WO2019187432A1 - 鉄道車両用制振装置 - Google Patents

鉄道車両用制振装置 Download PDF

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Publication number
WO2019187432A1
WO2019187432A1 PCT/JP2018/047740 JP2018047740W WO2019187432A1 WO 2019187432 A1 WO2019187432 A1 WO 2019187432A1 JP 2018047740 W JP2018047740 W JP 2018047740W WO 2019187432 A1 WO2019187432 A1 WO 2019187432A1
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WIPO (PCT)
Prior art keywords
control
acceleration
yaw
section
side chamber
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PCT/JP2018/047740
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English (en)
French (fr)
Japanese (ja)
Inventor
将之 小林
貴之 小川
Original Assignee
Ｋｙｂ株式会社
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Publication of WO2019187432A1 publication Critical patent/WO2019187432A1/ja

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    • 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 a railcar damping device.
  • the railway vehicle includes a double-acting actuator interposed between the vehicle body and the carriage, and a controller that controls the actuator, and suppresses vibration in the lateral direction with respect to the traveling direction of the vehicle.
  • a vibration damping device may be provided.
  • Such a railcar damping device detects the sway acceleration and yaw acceleration of the railcar body, controls the actuator by acceleration feedback, and controls the left and right sides of the carbody. Suppress movement.
  • equipment for railroad vehicles differs depending on the type, such as a vehicle equipped with a motor, a vehicle equipped with a cab, and a vehicle equipped with neither a cab nor a motor.
  • an inverter and a controller are installed as underfloor equipment, so that not only the weight differs between a vehicle with a motor and a vehicle without a motor, but also the installation of an acceleration sensor in a vibration damping device for a railway vehicle
  • the location may also vary depending on the type of vehicle.
  • the controller of the railway vehicle control device may be replaced with a vehicle having a different type from that of the vehicle that has been installed so far during maintenance. Therefore, in the conventional railcar vibration damping device, the controller has a plurality of software corresponding to each type, and it is necessary to select the most suitable software every time the replacement is performed, which makes the software management complicated. .
  • an object of the present invention is to provide a railcar vibration damping device that can easily manage software used by a controller.
  • a railcar vibration damping device of the present invention includes a cylinder device interposed between a vehicle body and a carriage of a railcar and a controller that controls the cylinder device, and the controller is a cylinder device based on the type of the railcar.
  • Set the control information used for the control In the railcar vibration damping device configured as described above, the control force can be calculated using the control parameter most suitable for the type of the railcar and the function and formula used for the control force calculation. In the railcar vibration damping device configured as described above, only control information is set according to the type of the railcar, so the software used by the controller can be shared, and the software does not differ for each type of railcar. It will end.
  • FIG. 1 is a plan view of a railway vehicle equipped with a railway vehicle damping device.
  • FIG. 2 is a detailed view of the actuator.
  • FIG. 3 is a control block diagram of a controller in the railcar vibration damping device.
  • FIG. 4 is a control block diagram of a control calculation unit of a controller in the railcar vibration damping device.
  • FIG. 5 is a control block diagram of the yaw suppression force calculation unit in the control calculation unit.
  • FIG. 6 is a control block diagram of the sway suppression force calculation unit in the control calculation unit.
  • FIG. 7 is a control block diagram of the control force calculation unit in the control calculation unit.
  • FIG. 8 is a diagram showing an example of a flowchart of the abnormality diagnosis of the actuator of the controller and the correction of the control parameter in the railcar vibration damping device.
  • the railcar damping device 1 is used as a damping device for the vehicle body B of the railcar, and as shown in FIG. 1, the vehicle B and the trucks T1 and T2 before and after the vehicle. Actuators A1 and A2 serving as cylinder devices installed between them and a controller C are provided.
  • the railcar damping device 1 of the present example suppresses horizontal and horizontal vibrations with respect to the vehicle traveling direction of the vehicle body B by the thrust exerted by the actuators A1 and A2 respectively installed before and after the railcar. It has become.
  • the actuators A ⁇ b> 1 and A ⁇ b> 2 include a cylinder 2 connected to the vehicle body B, a piston 3 slidably inserted into the cylinder 2, and a piston 3 inserted into the cylinder 2.
  • a cylinder body Cy including a rod 4 connected to one end of the cylinder 4 and a rod 4 connected to the carriages T1 and T2 of the railway vehicle, a rod side chamber 5 and a piston side chamber 6 partitioned by a piston 3 in the cylinder 2, Controls the expansion and contraction and thrust of the tank 7 that stores the hydraulic oil, the pump 12 that sucks the hydraulic oil from the tank 7 and supplies the hydraulic oil to the rod side chamber 5, the motor 15 that drives the pump 12, and the cylinder body Cy.
  • a fluid pressure circuit HC for performing a single rod type actuator.
  • the rod side chamber 5 and the piston side chamber 6 are filled with working oil as a working fluid
  • the tank 7 is filled with gas in addition to the working oil.
  • the working fluid may use other fluids 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.
  • 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.
  • 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.
  • the actuators A1 and A2 generate 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.
  • the actuators A1 and A2 generate 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.
  • the thrust generated by the actuators A1 and A2 is a value obtained by multiplying 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 thrusts of the actuators A1 and A2 are controlled, the pressure in the rod side chamber 5 may be controlled for both the extension operation and the contraction operation. Further, in the actuators A1 and A2 of this example, the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to 1 ⁇ 2 of the pressure receiving area on the piston side chamber 6 side, so that the same thrust is generated on both expansion and contraction sides. Since the pressure in the rod side chamber 5 is the same on the expansion side and the contraction side, the control is simplified.
  • 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).
  • the actuators A1 and A2 are connected to the vehicle body B and the carriages T1 and T2 in the railway vehicle. Can be intervened between.
  • 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.
  • 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.
  • the pump 12 sucks hydraulic oil from the tank 7 and Hydraulic oil is supplied to the side chamber 5.
  • 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.
  • 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.
  • 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.
  • 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 actuators A1, A2 Can be controlled by the amount of current supplied to the variable relief valve 22.
  • sensors necessary for adjusting the thrust force of the actuators A1 and A2 become unnecessary, and it is necessary to highly control the motor 15 for adjusting the discharge flow rate of the pump 12. Also disappear. Therefore, the railcar vibration damping device 1 is inexpensive, and a robust system can be constructed in terms of hardware and software.
  • the actuators A1 and A2 can exert 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 vibrations of the carriages T1 and T2 of the railway vehicle, the actuators A1 and A2 are set so that no damping force is generated in such a direction. It can be a one-effect damper. Therefore, the actuators A1 and A2 can easily function as a semi-active damper because semi-active control based on the Carnop theory can be easily realized.
  • 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 control of the valve opening pressure is simplified.
  • any variable relief valve that can adjust the valve opening pressure is used. It 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. Thus, the entire system of the actuators A1 and A2 is protected. Therefore, if the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.
  • the fluid pressure circuit HC in the actuators A1 and A2 of this example includes a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5, and the flow of hydraulic oil from the tank 7 to the piston side chamber 6.
  • a suction passage 19 that allows only air is provided. Therefore, in the actuators A1 and A2 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 actuators A1 and A2 in this example are in a state where the first on-off valve 9 and the second on-off valve 11 are closed. Functions as a uniflow type damper.
  • 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.
  • the actuators A1 and A2 configured in this way, even if both the first on-off valve 9 and the second on-off valve 11 are in the shut-off position, the rod side chamber 5, piston, and the rectifying passage 18, the suction passage 19, and the discharge passage 21 are used.
  • the side chamber 6 and the tank 7 are connected in a daisy 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 actuators A1 and A2 function as passive uniflow type dampers.
  • each of the first on-off valve 9 and the second on-off valve 11 takes the cutoff position, and the variable relief valve 22 has a valve opening pressure. It functions as a pressure control valve fixed to the maximum. Therefore, during such a failure, the actuators A1 and A2 automatically shift to the passive damper mode and function as passive dampers.
  • the controller C basically rotates the motor 15 to supply hydraulic oil from the pump 12 into the cylinder 2, while The on-off valve 9 is in the communication position, and the second on-off valve 11 is in the shut-off position.
  • 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, and the piston 3 is pushed to the left in FIG. Demonstrate thrust.
  • the variable relief valve 22 is opened and the hydraulic oil is discharged to the tank 7 through the discharge passage 21.
  • 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 actuators A1 and A2 extend 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 direction thrust.
  • the controller C rotates the motor 15 to supply hydraulic oil from the pump 12 into the rod side chamber 5, and the first on-off valve 9 is the shut-off position, and the second on-off valve 11 is the communication position.
  • the piston side chamber 6 and the tank 7 are in 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. 2 and the actuators A1 and A2 contract. Demonstrate direction thrust.
  • the actuators A1 and A2 cause 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 to be adjusted. Demonstrates the thrust in the contracted direction.
  • the actuators A1 and A2 not only function as actuators, but can function as dampers 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 actuators A1 and A2 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. .
  • the actuators A1 and A2 of this example are set to a single rod type, so that it is easier to secure a stroke length than the double rod type actuator, and the total length of the actuator is shortened. Improves mounting capability.
  • the controller C obtains a front acceleration sensor 41f for detecting the lateral acceleration ⁇ 1 of the vehicle body front portion Bf as the vehicle body front side, and a lateral acceleration ⁇ 2 of the vehicle body rear portion Br as the vehicle body rear side.
  • a drive unit 46 that drives the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22 based on the control forces F1 and F2.
  • the front acceleration sensor 41f and the rear acceleration sensor 41r detect the lateral accelerations ⁇ 1 and ⁇ 2 as positive values when they are directed upward with respect to an axis passing through the center of the vehicle body B in FIG. On the other hand, when the direction is the downward direction in FIG. 1, it is detected as a negative value.
  • the control calculation unit 44 includes a yaw suppression force calculation unit 50 that calculates a yaw suppression force f ⁇ that suppresses vibration in the yaw direction of the vehicle body B, and a sway suppression force that suppresses vibration in the sway direction of the vehicle body B.
  • a sway suppression force calculation unit 51 that calculates f ⁇ and a control force calculation unit 55 that calculates control forces F1 and F2 to be exhibited by the actuators A1 and A2 are provided.
  • the yaw suppression force calculation unit 50 includes a yaw acceleration calculation unit 501 that calculates the yaw acceleration ⁇ from the lateral accelerations ⁇ 1 and ⁇ 2, a band pass filter 502 for the first straight section that filters the yaw acceleration ⁇ , The first curve section bandpass filter 503 for filtering the yaw acceleration ⁇ , the straight section yaw control section 504, the curved section yaw control section 505, and the straight section yaw control obtained by the straight section yaw control section 504.
  • a gain multiplying unit 506 that multiplies the force f ⁇ s by the straight section gain Gs1, a gain multiplying section 507 that multiplies the curve section yaw suppression force f ⁇ c obtained by the curve section yaw control section 505, and the curve section gain Gc1; And a selection unit 508 that calculates the yaw suppression force f ⁇ .
  • the yaw acceleration calculation unit 501 is set to a value obtained by dividing the difference between the lateral acceleration ⁇ 1 on the front side and the lateral acceleration ⁇ 2 on the rear side by 2 according to the distance from the vehicle body center G to each of the acceleration sensors 41f and 41r. distance correction gain is multiplied by K L Request yaw acceleration ⁇ around the vehicle body center G in each of the immediately above the front bogie T1 and the rear of the truck T2.
  • the yaw acceleration ⁇ is an acceleration component that attempts to turn the vehicle body B immediately above the carriages T1 and T2 around the vehicle body center G.
  • the yaw acceleration calculation unit 501 obtains the yaw acceleration ⁇ in the direction of rotating the vehicle body B in the clockwise direction around the vehicle body center G as a positive value and the yaw acceleration ⁇ in the opposite direction as a negative value.
  • the installation location of the front acceleration sensor 41f is arranged on a straight line passing through the vehicle body center G of the vehicle body B and in the vicinity of the front actuator A1 for the purpose of obtaining the yaw acceleration ⁇ .
  • Distance correction gain K L is a gain that is determined by the form of a railway vehicle. Here, in the railway vehicle, the number and arrangement of devices installed under the floor are different depending on the type.
  • the installation position of the front acceleration sensor 41f and the rear acceleration sensor 41r on the vehicle body B is different. May be different. Since the distance from the acceleration sensors 41f and 41r of the vehicle body center G varies depending on the railway vehicle, the yaw acceleration ⁇ is uniformly divided by the difference between the lateral acceleration ⁇ 1 on the front side and the lateral acceleration ⁇ 2 on the rear side by 2. If it is a value, the correct yaw acceleration ⁇ cannot be obtained. That is, when each acceleration sensor 41f ', 41r' is installed as shown by a broken line in FIG. 1, and when each acceleration sensor 41f, 41r is installed far from the vehicle body center G as shown by a solid line in FIG.
  • the acceleration sensors 41f and 41r and the acceleration sensors 41f ′ and 41r ′ output the same acceleration, the difference between the front lateral acceleration ⁇ 1 and the rear lateral acceleration ⁇ 2 divided by 2 is different. Since the installation positions of the acceleration sensors 41f ′ and 41r ′ are closer to the vehicle body center G than the centers of the vehicles T1 and T2 on the vehicle body B, the yaw acceleration ⁇ immediately above the actual vehicles T1 and T2 is ( ⁇ 1 ⁇ 2). ) / 2. On the other hand, in the case of FIG. 1, the installation positions of the acceleration sensors 41f and 41r are located on the side opposite to the vehicle body center G from the center of the vehicles T1 and T2 on the vehicle body B.
  • ⁇ is smaller than the value of ( ⁇ 1 ⁇ 2) / 2.
  • the difference between the front lateral acceleration ⁇ 1 and the rear lateral acceleration ⁇ 2 is divided by two according to the installation positions of the front acceleration sensor 41f and the rear acceleration sensor 41r on the vehicle body B. If the value is set, the yaw acceleration ⁇ cannot be detected accurately. Therefore, the yaw acceleration calculator 501, the distance correction gain K L by multiplying the ( ⁇ 1- ⁇ 2) / 2 values are to determine the precise yaw acceleration omega.
  • Distance correction gain K L is the acceleration sensor 41f, a gain set according to the distance between 41r and the vehicle body center G, large enough the acceleration sensor 41f, the distance between 41r and the vehicle body center G made if close The value is taken, and the value 1 is theoretically taken when each acceleration sensor 41f, 41r is installed immediately above the carriages T1, T2 of the vehicle body B, respectively.
  • the acceleration sensor 41f depending on the type of railway vehicle, since the decided distance between 41r and the vehicle body center G, the value of the distance correction gain K L depending on the format is determined.
  • the controller C stores a distance correction gain K L which are determined in advance for each format recognizes the format of the railway vehicle vibration damping device 1 for railway vehicles is installed , calculates the yaw acceleration ⁇ using the distance correction gain K L was in the form.
  • the band pass filter 502 for the first straight section is provided for the purpose of extracting the component of the resonance frequency band of the vehicle body B when the railway vehicle at the yaw acceleration ⁇ travels in the straight section.
  • the vehicle body B elastically supported by the carriages T1 and T2 does not normally come into contact with a stopper (not shown) that restricts the lateral movement of the vehicle body B relative to the carriages T1 and T2 within a limited range when traveling in a straight section.
  • the resonant frequency is between 1 Hz and 1.5 Hz. Therefore, the band pass filter 502 for the first straight section filters the yaw acceleration ⁇ obtained by the yaw acceleration calculation unit 501 and extracts the frequency band components from 1 Hz to 1.5 Hz included in the yaw acceleration ⁇ .
  • the first curve section band pass filter 503 is provided for the purpose of extracting a component of the resonance frequency band of the vehicle body B when the railway vehicle at the yaw acceleration ⁇ travels in the curve section.
  • the vehicle body B elastically supported by the carriages T1 and T2 is assumed to be in contact with the stopper (not shown) of the vehicle body B when traveling in a curved section, and the resonance frequency of the vehicle body B is equal to the linear section as much as the vehicle body B contacts the stopper. It is higher than when driving and is between 2 Hz and 3 Hz. Therefore, the band-pass filter 503 for the first curve section filters the yaw acceleration ⁇ obtained by the yaw acceleration calculation unit 501 and extracts components in the frequency band from 2 Hz to 3 Hz included in the yaw acceleration ⁇ .
  • the straight section yaw control unit 504 is an H ⁇ controller, and is a straight line that suppresses vibration in the yaw direction of the vehicle body B from the component of the resonance frequency band of the yaw acceleration ⁇ extracted by the first straight section bandpass filter 502.
  • the section yaw suppression force f ⁇ s is calculated.
  • the component of the resonance frequency band of the yaw acceleration ⁇ extracted by the band pass filter 502 for the first straight section is the vibration acceleration in the resonance frequency band of the vehicle body B in the yaw direction when traveling in the straight section.
  • the straight section yaw suppression force f ⁇ s obtained by the straight section yaw control unit 504 is a suppression force suitable for suppressing vibration in the yaw direction of the vehicle body B during traveling in the straight section.
  • the straight section yaw control unit 504 executes H ⁇ control using a weighting function that weights the frequency.
  • the linear section yaw control unit 504 has a plurality of patterns of weighting functions, and will be described later.
  • the yaw suppression force f ⁇ s for straight section is calculated using the pattern selected by the information setting unit 45.
  • the curve section yaw control unit 505 is an H ⁇ controller, and suppresses vibration in the yaw direction of the vehicle body B from the resonance frequency band component of the yaw acceleration ⁇ extracted by the first curve section bandpass filter 503.
  • the curve section yaw suppression force f ⁇ c is calculated.
  • the component of the resonance frequency band of the yaw acceleration ⁇ extracted by the bandpass filter 503 for the first curve section is the vibration acceleration in the resonance frequency band of the vehicle body B in the yaw direction when traveling in the curve section. Therefore, the curve section yaw suppression force f ⁇ c obtained by the curve section yaw control unit 505 is a suppression force suitable for suppressing vibration in the yaw direction of the vehicle body B during traveling in the curve section.
  • the curve section yaw control unit 505 executes H ⁇ control using a weighting function that weights the frequency.
  • the curve section yaw control unit 505 has a plurality of patterns of weighting functions, and will be described later.
  • the curve section yaw suppression force f ⁇ c is calculated using the pattern selected by the information setting unit 45.
  • the gain multiplier 506 multiplies the linear section yaw suppression force f ⁇ s obtained by the straight section yaw control section 504 by the linear section gain Gs1 and outputs the result.
  • the gain multiplication unit 507 multiplies the curve segment yaw suppression force f ⁇ c obtained by the curve segment yaw control unit 505 by the curve segment gain Gc1 and outputs the result.
  • the straight section gain Gs1 and the curved section gain Gc1 are set to 1 in the initial setting, but these values are appropriately set by a control information setting unit 45 described later.
  • the selection unit 508 determines whether the route on which the railway vehicle is traveling is a straight section or a curved section, the straight section yaw suppression force f ⁇ s multiplied by the straight section gain Gs1, and the curved section. One of the curve section yaw suppression forces f ⁇ c multiplied by the gain Gc1 is selected as the final yaw suppression force f ⁇ .
  • the selection section 508 selects the straight section yaw suppression force f ⁇ s multiplied by the straight section gain Gs1 as the final yaw suppression force f ⁇ . To do.
  • the selection unit 508 uses the curved section yaw suppression force f ⁇ c multiplied by the curved section gain Gc1 as the final yaw suppression force f ⁇ . Select as. For determining whether or not the railway vehicle is traveling in a curved section, the absolute value of the steady acceleration included in the sway acceleration ⁇ obtained from the lateral acceleration ⁇ 1 and ⁇ 2 by the sway acceleration calculating unit 511 is a predetermined curve determination threshold value. Is exceeded, the selection unit 508 determines that the route on which the railway vehicle is traveling is a curved section.
  • the steady acceleration is an excess centrifugal force that constantly acts on the vehicle body B when the railway vehicle travels in the curved section. Since this excess centrifugal force increases during traveling in the curved section, the railway vehicle is based on the sway acceleration ⁇ . It can be determined whether the vehicle is traveling in a curved section. Note that the selection unit 508 may determine whether or not the railway vehicle is traveling in a curved section by obtaining traveling point information from a vehicle monitoring device provided in the railway vehicle.
  • the sway suppression force calculation unit 51 includes a sway acceleration calculation unit 511 that obtains the sway acceleration ⁇ from the lateral accelerations ⁇ 1 and ⁇ 2, a band pass filter 512 for the second straight section that filters the sway acceleration ⁇ , , The second curve section bandpass filter 513 for filtering the sway acceleration ⁇ , the straight section sway control section 514, the curved section sway control section 515, and the straight section sway control section 514.
  • a gain multiplier 516 that multiplies the suppression force f ⁇ s by the straight section gain Gs2, a gain multiplier 517 that multiplies the curve section sway suppression force f ⁇ c obtained by the curve section sway control section 515, and a curve section gain Gc2.
  • a selection unit 518 for obtaining a sway suppression force f ⁇ .
  • the sway acceleration calculation unit 511 obtains the sway acceleration ⁇ of the vehicle body center G of the vehicle body B by dividing the sum of the lateral acceleration ⁇ 1 and the lateral acceleration ⁇ 2 by 2. Note that the sway acceleration ⁇ obtained by the sway acceleration calculation unit 511 is also input to the selection units 508 and 518.
  • the sway acceleration calculation unit 511 obtains a sway acceleration ⁇ in the upward direction with a positive value and an sway acceleration ⁇ in the opposite direction as a negative value with reference to an axis passing through the center of the vehicle body B in FIG.
  • the band pass filter 512 for the second straight section is provided for the purpose of extracting the component of the resonance frequency band of the vehicle body B when the railway vehicle at the sway acceleration ⁇ travels in the straight section.
  • the frequency band that the second straight section bandpass filter 512 allows to pass through is set to a frequency band from 1 Hz to 1.5 Hz, similarly to the first straight section bandpass filter 502. Therefore, the band pass filter 512 for the second straight section filters the sway acceleration ⁇ obtained by the sway acceleration calculation unit 511 and extracts the frequency band components from 1 Hz to 1.5 Hz included in the sway acceleration ⁇ .
  • the band-pass filter 513 for the second curve section is provided for the purpose of extracting the component of the resonance frequency band of the vehicle body B when the railway vehicle at the sway acceleration ⁇ travels the curve section.
  • the frequency band that the second curve section bandpass filter 513 allows to pass through is set to a frequency band from 2 Hz to 3 Hz, similarly to the first curve section bandpass filter 503. Therefore, the bandpass filter for second curve section 513 filters the sway acceleration ⁇ obtained by the sway acceleration calculation unit 511 and extracts the frequency band components from 2 Hz to 3 Hz included in the sway acceleration ⁇ .
  • the straight section sway control unit 514 is an H ⁇ controller, and suppresses vibration of the vehicle body B in the sway direction from the component of the resonance frequency band of the sway acceleration ⁇ extracted by the second straight section bandpass filter 512.
  • the sway suppression force f ⁇ s for the straight section is calculated.
  • the component of the resonance frequency band of the sway acceleration ⁇ extracted by the band pass filter 512 for the second straight section is the vibration acceleration of the resonance frequency band in the sway direction of the vehicle body B when traveling in the straight section. Therefore, the straight section sway suppression force f ⁇ s obtained by the straight section sway control unit 514 is a suppression force suitable for suppressing vibration in the sway direction of the vehicle body B during traveling in the straight section.
  • the straight section sway control unit 514 executes H ⁇ control using a weighting function that weights the frequency.
  • the linear section sway control unit 514 has a plurality of patterns of weighting functions, and will be described later. Using the pattern selected by the information setting unit 45, the straight section sway suppression force f ⁇ s is calculated.
  • the curve section sway control unit 515 is an H ⁇ controller, and suppresses vibration in the sway direction of the vehicle body B from the resonance frequency band component of the sway acceleration ⁇ extracted by the second curve section bandpass filter 513.
  • the sway suppression force f ⁇ c for the curve section is calculated.
  • the component of the resonance frequency band of the sway acceleration ⁇ extracted by the band-pass filter 513 for the second curve section is the vibration acceleration in the resonance frequency band of the vehicle body B in the sway direction when traveling in the curve section.
  • the curve section sway suppression force f ⁇ c obtained by the curve section sway control unit 515 is a suppression force suitable for suppressing vibration in the sway direction of the vehicle body B during traveling in the curve section.
  • the curve section sway control unit 515 executes H ⁇ control using a weighting function for weighting the frequency.
  • the curve section sway control unit 515 has a plurality of patterns of weighting functions, and will be described later.
  • the curve section sway suppression force f ⁇ c is calculated using the pattern selected by the information setting unit 45.
  • the gain multiplication unit 516 multiplies the linear section sway suppression force f ⁇ s obtained by the linear section sway control unit 514 by the linear section gain Gs2 and outputs the result.
  • the gain multiplication section 517 multiplies the curve section sway suppression force f ⁇ c obtained by the curve section sway control section 515 by the curve section gain Gc2 and outputs the result.
  • the straight section gain Gs2 and the curved section gain Gc2 are set to 1 in the initial setting, but these values are appropriately set by a control information setting unit 45 described later.
  • the selection unit 518 determines whether the route on which the railway vehicle is traveling is a straight section or a curved section, and the straight section sway suppression force f ⁇ s multiplied by the straight section gain Gs2 and the curved section One of the curve section sway suppression force f ⁇ c multiplied by the gain Gc2 is selected as the final yaw suppression force f ⁇ .
  • the selection unit 518 selects the straight section sway suppression force f ⁇ s multiplied by the straight section gain Gs2 as the final sway suppression force f ⁇ . To do.
  • the selection unit 518 uses the curve section sway suppression force f ⁇ c multiplied by the curve section gain Gc2 as a final sway suppression force f ⁇ . Select as.
  • the determination on whether or not the railway vehicle in the selection unit 518 is traveling in a curved section is the same as that in the selection unit 508.
  • control force calculation unit 55 includes a control force calculation unit 551 that obtains control forces F1 and F2 of the front actuator A1 and the rear actuator A2 from the yaw suppression force f ⁇ and the sway suppression force f ⁇ , A dead zone processing unit 552 and a limiter 553 are provided.
  • the control force calculation unit 551 obtains the control force F1 of the front actuator A1 by dividing the value obtained by adding the yaw suppression force f ⁇ and the sway suppression force f ⁇ by 2. Further, the control force calculation unit 551 obtains the control force F2 of the rear actuator A2 by dividing the value obtained by subtracting the yaw suppression force f ⁇ from the sway suppression force f ⁇ by 2. Further, the dead zones processing unit 552 causes the dead zones processing unit 552 to perform dead zone processing when the absolute values of the control forces F1 and F2 are less than the lower limit value ⁇ of the control forces, thereby setting the control forces F1 and F2 to zero.
  • control forces F1 and F2 are limited to the upper limit value and input to the drive unit 46.
  • the control force lower limit value ⁇ used in the processing of the dead zone processing unit 552 is set to 0 by default, but this value is appropriately corrected by the control information setting unit 45 described later.
  • the drive unit 46 includes a driver circuit that drives the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22.
  • the drive unit 46 controls the amount of current supplied to the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22 in each actuator A1, A2 according to the control forces F1, F2.
  • the actuators A1 and A2 are made to exert thrust according to the forces F1 and F2.
  • the optimum control forces F1 and F2 are obtained for the travel section of the railcar, and the actuators A1 and A2 exhibit the control forces F1 and F2 to Suppresses vibration.
  • the control information setting unit 45 recognizes the form of the railway vehicle on which the railway vehicle damping device 1 is installed, and sets the control information based on the form.
  • a train train the form of the railway vehicle and the order in the train train are linked, and if the order in the train train is known, the form of the rail car may be known.
  • the vehicle in which the cab is provided in the train train is provided with a vehicle monitor device M that controls various information of each railway vehicle in the train train and controls transmission, etc.
  • the apparatus M knows in what number car each railway vehicle is arranged in the train train. Therefore, the control information setting unit 45 monitors the number of the train in the train train on which the rail vehicle on which the railcar damping device 1 on which it is mounted is installed, that is, the order in the train train. Information is obtained from device M.
  • the control information setting unit 45 can recognize the form of the railway vehicle if the order is known.
  • the mounting positions of the acceleration sensors 41f and 41r are different depending on the type of railway vehicle, and the weight of the vehicle body B is different. Therefore, the appropriate values of the control parameters such as the distance correction gain K L , the straight section gains Gs1 and Gs2, the curve section gains Gc1 and Gc2, and the control force lower limit value ⁇ for setting the dead zone differ depending on the type of railway vehicle.
  • the weight functions to be used in the yaw control unit 504 for curved sections, the yaw control section 505 for curved sections, the sway control section 514 for straight sections, and the sway control section 515 for curved sections are also different. Therefore, the control information setting unit 45 sets control information necessary for controlling the actuators A1 and A2 such as weight functions and mathematical formulas used for calculation of control parameters and control force based on the form of the railway vehicle.
  • the control information setting unit 45 has a plurality of distance correction gains K L determined in advance for each type of railway vehicle, and has recognized them from the plurality of distance correction gains K L. matches the format of the railway vehicle distance correction by selecting the gain K L, it sets the distance correction gain K L used for calculating the distance correction gain K L selected in yaw acceleration calculator 501.
  • the distance correction gain K L based on the type of rail vehicle are set, it is possible to obtain the correct yaw acceleration omega, may determine the appropriate control force F1, F2 Upon the suppression of vibration of the vehicle body B.
  • control information setting unit 45 a straight section gain Gs1, Gs2, Similarly for controlling parameters other than the distance correction gain K L such gain for curved section Gc 1, Gc2 and control power lower limit value gamma, railcar format From among a plurality of control parameters determined in advance, one that matches the recognized type of railway vehicle is selected, and the selected control parameter is set as a control parameter used for calculation of control force.
  • the control parameters such as the straight section gains Gs1, Gs2, the curved section gains Gc1, Gc2, and the control force lower limit value ⁇ are values that are optimal for the form of the railway vehicle. Therefore, it is possible to obtain appropriate control forces F1 and F2 for suppressing vibration of the vehicle body B.
  • control information setting unit 45 similarly applies to the weight function used by the straight section yaw control section 504, the curved section yaw control section 505, the straight section sway control section 514, and the curved section sway control section 515. From among a plurality of weight function patterns determined in advance for each type of railway vehicle, a pattern that matches the recognized type of railway vehicle is selected, and the control function unit 44 uses the control functions F1, F2 to select the weight function of the selected pattern. Set to the weight function used in the calculation of.
  • the weight and behavior of the vehicle body B vary depending on the type of railway vehicle, the weight used by the straight section yaw control unit 504, the curved section yaw control unit 505, the straight section sway control unit 514, and the curved section sway control unit 515. Since the function is set to the optimum pattern for the type of the railway vehicle, appropriate control forces F1 and F2 can be obtained for suppressing the vibration of the vehicle body B.
  • control information setting unit 45 first obtains the order information in the train set of the railway vehicle on which the control information setting unit 45 is mounted (step S1). ).
  • the control information setting unit 45 selects control parameters and weighting functions that are suitable for the type of railway vehicle from the order information, and sets them as control parameters and weighting functions that are used to calculate the control forces F1 and F2 (step S2). ).
  • the railcar damping device 1 includes the actuators (cylinder devices) A1 and A2 and the actuators (cylinder devices) interposed between the vehicle body B and the carriages T1 and T2 of the railcar.
  • a controller C for controlling A1 and A2 and the controller C sets control information used for controlling the actuators (cylinder devices) A1 and A2 based on the type of the railway vehicle.
  • the railcar vibration damping device 1 configured as described above can calculate the control force using the control parameter most suitable for the type of the railcar, the function or formula used for the control force calculation.
  • the railcar vibration damping device 1 configured as described above only the control information is set according to the type of the railcar. Therefore, the software used by the controller C can be shared, and the software different for each type of railcar You do n’t have to.
  • software management becomes easy.
  • the railcar damping device 1 of the present embodiment selects one of the control information that the controller C has in advance based on the type of the railcar and sets it as control information used for control. .
  • the railcar vibration damping device 1 configured as described above since the control information is held in advance, it is not necessary to perform calculation or the like to optimize the control information, and the setting of the control information is simple and short. Can be done accurately in time.
  • the type of the railcar and the order in the train are linked, and the controller C sets control information based on the order in the train. .
  • the vehicle monitor device M since the type of the railcar is recognized from the order information in the train train that is generally available from the vehicle monitor device M, the vehicle monitor device M side Therefore, it is possible to set control information suitable for the format without any design change, and it becomes more practical.
  • the railcar damping device 1 of the present embodiment is installed in front of and behind the vehicle body B, and includes two acceleration sensors 41f (41f ′) and 41r (41r ′) that detect lateral accelerations ⁇ 1 and ⁇ 2 of the vehicle body B. ) comprising a controller C is the acceleration sensor 41f (41f lateral acceleration ⁇ 1 to '), 41r (41r') is detected, as control information the distance correction gain K L for obtaining the yaw acceleration ⁇ from [alpha] 2, a railway vehicle type setting the distance correction gain K L based on.
  • the yaw acceleration ⁇ is accurately obtained regardless of the installation positions of the acceleration sensors 41f (41f ′) and 41r (41r ′) in the form of the railcar. Therefore, the control forces F1 and F2 that can effectively suppress the vibration of the vehicle body B can be obtained. Therefore, according to the railcar damping device 1 configured as described above, the riding comfort in the vehicle can be improved regardless of the type of the railcar.
  • control information is a function or a mathematical expression used for calculating the control parameter and the control force as described above.
  • a weight function suitable for the form of the railway vehicle is selected from a plurality of pattern weight functions.
  • the controller uses a mathematical expression, the mathematical expression may be set by selecting one that conforms to the format.
  • control paths for example, proportional path, integral path, differential path, etc.
  • the control path required for control is enabled and the unnecessary paths are disabled according to the above format. Information can also be set.
  • control parameters in this embodiment, the distance correction gain K L, straight section gain Gs1, Gs2, gain for curved section Gc 1, Gc2 and control power lower limit value gamma, although there is a weight function, in which
  • parameters used for control such as limiter values and threshold values may be set to optimum values according to the format.
  • the distance correction gain K L , the straight section gains Gs1 and Gs2, the curve section gains Gc1 and Gc2, the control force lower limit value ⁇ , and the weighting function are all set, but only a part is set. Control information that does not need to be changed depending on the type of railway vehicle may not be set as a fixed value.
  • the cylinder device is the actuators A1 and A2, but the cylinder device may be a damping force variable damper or a semi-active damper.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Vehicle Body Suspensions (AREA)
  • Vibration Prevention Devices (AREA)
PCT/JP2018/047740 2018-03-28 2018-12-26 鉄道車両用制振装置 WO2019187432A1 (ja)

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003300463A (ja) * 2002-04-10 2003-10-21 Sumitomo Metal Ind Ltd 鉄道車両の振動制御装置及び鉄道車両
JP2013035527A (ja) * 2011-08-11 2013-02-21 Kyb Co Ltd 鉄道車両用制振装置

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003300463A (ja) * 2002-04-10 2003-10-21 Sumitomo Metal Ind Ltd 鉄道車両の振動制御装置及び鉄道車両
JP2013035527A (ja) * 2011-08-11 2013-02-21 Kyb Co Ltd 鉄道車両用制振装置

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