JP5704306B2 - Railway vehicle vibration control system - Google Patents

Description

  The present invention relates to a railcar vibration control device for suppressing railcar vibration.

  Railcars generate various vibrations in the vertical and lateral directions of the car body due to irregularities in the track, disturbances caused by aerodynamic vibration, etc., but in recent years, the demand for suppression of these vibrations has increased along with the high-speed operation. In addition, suppression of left-right vibration of the vehicle body is one of the important issues from the aspects of ride comfort and running stability.

  Thus, for example, as described in Patent Document 1, various railway vehicle vibration control devices for suppressing left-right vibration of a traveling vehicle body have been proposed. In this railway vehicle vibration control device, a vehicle body is supported so as to be displaceable in the left-right direction by a carriage on which a wheel shaft is mounted, and a damping force variable damper and an actuator capable of adjusting a damping coefficient are connected between the vehicle body and the carriage. Yes. Various sensors for detecting a running vehicle state such as a lateral acceleration sensor for detecting the lateral acceleration of the vehicle body and a displacement sensor for detecting the displacement between the carriage and the vehicle body are provided. Based on the detection of these sensors The vibration of the vehicle body is suppressed by controlling the damping force of the damping force variable damper and the thrust of the actuator by the controller.

  In addition, the railroad vehicle vibration control device has a self-diagnosis function that can diagnose the soundness of system components such as actuators, variable damping force dampers, acceleration sensors, displacement sensors, etc. It is desired. Therefore, in the railway vehicle vibration control apparatus described in Patent Document 1, in the self-diagnosis mode, the controller stops the actuator of one carriage before and after the vehicle body and operates the actuator of the other carriage while the vehicle is stopped. The vehicle body is vibrated, and the relative displacement between the vehicle body and the carriage detected by the stroke sensor is compared with a predetermined reference value, thereby diagnosing the soundness of the actuator, and thus the soundness of the system.

JP 2009-33793 A

  However, since the technique described in Patent Document 1 needs to vibrate the vehicle body with an actuator when diagnosing soundness, the technique is applied to a vibration control apparatus that performs so-called semi-active damper control without an actuator. Can not do it. Also, the soundness could not be diagnosed unless the vehicle was stopped. In addition, a vibration control device that can perform soundness diagnosis more easily and reliably is desired.

  It is an object of the present invention to provide a railway vehicle vibration control apparatus that can perform soundness diagnosis more easily and reliably without requiring the operation of an actuator.

In order to solve the above-described problems, a vibration control device for a railway vehicle according to the present invention includes a first body and a first body that are disposed at a front portion and a rear portion of the vehicle body so as to displace the vehicle body in a lateral direction. Two trucks, a damping force variable damper that is connected between the vehicle body and the first and second carriages, and controls vibrations in the left and right directions, and vibrations on the front and rear sides of the vehicle body First and second detection means for detecting a state, and a controller for controlling the damping force of the damping force variable damper to suppress left-right vibration of the vehicle body,
The controller stops the control of the damping force variable damper of one of the carts before and after the vehicle body while the vehicle is running, continues the control of the other damping force variable damper, It has a self-diagnosis mode for judging the soundness of the control device by comparing detection values of the detection means and the second detection means.

  According to the railway vehicle vibration control apparatus of the present invention, it is possible to diagnose the soundness more easily and reliably without requiring the operation of the actuator.

1 is a schematic diagram of a railway vehicle vibration control apparatus according to an embodiment of the present invention. It is a top view which shows the trolley | bogie before and behind the railway vehicle with which the vibration control apparatus for railway vehicles shown in FIG. 1 is mounted | worn. It is a block diagram which shows the control by the controller of the vibration control apparatus for rail vehicles shown in FIG. It is a flowchart which shows control of the self-diagnosis mode by the controller of the vibration control apparatus for rail vehicles shown in FIG. It is the schematic of the vibration control apparatus for rail vehicles which concerns on other embodiment of this invention.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIGS. 1 and 2, a railway vehicle 1 to which a railway vehicle vibration control device according to the present invention is applied includes a first and a second in which a wheel shaft 3 is attached to a front part and a rear part of a vehicle body 2, respectively. A carriage 4 which is a carriage is attached. In FIG. 2, for each element provided at the front part of the vehicle body 2, the symbol F is appended to the end of the symbol, and for each element provided at the rear part of the vehicle body 2, the symbol is suffixed with R. And will be described by appropriately distinguishing them.

The carriage 4 is rotatable about a vertical axis with respect to the vehicle body 2 and is connected so as to be able to be displaced in a vertical direction and a horizontal direction, and supports the vehicle body 2 by an air spring 5. ing. A coil spring or the like may be used instead of the air spring 5. Damping force variable dampers 6 and 7 are connected between the vehicle body 2 and the carriage 4. The damping force variable dampers 6 and 7 are respectively coupled between the center pin 8 fixed to the vehicle body 2 and the support columns 9 and 10 fixed to the carriage 4, and the relative relationship between the vehicle body 2 and the carriage 4 in the left-right direction. With respect to the displacement, the damping force variable dampers 6 and 7 make a stroke to apply the damping force. One damping force variable damper 6 is provided with a stroke sensor 11 that detects a relative displacement in the left-right direction between the vehicle body 2 and the carriage 4. Further, the vehicle body 2 is provided with an acceleration sensor 12 serving as first and second detection means for detecting left and right accelerations at the front and rear portions of the vehicle body 2, and from the stroke sensor 11 and the acceleration sensor 12. A controller 13 for controlling the damping force of the damping force variable dampers 6 and 7 based on the input signal is provided.
One of the dampers of the damping force variable dampers 6 and 7 may be a passive damper. In this case, it is desirable that each damper has a similar damping force characteristic in the expansion / contraction direction.

  The damping force variable dampers 6 and 7 are hydraulic dampers having a damping force switching valve such as a solenoid valve and capable of switching the damping force in at least two stages according to a control current. In the present embodiment, the damping force variable dampers 6 and 7 can adjust the damping coefficient steplessly between high and low by a control signal from the controller 13, and when the control current is stopped, the damping coefficient is high. (Normal hardware) is used. The damping force variable dampers 6 and 7 operate a damper other than a hydraulic damper, for example, a fluid damper, a friction damper, or a motor in which hydraulic fluid is changed to another fluid (water, air, etc.) as a generator. It is also possible to use an electromagnetic damper or the like that uses the damping force generated by the above.

  The controller 13 adjusts the damping force of the damping force variable dampers 6 and 7 based on the detection of the acceleration sensor 12 and other sensors that detect the running state of the vehicle, and thereby the vibration (rolling) in the left-right direction of the vehicle body 2 is adjusted. ) To suppress vibration). In this vibration control, based on the so-called skyhook theory, the left and right accelerations detected by the acceleration sensors 12F and 12R and the damping force variable dampers detected by the stroke sensors 11F and 11R with respect to the carts 4F and 4R before and after the vehicle body 2. Based on the strokes of 6F, 7F, 6R, and 7R, the left and right vibrations of the carts 4F and 4R are absorbed according to the vibration and damping state of the vehicle body 2, and the vibration of the vehicle body 2 in the horizontal direction is suppressed. In this way, the damping force of the damping force variable dampers 6F, 7F, 6R, 7R is controlled. As a result, the lateral vibration of the vehicle body 2 is suppressed against the input of disturbances to the carts 4F, 4R due to an irregular track and the disturbance input to the vehicle body 2 due to aerodynamic vibration, thereby improving ride comfort and running stability. Improves performance and enables high-speed driving. The damping force control of the damping force variable dampers 6 and 7 by the controller 13 is not limited to the above-described skyhook control, and may be based on modern control such as H∞ control or other known vibration control theory. .

The controller 13 also has a self-diagnosis mode for diagnosing the soundness of the control system including the damping force variable dampers 6 and 7, the stroke sensor 11, and the acceleration sensor 12. Hereinafter, the self-diagnosis mode will be described.
Referring to FIG. 3, controller 13 outputs a control current to damping force variable dampers 6 and 7 based on a skyhook control unit 13A that performs the above-described skyhook control and a calculation result by skyhook control unit 13A. It has a control current output unit 13B and a soundness determination unit 13C that executes the self-diagnosis mode. The controller 13 executes the self-diagnosis mode in response to a command signal from the self-diagnosis mode command unit 14 such as an external switch that commands execution of the self-diagnosis mode. Note that the timing of the command by the self-diagnosis mode command unit 14 may be based on an instruction from the vehicle driver using a switch or the like, elapse of a predetermined time interval, or periodic execution in a constant vehicle speed range. Further, this determination result may be based on an instruction from a higher-level control device of the railway vehicle 1.

  In the self-diagnosis mode, the controller 13 stops supplying control current to one of the damping force variable dampers 6 and 7 of the front and rear carts 4F and 4R for a certain time (for example, about 10 seconds) while the vehicle is running. The vibration control for the other damping force variable dampers 6 and 7 is continued. For example, the supply of control current to the front carriage 4F and the damping force variable dampers 6F and 7F installed in the front carriage 4F is stopped, and the damping force variable dampers 6R and 7R installed in the rear carriage 4R are stopped. Continue vibration control. In this state, the acceleration detected by the acceleration sensor 12F corresponding to the front carriage 4F is compared with the acceleration detected by the acceleration sensor 12R corresponding to the rear carriage 4R, and the difference between the peak values of these detection accelerations is a constant threshold value. If it is above, since it can be determined that the control effect by controlling the damping force variable dampers 6 and 7 is above a certain level, it is determined that the control system is normal, and if it is less than the threshold value, the control system is abnormal. judge. Then, the determination result is displayed on the external output 15 such as an LED display. Further, this determination result may be supplied to a higher-level control device of the railway vehicle 1 and recorded in an internal log.

A control flow of the self-diagnosis mode executed by the soundness determination unit 13C of the controller 13 will be described with reference to FIG.
In step S1, it is determined whether or not there is a request for execution of the self-diagnosis mode by the self-diagnosis mode command unit 14. If so, the routine ends. In step S3, supply of control current to one damping force variable dampers 6 and 7 of the front and rear carts 4F and 4R is stopped, and supply of control current to the other damping force variable dampers 6 and 7 is continued. In S4, a predetermined time (for example, about 10 seconds) is counted, and during this time, detected accelerations of the front and rear acceleration sensors 12F and 12R are acquired in step S5. Here, the step of counting for a certain period of time in step S4 is to prevent an erroneous determination in which noise or the like is determined as a normal signal by making a determination by sampling in a short time. Therefore, in addition to means for counting for a certain time, in the case of short-time sampling, erroneous determination may be prevented by passing through a low-pass filter.

  In step S6, the detected accelerations of the front and rear acceleration sensors 12F and 12R are compared, and in step S7, it is determined whether or not the difference between the peak values of these detected accelerations is greater than or equal to a certain threshold value. If the difference between the detected acceleration peak values is equal to or greater than a certain threshold value, the control system determines that the detected system is normal, and displays the normal display by the external output 15 in step S8, and the detected acceleration peak value difference is constant. If it is less than the threshold value, it is determined that the control system is abnormal, and an abnormality is displayed by the external output 15 in step S9. Thereafter, in step S10, the routine returns to the vibration control mode stored in step S2 and the routine ends.

  Further, in the above-described self-diagnosis mode, the soundness diagnosis of the control system is performed by switching the vibration control stop and continuation commands for the damping force variable dampers 6 and 7 of the front and rear carts 4F and 4R and performing the same determination. Can improve the accuracy. Further, in the above embodiment, when determining whether the control system is normal or abnormal, instead of using the difference between the peak values of the acceleration detected by the acceleration sensors 12F and 12R before and after the vehicle body 2, it is based on the vibration waveform of the detected acceleration. A difference in effective values may be used. Alternatively, a so-called riding comfort level difference calculated from the magnitude of the vibration acceleration of the front and rear parts of the vehicle body 2 based on the acceleration detected by the acceleration sensors 12F and 12R before and after the vehicle body 2 may be used. Moreover, although the said embodiment demonstrated what controls the vibration of the left-right direction of a vehicle body, the control system which controls the vibration of an up-down direction, the vehicle body provided between vehicle bodies in parallel with the coupling machine which connects vehicle bodies The same determination can be made even in a system that variably controls the damping force of the inter damper.

  Further, as shown in FIG. 5, in addition to the variable damping dampers 6 and 7 between the vehicle body and the carriage, a system including a vehicle vertical semi-active damper system using a variable damping force damper 15 that suppresses vertical vibration of the vehicle body 2. It is good also as a structure. In FIG. 5, the same reference numerals are assigned to the corresponding parts in the above embodiment. In this configuration, a control system that controls vibrations in the vertical direction is also provided. Thus, the present invention can be applied not only in the horizontal direction but also in the vertical direction. Here, an example in which the damping force variable dampers 6 and 7 and the damping force variable damper 15 are separately provided in the up and down direction and the left and right direction has been shown. The vibration may be suppressed. Further, FIG. 5 shows a diagram including the damping force variable dampers 6 and 7 that attenuate the vibration in the left-right direction, but the damping force variable dampers 6 and 7 that attenuate the vibration in the left-right direction may be omitted.

In addition, a system for variably controlling the damping force of the shaft damper provided between the bogie frame and the wheel shaft of the bogie, a system for variably controlling the damping force of the yaw damper provided between the car body and the bogie frame of the bogie, etc. Applicable.
In addition, although the example using a stroke sensor is shown in the above-mentioned embodiment, it is good also as means, such as estimating from an acceleration sensor etc. instead of a stroke sensor.

  DESCRIPTION OF SYMBOLS 1 Rail vehicle (vehicle), 2 vehicle bodies, 4 carts (1st and 2nd carts), 6, 7 Variable damping force damper, 12 Acceleration sensor (1st and 2nd detection means), 13 Controller

Claims (3)

Vibration control for controlling vibration of the vehicle body in a railway vehicle having a vehicle body and first and second carriages that are spaced apart from the front and rear portions of the vehicle body and are supported so as to be displaceable in the horizontal and vertical directions A device ,
A first truck side and a second truck side damping force variable damper which are respectively connected between the vehicle body and the first and second carriages to control vibrations thereof, and a front side and a rear side of the vehicle body First and second detecting means for detecting the vibration state of the vehicle, and a controller for suppressing the vibration of the vehicle body by controlling the damping force of the first and second cart side damping force variable dampers,
The controller stops the control of one of the first truck side or the second truck side damping force variable damper while the railway vehicle is running, continues the other control, and the first detection means during this period A railway vehicle vibration control apparatus having a self-diagnosis mode for determining soundness of the vibration control apparatus by comparing detection values with the second detection means.   2. The railway vehicle vibration control device according to claim 1, wherein the first and second cart side damping force variable dampers are damping force variable dampers that generate a damping force with respect to a lateral displacement. .   2. The railway vehicle vibration control device according to claim 1, wherein the first and second cart side damping force variable dampers are damping force variable dampers that generate damping force with respect to a vertical displacement. .

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