JP5522549B2 - Railway vehicle vibration control system - Google Patents

Description

  The present invention relates to a vibration control apparatus that suppresses vibrations in the left-right direction of a railway vehicle, and more particularly to a railway vehicle vibration control apparatus that can effectively cope with excess centrifugal acceleration that occurs during traveling in a curved section.

  2. Description of the Related Art Conventionally, a railway vehicle vibration control device generally detects the vibration acceleration of a vehicle body by an acceleration sensor and compensates the detection result so as to reduce the vibration of the vehicle body by a controller. It was the structure which controls the actuator installed between the trolley | bogies. However, in this conventional general vibration control device, when the vehicle travels in a curved section at a high speed and excessive centrifugal acceleration acts on the vehicle body, the actuator moves the vehicle body off due to the characteristics of the acceleration sensor that detects the centripetal acceleration. It operates to move to the side of the rail and is strongly pressed against a stopper that restricts the left-right movement of the vehicle body. Therefore, while excessive centrifugal acceleration is occurring, there is a problem that shock acceleration is generated in the vehicle body due to vibration caused mainly by track disturbance transmitted through the carriage, and the ride comfort is remarkably deteriorated. It was.

  Therefore, in the one described in Patent Document 1, the relative displacement between the vehicle body and the carriage is detected by a displacement meter, and when the relative displacement exceeds a predetermined value, the actuator is controlled in a direction to suppress the displacement, The contact with the moving stopper was avoided. Moreover, in the thing of patent document 2, the actuator for displacement control was installed separately from the actuator for acceleration control, and it was trying to ensure favorable riding comfort by using acceleration control and displacement control together.

JP 61-275053 A JP-A-6-278606

  However, recently, as the speed of a railway vehicle increases, the excess centrifugal acceleration tends to increase more and more. In the method of actively controlling the actuator as described in Patent Documents 1 and 2, it is rather an extra vibration. There was a problem that it was difficult to stably secure a good ride comfort. In the control method described in Patent Document 1, an actuator is used for both acceleration control and relative displacement control, so a large actuator is required. On the other hand, in the control method described in Patent Document 2, an actuator for displacement control is used. In addition, there is a problem that an increase in the size and cost of the apparatus cannot be avoided.

  The present invention has been made in view of the above-described conventional problems, and the object of the present invention is for a railway vehicle that can effectively cope with a large excess centrifugal acceleration without increasing the size of the device and increasing the cost. The object is to provide a vibration control device.

In order to solve the above-described problems, the present invention provides an actuator that is interposed between a vehicle body and a carriage that elastically supports the vehicle body, and controls the relative displacement in the left-right direction of the vehicle body and the carriage. In a railway vehicle vibration control apparatus comprising acceleration detection means provided at the front and rear positions for detecting vibration acceleration, and a controller for controlling the actuator based on a detection result of the acceleration detection means, the controller includes: Based on the detection result of the acceleration detecting means, a speed estimator for converting the front and rear left and right speeds, and the front and rear left and right speeds by the speed estimator are input, whereby the vibration mode of the vehicle body a yaw control unit for controlling the output of the actuator based on the lateral speed of yaw movement of the left and right direction of the relative displacement between the vehicle body and the bogie A curve determination unit that detects that the railway vehicle is traveling in a curved section using vehicle traveling information detected by a stroke sensor, and the controller determines that the railway vehicle is traveling in a curved section. when the curve determination unit has detected, which comprises suppressing the output of the actuator is lower than the straight section of the control value from the yaw controller in accordance with the value of the stroke sensor.

In the railway vehicle vibration control apparatus configured as described above, the output of the actuator is suppressed when the vehicle passes through the curved section, so that the vehicle body is restricted to move left and right even if a large excess centrifugal acceleration occurs. It is no longer strongly pressed against the stopper, and the occurrence of extra vibration is suppressed.
In addition, when the damping coefficient switching type hydraulic damper arranged in parallel with the actuator is provided to suppress the output of the actuator and increase the damping coefficient of the hydraulic damper, generation of extra vibration is further suppressed.

  In the present invention, displacement information of a stroke sensor that detects a relative displacement in the left-right direction between the vehicle body and the carriage can be used as the vehicle travel information. When the displacement information of the stroke sensor is used as described above, since it is possible to directly capture the information without passing through communication means like the kilometer (point) information, the situation where it is difficult to obtain can be avoided, and Reliability is improved.

  In the present invention, the curve section includes a relaxation curve section where the curvature of the curve gradually changes and a relaxation curve section on the curve exit side and a circular curve section where the curvature is constant. The actuator can be controlled by the controller in various modes as described below for the section.

(1) Suppressing the output of the actuator only when the railway vehicle passes the relaxation curve section;
(2) gradually reducing the output of the actuator while the railway vehicle passes the relaxation curve section on the curve entrance side, and gradually increasing the output of the actuator while passing the relaxation curve section on the curve exit side;
(3) gradually reducing the output of the actuator as the railcar heads toward the entrance of the relaxation curve section on the curve entrance side, and gradually increasing the output of the actuator after passing through the relaxation curve section on the curve exit side;
(4) gradually suppressing the output of the actuator while the railway vehicle passes the relaxation curve section on the curve entrance side, and gradually increasing the output of the actuator after passing the relaxation curve section on the curve exit side;

  The relaxation curve section is a section where the excess centrifugal acceleration gradually increases and decreases. In this section, the vibration acceleration of the vehicle body and the excess centrifugal acceleration in a transient state are superimposed, and the vehicle body is greatly shaken to the left and right at a frequency of about 0.5 Hz. In some cases, the control force of the actuator is compensated so as to move the vehicle, so that the ride comfort is significantly deteriorated. Therefore, when the actuator is controlled with respect to the relaxation curve section as described in the above items (1) to (4), it is particularly useful as a countermeasure against excess centrifugal acceleration. Further, when the output of the actuator is gradually decreased or increased as described in the items (2) to (4), the impact caused by the control switching is reduced and the riding comfort is further improved.

  The railway vehicle vibration control apparatus according to the present invention can effectively cope with a large excess centrifugal acceleration without increasing the size of the apparatus and increasing the cost, and its utility value is large.

1 is a front view schematically showing a railway vehicle vibration control device as a first embodiment of the present invention. FIG. It is a top view which shows typically the principal part structure of the vibration control apparatus as this 1st Embodiment. It is a control block diagram which shows the control system in the 1st embodiment. It is a flowchart which shows the control flow in the 1st embodiment. It is a flowchart which shows the control flow of the curve determination device which comprises the control system in the 1st embodiment. It is a flowchart which shows the control flow of the gain calculator which comprises the control system in the 1st embodiment. It is a control block diagram which shows the control system in the 2nd Embodiment of this invention. It is a control block diagram which shows the control system in the 3rd Embodiment of this invention. It is a graph which shows the relationship between the travel area in this 3rd Embodiment, a control gain, and an attenuation coefficient switching timing. It is a graph which shows the relationship between the travel area in the 2nd Embodiment of this invention, a control gain, and an attenuation coefficient switching timing. It is a graph which shows the relationship between the travel area in the 2nd Embodiment of this invention, a control gain, and an attenuation coefficient switching timing.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

  1 and 2 show a railway vehicle vibration control apparatus according to a first embodiment of the present invention. In the figure, 1 is a vehicle body, 2 is a cart, and the vehicle body 1 is supported on the cart 2 via an air spring 3. Between the vehicle body 1 and the carriage 2, a pair of left and right actuators 4 and left and right damping switching type hydraulic dampers 5 are disposed at the front and rear positions of the vehicle body 1. The actuator 4 and the hydraulic damper 5 are disposed so as to be parallel to each other between a center pin 6 projecting from the lower portion of the vehicle body 1 and support columns 7, 7 erected on the frame 2 a of the carriage 2. Further, an acceleration sensor (acceleration detecting means) 8 for detecting vibration acceleration in the left-right direction of the vehicle body 1 is disposed at the front and rear positions of the vehicle body 1, and further, the actuator 4 has a vehicle body 1, a carriage 2, A stroke sensor (displacement meter) 9 for detecting the relative displacement is attached. A stopper (left / right movement restriction stopper) for restricting the left and right movement of the vehicle body 1 is provided between the vehicle body 1 and the carriage 2, but this is not shown.

 On the other hand, a controller 10 is provided separately, and an acceleration signal is input from the acceleration sensor 8 and a displacement signal is input from the stroke sensor 9 to the controller 10. The controller 10 performs signal processing according to a control block diagram (FIG. 3) described later, and sends a control force signal to the actuator 4 and a damping coefficient switching signal to the hydraulic damper 5.

  FIG. 3 shows a control block diagram of the controller 10. Here, skyhook control is applied to suppress the left-right vibration of the vehicle body. The acceleration detection results a1 and a2 of the front and rear acceleration sensors 8 of the vehicle body are integrated by the speed estimator 11 and converted into front and rear left and right speeds v1 and v2. Thereafter, the vibration mode of the vehicle body is decomposed into yaw (swinging) and swaying (translation), the lateral velocity v1-v2 due to the yaw movement of the vehicle body is in the yaw controller 12, and the sway translation velocity vs in the vehicle body is in the sway controller 13. Respectively. The yaw controller 12 and the sway controller 13 control the output of the actuator 4 so as to reduce the vibration in accordance with each vibration mode. The details of the skyhook control are well known, and are omitted here.

  On the other hand, a low-pass filter 14 and a straight / gain calculator 17 including a curve determiner 15 and a gain calculator 16 are provided. The straight line / gain calculator 17 extracts only the steady components of the stroke by taking in the stroke detection results s1 and s2 of the front and rear stroke sensors 9 of the vehicle body through the low-pass filter 14. Then, after the straight line / curve is determined by the curve determiner 15, the yaw gain gy is determined by the yaw gain calculator 16a in the gain calculator 16, and the sway gain gs is determined by the sway gain calculator 16b. At this time, the control gain is lowered in the curve section relative to the straight section.

  The curve determiner 15 performs the curve determination individually from the front stroke and the rear stroke, but there is a time difference in the change of the front stroke and the rear stroke due to excessive centrifugal acceleration at the curve entrance and exit. Arise. Therefore, for example, at the entrance of the curve, there may exist a time in which C_data1 indicates a curve and C_data2 indicates a straight line. In this case, the degree of gain decrease becomes gentle at the curve entrance and exit.

  Thereafter, the multiplier 18 multiplies the output of the yaw gain calculator 16a by the output of the yaw controller 12a and the output of the sway controller 13 by the output gs of the sway gain calculator 16b, thereby controlling the yaw and the control force for the sway. Further, the control forces (outputs) u1 and u2 of the front and rear actuators 4 of the vehicle body are output through the limiter 19. Although not particularly illustrated, the suppression control of the left-right vibration may be performed all the time including the case where the speed is zero, or may be performed when the speed is greater than or equal to a speed threshold (for example, 150 km / h).

  FIG. 4 shows a control flow. In the control calculation, at the sampling time, first, the front / rear lateral acceleration of the vehicle body is read in step S1, and then converted into the front / rear lateral velocity of the vehicle body by the speed estimator 11 in the next step S2. Further, in step S3, the front and rear body speeds and the vehicle sway (translation) speed vs due to the yaw movement of the body are calculated.

  On the other hand, the stroke detection results s1 and s2 of the stroke sensor 9 are taken into the straight line / gain calculator 17, and first, low-pass processing is performed by the low-pass filter 14 in step S4. Next, the front and rear strokes of the vehicle body are input to the curve determiner 15 (S5, S6). The curve determiner 15 outputs a variable “curve data” described later when the stroke center is set to zero stroke. For example, when the stroke is larger than a set positive threshold, 0 <curve data <1 (for example, (Right curve), when smaller than the negative threshold value, -1 <curve data <0 ((straight line) is output. It is desirable to provide a certain hysteresis for this threshold value, for example, a threshold value for switching from a straight line to a curve. s1, -s1, and curve-to-straight line switching thresholds s2, -s2 are provided individually, for example, s1 = 15 mm, s2 = 12 mm, etc. Also, here, the curve determiner 15 based on the preceding stroke is used. The output (curve data) is C_data1, and the output (curve data) of the curve determiner 15 based on the rear stroke is C_data2. For more information over it will be described in detail later with reference to FIG.

  When the inputs (curve data C_data1, C_data2) are 0, the gain calculator 16 determines that the line is a straight line and outputs 1. When the input is not 0, the gain calculator 16 calculates the yaw gain gy and the sway gain calculated from the gain ratio of a preset curve. gs is output (S7). The details of the processing flow in the gain calculator 16 will be described in detail later with reference to FIG.

In step S8, the multiplier 18 multiplies the output of the yaw controller 12 by the output gy of the yaw gain calculator 12a and the output of the sway controller 13 by the output gs of the sway gain calculator 25b. In the next step S9, when the determination result of the curve determination unit 15 is other than 0, that is, when it is determined to be a curve, in step S10, the damping coefficient of the damping coefficient switching hydraulic damper 5 is switched to “high”. In step S9, when the determination result of the curve determination unit 15 is 0, that is, when it is determined that the curve is a straight line, the attenuation coefficient of the attenuation coefficient switching hydraulic damper 5 is switched to “low” in step S11. Thereafter, the range of the control force is checked in step S12, and the control forces u1 and u2 of the front and rear actuators 4 of the vehicle body are calculated in the next step S13, and the control force is output in step S14. To do.
Here, the case where the output of the actuator is suppressed and the damping coefficient of the hydraulic damper is increased is described.

  Here, the details of the processing flow in the curve determiner 15 will be described with reference to FIG. However, the processing flow is repeated at a predetermined sampling time. First, considering a case where the vehicle enters a right curve from a straight line, it is determined whether the variable “curve data” as a determination result of the curved line or the straight line is larger than zero (S21) or smaller (S30). In this case, since the straight-line curve data is zero, it is then determined whether the stroke is larger than the straight-to-curve switching threshold s1 (S39) or smaller (S40).

  Since the stroke value is smaller than the threshold value s1 for a while after entering the right curve, the curve data is set to zero in step S41 during that time. Thereafter, when the stroke exceeds the threshold s1 for the first time, curve data = delta_d (for example, delta_d = 0.1) is set, and a positive value other than zero is substituted into the curve data (S42).

  In the next sampling time, the process proceeds from step S21 to step S22. Here, since it is not smaller than the switching threshold s2 from the curve to the straight line, the process proceeds to steps S23 and S24. For example, if curve data = delta_d = 0.1. The curve data is incremented by 0.1. By this curve data increment processing, the curve data (C_data1, C_data2) gradually increases until it becomes 1, but the curve data does not take a value greater than 1 (S26, S27).

  Subsequently, when the vehicle proceeds from the right curve to the straight line, the process proceeds from step S21 to step S22 to monitor whether the stroke is smaller than the switching threshold s2 from the curve to the straight line, and the stroke becomes smaller than s2. If YES in step S25, the flow advances to step S25, for example, curve data = −delta_d = −0.1, and is incremented by −0.1 (decremented by 0.1). The curve data (C_data1, C_data2) gradually decreases until it becomes 0, but the curve data does not take a value smaller than 0 (S28, S29).

  On the other hand, considering the case where the vehicle enters the left curve from the straight line, the stroke value is larger than the threshold value −s1 for a while after entering the left curve, and during that time, the curve data = 0 in step S41. . Thereafter, when the stroke becomes smaller than the threshold value −s1 for the first time, for example, curve data = −delta_d = −0.1), and a negative value other than zero is substituted into the curve data of the variable (S43).

  At the next sampling time, the curve data is a negative value, and the process proceeds from step S21 to steps 30 and S31. In this case, since it is not larger than the threshold value −s2 for switching from the curve to the straight line, the process proceeds to steps S32 and S33. For example, if curve data = −delta_d = −0.1, the curve data is incremented by −0.1. It is incremented (decremented by 0.1). Although the curve data (C_data1, C_data2) gradually decreases until −1 by this curve data increment processing, the curve data does not take a value smaller than −1 (S35, S36).

  Subsequently, when the vehicle proceeds from the left curve to the straight line, the process proceeds from step S21 to steps S30 and S31 to monitor whether the stroke becomes larger than the switching threshold -s2 from the curve to the straight line. If it becomes larger, the process proceeds to step S34, for example, curve data = delta_d = 0.1, and is incremented by 0.1. The curve data (C_data1, C_data2) gradually decreases until it becomes 0, but the curve data does not take a value smaller than 0 (S28, S29).

  Next, the details of the processing flow in the gain calculator 16 will be described with reference to FIG. The gain ratio in the curve is set so that [curve gain / linear gain] <1, and since the yaw gain gy and the sway gain gs are individually set, the yaw curve gain ratio ry and the sway curve gain ratio are set separately. rs are provided, and are set in the range of 0 <ry <1 and 0 <rs <1. The yaw gain gy and the sway gain gs are obtained using the outputs (curve data C_data1, C_data2), the yaw curve gain ratio ry, and the sway curve gain ratio rs determined from the front stroke and the rear stroke, respectively. Calculated (S51, S52).

  As described above, when the curve determination unit 15 detects that the vehicle passes through the curve section, the gain calculator 16 outputs the curve gain ratio so as to reduce the gain as compared with the control gain in a straight line. The output of 4 is suppressed. Therefore, even if excessive centrifugal acceleration occurs, the vehicle body 1 is not strongly pressed against the left-right movement restricting stopper by the actuator 4, and as a result, shocking acceleration is not generated on the vehicle body 1, and the riding in the curved section is prevented. Comfort is good. Particularly in the first embodiment, the damping coefficient switching type hydraulic damper 5 is arranged in parallel with the actuator 4, and the damping coefficient of the hydraulic damper 5 is switched to “high” when the vehicle passes through the curved section. The vehicle body 1 is hardly pressed against the left-right movement restriction stopper, and the ride comfort in the curved section becomes extremely good.

  In the first embodiment, a relative movement between the vehicle body 1 and the carriage 2 is detected by the stroke sensor 9, and when this detection result exceeds a certain value due to excess centrifugal acceleration, it is determined that it is a curved section. Although the control gain is reduced to suppress the output (control force) of the actuator 4, the present invention can control the actuator 4 to control the control force by limiting the control range to the relaxation curve section. Good.

  FIG. 7 shows a second embodiment of the present invention in which the control range is limited to the relaxation curve section. Since the processing system of the acceleration detection result of the acceleration sensor 8 is the same as that shown in FIG. 3, only the processing system of the linear / curve gain calculator 17 is shown here and the same components are the same. A reference numeral is attached. In the second embodiment, the stroke detection results (the front acceleration a1 and the rear acceleration a2) of the stroke sensor 9 are taken into the low-pass filter 14 in the linear / curve gain calculator 17, and only a constant steady component is obtained. Is extracted and then taken into the high-pass filter 14 'to perform a process of removing the stationary component. The cut-off frequency of the high pass filter 14 ′ is, for example, 0.2 Hz. Then, as the excess centrifugal acceleration gradually increases and decreases in the relaxation curve section, the stroke detection result (relative displacement between the vehicle body 1 and the carriage 2) also gradually increases and decreases, but is extracted as a displacement only while this stroke gradually increases and decreases. can do. In this case, the curve determiner 15 in the straight line / curve gain calculator 17 determines that only the relaxation curve section is a curve section, and the circular curve section is not determined to be a curve section. As a result, the section for suppressing the control force of the actuator 4 can be limited to the relaxation curve section.

  In the first and second cases, the detection of the curved section is determined based on the stroke detection result of the stroke sensor 9, but the present invention takes in kilometer (point) information instead of the stroke, You may make it determine curve area driving | running | working from curve position information.

  FIG. 8 shows a third embodiment of the present invention that takes in kilometer (point) information and determines curve section travel. Since the processing system of the acceleration detection result of the acceleration sensor 8 is the same as that shown in FIG. 3, only the processing system of the linear / curve gain calculator is shown here. In the third embodiment, the straight line / curve gain calculator 17 includes one curve determiner 15 ′. This curve determiner 15 ′ takes in kilometer (point) information and stores it in the curve database 20. The curve section travel is determined using the point-curve map data.

  In the third embodiment, the relationship between the travel section, the control gain, and the attenuation coefficient switching timing is set, for example, as shown in FIG. That is, when the gain at the time of straight line is 1, the control gain (yaw gain gy, sway gain gs) is gradually lowered while passing through the relaxation curve on the curve entrance side, and the gain is kept constant at gc (gc <1) in the circular curve section. The control gain is gradually increased while passing through the relaxation curve on the curve exit side.

  Here, the kilometer information can be obtained, for example, via serial communication. In this case, the communication sampling interval may be slower than the control period of the controller 10 (for example, kilometer is 50 ms). It is updated every time and the control sampling period is 5 ms). In such a case, the kilometer information is taken in through a low-pass filter to make a smooth curve. Although a delay occurs due to the low-pass filter process, the delay time is constant during constant velocity motion, and this can be used to correct the delay.

  In the third embodiment, the curve section traveling is detected and the control force (output) of the actuator 4 is controlled from the start of the relaxation curve on the curve section entrance side to the end of the relaxation curve on the curve section exit side. Within the interval. In the relaxation curve section, the excess centrifugal acceleration gradually increases and gradually decreases. The vibration acceleration of the vehicle body 1 and the excess centrifugal acceleration in a transient state are superimposed, and the vehicle body is greatly swung left and right at a frequency of about 0.5 Hz. Thus, the control force of the actuator 4 may be compensated, and in this case, the ride comfort may be significantly deteriorated.

  In the fourth embodiment of the present invention, for example, as shown in FIG. 10, when the gain at the time of straight line is 1, the control gain (yaw gain gy, sway gain gs) from the straight line part toward the relaxation curve on the curve entrance side. ) Is gradually reduced, the gain is kept constant at gc in the circular curve section, and the control gain is gradually increased after passing through the relaxation curve on the curve exit side.

  On the other hand, it is often the case of the relaxation curve on the curve exit side that the ride comfort is greatly impaired in the above-mentioned relaxation curve section. For example, as shown in FIG. The control gain may be gradually decreased, and the timing for increasing the control gain may be adjusted late only with the relaxation curve on the curve exit side. It is possible to adjust the timing of increasing the control gain slowly by using only the relaxation curve on the curve exit side, not necessarily depending on the kilometer and the curve database 20, and an interval in which the stroke gradually increases from the detection result of the stroke sensor 9. The control gain may be adjusted by determining that the curve is on the curve exit side.

  Here, when the stroke sensor 9 is used, the value (zero point) at the time of the straight running normally falls within a certain range. However, when the actuator 4 is disconnected from the vehicle or the vehicle body 1 and the carriage 2 are disconnected from each other during vehicle inspection or the like, the zero point of the stroke sensor 9 may be shifted. This becomes a problem when an absolute position detection type stroke sensor is used.

  Therefore, an appropriate section that satisfies the conditions of (1) traveling in a straight line and (2) active control at a certain speed (for example, 180 km / h) is extracted, and kilometer information, speed information, route database information When the vehicle travels so as to satisfy the conditions (1) and (2), the stroke detection result for a certain time (for example, 10 seconds) is recorded, and the average value of the stroke sensor is recorded. Control for updating as a zero point may be added.

  In each of the above embodiments, the damping coefficient of the hydraulic damper 5 is switched to “high” when the vehicle passes through the curved section. However, the present invention assumes that the damping coefficient of the hydraulic damper 5 is constant and the actuator Only the output of 4 may be suppressed. Even if excessive centrifugal acceleration occurs, the vehicle body 1 is not strongly pressed against the left-right movement restriction stopper by the actuator 4, so that shocking acceleration does not occur on the vehicle body 1 and the riding comfort in the curved section is good. It becomes.

  Further, in each of the above embodiments, the actuator output is suppressed / increased by increasing / decreasing the gain. In this case, even if the gain is increased, the output value may increase or decrease depending on the actual control state of the actuator. However, the suppression / increase of the actuator output in the present invention is the tendency, that is, the same sensor input. It is intended to reduce or increase the output value when there is an error, and not to decrease or increase the actual output value during traveling.

  In addition to the method of changing the gain, for example, by providing an upper limit value regulating means for regulating the upper limit value for the output value U1 to the actuator, and lowering the upper limit value in the curve section, the actuator output It is also possible to suppress this. Furthermore, both the gain and the upper limit value may be adjusted.

  The type of the actuator 4 is arbitrary, and may be a pneumatic actuator, a hydraulic actuator, or an electromagnetic actuator.

DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 4 Actuator 5 Damping coefficient switching type hydraulic damper 8 Acceleration sensor in the left-right direction 9 Stroke sensor (displacement detection means)
10 Controller 14 Low-pass filter 15, 15 'Curve discriminator 16 Gain calculator 17 Linear / curve gain calculator

Claims (5)

An actuator that is interposed between the vehicle body and a carriage that elastically supports the vehicle body, and controls the relative displacement in the horizontal direction of the vehicle body and the carriage; and a front position and a rear position that detect vibration acceleration in the horizontal direction of the vehicle body In a railway vehicle vibration control device comprising an acceleration detection means provided and a controller for controlling the actuator based on a detection result of the acceleration detection means,
The controller is
Based on the detection result of each acceleration detection means, a speed estimator that converts the front and rear left and right speeds;
A yaw controller that controls the output of the actuator based on the left-right speed due to the yaw motion among the vibration modes of the vehicle body, by inputting the front and rear left-right speeds by the speed estimator;
A curve determination unit that detects that a railway vehicle is traveling in a curved section using vehicle traveling information by a stroke sensor that detects a relative displacement in the left-right direction between the vehicle body and the carriage,
Said controller, when said that the rail vehicle is traveling on a curved section curves determiner detects, the control value from the yaw controller in accordance with the value of the stroke sensor is lowered than straight sections A railroad vehicle vibration control apparatus characterized by suppressing the output of the actuator. Of the vibration modes of the vehicle body, the sway speed due to the sway motion is input to the sway controller, and when the curve determiner detects that it is not a curve section, the yaw controller and the sway controller are respectively The railroad vehicle vibration control apparatus according to claim 1, wherein the output of the actuator is controlled so as to reduce vibration in accordance with a vibration mode of the railway vehicle. The railway vehicle vibration control device according to claim 1 or 2, wherein skyhook control is applied for suppression control of left-right vibration of the vehicle body. The railway vehicle vibration control apparatus according to claim 1, wherein the actuator output is increased or decreased by increasing or decreasing a gain. Using the displacement information of the stroke sensor, when the zero point of the stroke sensor is deviated, the vehicle travels in a straight line, and when it is traveling under the condition of active control at a certain constant speed, The railroad vehicle vibration control apparatus according to any one of claims 1 to 4, wherein a control for recording a stroke detection result and updating the average value as a zero point of the stroke sensor is performed.

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