JP2898503B2 - Anti-vibration control device for railway vehicles - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION The present invention relates to a method of separating elastic vibrations caused by torsion and bending of a vehicle body from sensor signals.
The present invention relates to a railway vehicle vibration control device capable of efficiently controlling vehicle body vibration.

[0002]

2. Description of the Related Art As a method of suppressing vibration generated in a railway vehicle, a fluid actuator is installed between a vehicle body and a bogie in accordance with the vibration direction, and a control force having an opposite phase to the vibration of the vehicle body is generated. Methods, for example, JP-A-56-177
No. 54, “Vehicle vibration control device” and the like are known. Further, when a railway vehicle passes on a curved road, centrifugal acceleration is applied to the vehicle body. Therefore, it is necessary to provide a means for reducing the influence of the centrifugal acceleration and preventing a reduction in the vibration control capability. Japanese Patent Application Laid-Open No. 57-11163 discloses a "vehicle vibration control device".

[0003] In a vibration control device of a railway vehicle, a track is irregular.
Vibration acceleration and displacement are taken in as control input through the route of wheel contact → movement of primary spring → movement of bogie → movement of secondary spring → movement / vibration of vehicle body → sensor.

[0004]

As described above, when the vehicle body itself causes natural vibration due to elastic vibration (chattering vibration) when the vibration acceleration or displacement is taken in as a control input, the vibration is transmitted along the above-mentioned route. Chatter vibration of the vehicle body will be added to the original input data as noise. In this case, the vibration to be suppressed by the control is a frequency of 10 Hz or less, while the chatter vibration is usually 10 Hz or more. When such noise is input to the control device, in some cases, the chattering vibration is promoted by the fluid actuator, and the fluid actuator may fall into a state where it is difficult to attenuate.

The present invention eliminates the drawbacks found in the conventional railway vehicle vibration control apparatus, and separates noise due to elastic vibration of the vehicle body from the sensor signal without providing any special equipment. The present invention provides a railway vehicle vibration control device capable of efficiently controlling the vibration of a vehicle body.

[0006]

SUMMARY OF THE INVENTION The present inventors have conducted various experiments and studies in order to eliminate the drawbacks found in the conventional vibration control device for railway vehicles without adding any special equipment.
The present invention has been completed. In other words, the frequency of chattering vibration of the vehicle body can be adjusted by consciously exciting the actuator provided in the control system for preventing vibration. We have found that it is possible to easily measure by using the control vibration accelerometer installed as a sensor for prevention as a measurement monitor. Further, the control device comprising a sensor signal input → control arithmetic → control control function of the output, the sensor monitor signal input → Frequency Analysis → chatter vibration frequency check → be pressurized with a monitor function of ON-OFF control output As a result, it has been found that the vibration control of the vehicle body can be performed without the chatter vibration of the vehicle body as noise.

That is, a vibration control device for a railway vehicle according to the present invention is a device for controlling the vibration of a vehicle body by providing a fluid actuator between a bogie of the railway vehicle and the vehicle body and a vibration accelerometer on the vehicle body. Actuate the natural frequency of vertical bending and torsional vibration of the vehicle body due to elastic deformation
It has a function to specify data by exciting data .

Further, in a device for controlling the vibration of a vehicle by providing a fluid actuator between a bogie of a railway vehicle and a vehicle body and a vibration accelerometer on the vehicle body, a sensor value of each natural frequency of vertical bending vibration and torsional vibration is provided. Is provided during the vibration control, or when the natural frequency is detected before the output of the control output signal, the control output signal is not output.

Further, in a device for providing a fluid actuator between a bogie of a railway vehicle and a vehicle body and a vibration accelerometer on the vehicle body to control the vibration of the vehicle body, the vertical bending vibration and the torsional vibration of the vehicle body due to the elastic deformation of the vehicle body itself. The function of specifying the natural frequency of the actuator by vibrating the actuator, and when the sensor value of each natural frequency of the vertical bending vibration and the torsional vibration is detected during the vibration control, or the natural frequency is output before the output of the control output signal. And a function of preventing the control output signal from being output when it is detected.

[0010]

FIG. 1 shows an example of a basic configuration of a vibration control device having a fluid actuator for preventing vibration in the left-right direction.
That is, a fluid actuator 4 acting in the left-right direction is installed between the vehicle body 1 and the front and rear bogies 5, 6, and the left-right vibration accelerometer 2 is provided at the center in the width direction of the vehicle body 1 and the up-down vibration accelerometer 3 is provided at the left and right sides in the width direction. Provided. In addition, 9 in the figure is an air spring.

[0011] The fluid actuator 4 is connected to the front and rear bogies by one
The load is periodically generated in the left-right direction so as to have an offset of 80 degrees and have an opposite phase. The load shape may be any of a sine wave, a triangular wave, and a rectangular wave, but preferably a shape close to a sine wave.

The frequency of the load is set to the low frequency side (~ 0.5H
When the frequency is gradually increased from z) to the high frequency side (up to 20 Hz), a resonance point of the yawing motion of the vehicle body is generated at about 1 Hz due to the natural frequency (up to 1 Hz) of the secondary spring (air spring). The value of the acceleration sensor increases. It was found that when the frequency was further increased, the peak of the resonance point of the elastic vibration of the vehicle body appeared above 10 Hz. The mode of this elastic vibration is as follows. When the fluid actuator is mounted below the cross section of the vehicle body and two actuators mounted on the front and rear bogies generate loads in opposite phases, as shown in FIG. It has been found that the torsion mode of the vehicle body occurs because the torque is torsion the vehicle body in the rolling direction around the center torsion centers T ₁ and T ₂ . Such twisting of the vehicle body is evident from the phase difference of the vertical accelerometers attached to the four corners of the vehicle body as shown in FIG. 4B. In addition, it was confirmed that this torsion mode is a mode that is likely to occur when the vehicle passes a branch point of the track or when the brake is operated. Therefore, the natural frequency of the torsional vibration can be specified by this method.

Furthermore, the natural frequency of the vehicle body in the vertical direction of the bending vibration, a total of four in the fluid actuator (front and rear truck load is generated in the vertical direction is provided on the left and right side of the vehicle body in the width direction as shown in FIG. 6 ), When a periodic load is generated in phase and the frequency is changed, it is possible to specify the same as in the case of torsional vibration .

The natural frequencies of the torsional vibration and the vertical bending vibration are different between the empty state and the full state. If the same is performed in each state, the range of the elastic vibration of the vehicle body is, for example, 10 to 12 Hz. Can be clarified in various ways.

Although the natural frequency of the elastic vibration varies depending on the riding ratio, it is within a certain range.
Thus, sensor signals are oscillating bending vertically and the torsional vibration
When within the range natural frequency of the dynamic, it does not perform the actual control output. Thus, it is possible to perform good vibration control of the sway between the bogie and the vehicle body, which should be controlled, without increasing the elastic vibration or promoting the vibration for a long time.

[0016]

An embodiment of the present invention will be described with reference to the drawings. FIG. 11 shows a case in which a vehicle is equipped with a vibration prevention control device having a fluid actuator 4 acting in the left-right direction between the vehicle body and the bogie as shown in FIG. A controller 7 is provided at the center of the lower surface of the floor of each vehicle. Fluid actuators 4 are provided between the vehicle body 1 and the front bogie 5 and between the vehicle body 1 and the rear bogie 6, respectively. The accelerometer 2 and the vertical vibration accelerometer 3 are connected by piping / wiring 8.

In the vibration prevention control device, the load is generated by periodically changing the load in the left-right direction so that the phase difference in the load generation direction of the fluid actuators 4 of the front and rear bogies 5 and 6 becomes 180 degrees. When the vibration is applied and the frequency is gradually increased in a parametric manner, the response characteristic of the lateral vibration acceleration of the vehicle body as shown in FIG. 2 is obtained.
In the figure, the peak point P ₁ to the right and left vibration acceleration appears near about 1Hz is resonance point of the left-right direction vibrations of the air spring. Therefore, when the left-right vibration acceleration is about 1 Hz, the air spring makes a movement in which the displacement in the left-right direction becomes large, and when the vehicle is observed, as shown in FIG.
A so-called yawing vibration is generated, which is displaced left and right with an angle θy about the center.

A peak at point P ₂ appears when the lateral vibration acceleration is about 12 Hz, which is due to the elastic deformation of the vehicle body.
This is the resonance point of the torsional vibration. The time history waveform of the vertical vibration accelerometer 3 installed at the four corners of the vehicle body 1 at this time is shown in FIG.
As shown in B, the vertical vibration acceleration at the four corners is ranked first, second,
In the case of the third and fourth positions, as shown in FIG. 4A, the phases of the vertical vibration accelerometers located on the diagonal of the vehicle body are in phase, and the phases of the vertical vibration accelerometers located on the left and right are shifted by 180 degrees. 5, the vehicle body generates torsional vibration in the rolling direction with respect to the torsion centers T ₁ and T ₂ .

The frequency of about 12Hz of the resonance point of the screw Ri vibration at this time, since the frequency compared to the frequency of about 1Hz resonance point of the right and left vibration order of magnitude different, lateral displacement of the air spring 9 is zero, the air spring 9 Is upright as shown in FIG. 1 and no yawing vibration as shown in FIG. 3 is observed. Also, the natural frequency of the vehicle body of the torsional vibration is a frequency shown in a peak point P ₂ in FIG. 2, it is very easy to identify them.

FIG. 6 shows a vehicle having an anti-vibration control device provided with a fluid actuator 10 acting in the vertical direction between the vehicle body and the bogie. FIG. 7 shows a fluid actuator 4 acting in the lateral direction between the vehicle body and the bogie. This is a vehicle having a vibration prevention control device provided with both a hydraulic actuator and a fluid actuator 10 that works in the vertical direction. For simplicity, vertical vibration will be described with reference to FIG.

A fluid actuator 10 provided on the left and right sides of the front bogie and a fluid actuator 1 provided on the left and right sides of the rear bogie
A load is generated in all four actuators in the same phase in the vertical direction, and the actuator is vibrated. When the frequency is gradually increased in a parametric manner, a response characteristic of the vertical vibration acceleration of the vehicle body as shown in FIG. 8 is obtained. Air spring 9, the fluid actuator 10 is not supporting the right under the vehicle center of gravity G, vertical vibration acceleration for Q ₁ point appearing in the vicinity of about 1Hz peaks in figure, i.e. the resonance point of the vertical vibration of the air spring of the addition, the upper and lower bending peak of which points Q ₂ a resonance point of the elastic vibration of vertical vibration acceleration can be regarded vehicle body and beam at approximately 10Hz vicinity appears. As shown in FIG. 9, the elastic vibration of this vertical bending is vertical bending with the vehicle body floor near the front bogie 5 and the rear bogie 6 as a node.

The natural frequency of the upper and lower bending of the body is a frequency shown in a peak point Q ₂ in FIG. 8, it is very easy to identify them. At this time, when the vertical vibration acceleration at the four corners is the first, second, third, and fourth positions, the four vertical vibration accelerations have the same phase as shown in FIG. Can be determined.

In a control system having four vertical actuators, the four actuators are vibrated instead of using the left and right actuators as a method for specifying the natural frequency of torsion of the vehicle body. There are ways. That is, it is possible to make the vibration phases of the actuators positioned at the diagonal the same and to shift the phases of the left and right actuators of the bogie shown in FIG. 6 by 180 degrees.

As a result, the fixed torsional frequency f _{t of} the vehicle body and the vertical bending frequency f _b of the vehicle body are high frequencies of about 10 Hz, and it is possible to control the vibration of several Hz to improve the riding comfort. In the target device, the control effect is reduced as noise, which leads to waste of energy, and in some cases, these frequencies and vibration control cause a resonance phenomenon, which may promote harmful high frequency vibration .

Therefore, when a large torsion or vertical bending vibration of the vehicle body exceeding a certain reference value is detected, a detection function for preventing a control signal from being output is provided, and a control output signal having the same frequency as these is output. Providing a detection function to prevent the vibration from occurring will bring about a vibration control effect for improving ride comfort.

FIG. 12 shows an example of the software algorithm of such an embodiment. In this case, an example in which frequency analysis is performed by FFT analysis or the like has been described. In the figure, a (f _i ) is the amplitude of the frequency f _i , a _ct is the reference value of the amplitude for the torsional mode, and a _cb is the reference value of the amplitude for the bending mode.

[0027]

According to the present invention, the noise due to the elastic vibration of the vehicle body is separated from the sensor signal without providing any special equipment, and the originally intended vibration control of the vibration between the bogie and the vehicle body can be efficiently performed. It can be carried out.

[Brief description of the drawings]

FIG. 1 is an explanatory diagram showing a main part of a railway vehicle provided with a vibration prevention control device having a left-right fluid actuator.

FIG. 2 is a graph showing characteristics of a left-right vibration acceleration of a vehicle body by the vibration prevention control device of FIG. 1;

FIG. 3 is an explanatory diagram showing yawing vibration of a railway vehicle.

FIG. 4 is a graph for explaining the waveform of the vertical vibration acceleration when the torsional elastic vibration of the vehicle body occurs, where A is a graph showing the waveform of the vertical vibration acceleration, and B is the description showing the positions of the vertical vibration acceleration at the four corners of the vehicle body. FIG.

FIG. 5 is an explanatory diagram showing an elastic vibration mode of torsion of a vehicle body.

FIG. 6 is an explanatory diagram showing a main part of a railway vehicle provided with a vibration prevention control device having a vertical fluid actuator.

FIG. 7 is an explanatory diagram showing a main part of a railway vehicle provided with a vibration prevention control device provided with a horizontal fluid actuator and a vertical fluid actuator.

8 is a graph showing characteristics of vertical vibration acceleration of a vehicle body by the vibration prevention control device of FIG. 6;

FIG. 9 is an explanatory diagram of vertical bending elastic vibration of a vehicle body.

FIG. 10 is a graph showing a waveform of vertical bending vibration acceleration when vertical bending elastic vibration of the vehicle body occurs.

FIG. 11 is an explanatory diagram showing attachment of a vibration prevention control device according to an embodiment of the present invention to a vehicle.

FIG. 12 is a flowchart illustrating an example of an algorithm when performing the vibration prevention control by the vibration prevention control device embodying the present invention.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Body 2 Left-right vibration accelerometer 3 Vertical vibration accelerometer 4 Left-right fluid actuator 5 Front bogie 6 Rear bogie 7 Controller 8 Piping and wiring 9 Air spring 10 Vertical fluid actuator ft Torsional frequency of vehicle body fb Vertical vibration of vehicle body Number fi Frequency a (fi) Amplitude of acceleration at frequency fi act Reference value of acceleration amplitude for torsional mode acb Reference value of acceleration amplitude for bending mode

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Shuji Hamamoto 4-5-33 Kitahama, Chuo-ku, Osaka City, Osaka Prefecture Sumitomo Metal Industries, Ltd. (56) References JP-A-4-325372 (JP, A) Kaihei 3-92410 (JP, A) (58) Field surveyed (Int. Cl. ⁶ , DB name) B61F 5/24 B60G 17/015

Claims (3)

(57) [Claims] An apparatus for controlling the vibration of a vehicle body by providing a fluid actuator between a bogie of a railway vehicle and a vehicle body and a vibration accelerometer on the vehicle body, wherein a vertical bending vibration and a torsional vibration of the vehicle body due to elastic deformation of the vehicle body itself. A vibration prevention control device for a railway vehicle, comprising a function of oscillating an actuator to specify a natural frequency of the vehicle. 2. A device for providing vibration control of a vehicle body by providing a fluid actuator between a bogie of a railway vehicle and a vehicle body and a vibration accelerometer on the vehicle body, wherein a sensor value of each natural frequency of vertical bending vibration and torsional vibration is provided. Is detected during vibration control, or control output of the same frequency as the natural frequency
When detecting the signal before the output, the vibration prevention control device of a railway vehicle comprising the feature that not <br/> force left the control output signal. 3. An apparatus for controlling the vibration of a vehicle body by providing a fluid actuator between a bogie of the railway vehicle and the vehicle body and a vibration accelerometer on the vehicle body, wherein a vertical bending vibration and a torsional vibration of the vehicle body due to elastic deformation of the vehicle body itself. The function to specify the natural frequency of the actuator by vibrating the actuator, and when the sensor value of the natural frequency of each of the vertical bending vibration and the torsional vibration is detected during the vibration control, or the control output signal of the same frequency as the natural frequency A function of preventing the control output signal from being output when the detection is performed before the output.