JP2013112313A - Damping force adjusting type cylinder device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a damping force adjusting type cylinder device capable of reducing erroneous detection when detecting abnormality.SOLUTION: A damping force variable damper 6 is connected between a carriage 3 and a vehicle body 2. The damping force variable damper 6 is mounted with an actuator 7 for adjusting a damping force characteristic, and is incorporated with a force sensor 12 for detecting force acting on the vehicle body 2 from the damping force variable damper 6. An acceleration sensor 13 is arranged in the vehicle body 2, and detects vehicle body acceleration in the vertical direction. A control device 14 controls the damping force characteristic of the damping force variable damper 6 by using a detecting signal of the force sensor 12 and the acceleration sensor 13 when determining that the state is a normal state. On the other hand, the control device 14 controls the damping force characteristic of the damping force variable damper 6 by using the detecting signal of the acceleration sensor 13 without using the detecting signal from the force sensor 12 when determining that the state is a sensor failure state.

Description

  The present invention relates to a damping force adjustment type cylinder device used for, for example, a railway vehicle, an automobile and the like.

  In general, a railway vehicle is provided with a cylinder device such as a damping force adjusting shock absorber between a vehicle body (on a spring) and a bogie (under spring), and a damping force generated by the cylinder device according to a control signal (command current). A configuration in which the characteristics are variably controlled is known (see, for example, Patent Document 1). In this type of cylinder device, for example, left and right vibrations of the vehicle body are detected as sprung speeds or sprung accelerations, and a damping force that reduces vehicle vibrations is generated according to the detected sprung speeds. Thus, the control signal is output to the actuator of the cylinder device.

Japanese Patent Laid-Open No. 10-24844

  By the way, as a method of detecting an abnormality of the cylinder device, for example, a method of obtaining the vibration level from the acceleration applied to the vehicle body and detecting the abnormality by increasing the vibration level is conceivable. However, since the vibration state of the vehicle changes every moment depending on the weather, the state of the track, or the number of passengers, it is difficult to accurately determine whether or not it is abnormal in the method of detecting the abnormality of the cylinder device from the vehicle body acceleration, There was a problem in avoiding false detection.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a damping force adjustment type cylinder device that can reduce erroneous detection when an abnormality is detected.

  In order to solve the above-described problems, the present invention is arranged between a mounted side and a road surface, sealed with a working fluid, and provided with a slidable piston inside, and connected to the piston. And a piston rod extended to the outside of the cylinder, a damping force adjusting mechanism for generating a damping force by controlling the flow of the working fluid generated by sliding of the piston, and a control means for controlling the damping force adjusting mechanism And a failure detecting means for detecting a failure of the control means, wherein the control means is attached to the attached side and detects the force applied to the attached side A damping force detecting means for detecting an actual damping force by means, a damping force calculating means for obtaining a damping force command value by an acceleration detecting means attached to the mounted side, a damping force detecting means, and a damping force calculating means. An actual damping force command value calculating means for calculating an actual damping force command value from the force value, and the failure detecting means is a difference between an output value of the damping force detecting means and an output value of the damping force calculating means. When the value exceeds a predetermined value, it is determined that there is a failure, and the actual damping force command value is calculated without using the output value of the damping force detection means.

  According to the present invention, it is possible to reduce erroneous detection when an abnormality is detected.

1 is a front view showing a railway vehicle to which a damping force adjusting cylinder device according to first and second embodiments of the present invention is applied. FIG. It is a front view which shows the damping force variable damper in FIG. It is a control block diagram in the case of performing feedback control in 1st Embodiment. It is a control block diagram in the case of performing feedforward control in a 1st embodiment. It is a state transition diagram of a system in a 1st embodiment. It is explanatory drawing which shows the relationship between the state of a system in 1st Embodiment, and a control state. It is a flowchart which shows the program for control of a damping force variable damper in 1st Embodiment. It is a flowchart which shows the program of feedback control in 1st Embodiment. It is a flowchart which shows the program of feedforward control in 1st Embodiment. It is a control block diagram in the case of performing feedforward control in 2nd Embodiment. It is a flowchart which shows the program for control of a damping force variable damper in 2nd Embodiment. It is a flowchart which shows the program of feedforward control in 2nd Embodiment.

  Hereinafter, a case where a damping force adjusting type cylinder device according to an embodiment of the present invention is mounted on a railway vehicle will be described as an example and described in detail with reference to the accompanying drawings.

  First, as a first embodiment of the present invention, for example, a case where a semi-active damper equipped with a flow control valve is used will be described. 1 to 9 show a first embodiment of the present invention. In FIG. 1, a railway vehicle 1 includes a vehicle body 2 on which passengers, passengers, and the like get on, and a carriage 3 provided on the lower side of the vehicle body 2. The carriage 3 is attached to both the front and rear sides of the vehicle body 2, and two wheel shafts 4 are attached to each carriage 3.

  The carriage 3 can be rotated about the vertical axis with respect to the vehicle body 2 and is connected so as to be able to be displaced in the upward, downward, leftward, and rightward directions. The vehicle body 2 is elastically supported by a pair of coil springs 5 provided on the right. Note that the vehicle body 2 may be supported by using other spring means such as an air spring instead of the coil spring 5.

  A damping force variable damper 6 is connected between each carriage 3 and the vehicle body 2. The damping force variable dampers 6 are arranged on the left and right of each carriage 3, and are arranged at a total of four locations on the vehicle body 2, front and rear, left and right (referred to as the first to fourth axes). Further, each wheel shaft 4 is provided so as to be movable upward and downward with respect to the carriage 3, and between these, a shaft spring 8 and a hydraulic damper 9 are mounted to elastically support the carriage 3. . In the present embodiment, an example in which the hydraulic damper 9 is arranged in parallel with the shaft spring 8 has been shown, but the hydraulic damper 9 may be omitted.

  Spring and damper means (not shown) for elastically supporting each carriage 3 and the vehicle body 2 in the lateral direction (left and right directions) are provided. Note that the damper means may be omitted depending on the type of carriage. Further, the hydraulic damper 9 and the damper means may be variable damping dampers capable of adjusting the damping force characteristics, like the damping force variable damper 6. Here, for simplification of description, a case will be described in which only the damping force characteristic of the damping force variable damper 6 is controlled in a vehicle body without a lateral damper.

  The damping force variable damper 6 is configured using a cylinder device capable of adjusting the generated force (damping force), for example, a damping force adjusting hydraulic shock absorber called a semi-active damper. For this reason, the damping force variable damper 6 reduces the vibration in the upper and lower directions of the vehicle body 2 by generating a damping force that reduces the vibration with respect to the vibration in the upper and lower directions of the vehicle body 2 with respect to the carriage 3. To do.

  As shown in FIG. 2, the damping force variable damper 6 is disposed between the vehicle body 2 on the mounted side and the carriage 3 on the road surface side, and is a cylindrical cylinder 6A in which a working fluid (hydraulic oil) is enclosed. And a piston 6B provided inside the cylinder 6A so as to be slidable, and one end side (the upper end side in FIG. 2) extends from one end of the cylinder 6A to the outside and the other end side (the lower end side in FIG. 2). A piston rod 6C connected to the piston 6B, a cover 6D covering the periphery of the piston rod 6C, and a damping force generating mechanism that is provided in the cylinder 6A including the piston 6B and generates a damping force by suppressing the flow of the working fluid. (Not shown).

  In addition, the damping force variable damper 6 is equipped with an actuator 7 for adjusting the damping force generation mechanism from the outside. The actuator 7 constitutes a damping force adjusting mechanism that generates a damping force by controlling the flow of the working fluid generated by the sliding of the piston 6B.

  The actuator 7 constitutes a flow control valve, for example, and continuously adjusts the generated damping force characteristic (damping force characteristic) from a hard characteristic (hard characteristic) to a soft characteristic (soft characteristic). Specifically, the actuator 7 is configured by, for example, a current control type proportional solenoid valve. The damping force variable damper 6 can adjust the damping force characteristic according to the value of the current flowing through the actuator 7. It should be noted that the damping force adjusting actuator 7 may be capable of adjusting the damping force characteristics in two or more stages without being continuous.

  An attachment pin 10A is provided at the protruding end of the piston rod 6C, and the attachment pin 10A is attached to the vehicle body 2 using a bolt 11A. On the other hand, an attachment pin 10B is provided at the other end of the cylinder 6A, and the attachment pin 10B is attached to the carriage 3 using a bolt 11B.

  The damping force variable damper 6 includes a force sensor 12 as a detecting means. The force sensor 12 detects a force applied to the vehicle body 2 on the attached side, and outputs a detection signal to the control device 14 described later. Specifically, the force sensor 12 is configured using, for example, a strain sensor that detects the strain of the mounting pin 10A. In this case, the strain sensor measures the strain of the mounting pin 10A, thereby transmitting the force transmitted to the mounted side to which the mounting pin 10A is mounted, that is, the force acting on the vehicle body 2 from the damping force variable damper 6 (actual damping). Force) can be detected (measured) directly.

  As this strain sensor, a strain gauge using a wiring pattern of a metal thin film of a conventionally known Cu-Ni alloy or Ni-Cr alloy may be used, and a semiconductor such as silicon is doped with impurities. A semiconductor strain gauge using the formed semiconductor piezoresistor may be used. The force sensor 12 is not limited to a strain sensor, and may be a piezoelectric sensor that detects pressure acting in the axial direction of the piston rod 6C, for example.

  The vehicle body 2 is provided with an acceleration sensor 13 that detects vibration acceleration in the upward and downward directions of the vehicle body 2 as vehicle acceleration. The acceleration sensor 13 detects the vehicle body acceleration at a position corresponding to each damping force variable damper 6 and outputs the detection signal to the control device 14 described later. For this reason, the acceleration sensor 13 is attached, for example, at a lower position of the vehicle body 2, that is, at a position immediately above each damping force variable damper 6 on the lower surface side of the vehicle body 2. Since the acceleration sensors 13 are provided corresponding to the respective damping force variable dampers 6 provided on both the front and rear sides of the vehicle, a total of four acceleration sensors per vehicle (per vehicle body). 13.

  Next, the control device 14 as control means for adjusting (controlling) the generated damping force of the damping force variable damper 6 will be described.

  The control device 14 is constituted by, for example, a microcomputer or the like, and has a damping force variable damper 6 based on, for example, the skyhook theory (skyhook control law) at every sampling time in order to reduce the upward and downward vibrations of the vehicle body 2. It is something to control. The control side may be an LQG control law or an H∞ control law. Here, the control device 14 has an input side connected to the force sensor 12, the acceleration sensor 13, and the like, and an output side connected to the actuator 7 of the damping force variable damper 6 and the like.

  Further, the control device 14 has a storage unit 14A composed of a ROM, a RAM, or the like. The storage unit 14A stores a program for controlling the damping force variable damper 6 shown in FIGS. And the control apparatus 14 outputs the electric current according to the electric current command value by the feedback control mentioned later or feedforward control to the actuator 7 of the damping-force variable damper 6. FIG. Thereby, the damping force variable damper 6 reduces the vibration in the upper and lower directions of the vehicle body 2.

  FIG. 3 shows a configuration example of a control block diagram when the damping force generated by the damping force variable damper 6 is feedback-controlled.

  The vehicle body acceleration acquisition unit 21 receives the detection signal from the acceleration sensor 13 and obtains the vehicle body acceleration acting on the vehicle body 2 upward and downward using the detection signal. For this reason, the acceleration sensor 13 and the vehicle body acceleration acquisition unit 21 constitute an acceleration detection means.

  The vibration control calculation execution unit 22 constitutes damping force calculation means for obtaining a damping force command value. That is, the vibration control calculation execution unit 22 calculates the target damping force generated in the damping force variable damper 6 as a damping force command value based on the acceleration in the up and down direction of the vehicle body 2 from the vehicle body acceleration acquisition unit 21. . Specifically, the vibration control calculation execution unit 22 calculates a target damping force (skyhook control amount) based on the skyhook theory according to the vehicle body acceleration from the vehicle body acceleration acquisition unit 21. In other words, the vibration control calculation execution unit 22 calculates a necessary damping force that is a target damping force that should be generated by the damping force variable damper 6, and the damping according to the calculated necessary damping force value. The force command signal is output to a feedback control calculation execution unit 24 described later. The control calculation in the vibration control calculation execution unit 22 is not limited to the skyhook control, but may be LQG control, H∞ control, or the like.

  The damper generation force acquisition unit 23 receives the detection signal from the force sensor 12, and uses this detection signal to determine the damper generation force actually generated by the damping force variable damper 6 as the actual damping force. For this reason, the damper generating force acquisition unit 23 constitutes a damping force detecting means.

  The feedback control calculation execution unit 24 constitutes an actual damping force command value calculation unit that calculates an actual damping force command value from output values from the vibration control calculation execution unit 22 and the damper generated force acquisition unit 23. That is, the feedback control calculation execution unit 24 calculates an optimal current command for control as an actual damping force command value based on the output values from the vibration control calculation execution unit 22 and the damper generated force acquisition unit 23.

  Here, the feedback control calculation execution unit 24 calculates the difference U between the damping force command by the vibration control calculation execution unit 22 and the damper generation force by the damper generation force acquisition unit 23, and the output of the difference calculation unit 25. And a PI controller 26 that executes PI control and outputs a current command. If necessary, a PID controller may be used instead of the PI controller 26.

  The current driving unit 27 outputs a control signal to the actuator 7 when a signal (current command) is input from the PI controller 26 of the feedback control calculation execution unit 24. More specifically, the current drive unit 27 performs PWM control (pulse width modulation control) that changes, for example, the DUTY ratio of the pulse wave in accordance with the current command value output from the feedback control calculation execution unit 24. The current is output to the actuator 7.

  FIG. 4 shows a configuration example of a control block diagram in the case where the damping force generated by the damping force variable damper 6 is feedforward controlled.

  In this case, when an acceleration in the upward or downward direction of the vehicle body 2 is input from the vehicle body acceleration acquisition unit 21, the vibration control calculation execution unit 22 performs the damping force variable damper 6 based on the vehicle body acceleration from the vehicle body acceleration acquisition unit 21. The target damping coefficient to be generated is calculated as a damping coefficient command value.

  The feedforward control calculation execution unit 28 includes a proportional controller 29 that generates a current command by multiplying the damping coefficient command from the vibration control calculation execution unit 22 by a certain proportional gain. That is, the feedforward control calculation execution unit 28 converts the attenuation coefficient command into a current command and outputs it to the current drive unit 27. When a signal (current command) is input from the proportional controller 29, the current driver 27 outputs a control signal to the actuator 7.

  Here, the control calculation in the vibration control calculation execution unit 22 may be skyhook control, LQG control, H∞ control, or the like, similar to the feedback control. Here, it is desirable to select an optimal parameter so that the output of these control calculations becomes an attenuation coefficient command. A parameter such that the output of the control calculation becomes a damping force command may be used as “damping force command≈damping coefficient”. The proportional controller 29 may be configured to use a map showing the relationship between the current value and the attenuation coefficient.

  The above feedback control and feedforward control are switched according to the state of the cylinder device including the variable damping force damper 6, the force sensor 12, the acceleration sensor 13, and the like, that is, the state of the system. Next, the relationship between the system state and the control state will be described with reference to FIGS.

  5 and 6, the system has four states: a power-off state (STATE 1), a normal state (STATE 2), a sensor failure state (STATE 3), and a damper abnormal state (STATE 4). Here, the sensor failure state indicates a failure of the force sensor 12.

  When the control device 14 is turned on, the system starts by transitioning from the power-off state (STATE 1) to the normal state (STATE 2), and uses output values from the vibration control calculation execution unit 22 and the damper generation force acquisition unit 23. Then, the damping force of the damping force variable damper 6 is feedback-controlled.

  During the execution of the feedback control, when the feedback control functions normally, the normal state (STATE 2) is continued, and when the feedback control is abnormal, the state transits to the sensor failure state (STATE 3).

  In the sensor failure state (STATE 3), the damping force of the damping force variable damper 6 is feedforward controlled using the output value from the vibration control calculation execution unit 22. While the feedforward control is being executed, the damper abnormality detection logic determines the soundness of the vehicle body acceleration, which is the acceleration in the upper and lower directions of the vehicle body 2, and the sensor failure state (STATE3) while the vehicle body acceleration is determined to be normal. If the vehicle body acceleration is determined to be abnormal, a transition is made to the damper abnormal state (STATE 4).

  In the damper abnormal state (STATE 4), the vibration control calculation is stopped, the feedforward control and the damper abnormality detection logic are stopped, and the current output is cut off. Thereby, the damping force variable damper 6 is brought into a passive state.

  Transitions to other states are “power-off state (STATE 1) to normal state (STATE 2)”, “normal state (STATE 2) to sensor failure state (STATE 3)”, and “sensor failure state (STATE 3) to damper abnormal state (STATE 4). ) ”,“ Normal state (STATE 2) to power supply cut off state (STATE 1) ”,“ Sensor failure state (STATE 3) to power supply cut off state (STATE 1) ”,“ Damper abnormal state (STATE 4) to power supply cut off state (STATE 1) ” There are only six ways, and there is no direct transition from the normal state (STATE 2) to the damper abnormal state (STATE 4).

  Next, a program for controlling the damping force variable damper 6 executed by the control device 14 for each control cycle will be described with reference to FIG.

  First, the control device 14 acquires a damper generating force using the detection signal of the force sensor 12 in Step 1, and in Step 2, using the detection signal of the acceleration sensor 13, the vertical translation, pitching, and rolling directions of the vehicle body 2 are performed. The vehicle body acceleration is acquired as the acceleration.

  Subsequently, in step 3, it is determined whether or not the current system status flag is normal. If it is determined in step 3 that the value of the state flag is in a normal state, the process proceeds to step 4 to set a damping force command parameter. In step 5, the parameter set in step 4 and acquired in step 2 are set. A damping force command for reducing the vehicle body acceleration is calculated based on the vehicle body acceleration. In step 6, as a feedback control calculation process, a current command value is calculated so that the difference between the damping force command calculated in step 5 and the damper generating force acquired in step 1 is zero.

  On the other hand, when it is determined in step 3 that the state flag is other than the normal state, it is determined in step 8 whether or not the state flag is abnormal in damper. When it is determined in step 8 that the damper is in an abnormal state, in order to stop the current output to be output to the actuator 7 and to make the damping force variable damper 6 in the passive state, the process proceeds to step 9 and the current command is set to zero. .

  On the other hand, when it is determined in step 8 that the state is not a damper abnormal state, that is, a sensor failure state, the process proceeds to step 10 to execute a damper abnormality detection process for detecting whether or not the damper is abnormal. If it is detected in step 10 that a damper abnormality has occurred in the damping force variable damper 6 or the actuator 7, the system state flag is set to the value of the damper abnormal state. On the other hand, when it is determined in step 10 that the state is other than the abnormal damper state, the system state flag is set to the value of the sensor failure state.

  In the following step 11, the parameter for the damping coefficient command is set, and in step 12, the damping coefficient command for reducing the vehicle body acceleration is calculated based on the parameter set in step 11 and the vehicle body acceleration obtained in step 2. To do. In step 13, a current command value proportional to the attenuation coefficient command calculated in step 12 is calculated as feedforward control calculation processing.

  Finally, in step 7, the current value according to the current command value calculated in steps 6, 9, and 13 is output to the actuator 7 of the damping force variable damper 6.

  The damper abnormality detection process in step 10 determines the increase in vehicle pitching motion, roll motion, etc. obtained from the absolute value of the vehicle body acceleration, the power of the vehicle body acceleration, and the vehicle body acceleration, based on a threshold value that can change depending on the speed and the point. Is. The damper abnormality detection process in step 10 may be executed between step 3 and step 8, or may be executed between step 2 and step 3. When the damper abnormality detection process is executed before step 8, the determination time required for detecting the damper abnormality can be shortened.

  Next, the feedback control calculation process shown in step 6 in FIG. 7 will be described with reference to FIG.

  First, in step 21, the difference U between the damping force command calculated in step 5 and the damper generating force acquired in step 1 is calculated. In the following step 22, a proportional value P obtained by multiplying the difference U by a proportional gain is calculated, and in step 23, an integral value I obtained by integrating the difference U multiplied by an integral gain every cycle is calculated.

  Subsequently, in step 24, it is determined whether or not the counter K is 100 or more. If it is determined in step 24 that the counter K is 100 or more (K ≧ 100), the value of the counter K is reset to zero in step 25 (K = 0), and the process proceeds to step 26.

  On the other hand, when it is determined in step 24 that the counter K is smaller than 100 (K <100), the process proceeds to step 26 and the absolute value of the integral value I at this time is stored as the deviation value H (K) in the counter K. Stored in section 14A. In the following step 27, the counter K stored in the storage unit 14A accumulates the deviation value H (K) from zero (K = 0) to 99 (K = 99). That is, in step 27, the deviation values H (K) for the past 100 cycles are integrated to calculate an integrated deviation value SUM. Thereafter, in step 28, the value of the counter K is incremented by 1, and the process proceeds to step 29.

  In step 29, it is determined whether or not the integrated deviation value SUM is equal to or greater than a predetermined threshold value. When it is determined in step 29 that the integrated deviation value SUM is equal to or greater than the threshold value, the process proceeds to step 30 where the system status flag is set to the value of the sensor failure state. On the other hand, when it is determined in step 29 that the integrated divergence value SUM is smaller than the threshold value, the process proceeds to step 31 where the system status flag is set to a normal state value.

  When Steps 30 and 31 are completed, the process proceeds to Step 32, where the current command is set to an addition value of the proportional value P and the integral value I.

  Steps 24 to 31 are logic for confirming the soundness of the feedback control. This logic is a logic that determines that the feedback control is abnormal when the difference between the damper generating force and the damping force command continues continuously for a predetermined time or more. If the deviation between the damper generating force and the damping force command can be determined, a determination method other than steps 24-31 can be employed.

  Moreover, in steps 24-31, although it was set as the structure which determines whether it is abnormal of feedback control based on the deviation value H (K) for 100 periods, the number of periods required for determination may be 100 periods or less, It may be 100 cycles or more, and is set as appropriate in consideration of determination accuracy and the like. For example, if the damper generating force and damping force command can be obtained with high accuracy, the number of cycles necessary for the determination may be one cycle.

  Next, the feedforward control calculation process shown in step 13 in FIG. 7 will be described with reference to FIG.

  In step 41, the current command value is obtained by multiplying the damping coefficient command calculated in step 12 by the proportional gain. The proportional gain used in step 22 and the proportional gain used in step 41 are different parameters.

  As described above, according to the present embodiment, the control device 14 does not detect abnormality from the vehicle body acceleration in the normal state (STATE 2), and thus detects abnormality from the vehicle body acceleration by the vehicle body acceleration acquisition unit 21 in the normal state. Compared with the case where it does, the influence of a weather, a track, etc. can be reduced and false detection can be reduced.

  Further, when the control device 14 determines that the sensor has failed, feedforward control is executed, and the current command as the actual damping force command value is calculated without using the damper generation force by the damper generation force acquisition unit 23. Specifically, after detecting the failure of the force sensor 12, the current command is calculated using the vehicle body acceleration by the vehicle body acceleration acquisition unit 21 without using the damper generation force by the damper generation force acquisition unit 23. For this reason, for example, even when an abnormality occurs in the force sensor 12, the damping force characteristic of the damping force variable damper 6 is controlled by the feedforward control using the vehicle body acceleration by the vehicle body acceleration acquisition unit 21 without using the force sensor 12. can do. As a result, it is possible to minimize a decrease in riding comfort as compared with, for example, a case where the damping force variable damper 6 is set to the passive state when the force sensor 12 is abnormal.

  Further, since the control device 14 detects a failure of the force sensor 12 based on the vehicle body acceleration by the vehicle body acceleration acquisition unit 21, it is possible to determine an abnormality of the force sensor 12 and an abnormality of the damping force variable damper 6 or the like. For this reason, the accuracy of abnormality detection is improved, and damping force characteristics can be controlled according to each abnormal state.

  In addition to this, for example, when the damping force variable damper 6 is abnormal, the vehicle damping force variable damper 6 is removed for inspection and replacement. However, when the force sensor 12 is abnormal, it is not necessary to remove the damping force variable damper 6. . For this reason, train operation and maintainability can be improved by discriminating between a sensor failure state and a damper abnormal state.

  Next, FIGS. 10 to 12 show a second embodiment of the present invention. A feature of the present embodiment is that, for example, a configuration using a semi-active damper equipped with a pressure control valve is used. In the present embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted.

  In the second embodiment, the actuator 31 of the damping force variable damper 6 differs from the actuator 7 according to the first embodiment in that it constitutes a pressure control valve. In the control device 14 according to the second embodiment, the vibration control calculation execution unit 32 in the feedforward control calculates the damping force generated by the damping force variable damper 6. Along with this, the proportional controller 33 of the feedforward control calculation execution unit 28 converts the damping force command into a current command and outputs it to the current drive unit 27. This is different from the vibration control calculation execution unit 22 and the proportional controller 29 according to the first embodiment. Other configurations are the same as those of the first embodiment shown in FIGS.

  Next, a program for controlling the damping force variable damper 6 executed by the control device 14 for each control cycle will be described with reference to FIG.

  When the damping force variable damper 6 equipped with the pressure control valve is used, in the first embodiment, the processing (steps 11 to 13) performed to generate a current command proportional to the damping coefficient is the damping force. Is replaced with processing (steps 51 to 53) for generating a current command proportional to Other configurations are the same as those of the first embodiment shown in FIG.

  Further, the feedforward control calculation process of step 53 in FIG. 11 will be described with reference to FIG. When the damping force variable damper 6 equipped with the pressure control valve is used, in step 61, the damping force command calculated in step 52 is multiplied by a proportional gain to obtain a current command value.

  Thus, in the second embodiment, it is possible to obtain substantially the same operational effects as those in the first embodiment.

  In each of the above embodiments, Steps 3 to 13 in FIGS. 7 and 11 and Steps 21 to 31 in FIG. 8 show specific examples of the failure detection means, and Steps 8 and 8 in FIGS. 10 shows a specific example of the cause determination means.

  In each of the above-described embodiments, the case where the damping force variable damper 6 is configured to reduce the upward and downward vibrations of the vehicle body 2 has been described as an example. However, the present invention is not limited to this, and for example, a damper may be used to reduce left and right vibrations of the vehicle body.

  Furthermore, in each said embodiment, although the case where the damping force adjustment type cylinder apparatus was applied to the railway vehicle 1 was mentioned as an example and demonstrated, you may apply to other vehicles, such as a motor vehicle.

  Next, the invention included in each of the embodiments will be described. According to the present invention, the control means is attached to the attached side, the damping force detecting means for detecting the actual damping force by the detecting means for detecting the force applied to the attached side, and the acceleration detecting means attached to the attached side. A damping force calculation means for obtaining a damping force command value, and an actual damping force command value calculation means for calculating an actual damping force command value from the output values of the damping force detection means and the damping force calculation means, The failure detection means determines a failure when the difference between the output value of the damping force detection means and the output value of the damping force calculation means exceeds a predetermined value, and uses the output value of the damping force detection means without using the output value. The actual damping force command value is calculated. Thus, in the normal state, only the failure determination based on the difference between the output value of the damping force detection means and the output value of the damping force calculation means is executed, and no abnormality detection is executed from the vehicle body acceleration. Compared with the case where an abnormality is detected from the vehicle body acceleration by the means, it is possible to reduce the influence of the weather, the trajectory, etc., and to reduce the erroneous detection.

  In addition, when the failure detection means determines that there is a failure, the actual damping force command value is calculated without using the output value of the damping force detection means. For example, even when an abnormality occurs in the detection means, the detection means and the damping force detection The actual damping force command value can be calculated and the damping force can be adjusted without using any means.

  According to the present invention, the failure detection means includes a cause determination means for determining a cause of the failure, and the cause determination means detects a failure of the detection means based on a detection value of the acceleration detection means. Thereby, since the cause determination means detects a failure of the detection means based on the output value from the acceleration detection means, it is possible to determine an abnormality of the detection means and an abnormality of the cylinder or the like. For this reason, the accuracy of abnormality detection is improved, and damping force characteristics can be controlled according to each abnormal state.

  According to the present invention, after detecting the failure of the detection means, the actual damping force command value is calculated using the detection value by the acceleration detection means without using the output value of the damping force detection means. The configuration. For this reason, even when an abnormality occurs in the detection means, the damping force characteristic can be controlled by feedforward control using the detection value by the acceleration detection means without using the detection means, and a decrease in ride comfort is minimized. To the limit.

1 Railcar 2 Body (Mounted side)
6 Damping force variable damper 6A Cylinder 6B Piston 6C Piston rod 7, 31 Actuator (Damping force adjusting mechanism)
12 Force sensor (detection means)
13 Acceleration sensor 14 Control device (control means)
21 Vehicle body acceleration acquisition unit (acceleration detection means)
22, 32 Vibration control calculation execution unit (damping force calculation means)
23 Damper generation force acquisition unit (damping force detection means)
24 Feedback control calculation execution unit (actual damping force command value calculation means)
28 Feedforward control calculation execution unit

Claims (3)

A cylinder disposed between the mounted side and the road surface, filled with a working fluid, and provided with a slidable piston inside;
A piston rod connected to the piston and extending outside the cylinder;
A damping force adjusting mechanism that generates a damping force by controlling the flow of the working fluid generated by sliding of the piston;
Control means for controlling the damping force adjusting mechanism;
A failure detecting means for detecting a failure of the control means, and a damping force adjusting cylinder device comprising:
The control means includes
A damping force detecting means attached to the attached side and detecting an actual damping force by a detecting means for detecting a force applied to the attached side;
Damping force calculation means for obtaining a damping force command value by means of acceleration detection means attached to the mounted side;
An actual damping force command value calculating means for calculating an actual damping force command value from output values of the damping force detection means and the damping force calculation means,
The failure detection means determines that a failure has occurred when the difference between the output value of the damping force detection means and the output value of the damping force calculation means exceeds a predetermined value, and without using the output value of the damping force detection means. A damping force adjusting type cylinder device characterized in that the actual damping force command value is calculated. The failure detection means includes a cause determination means for determining the cause of the failure,
The damping force adjustment type cylinder device according to claim 1, wherein the cause determination means detects a failure of the detection means based on a detection value by the acceleration detection means.   2. The actual damping force command value is calculated using a detection value of the acceleration detection means without using an output value of the damping force detection means after detecting a failure of the detection means. Or a damping force adjusting cylinder device according to 2;

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