand, when the index Hi is less than or equal to the first threshold value α, the control unit C compares the index Hi with the second threshold value β (step F7), and when the index Hi is less than or equal to the second threshold value β, the motor Since there is no problem even if energization to 15 is continued, the current value I is set as the current command Ie (step F8). When the index Hi exceeds the second threshold value β, the control unit C sets the control flag to 1 (step F9), and if the energization of the motor 15 is continued, the emergency stop process may be executed. The motor current limiting process is executed to set the current command Ie to 0 (step F10). Since the control unit C is only limited to drive the motor 15, the control unit C continues to control only the first on-off valve 9, the second on-off valve 11 and the variable relief valve 22 so that the actuator A becomes a semi-active damper. Make it work. The control unit C may cause the actuator A to function as a passive damper. Further, in this case, the control unit C executes the motor current limiting process, but when the temperature of the motor 15 decreases, the control unit C resumes the driving of the motor 15 and thus proceeds to the process of step F1 to repeat the calculation of the index Hi. In other words, the control flag is a flag for determining whether or not the index Hi exceeds the second threshold value β. When the value is 1, the control flag Hi indicates that the index Hi exceeds the second threshold value β. When the value is 0, the index Hi does not exceed the second threshold value β.

And when the control flag is 1 in the determination of step F4, since the motor current limiting process is being executed, the control unit C determines whether the index Hi is equal to or less than the third threshold value γ (step F11). When the index Hi is equal to or less than the third threshold value γ, the control unit C sets the current value I as the current command Ie to restart the energization of the motor 15 (step F11), sets the value of the control flag to 0 (step F12), The process returns to step F1. On the other hand, when the index Hi exceeds the third threshold γ, the control unit C sets the current value I to 0 (step F12) and returns to the process of step F1. By repeating the above processing, the motor current value calculation unit 422 and the motor current value determination unit 423 determine the final current command Ie.

Subsequently, the relief valve current value calculation unit 424 obtains the relief valve current value IR to be supplied to the variable relief valve 22 based on the control force F obtained as described above. Here, the variable relief valve 22 has a characteristic of having a pressure override in which the valve opening pressure changes in proportion to the amount of current supplied, but the pressure loss increases in accordance with the passing flow rate. Since the rotational speed of the motor 15 is rotating at a predetermined rotational speed and the amount of hydraulic oil passing through the variable relief valve 22 can be assumed to some extent, the relief valve current value calculation unit 424 takes into account the pressure override and The relief valve current value IR is obtained.

In this example, the relief valve control unit 426 is a driver that drives a solenoid (not shown) of the variable relief valve 22, and receives the relief valve current value IR to the variable relief valve 22 according to the relief valve current value IR. Supply the amount of current.

The motor driver 427 supplies current to the motor 15. The motor 15 is driven and the pump 12 rotates. In this example, the motor driver 427 receives an input of the current command Ie, performs PWM control of the motor 15, and drives the motor 15 so that the amount of current flowing through the motor 15 becomes the amount of current indicated by the current command Ie. .

Although not shown, the control unit C specifically includes, for example, an acceleration sensor 40, an A / D converter for capturing signals output from the

sensors

43 and 44, and a bandpass filter 41 as hardware resources. A storage device such as a ROM (Read Only Memory) in which a program used for processing necessary to control the actuator A by taking in the lateral acceleration a filtered in the above is executed, and processing based on the program is executed. Each unit in the control processing unit 42 of the control unit C may be configured to include a calculation device such as a CPU (Central Processing Unit) and a storage device such as a RAM (Random Access Memory) that provides a storage area for the CPU. Can be realized by executing the program of the CPU. The bandpass filter 41 may be realized by executing a program of the CPU.

As described above, the railcar vibration damping device 1 drives the cylinder body Cy that expands and contracts by supplying the hydraulic oil (working fluid), the pump 12 that supplies the hydraulic oil (working fluid) to the cylinder body Cy, and the pump 12. An actuator A having a motor 15 and installed in a railway vehicle; and a control unit C that controls the motor 15, and the control unit C has an index Hi indicating an overheated state of the motor 15 exceeding a first threshold value α. Then, it has a protective function to forcibly stop, and when the index Hi exceeds a second threshold value β lower than the first threshold value α, the index Hi decreases until the index Hi becomes equal to or lower than the third threshold value γ lower than the second threshold value β. Thus, the power supply to the motor 15 is controlled.

Thus, the railcar damping device 1 of the present invention uses the second threshold value β set to a value lower than the first threshold value α, and when the index Hi exceeds the second threshold value β, the motor current limiting process is performed. As a result, the burnout of the motor 15 can be prevented, the motor 15 can be protected from overload, and the temperature of the motor 15 can be lowered before the emergency stop process is performed. Further, the railcar vibration damping device 1 of the present invention compares the index Hi with the third threshold value γ set to a value lower than the second threshold value β, and resumes normal energization to the motor 15. The normal energization of the motor 15 can be resumed after the temperature of the motor 15 is sufficiently lowered. Therefore, in the railcar damping device 1 of the present invention, the current flowing through the motor 15 can be limited before the motor 15 is stopped urgently, and the driving of the motor 15 is resumed when the temperature of the motor 15 decreases. As described above, according to the railcar damping device 1 of the present invention, the motor 15 can be protected from overload, and the normal energization of the motor 15 is resumed when the temperature of the motor 15 decreases. Can be improved.

Moreover, in the railcar damping device 1 of the present embodiment, when the index Hi exceeds the second threshold value β that is lower than the first threshold value α, the third threshold value that is lower than the second threshold value β. The control unit C stops energization of the motor 15 until γ or less. According to the railway vehicle vibration damping device 1 configured as described above, since the energization to the motor 15 is stopped, the temperature rise of the motor 15 can be quickly stopped, and therefore from the stop of the motor 15 to the resumption of normal energization. It takes less time to complete. Therefore, according to the railcar damping device 1 configured as described above, the time during which the actuator cannot function as an actuator is shortened, and the time during which riding comfort in the railcar is deteriorated can be minimized.

Furthermore, in the railway vehicle vibration damping device 1 of the present embodiment, when the motor 15 is stopped, the actuator A functions as a semi-active damper or a passive damper. In the railway vehicle vibration damping device 1 configured as described above, the actuator A is a semi-active damper or the like while the actuator A cannot function as an actuator until the motor 15 is stopped and then returns to normal energization. Since it functions as a passive damper, it is possible to suppress the deterioration of riding comfort in the railway vehicle during that time.

Note that when the index Hi exceeds the second threshold value β, the railcar vibration damping device 1 supplies a current command to the motor driver (drive unit) 427 that drives the motor 15 until the index Hi becomes equal to or less than the third threshold value γ. The gain of Ie may be reduced. That is, the motor current value determination unit 423 multiplies the current value I obtained by the motor current value calculation unit 422 by the gain K to obtain the final current command Ie, and when the index Hi is equal to or less than the second threshold value β, the gain K When the index Hi exceeds the second threshold value β, the value of the gain K may be set to a value between 0 and 1 and the current command Ie may be obtained. In this way, even if the current value I is instructed to output a torque that exceeds the rated torque to the motor 15, the current command Ie is reduced with respect to the current value I, so the index Hi decreases. As described above, the energization to the motor 15 is controlled, and the heat generation of the motor 15 can be suppressed to lower the temperature. In the railcar damping device 1 configured as described above, the actuator 15 continues to function as an actuator although the thrust is reduced without stopping the motor 15. Deterioration of ride comfort in the vehicle can be minimized.

Moreover, the railcar damping device 1 may limit the output torque of the motor 15 to less than the rated torque until the index Hi becomes equal to or less than the third threshold γ when the index Hi exceeds the second threshold β. . In this case, when the motor current value determination unit 423 causes the motor 15 to output a torque at which the current value I obtained by the motor current value calculation unit 422 exceeds the rated torque, the motor 15 outputs the current value I to the output torque. What is necessary is just to function as a limiter clamped to the value used as a rated torque. By doing so, even if the current value I is instructed to output torque that exceeds the rated torque to the motor 15, the output torque of the motor 15 does not exceed the rated torque, so that the index Hi decreases. By energizing the motor 15, the heat generation of the motor 15 can be suppressed and the temperature can be lowered. In the railcar damping device 1 configured as described above, the actuator 15 continues to function as an actuator although the thrust is reduced without stopping the motor 15. Deterioration of ride comfort in the vehicle can be minimized.

Furthermore, the railcar damping device 1 of the present example includes a cylinder body Cy including a cylinder 2, a piston 3, and a rod 4, a tank 7, a first passage 8 that communicates the rod side chamber 5 and the piston side chamber 6. A first opening / closing valve 9 provided in the middle, a second opening / closing valve 11 provided in the middle of the second passage 10 communicating the piston side chamber 6 and the tank 7, and a discharge passage 21 connecting the rod side chamber 5 and the tank 7. A variable relief valve 22 that can change the valve opening pressure provided in the middle of the discharge passage 21, a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5, and the tank 7 to the piston side chamber And a suction passage 19 that allows only the flow of hydraulic oil toward 6, and the pump 12 supplies hydraulic oil to the rod side chamber 5. In the railcar damping device 1 configured as described above, even if the motor 15 is stopped, the actuator A functions as a semi-active damper, so that the damping effect is not lost even when the motor 15 is stopped.

The preferred embodiments of the present invention have been described in detail above, but modifications, changes, and changes can be made without departing from the scope of the claims.

This application claims priority based on Japanese Patent Application No. 2018-040416 filed with the Japan Patent Office on March 7, 2018, the entire contents of which are incorporated herein by reference.

Claims

A railway vehicle damping device,
A cylinder body that expands and contracts by supplying a working fluid; a pump that supplies the working fluid to the cylinder body; and an actuator that is installed in a railway vehicle having a motor that drives the pump;
A control unit for controlling the motor,
The controller is
A protective function that forcibly stops when the index indicating the overheat state of the motor exceeds a first threshold;
Controlling energization of the motor such that when the index exceeds a second threshold lower than the first threshold, the index decreases until the index falls below a third threshold lower than the second threshold. A railway vehicle vibration damping device characterized by the above.
A vibration damping device for a railway vehicle according to claim 1,
When the index exceeds the second threshold value that is lower than the first threshold value, the control unit stops energization of the motor until the index becomes equal to or lower than a third threshold value that is lower than the second threshold value. Vibration control device.
A vibration damping device for a railway vehicle according to claim 2,
The actuator functions as a semi-active damper or a passive damper when the motor is stopped.
A vibration damping device for a railway vehicle according to claim 1,
When the index exceeds the second threshold value that is lower than the first threshold value, the control unit gives to the drive unit that drives the motor until the index becomes equal to or lower than a third threshold value that is lower than the second threshold value. A railcar damping device that reduces the current command gain.
A vibration damping device for a railway vehicle according to claim 1,
When the index exceeds the second threshold value that is lower than the first threshold value, the control unit reduces the output torque of the motor below the rated torque until the index becomes equal to or lower than a third threshold value that is lower than the second threshold value. Limit to railway vehicle vibration control device.
A vibration damping device for a railway vehicle according to claim 1,
The actuator includes a fluid pressure circuit and a tank,
The cylinder body is
A cylinder,
A piston slidably inserted into the cylinder;
A rod inserted into the cylinder and connected to the piston;
A rod side chamber and a piston side chamber partitioned by a piston in the cylinder;
The fluid pressure circuit is:
A first on-off valve provided in the middle of a first passage communicating the rod side chamber and the piston side chamber;
A second on-off valve provided in the middle of a second passage communicating the piston side chamber and the tank;
A discharge passage connecting the rod side chamber and the tank;
A variable relief valve capable of changing the valve opening pressure provided in the middle of the discharge passage;
A rectifying passage allowing only the flow of the working fluid from the piston side chamber toward the rod side chamber;
A suction passage that allows only the flow of the working fluid from the tank toward the piston side chamber,
The pump supplies the working fluid to the rod side chamber.