JP5057375B2 - Railway vehicle vibration control device - Google Patents

Description

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

  When traveling on a rail vehicle, the horizontal direction of the vehicle relative to the direction of travel of the vehicle (hereinafter simply referred to as “lateral direction”) due to the inclination of the rail installation surface, crosswind, centrifugal force applied to the vehicle during turning, etc. The vibration to act. Since this lateral vibration causes the ride comfort of the railway vehicle to deteriorate, in order to suppress this vibration, the conventional vibration damping device has an air spring or a coil spring interposed between the vehicle body and the carriage. A damper is arranged to absorb the impact received by the vehicle body from the carriage and to suppress the vibration of the spring.

  In order to further effectively suppress the vibration, the vibration damping device also includes a controller that makes the damping force of the damper variable and controls the control force to be output to the damper. The control force output by the damper is controlled in accordance with (see, for example, Patent Document 1).

  Further, although it is a vibration control device for other railway vehicles, a damping damper that is interposed between the vehicle body and the carriage and suppresses vertical vibration of the vehicle body, and a damping damper that is also interposed between the vehicle body and the carriage, A fluid actuator arranged in parallel; and a control means for controlling the fluid actuator. The control means has data that directly associates the travel position on the track of the railway vehicle with the irregular irregularity information of the track. There is also an attempt to suppress the vertical vibration of the railway vehicle by obtaining an irregular amount of irregularities on the track by referring to the data based on the traveling position of the railway vehicle and performing feedforward control (see, for example, Patent Document 2) ).

In addition, another railcar vibration damping device has been proposed. In this proposal, a damping damper that is interposed between the vehicle body and the carriage and suppresses lateral vibration of the vehicle body, and the vehicle body and the carriage are also used. A pneumatic actuator interposed therebetween and arranged in parallel with the damping damper, and a control means for controlling the pneumatic actuator. The control means determines whether the railway vehicle is in the tunnel from the traveling position of the railway vehicle. In the case where the vehicle is in the tunnel, the control gain different from that of the other vehicles is set particularly for the vehicle with the pantograph and the last vehicle, and active control is performed in real time (for example, Patent Document 3). reference).
Japanese Patent Laid-Open No. 10-297485 (FIG. 2) Japanese Patent Publication No. 5-80385 (Example, FIG. 1) Japanese Patent No. 3107133 (paragraph numbers 0009 to 0028, FIGS. 3 to 8)

  Here, a rail vehicle rarely travels by one vehicle, and a plurality of trains are connected and operated as a train train, and a current collector is installed in the train vehicle in the train to obtain power from an overhead line. Vehicles (referred to as “vehicles with pantographs” in this paper) and vehicles without current collectors are mixed.

  In particular, for vehicles with a pantograph in a train train for high-speed travel, a cover called a pantograph cover is attached around the pantograph to reduce the flow velocity hitting the pantograph and suppress pressure fluctuations around the train. Yes, when traveling in tunnels or passing trains, the lateral vibration tends to be larger due to the effect of wind pressure on the panta cover compared to railway vehicles other than those with pantographs. However, since the railway vehicle is not connected to the rear, vibration tends to increase in the lateral direction as compared with other railway vehicles.

  Furthermore, in a train train, while traveling in a tunnel, the vibration of the leading railway vehicle in the direction of travel propagates to the railway vehicle that continues to the rear, increasing vibration, and the vehicle body and the inner wall of the tunnel. The pulsating pressure acts on the vehicle body due to the air flow between them, and the railway vehicle vibrates, but the vibration on the rearmost side tends to become remarkable. That is, the ride quality deteriorates as the train goes to the last of the trains of the train train, and the ride comfort particularly deteriorates in the pantograph-equipped vehicle.

  On the other hand, in the vibration damping device for a railway vehicle disclosed in JP-A-10-297485, semi-active control is performed using the same skyhook damping coefficient without distinguishing each railway vehicle in the train set, The vibrations in the train train to which a plurality of railway vehicles are connected cannot be optimally controlled, and the lateral vibration in each rail vehicle in the train train cannot be sufficiently suppressed, so that ride comfort may be deteriorated.

  Further, in the railcar vibration damping device disclosed in Japanese Patent Publication No. 5-80385, the control is intended only for the vertical vibration and the lateral vibration cannot be suppressed. There is a possibility that the vibration of the vehicle cannot be sufficiently suppressed and the ride comfort cannot be improved.

  In the railway vehicle vibration damping device disclosed in Japanese Patent No. 3107133, the control gain is changed by separating the inside of the tunnel from the outside of the tunnel and the vehicle with the pantograph and the rearmost vehicle and the other vehicles. However, since no consideration is given to the propagation of vibrations of railway vehicles in trains, lateral vibrations in trains in trains cannot be sufficiently suppressed and riding comfort cannot be improved. there is a possibility.

  Accordingly, the present invention has been made to solve the above-described problems, and an object of the present invention is to control railcars that perform semi-active control that can improve riding comfort even in trains. It is to provide a vibration device.

In order to achieve the above-described object, the problem solving means of the present invention is provided between a vehicle body and a carriage supporting the vehicle body in each vehicle of a train train, and generates vibrations of the vehicle body in a horizontal and horizontal direction with respect to the traveling direction of the vehicle. A railway vehicle with a pantograph in a damping device for a railway vehicle, comprising: a damping force variable damper that suppresses; and a control unit that performs skyhook semi-active control of a control force that suppresses the vehicle body vibration generated by the damping force variable damper. to be larger than the skyhook damping coefficient in the immediately preceding vehicle any vehicle within a delimited skyhook damping coefficient in any vehicle within delimited range delimited that between the next vehicle of the vehicle with pantograph and It is characterized by being set.

  According to the railcar vibration damping device, even if the train train travels in a section where the vibration is particularly large in the train with a pantograph or the last vehicle in the train train, it is optimal for vibration suppression in each vehicle. Therefore, the vibration of the vehicle body of the vehicle with the pantograph and the last vehicle and in the vicinity thereof is sufficiently suppressed. The riding comfort of each vehicle can be improved.

  In addition, in the case of control that uniformly increases the skyhook attenuation coefficient of the vehicle, the ride quality of all the vehicles in the train train is improved without being the optimal skyhook attenuation coefficient for each vehicle. However, this railcar vibration control device can make the riding comfort uniform among the vehicles, and can improve the riding comfort of all vehicles. Can be improved.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram showing a train set equipped with a railcar damping device according to an embodiment. FIG. 2 is a diagram illustrating an example of a system of a railcar damping device according to an embodiment. FIG. 3 is a plan view of a vehicle equipped with a railcar vibration damping device according to one embodiment. FIG. 4 is a diagram illustrating an example of a skyhook attenuation coefficient map associated with the order of vehicles in a train train in the railcar vibration damping device according to the embodiment. FIG. 5 is a diagram showing the magnitude of lateral vibration in each railway vehicle when a specific train train travels in a tunnel. FIG. 6 is a diagram illustrating another example of the skyhook attenuation coefficient map associated with the order of the vehicles in the train train in the railcar vibration damping device according to the embodiment. FIG. 7 is a flowchart illustrating a procedure for changing the skyhook attenuation coefficient according to an embodiment. FIG. 8 is a flowchart showing a skyhook semi-active control procedure in the railcar damping device according to the embodiment. FIG. 9 is a diagram illustrating an example of a skyhook attenuation coefficient map associated with the order of vehicles in the train set in the railcar vibration damping device according to the modified example of the embodiment. FIG. 10 is a diagram illustrating another example of the skyhook attenuation coefficient map associated with the order of the vehicles in the train set in the railcar vibration damping device according to the modification of the embodiment.

As shown in FIG. 1, the vibration damping device for a railway vehicle in one embodiment basically has a railway vehicle (hereinafter simply referred to as “vehicle”) V _n (n = 1, 2, 3... N ) Are connected to a train train T formed by connecting a plurality of vehicles, and in each vehicle V _n , as shown in FIG. 2 and FIG. A variable damping force damper 3 interposed between the carriage 2 and a control unit 4 that performs skyhook semi-active control of each variable damping force damper 3 is provided. The vehicle body 1 is elastically supported by an air spring A or the like interposed between the vehicle body 1 and the carriage 2.

  Hereinafter, each part will be described in detail. The damping force variable damper 3 is a fluid pressure damper having a variable damping force. When a control command is received from the control unit 4, for example, a control valve such as a solenoid valve (not shown) The damping characteristic can be changed by changing the resistance given to the control signal in accordance with the control command.

  Further, detection means 5 for detecting the vibration acceleration in the lateral direction of the vehicle body 1 are installed one by one near the carriage 2 before and after the vehicle body 1, and the control unit 4 performs this operation when performing the skyhook semi-active control. The above control is executed based on the lateral speed obtained by integrating the vibration acceleration detected by the detecting means 5 and converting it to the lateral speed. In addition, when obtaining the lateral speed of the vehicle body 1, instead of performing the integral calculation by the control unit 4, it is converted into the lateral speed by a calculation means for calculating the speed from the acceleration provided outside the control unit 4 separately. Then, it may be inputted to the control unit 4. Further, the detecting means 5 may be an acceleration sensor or a speed sensor.

The control unit 4 includes an A / D converter that converts a vibration acceleration signal that is an analog voltage output from the detection unit 5 into a digital signal, and a detection unit in order to perform the skyhook semi-active control of the damping force variable damper 3. 5, an arithmetic processing unit such as a CPU (Central Processing Unit) that obtains information on the vibration acceleration in the lateral direction of the vehicle body 1 and calculates a control force, a RAM (Random Access Memory) that provides a storage area for the arithmetic processing unit, etc. And a secondary storage device such as an HD (Hard Disk) in which a program used when changing the control force calculation process and the skyhook attenuation coefficient is stored. The control command for generating the controlled control force to the variable damping force damper 3 is output to the variable damping force damper 3. It has become to so that.

Note that a program such as a processing procedure necessary for the calculation of the skyhook semi-active control may be stored in a storage medium, and a drive that can sequentially read the program may be provided.

  Incidentally, in the skyhook semi-active control, the control unit 4 calculates the control force F by F = Cs × (dX / dt) when (dX / dt) × {d (XY) / dt} ≧ 0. In addition, when (dX / dt) × {d (XY) / dt} <0, the control force F is set to F = 0. Here, dX / dt is the lateral speed of the vehicle body 1, d (XY) / dt is the relative speed in the lateral direction of the vehicle body 1 and the carriage 2, and Cs is the skyhook attenuation coefficient. .

  Then, the control force F calculated by the control unit 4 is transmitted to the damping force variable damper 3 as a control command, whereby the damping force variable damper 3 generates the control force F. Further, the control unit 4 can change the skyhook attenuation coefficient Cs used for the skyhook semi-active control.

  Here, when the skyhook semi-active control is performed, information on the relative speed between the vehicle body 1 and the carriage 2 is necessary. In the vibration damping device for this railway vehicle, the damping force variable damper 3 is effectively extended ( Control force is generated only during the extension stroke), and it is configured to be switched by the control valve so that it has the characteristics of pressure effect (control force is generated only during the compression stroke), and is controlled according to the above Skyhook control law In this case, the relative speed d (XY) / dt on the extension side of the damping force variable damper 3 is set to be positive, and when dX / dt> 0, the damping force variable damper 3 is switched to the extension effect. Therefore, if d (X−Y) / dt> 0, (dX / dt) × {d (XY) / dt} ≧ 0 is satisfied, and the control force F = Cs × (dX / dt) is a damper. Generated on the extension side, d (XY) / d If t <0, (dX / dt) × {d (XY) / dt} <0 and the control force F = 0, so that the damping force variable damper 3 is controlled so as not to generate the control force. In this case, however, the damping force variable damper 3 becomes a compression stroke and does not generate a control force, so that it is not necessary to perform a special control.

  On the other hand, when dX / dt <0, by switching the damping force variable damper 3 to pressure, if d (XY) / dt <0, (dX / dt) × {d (X− Y) / dt} ≧ 0 is satisfied, and the control force F = Cs × (dX / dt) is generated on the damper compression side, while if d (XY) / dt> 0, (dX / dt) Since x {d (XY) / dt} <0 and the control force F = 0, it is necessary to control the damping force variable damper 3 so as not to generate the control force. Since the damping force variable damper 3 is in the expansion stroke and does not generate control force, it is not necessary to perform special control.

It should be noted that switching between the elongation effect and the pressure effect may be performed by the sign of dX / dt.

Therefore, by setting the damping force variable damper 3 as described above, the skyhook semi-active control can be realized with a simple configuration, and special control is required when the control force F = 0. There is no problem caused by delay in control response. Further, the damping force variable damper 3 such a configuration, elongation effectiveness and pressure efficiency-out of the switching by leaving to perform the positive and negative sign of dX / dt, the relative rate d (X of the vehicle body 1 and the bogie 2 -Y) / dt need not be detected, so that it is not necessary to separately provide a detector for detecting the relative speed between the vehicle body 1 and the carriage 2 in addition to the detection means 5, and the vibration damping device for the vehicle is made cheaper and lighter. Can be.

In addition, when the damping force variable damper 3 is not configured to be able to switch between the stretch effect and the pressure effect as described above, a detector for detecting the lateral relative speed between the vehicle body 1 and the carriage 2 is separately provided. Thus, the control force F may be calculated using the relative speed information in the lateral direction between the vehicle body 1 and the carriage 2. In this case, as a detector that detects the relative speed in the lateral direction of the vehicle body 1 and the carriage 2, for example, a stroke sensor that detects the stroke of the damping force variable damper 3 or a pressure sensor that detects the pressure in the damping force variable damper 3. When a stroke sensor is used, the detected damper displacement may be differentiated by the control unit 4 to obtain a relative speed. When a pressure sensor is used, the pressure is controlled by the control unit. 4 may be converted to a relative speed.

Therefore, according to the skyhook semi-active control by the railcar damping device, for example, if the vehicle body 1 is swung to the left in FIG. If the cart 2 is swung to the left at a slower speed than the vehicle body 1 or is swung to the right as opposed to the vehicle body 2, (dX / dt) × {d (X− Since the condition of Y) / dt} ≧ 0 is satisfied, the damping force variable damper 3 outputs the control force F calculated by F = Cs × (dX / dt) according to the control command from the control unit 4, and the vehicle body 1 Suppresses vibration. On the other hand, if the carriage 2 swings to the left at a speed faster than the leftward swing speed of the vehicle body 1 due to a rail deviation or the like, (dX / dt) × {d (XY) / dt} <0 The damping force variable damper 3 has the control force F = 0, the control force generated according to the control command from the control unit 4 is set to 0, and the damping force variable damper 3 is controlled by the generated control force. The vehicle body 1 is controlled so as not to vibrate.

Returning to FIG. 1, the train T is configured by connecting N vehicles V _x , of which any vehicle V _x (x is an arbitrary integer from 1 to N) travel position detector 10 for detecting a running position on the route of the vehicle V _x itself is provided.

Running position of the vehicle V _x detected by the this running position detector 10 is installed in each vehicle V _n which is connected to a central vehicle monitoring 11a and which is installed in a vehicle V _x with in a train T The control unit of each vehicle V _n that is sent in real time via the vehicle monitor device 11 constituted by the vehicle monitor terminal 11b and through which the traveling position of the vehicle V _x constitutes the train T 4 so that it can be determined whether or not the train train T is traveling in a tunnel section.

Instead of transmitting the running position information to the control unit 4 via the vehicle monitoring device 11 as described above, the control unit 4 to be mounted from the running position detector 10 of the vehicle V _x in the vehicle V _x with direct travel position information for transmitting, it may be transmitted to the travel position information to the control unit 4 to be mounted from the control unit 4 of the vehicle V _x to other vehicles V _n except vehicle V _x.

Further, by mounting the respective travel position detection 10 in the vehicles V _n, it is not safely be transmitted the travel position information to the control unit 4 for each vehicle V _n, adopting the configuration as described above since it is sufficient to provide one running position detector 10 in a train T by, it can be inexpensive to train set T.

Further, the control unit 4 of the vehicle V _n is adapted to recognize whether the vehicle V _n is in many eyes in a train T, or the vehicle V _n is in many eyes in a train T the method of recognition of the specific example, set to be cascaded controller 4 to each other to be mounted on each vehicle V _n as a node, the order the network cable connecting these control unit 4 to each other by a relay circuit May be recognized by a method capable of automatic opening and closing, other automatic recognition methods, or an input of the vehicle position in the train set T from another vehicle position detection device may be received. Any number may be directly input to each control unit 4 manually.

Still further, the control unit 4 of each vehicle V _n can recognize that the host vehicle V _n is a pantograph-equipped vehicle, and can determine the position of the pantograph-equipped vehicle from the top vehicle. Can be recognized. The recognition of whether or not the own vehicle V _n is a vehicle with pantograph, specifically, for example, the control unit 4 that the vehicle V _n is mounted in advance in the vehicle V _n to be a vehicle with pantograph input; then, if the vehicle with the pantograph in order to recognize whether the located number from the leading vehicle, specifically, for example, the vehicle V _n of the above is located number from the leading vehicle, i.e. When recognizing the order from the leading vehicle, it is only necessary to output special identification data from the control unit 4 of the pantograph-equipped vehicle, and in this way, the control unit 4 in each vehicle V _n It is possible to grasp the order from the leading vehicle of the pantograph-equipped vehicle.

Then, change the skyhook damping coefficient Cs in the control unit 4 of the vehicle V _n when a train T travels any section towards the vibration in the rearmost-side vehicle from the head-side vehicle such tunnel section like increases Processing will be described.

  The change process of the skyhook attenuation coefficient Cs is performed by the arithmetic processing unit of each control unit 4 executing the change processing program stored in the above-described secondary storage device.

Further, when processing of changing the skyhook damping coefficient Cs is previously associated skyhook damping in order from the leading vehicle V ₁ of the in a train T of a vehicle V _n stored separately in the secondary storage device shown in FIG. 4 This is done by referring to the coefficient map.

This map is located in a train T of the vehicle V _n, i.e., shows the relationship between the order from the leading vehicle V ₁ and the skyhook damping coefficient Cs appropriate to that position, each vehicle in the train set T Skyhook damping coefficient Cs _n (n = 1, 2, 3... N, n- _th skyhook damping coefficient in train train T ) at V _n indicates that train train T has a pantograph as shown in FIG. separated between the following vehicle of the vehicle and the vehicle with pantograph, within delimited range skyhook damping the skyhook damping coefficient Cs _n in any vehicle V _n of the vehicle V _n-1 immediately before the vehicle V _n The coefficient is set to be _{equal to} or greater than the coefficient Cs _{n−1. In} the case of this embodiment, the skyhook attenuation coefficient Cs _n in an arbitrary vehicle V _n within the delimited range is from the head to the tail. On the side Only and is set to be stepwise increased, within the scope of the separator, which is set in particular as skyhook damping coefficient Cs _n increases by pantograph with the vehicle and the end vehicle.

Further, the skyhook damping coefficient Cs _n in each lead vehicle of each separated range is set to be larger toward from the head side to the end side.

Specifically, a description will be given by taking as an example a 10-car train train in which the fourth and seventh vehicles V ₄ and V ₇ from the head are vehicles with pantographs. As shown in FIG. 4, vehicles with pantographs V ₄ , Separate between V ₇ and the vehicle with pantograph following vehicle _V 5, _{V 8,} in separated ranges a1, a2, skyhook damping coefficient Cs _n in each vehicle V _n in the a3 is immediately before the vehicle _{V n-1} is set to be greater than the skyhook damping coefficient _{Cs n-1,} further, the skyhook damping coefficient Cs _n in each vehicle _{V 1, V 5, V 8} of the head ranges a1, a2, a3 that are each separated in , It is set to be larger from the head side toward the tail side.

That is, the control unit 4 of the vehicle V _n is a train T when the running in the tunnel section, as described above, separated by ranges a1 skyhook damping coefficient in each vehicle V _n in the (a2, a3) Since Cs _n is set to be _{equal to} or greater than the skyhook attenuation coefficient Cs _n−1 in the immediately preceding vehicle V _n−1 within the range a1 (a2, a3) in which Cs _n is divided, the last in each range a1, a2, a3 As the vehicle moves toward the tail side vehicles V ₄ , V ₇ and the last vehicle V ₁₀ side, the control force F output from the damping force variable damper 3 with respect to the vibration of the vehicle body 1 increases, and the pantograph The control force F in the auxiliary vehicles V ₄ and V ₇ and the last vehicle V ₁₀ is maximized within the range of the division. Moreover, the control force F output from the damping force variable damper 3 with respect to the vibration of the vehicle body 1 increases as the distance to the rear end increases.

Thus, by the action of the vehicle V _n of the pressure to more pulsating the flow of air between the propagation and the vehicle body 1 and the tunnel inner wall upset the train set T is the last side from the head side, the end of the rail vehicle even when traveling in a tunnel that this vibration in the side becomes remarkable, delimited range a1, a2, a3 within Sky hook damping coefficient Cs _n pantograph with the vehicle V ₄ by is set to be gradually increased, Since the skyhook damping coefficient Cs _n in the V ₇ and the last vehicle V ₁₀ is set to be large, the pantograph-equipped vehicles V ₄ , V ₇ and the last vehicle V ₁₀ and the vehicle body of the vehicle V _n in the vicinity thereof 1 of vibration is sufficiently suppressed, it is possible to improve the riding comfort of the vehicle V _n of the train set T.

Here, in the tunnel, as described above, the upset of the vehicle V _n of the head-side vibration propagates to the rear of the vehicle V _n is increased to the traveling direction, the vehicle body 1 and the tunnel inner wall since the vehicle V _n acts pressure pulsation in the vehicle body 1 by the flow of air between vibrates, as shown in FIG. 5, in particular vibration of the pantograph with the vehicle V _4, V ₇ and end vehicle V ₁₀ increases When the vibration as you go to both the end side has a larger tendency delimited range a1, a2, Sky skyhook damping coefficient Cs _n is immediately before the vehicle V _n-1 in each vehicle V _n in a3 in addition to being set so that the hook damping coefficient Cs _n-1 or more, stepwise increases toward the skyhook damping coefficient Cs _n in the leading vehicle in the range of the separator from the top side to the end side By setting the so that, even be optimal by the vibration suppression in each vehicle V _n of the skyhook damping coefficient Cs _n is a train T on each vehicle V _n, it is possible to further increase the damping effect in each vehicle V _n since, it is possible to further improve the riding comfort of the vehicle V _n of the train set T. In FIG. 5, when focusing on the vehicle V _n of the n eyes, the size of the vibration at the front and rear sides of the vehicle V _n of the n eyes is different, the same vehicle V _n in even ride in the front and rear Can be understood to be different.

Further, not in the case of control to increase the skyhook damping coefficient Cs _n of all vehicles V _n uniformly in the tunnel, the skyhook damping coefficient Cs _n to be optimal for each vehicle V _n, it is difficult to improve the ride comfort in all vehicles V _n in a train T, although variations in ride comfort of each vehicle V _n occurs, in the present invention, the ride comfort evenly among the vehicles V _n it is possible to, it is possible to improve the ride comfort in all vehicles V _n.

In the above description, the train train T travels in the tunnel. However, any section (hereinafter simply referred to as “arbitrary section”) in which the vibration of the pantograph-equipped vehicle or the last vehicle increases. For example, when the train T is passing another train traveling in the opposite direction, or when traveling in a section where crosswinds frequently occur, the skyhook in each vehicle V _n within the delimited range damping coefficient Cs _n that is set to be the skyhook damping coefficient Cs _n-1 or more in the immediately preceding vehicle V _n-1, it is possible to improve the riding comfort of the vehicle similarly to V _n and at tunnel running .

Further, the above control, i.e., by setting so that the skyhook damping coefficient Cs _n-1 or the skyhook damping coefficient Cs _n in each vehicle V _n in the delimited range just before the vehicle V _n-1 the control performed, particularly larger such an interval in the vibration of the pantograph with the vehicle and the end vehicle V _N is as in the case of traveling a section occurrence or when crosswind pass each other in addition to the tunnel section is frequently, i.e., any interval It may be performed when the train T travels. That is, a train T is not performed the skyhook semiactive control using the skyhook damping coefficient Cs _n is set as described above in all sections running, it applied only to the control arbitrary section described above, other in the interval, for example, it may be switched to the control for skyhook damping coefficient Cs _n of all vehicles V _1, V ₂ ··· V _n in a train T as uniform.

Incidentally, as described above, any section and, in the case that the control is performed to change the skyhook damping coefficient Cs _n in other sections, another train set traveling from the opposite direction of the train set T when passing the as T, if the skyhook damping coefficient Cs _n in each vehicle V _n in the delimited range performs control by setting as described above, for example, the position of the other party enabling communication train set between the advance to be able to grasp, it is sufficient to change the skyhook damping coefficient Cs _n of as configured in pass each other timing.

Also, any section and, even when such the control is performed to change the skyhook damping coefficient Cs _n in another section, to its control, track irregularities incorrect amount of data and vibration data of each vehicle V _n it is not necessary to possess, it is sufficient to use the data of the skyhook damping coefficient Cs _n in each vehicle V _n, control the amount of data becomes enormous does not become complicated.

Furthermore, in the embodiment described above, the skyhook damping coefficient Cs _n, from the beginning vehicles both V ₁ in the range delimited to the most pantograph with the vehicle positioned behind or end vehicle V _N within its scope is set to be stepwise increased, and have been set to all different on each vehicle V _n, for example, as shown in FIG. 6, step a skyhook damping coefficient Cs _n for each of a plurality car Alternatively, it may be set to be larger.

Further, since the variable damping force damper 3 is provided before and after each vehicle V _n , the skyhook damping coefficient Cs _n is made different for each front and rear damping force variable damper 3 in one vehicle V _n. Also good. In doing so, the same vehicle V can improve ride comfort in the front and the rear in the _n, also ride becomes uniform in the same vehicle V _n.

Hereinafter, arbitrary section, for example, a tunnel section, other sections, for example, change the skyhook damping coefficient Cs _n of each vehicle V _n in the case of performing control in different skyhook damping coefficient Cs _n in the non-tunnel section section explaining with reference to the flow chart showing the processing in FIG. 7, in step F1, the control unit 4, a vehicle with a pantograph that whether the vehicle V _n to which it is mounted is what the eyes from the leading vehicle V ₁ was nothing It is both eyes, that is, the order is recognized. This recognition may be performed when the train set T is formed, and it is not necessary to perform this recognition every time the train is not changed. Further, to recognize also whether the train T This recognition is organized in what both the vehicle V _n.

Then, the process proceeds to step F2, the control unit 4, the travel position information of any vehicle V _x which has been temporarily stored in directly received by the main storage device from or traveling position detector 10 receives from the vehicle monitor apparatus 11 Is read.

Subsequently, in step F3, the control unit 4, in order to correct the running position information of the vehicle V _n, of any vehicle V _x of the own vehicle V _n for detecting a running position of the vehicle V _n which has been previously recognized the distance portion of the traveling position is corrected from the traveling position of the vehicle V _n, it calculates the exact traveling position of the host vehicle V _n.

Further, the process proceeds to step F4, the control unit 4, a vehicle V _n of the travel position information of the own vehicle V _n described above determines whether the vehicle is traveling in a tunnel. This determination is performed by comparing advance and prepared starting with a position and the end point and a position of the tunnel section, and a traveling position at the present time these information and the vehicle V _n.

If it is determined that the host vehicle V _n is traveling in the tunnel, the process proceeds to step F5, where the control unit 4 refers to the map shown in FIG. 4 and the map and the host vehicle V _n are the leading vehicle. from the order of the information from, select the skyhook damping coefficient Cs _n should be adopted in the vehicle V _n, the skyhook damping coefficient Cs _n to use this to skyhook semi-active control.

This map is prepared in advance for each train of trains of train train T and for each order of vehicles with pantographs. When referring to the map, this map matches the number of trains of trains of trains T and the order of vehicles with pantographs. Is selected. If the number of organized vehicles T and the order of pantograph-equipped vehicles are unchanged, it is not necessary to prepare a map that depends on the number of organized vehicles and the order of pantograph-equipped vehicles. You may abbreviate | omit also about the recognition of the order of the number of formation vehicles and the vehicle with a pantograph. Furthermore, the order within the train set T of the vehicle V _n at step F1, the recognition sequence of the vehicle with pantograph, since it is sufficient when a train T is knitted, a train T is during running Therefore, the processing from step F2 to step F6 may be repeatedly executed.

On the other hand, when the vehicle V _n is determined not to be traveling on a tunnel like, the process proceeds to step F6, the control unit 4, such as by referring to a map for use in other sections, skyhook The attenuation coefficient Cs _n is set so as to be optimal for other sections.

Next , it moves to Skyhook semi-active control. The skyhook semiactive control, using the skyhook damping coefficient Cs _n, which is determined by the change processing of the skyhook damping coefficient Cs _n, executed by the processing unit of the control unit 4. For calculation of the skyhook semiactive control is explained with reference to a flow chart shown in FIG. 8, in step F11, the control unit 4 reads the determined skyhook damping coefficient Cs _n.

  Subsequently, the process proceeds to step F12, where the control unit 4 calculates (dX / dt) × {d (XY) / dt}, which is (dX / dt) × {d (XY) / It is determined whether or not dt} ≧ 0 is satisfied.

If it is determined in step F12 that (dX / dt) × {d (XY) / dt} ≧ 0, the process proceeds to step F13, and the control unit 4 determines that the sky The control force F is calculated by the equation F = Cs _n × (dX / dt) using the hook damping coefficient Cs. On the other hand, when (dX / dt) × {d (XY) / dt} ≧ 0 is not satisfied, the process proceeds to step F14, and the control unit 4 sets the control force F to zero.

  In step F15, the control unit 4 outputs the control force F calculated in step F13 or step F14 to a driver or the like that drives the control valve of the damping force variable damper 3.

Such a series of control process of changing and skyhook semiactive control skyhook damping coefficient Cs _n may be implemented by to the control unit 4, the vibration of the vehicle body 1 by generating the optimal control force in the damping force variable damper 3 Suppress.

Therefore, this according to the vibration damping device of the railway vehicle, it is possible to change the skyhook damping coefficient Cs _n to be optimal for the running position of the vehicle V _n, the arbitrary section such as a tunnel in optimal skyhook damping coefficient Cs _n in each vehicle V _n that traveling can be carried skyhook semiactive control, it is possible to effectively suppress the vibration of the vehicle body 1, thereby, the vehicle ride quality V _n Will be improved dramatically.

Further, when changing the skyhook damping coefficient Cs _n, it is not necessary to previously obtain the massive data, control processing is simple, furthermore, the need for installation of a fluid pressure source such as required for the active control unit This is a semi-active damping device that is inexpensive and light in weight, and can effectively suppress the vibration of the vehicle body 1 regardless of the route conditions, thus improving the economy and practicality.

And further, in the vibration damping device of the railway vehicle, the control unit 4 to be mounted on each vehicle V _n, accurately running position of the vehicle V _n to correct the running position of any vehicle V _x it is possible to grasp, for example, when a leading vehicle V ₁ is the next vehicle V ₂ even during travel in tunnels is a situation that is not yet entering the tunnel, control of only the vehicle V ₁ It changed in section 4 the skyhook damping coefficient Cs ₁ to be ideal for traveling in a tunnel, the skyhook damping coefficient Cs _n in each control unit 4 of the vehicle V ₂ after the vehicle V _n are ideal route condition immediately before the tunnel section remains that have been maintained in the sky hook damping coefficient Cs _n which is, in such a case, that the skyhook damping coefficient Cs _n of the vehicle V ₂ after the vehicle V _n can no longer match the route conditions There is prevented, the vehicle ride quality V _n of the vehicle V ₂ or later never deteriorated.

In other words, by controlling in this way, the skyhook attenuation coefficient Cs in each control unit 4 is such that the leading vehicle V _{N has} entered the arbitrary section such as a tunnel of the leading vehicle V ₁ in the leading vehicle V _1. until enters into the arbitrary section, so that the leading vehicle V ₁ is gradually over time skyhook damping coefficient Cs _n in the order will be changed. Therefore, even when the train train T, which is long in the traveling direction along the boundary between the arbitrary section and the other section, is running, each vehicle V is in a situation where route conditions are different between the head side and the tail side. _n it is can be controlled with optimum skyhook damping coefficient Cs _n the line condition is traveling, boundary train set T of different routes conditions even during traveling to improve the ride quality of each vehicle V _n It is possible.

Further, the vehicle V _n performed in step F4 described above is in the determination whether the vehicle is traveling within any interval set by shifting slightly in front of the actual position of the position of the start point of any interval that is prepared in advance For example, the start point of the section prepared when the section is 10 km on the actual route is set to 9.99 km.

Then, immediately before the vehicle V _n enters the section, it is possible to change to the skyhook damping coefficient Cs _n which is set so as to increase from the head side toward the tail side. situation in which the third control response delay due to vibration suppression during the interval rush such becomes insufficient can be avoided, it is possible to further improve the riding quality in the vehicle V _n.

Incidentally, in advance instead of to shift in front of the start point in an arbitrary interval starting the actual routes to be prepared, the damping force variable damper 3 on the basis of its speed to input speed of the vehicle V _n to the control unit 4 etc. However, the control can be simplified by shifting the starting point toward the front as described above, and the burden on the arithmetic processing unit of the control unit 4 can be reduced. Can be reduced. As for the distance to shift in front of the position of the arbitrary section actual routes the starting point of which is prepared in advance may be set arbitrarily by actually speed the vehicle V _n travels.

Next, a description will be given of a modification of the railway vehicle control device according to the embodiment. Hardware in the control unit in this modified example is similar to the control device for railway vehicle in the embodiment described above, different from a skyhook damping coefficient Cs _n settings in delimited range.

Even in the case of the control device according to this modified example, the control of each vehicle V _n when the train set T travels in an arbitrary section where the vibration in the rearmost vehicle is larger than the leading vehicle such as a tunnel section. changing process of skyhook damping coefficient Cs _n parts 4 is carried out by the processing unit of the control unit 4 executes the change action program stored in the secondary storage device of the above, separate sub-9 is performed by referring to the order previously associated is skyhook damping coefficient map to from leading vehicle V ₁ of the in a train T of a vehicle V _n stored in the storage device.

That is, the control unit 4 of the vehicle V _n is a train T when the traveling in a tunnel section, Sky in each vehicle V _n in the vehicle with pantograph to each range a1, a2, the a3 separated bordering The hook damping coefficient Cs _n is set so as to be _{equal to} or greater than the skyhook damping coefficient Cs _{n−1 of the} immediately preceding vehicle V _{n−1, and} the sky hook is increased toward the last vehicle V _N from the _first train V _{1 of the} train T. damping coefficient Cs _n is set so as to gradually increase.

In other words, in the case of this modified example, a description will be given by taking as an example a 10-car train train T in which the 4th and 7th vehicles V ₄ and V ₇ from the top are vehicles with pantographs, and the top vehicle V ₁ in the train T Finally since the tail vehicle V ₁₀ stages skyhook damping coefficient Cs _n until is set to be larger, the control output by the damping force variable damper 3 with respect to the vibration of about vehicle body 1 you go to the tail side from the The force F will increase.

Thus, by the action of the vehicle V _n of the pressure to more pulsating the flow of air between the propagation and the vehicle body 1 and the tunnel inner wall upset the train set T is the last side from the head side, the end of the rail vehicle even when traveling in a tunnel that this vibration in the side becomes remarkable, by increasing stepwise the skyhook damping coefficient Cs _n to the end side from the top side so as to optimize the vibration suppression in each vehicle V _n each it is possible to increase the damping effect of the vehicle V _n, it is possible to improve the riding comfort of the vehicle V _n of the train set T.

Further, not in the case of control to increase the skyhook damping coefficient Cs _n of all vehicles V _n uniformly in the tunnel, the skyhook damping coefficient Cs _n to be optimal for each vehicle V _n, a train it is difficult to improve the ride comfort in all vehicles V _n in T, although variations in ride comfort of each vehicle V _n occurs, the control apparatus of this modification, ride between the vehicles V _n it is possible to equalize the comfort can be improved ride comfort in all vehicles V _n.

In the above description, the case where the train set T travels in the tunnel has been described. However, any section in which the rear side vehicle has greater vibration than the head side vehicle, for example, the train set T is opposite. When passing by another train train traveling from the direction, or when traveling in a track misaligned section, the shaking propagates from the leading vehicle to the trailing vehicle. Once you have the skyhook damping coefficient Cs _n from the top side to increase stepwise toward the end side of the _n, it is possible to similarly improve the riding comfort of the vehicle V _n.

Further, the above control, i.e., control performed from the head side with a tail such that stepwise increased toward the side skyhook damping coefficient Cs _n may or if pass each other in addition to the tunnel section, track deviation interval For example, it may be performed when the train T travels in an arbitrary section in which vibration is greater in the rearmost vehicle than in the first vehicle. In other words, as with the embodiment, the skyhook semiactive control using the skyhook damping coefficient Cs _n such that stepwise increased toward the end side from the head side in all sections a train T travels instead of performing, by applying the above control only the arbitrary section described above, in the other sections, for example, the skyhook damping coefficient Cs _n of all vehicles V _1, V ₂ ··· V _n in a train T You may make it switch the control performed uniformly.

Incidentally, as described above, any section and, in the case that the control is performed to change the skyhook damping coefficient Cs _n in other sections, another train set traveling from the opposite direction of the train set T when passing between the case of performing the control by setting the skyhook damping coefficient Cs _n in each vehicle V _n such that stepwise increase from the top side to the end side, the embodiment described above Similarly, it leaves to grasp the position of the other party enabling communication train set each other may be to change the skyhook damping coefficient Cs _n of as configured in pass each other timing. Further, even in the control system of this modification, there is no need to hold the vibration data of the data and each vehicle V _n of the track irregularities incorrect amount, the data of the skyhook damping coefficient Cs _n in each vehicle V _n Since it only has to be used, the amount of data does not become enormous and the control is not complicated.

Furthermore, in the place described above, the lead vehicle skyhook damping coefficient are set such from V ₁ becomes gradually larger to the last vehicle V ₁₀ Cs _n is are to all different on each vehicle V _n, separated each range is a1, a2, since skyhook damping coefficient Cs _n in each vehicle _{V n} within a3 may be set such that the skyhook damping coefficient _{Cs n-1} or more in the immediately preceding vehicle _{V n-1} , for example, as shown in FIG. 10, the leading side and the train set T of 10-car train intermediate point (between 5 eyes and 6 eyes) bordering the skyhook damping coefficient Cs _n of each vehicle V _n constant and then, the skyhook damping coefficient Cs _n of each vehicle V _n of the rearmost side is constant, set from the skyhook damping coefficient of the top side Cs _n so as to increase the skyhook damping coefficient Cs _n of the last side to That is, it may be set so that there are two stages before and after the train set T. Even if this setting is made, the train set T travels in a tunnel or the like where the vibration is remarkable on the rearmost side. also, because the skyhook damping coefficient Cs _n in each vehicle V _n of the rear side of a train T is large, it is possible to enhance the damping effect in each vehicle V _n, each vehicle train set T it is possible to improve the ride comfort of the V _n.

Therefore, is set as the skyhook damping coefficient Cs _n in each vehicle _{V n} in the delimited each range a1, a2, the a3 is skyhook damping coefficient _{Cs n-1} or more in the immediately preceding vehicle _{V n-1} In other words, the vehicle V _n in each divided range is further divided from the leading vehicle side by an appropriate number of vehicles into small sections, and the skyhook attenuation coefficient Cs _n in the vehicle V _n arranged in the small section is constant. while a includes setting as skyhook damping coefficient Cs _n for each subsection increases as going from the top side to the end side.

The changing process that realizes the skyhook damping coefficient Cs _n in each vehicle V _n of FIG. 10 may be performed based on the same flowchart as changing process in the embodiment shown in FIG.

As for the skyhook semiactive control, as with the embodiment, by using the skyhook damping coefficient Cs _n, which is determined by the change processing of the skyhook damping coefficient Cs _n, the arithmetic processing unit of the control unit 4 Executed by. The calculation process of the skyhook semi-active control is executed according to the flowchart shown in FIG. 8 similar to the one embodiment described above.

Accordingly, by the vibration damping device of the rail vehicle in one modified example of the one embodiment, as with the embodiment, to change the skyhook damping coefficient Cs _n to be optimal for the running position of the vehicle V _n Therefore, in the train set T such as in a tunnel, the skyhook damping coefficient Cs _n that is optimal for each vehicle V _n traveling in a section where the rear side vehicle is more vibrated than the first side vehicle. in can enforce skyhook semiactive control, it is possible to effectively suppress the vibration of the vehicle body 1, thereby, the vehicle ride quality V _n will be dramatically improved.

Further, when changing the skyhook damping coefficient Cs _n, it is not necessary to previously obtain the massive data, control processing is simple, furthermore, the need for installation of a fluid pressure source such as required for the active control unit This is a semi-active damping device that is inexpensive and light in weight, and can effectively suppress the vibration of the vehicle body 1 regardless of the route conditions, thus improving the economy and practicality.

And further, in the vibration damping device of the railway vehicle, the control unit 4 to be mounted on each vehicle V _n, accurately running position of the vehicle V _n to correct the running position of any vehicle V _x it is possible to grasp, even in this modified example, it can be controlled by selecting the skyhook damping coefficient Cs _n suitable route conditions each vehicle V _n is actually traveling, the vehicle V The riding comfort at _n does not deteriorate.

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is the figure which showed the formation train carrying the damping device of a rail vehicle in one embodiment. It is a figure which shows an example in the system of the damping device of a railway vehicle in one embodiment. It is a top view of the vehicle carrying the railcar damping device in one embodiment. It is a figure which shows an example of the skyhook attenuation coefficient map linked | related with the order of the vehicle in the train set in the damping device of the rail vehicle of one Embodiment. It is a figure which shows the magnitude | size of the vibration of the horizontal direction in each rail vehicle when a concrete train runs in a tunnel. It is a figure which shows the other example of the skyhook attenuation coefficient map linked | related with the order of the vehicle in the train set in the damping device of the rail vehicle of one Embodiment. It is a flowchart which shows the change process procedure of the skyhook attenuation coefficient in one embodiment. It is a flowchart which shows the skyhook semi-active control procedure in the vibration suppression apparatus of the railway vehicle in one embodiment. It is a figure which shows an example of the skyhook attenuation coefficient map linked | related with the order of the vehicle in the train train in the damping device of the rail vehicle of one modification of one Embodiment. It is a figure which shows the other example of the skyhook attenuation coefficient map linked | related with the order of the vehicle in the train train in the railcar damping device of one modification of one Embodiment.

Explanation of symbols

1 Car body 2 Carriage 3 Damping force variable damper 4 Control unit
5 detecting means 10 running position detector 11 vehicle monitoring device A air spring a1, a2, a3 delimited range _{V, V n, V x} vehicle _V 4, _{V 7} vehicle with pantograph _{V 10} end vehicle T train set

Claims (6)

A damping force variable damper that is interposed between a vehicle body and a carriage that supports the vehicle body in each train of the train train and that suppresses vibration of the vehicle body in a horizontal and horizontal direction with respect to the traveling direction of the vehicle, and the damping force variable damper are generated In the vibration control device for a railway vehicle provided with a control unit that performs skyhook semi-active control of the control force for suppressing the vehicle body vibration, the train train is divided between the vehicle with the pantograph and the next vehicle of the vehicle with the pantograph. A damping device for a railway vehicle, characterized in that the skyhook attenuation coefficient of an arbitrary vehicle within the range is set to be larger than the skyhook attenuation coefficient of a vehicle immediately before the arbitrary vehicle within a delimited range. 2. The damping device for a railway vehicle according to claim 1, wherein the skyhook damping coefficient in each vehicle within the delimited range is set to increase stepwise from the head side toward the tail side. . The railway vehicle vibration damping device according to claim 1 or 2, wherein a skyhook damping coefficient of each vehicle in the train is set so as to increase stepwise from the head side toward the tail side. . 3. The railcar damping device according to claim 1, wherein a skyhook attenuation coefficient of each head vehicle in each divided range is increased from the head side toward the tail side. The skyhook attenuation coefficient in any vehicle within the range delimited when traveling in any section is set to be larger than the skyhook attenuation coefficient in the vehicle immediately preceding the arbitrary vehicle within the delimited range. The vibration damping device for a railway vehicle according to any one of claims 1 to 4, wherein the vibration damping device is a railway vehicle. The railway vehicle vibration damping device according to claim 5, wherein the arbitrary section is a tunnel section.

Images