JP3497690B2 - Railway vehicle vibration control device - Google Patents

Description

Description: BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a railway vehicle vibration control device for improving ride comfort when control is stopped. 2. Description of the Related Art There is an active vibration control device as a technology for reducing the vibration of a vehicle body and improving the riding comfort. This is a device that feeds and exhausts a vibration acceleration of a vehicle body floor surface as a control signal to a pneumatic actuator mounted in parallel with an air spring to perform feedback control in a direction in which the vehicle body vibration acceleration becomes zero. FIG. 7 shows an example disclosed in Japanese Patent Publication No. 34824/1989. In the figure, 21 is a vehicle body, 22 is a bogie, 23 is a spring, and 24 is a pneumatic actuator attached to the spring 23. The vibration detector includes an acceleration pickup 27 and a detector 28, and the control circuit includes a compensation circuit 30 and a servo amplifier 31. The proportional pressure control valve 3 is provided between the air source 34 and the pneumatic servo valve 32.
When an abnormality is detected by the comparator 29, the output to the compensation circuit 30 is stopped, and at the same time, a signal is supplied to the proportional pressure control valve 33 to increase the supply pressure to the pneumatic servo valve 32. It is stated that this makes it possible to enhance the damping inherent in the air system in the event of an abnormality and to attenuate the vibration at the resonance point in the event of an abnormality. [0004] However, the damping force at that time depends on the pressure of the air source, and when the compressed air generator is broken down as a vehicle, the effect is completely lost. No backup effect can be expected. Further, since the same high pressure as that of the air source is sealed in the pneumatic actuator, the spring constant between the vehicle body and the bogie is increased, and the riding comfort is rather deteriorated. In a vibration control device, a double-acting type is usually used as a pneumatic actuator provided between a vehicle body and a bogie. However, some control valves for supplying and exhausting air to respective air chambers are used. There is a method. Tokuho 1-3
In the vibration control device described in Japanese Patent No. 4824, a pneumatic servo valve 32 shown in FIG. 8 is used. That is, two relay amplifiers 3 are provided in the pneumatic servo valve 32 so as to correspond to the respective air chambers of the pneumatic actuator 24.
5, a nozzle 36 is provided, and a flapper 37 corresponding to the nozzle 36 is mounted so as to be swingable about a support point 38. Further, a permanent magnet 43 and a coil 44 are provided on both sides of the support point 38, and the flapper 37 is swung by a control signal from the control circuit 41. 34 is an air source. [0006] The pneumatic servo valve 32 is backed up by increasing the damping force by applying the air source pressure to the actuator as it is by utilizing the inherent damping of the flapper valve in the event of a malfunction. However, this method cannot cope with a decrease in the pressure of the air source or a failure of the compressed air generator, and increasing the pressure of the actuator requires a hard spring for the actuator, which deteriorates ride comfort. Recently, as shown in FIG. 6, one direct-acting servo valve 42 is sometimes used for one pneumatic actuator 45, but this connects two air chambers of the actuator when control is stopped. Since it is not possible to do so, a very hard spring may be used, extra air may be consumed to push and open the spool 46 inside the valve due to the movement of the pneumatic actuator, and abnormal noise may be generated due to abnormal vibration. In such a valve, a circuit 39 for communicating the two left and right air chambers and a communication valve 4 for opening and closing the circuit are provided.
It is necessary to provide 0, which complicates the structure. It is also conceivable to provide an air supply valve and an exhaust valve individually in each air chamber, but in this case, the air supply valve and the exhaust valve are opened at the same time, so that air passes through and the efficiency is reduced, so that it is not practical. . [0008] As described above, if the pneumatic actuator cannot be communicated or released to the atmosphere when the control of the vibration control device for the vehicle body is stopped, the state of the actuator in the state of a hard spring is reduced. As a result, the ride quality deteriorates. In addition, when the compressed air is left sealed in the air chamber on one side of the double-acting cylinder, the vehicle body is pushed in one direction with respect to the bogie, and the left-right gap between the vehicle body and the bogie is reduced by only one side. . In this state, when the vehicle enters a curved road and a centrifugal force acts, the vehicle body comes into contact with the stopper to deteriorate riding comfort, and also affects safe driving. However,
The conventional vibration control device did not sufficiently secure ride comfort when control was stopped. In view of the above situation, the present invention is configured to release the left and right air chambers of the pneumatic actuator composed of a double-acting cylinder to the atmosphere when the control is stopped in order to improve the riding comfort when the control of the vibration control device is stopped. A vibration control device is provided. In order to achieve the above object, a vibration control device for a railway vehicle according to the present invention comprises a pneumatic actuator installed vertically and horizontally between a vehicle body and a bogie.
A control valve for driving the actuator;
Consisting of a detector for detecting vibration in the left and right direction, a controller for determining a control input to the control valve from an output of the detector, and having a function of actively controlling vertical and horizontal vibration generated in the vehicle body. in the vibration control device for railway vehicle, respectively 1 a pneumatic actuator which is installed between the vehicle body and the bogie and acting cylinder, to evacuate the air supply control valve for the supply and exhaust of each air chamber per each chamber When the control is stopped, the air supply side of each control valve is closed, the exhaust side is opened , and each air chamber of the pneumatic actuator is released to the atmosphere. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS As shown in FIG. 1, an oil damper 4 is provided between a vehicle body 1 and a bogie 2 to attenuate lateral acceleration, and air is provided on the left and right sides of the bogie. The pneumatic actuators 7 and 8 are installed on the spring 3 in parallel in the left-right direction or the up-down direction. Each of the pneumatic actuators 7 and 8 is constituted by a double-acting pneumatic cylinder and a control valve 11 provided to the left and right air chambers. Although the figure shows a case where the control valve 11 is provided only on the pneumatic actuator 7, the control valve 11 is also provided on the pneumatic actuator 8 opposed to the left and right air springs in the same manner as described above. As shown in FIG. 2, the control valve 11 has an air supply port 14 connected to an air source 19, an exhaust port 15 opened to the atmosphere, and a supply port 20 connected to the air chambers of the pneumatic actuators 7 and 8. Have. When the control signal to the control valve 11 is stopped, the air supply port 14 is closed and the exhaust port 15 is set to be open, so that the supply of air to the pneumatic actuators 7 and 8 is cut off. Since the pressure air in the left and right air chambers is discharged into the atmosphere by communicating with the exhaust port 20 and the pressure inside the pneumatic actuator can be set to the atmospheric pressure, the spring action of the pneumatic actuator is ignored. Can be. At this time, since the pneumatic actuator is provided alongside the oil damper 4 and the air spring 3, the spring action and the damping force can be secured by the air spring and the oil damper regardless of the failure of the vibration control device, and the riding comfort of the vehicle is improved. Can be prevented from deteriorating. Also, when the pneumatic actuator is operated, one of the air chambers is open to the atmosphere, and only the control valve corresponding to the air chamber that is not open to the atmosphere among the two left and right control valves supplies air. Therefore, when the control is stopped, only the control valve that supplies the air needs to be opened, which is effective in reducing the air consumption. An embodiment of the present invention will be described with reference to FIGS. Between the vehicle body 1 and the bogie 2, a left-right pneumatic actuator 7 composed of a double-acting pneumatic cylinder is installed in parallel with the left-right oil damper 4. The vertical pneumatic actuators 8 are installed in parallel. A control valve 11 is provided for each air chamber of each of the pneumatic actuators 7 and 8, so that supply and exhaust can be controlled for each air chamber. In the figure, only the control valve 11 for the pneumatic actuator 7 is shown. One control valve 11 is provided for each air chamber of the pneumatic actuator, and its supply port is connected to an air source 19. On the other hand, a detection signal from a vibration accelerometer 9 provided on the vehicle body 1 is subjected to arithmetic processing in a controller 10, and a control signal is input to a control valve 11 via a control amplifier 12. A throttle 6 is provided between the air spring 3 and the auxiliary air chamber 5 connecting the left and right air springs via the bogie frame. The controller 10 uses H∞ control and PID control to calculate an optimum control force for the vibration at that time, and to supply and discharge air necessary for realizing the control force. The size of the exhaust throttle is calculated and commanded to the control valve 11. The control valve 11, as shown in FIG. 4, by changing the size of the aperture of the air passage moves the thus spool 13 to the suction force of the solenoid 18, the control of air pressure Accession <br/> Chueta 7 The force can be changed. The characteristics of the control valve 11 are as shown in FIG. 5. When the control signal is zero, the air supply port 14 is closed and the exhaust port 15 is fully opened (see FIG. 4). Status). As described above, when the control signal is zero, the air supply port 14 is closed and the exhaust port 15 is fully opened, so that even if a power failure or a power failure occurs,
Immediately, the internal pressure of the pneumatic actuator is released to the atmosphere, and can be changed in a direction in which the influence as a spring is reduced. If the controller 10 determines that the control is abnormal based on the detection value of the vibration accelerometer 9 or the like,
By setting the signal to the control valve to zero, the influence can be reduced. Further, in the factory or the like, when performing the connecting operation of the vehicle body 1 and truck 2, when mounting the pneumatic actuator, since the signal to the control valve 11 is in a state of zero, the rod of the pneumatic actuator 7 The stroke can be easily adjusted at the time of mounting by using a zero-point adjusting spring 16 which can be moved by hand and is interposed between the inner end face of the control valve 11 and the spool. It is desirable that the pneumatic actuator and the control valve be integrated in terms of performance. According to the embodiment of the present invention, even if the control of the vibration control device malfunctions or stops, regardless of the failure state of the vehicle, the air spring and the left and right can be controlled without deteriorating the riding comfort. The backup can be performed without interrupting the operation of the dynamic oil damper.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is an explanatory diagram showing an outline of a vibration control device of the present invention. FIG. 2 is an explanatory diagram showing a relationship between a pneumatic actuator and a control valve in the vibration control device of the present invention. FIG. 3 is an explanatory diagram showing an embodiment of the present invention. 4 is an explanatory diagram showing details of a control valve for controlling an internal pressure of a pneumatic actuator used in the embodiment of FIG. 3; FIG. 5 is a graph showing a relationship between an input signal of the control valve shown in FIG. 4 and a throttle area. FIG. 6 is an explanatory diagram in a case where one direct acting servo valve is used as a control valve in a pneumatic actuator. FIG. 7 is an explanatory diagram showing an example of a conventional vibration control device. FIG. 8 is an explanatory diagram showing details of a pneumatic servo valve in the conventional vibration control device of FIG. 7; [Description of Signs] 1, 21 Body 2, 22 Truck 3 Air spring 4 Oil damper 5 Auxiliary air chamber 6 Restrictor 7, 8 Pneumatic actuator 9 Vibration accelerometer 10 Controller 11 Control valve 12 Control amplifier 13 Spool 14 Air supply port 15 Exhaust Port 16 Zero adjustment spring 17 Control circuit 18 Solenoid 19 Air source 20 Supply port 23 Spring 24 Pneumatic actuator 25 Proportional pressure control valve 26 Servo valve 27 Acceleration pickup 28 Detector 29 Comparator 30 Compensation circuit 31 Servo amplifier 32 Servo valve 33 Proportional pressure Control valve 34 Air source 35 Relay amplifier 36 Nozzle 37 Flapper 38 Support point 39 Circuit 40 Communication valve 41 Control circuit 42 Direct acting servo valve 43 Permanent magnet 44 Coil 45 Pneumatic actuator 46 Spool

──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Yuji Matsui 2-10-1 Yurakucho, Chiyoda-ku, Tokyo Inside the East Japan Railway Company (72) Inventor Satoshi Koizumi 5-1-1109 Shimaya, Konohana-ku, Osaka-shi, Osaka No. Sumitomo Metal Industries, Ltd.Kansai Works Steel Works (72) Inventor Koichiro Ishihara 5-1-1, Shimaya, Konohana-ku, Osaka City, Osaka Prefecture Sumitomo Metal Works, Kansai Works Steel Works (56) References JP-A-7-285436 (JP, A) JP-A 8-282485 (JP, A) JP-A-63-258265 (JP, A) JP-B-1-34824 (JP, B2) (58) Survey Field (Int.Cl. ⁷ , DB name) B61F 5/10 B61F 5/24 B61F 5/22

Claims (1)

(57) [Claims 1] A pneumatic actuator installed vertically and horizontally between a vehicle body and a bogie of a railway vehicle, a control valve for driving the actuator, and vertical and horizontal vibrations of the vehicle body And a controller that determines a control input to the control valve from an output of the detector, and has a function of actively controlling vertical and horizontal vibration generated in the vehicle body. in the control device, the pneumatic actuator installed between the vehicle body and the bogie and acting cylinder, each composed of one valve to perform exhaust and supply air control valve for the supply and exhaust of each air chamber per each chamber and, before the time of control stop
Close the air supply side of each control valve, open the exhaust side, and
A vibration control device for a railway vehicle , wherein each air chamber of the actuator is opened to the atmosphere.