JP5643124B2 - Inter-vehicle damper device - Google Patents

Description

  The present invention relates to an inter-vehicle damper device for a railway vehicle, and more particularly to an apparatus for reducing bending vibration of a vehicle body.

  A railway vehicle operated by connecting a plurality of vehicles may be provided with an inter-vehicle damper device (roll damper device) that generates a damping force according to a relative roll speed between adjacent vehicles. Such an inter-vehicle damper device is effective in reducing the roll vibration of the vehicle body, and also effective in reducing the vibration in the vertical rigid body mode of the vehicle body.

  For example, in Patent Document 1, the roll vibration of the vehicle body is reduced by an inter-vehicle damper device having dampers arranged substantially along the vertical direction on both the left and right sides of the connecting portion through the through-passage of the vehicle body wife surface. Is described.

JP 2008-2011145 A

  However, the inter-vehicle damper device as described above is effective for reducing roll vibration. However, when each vehicle individually vibrates up and down due to an irregular track or the like, the relative vertical speed between the vehicles is reduced. It is assumed that the inter-vehicle damper generates a damping force in the vertical direction. When vertical damping force is generated in this way, bending vibration of the vehicle body due to the forcing force can be generated by the vertical force acting on the body surface and the vertical force transmitted from the carriage to the vehicle body. There is sex.

For this reason, when the inter-vehicle damper device is provided, for example, in a frequency region that has a large influence on the ride comfort of about several Hz to 10 Hz, vertical vibration that does not occur when the inter-vehicle damper device is not provided occurs. The improvement effect may be reduced.
In view of the above-described problems, an object of the present invention is to reduce the roll vibration of the vehicle body, suppress the influence on the vertical vehicle body bending vibration, and improve the ride comfort of the vehicle. Is to provide.

In order to solve the above-described problems, an inter-vehicle damper device according to the present invention is provided between a first railway vehicle and a second railway vehicle connected to the first railway vehicle, and An inter-vehicle damper device having a damper that generates a damping force according to a relative roll speed between a vehicle body of a railway vehicle and a vehicle body of the second railway vehicle, wherein the damper characteristic changing unit changes a damping force characteristic of the damper. And roll vibration determining means for determining roll vibration of the vehicle body, and damper control means for increasing the damping force of the damper to the damper characteristic changing means when the roll vibration determining means determines a predetermined roll vibration. It is characterized by that.
According to the present invention, when a predetermined roll vibration is determined, the damping force of the damper is increased to obtain a good roll vibration suppressing effect, and when the roll vibration is small, the damping force of the damper is relatively reduced. Thus, the influence on the vehicle body bending vibration can be suppressed, and the riding comfort of the vehicle can be improved.

In the present invention, the roll vibration determining means may determine the roll vibration based on at least one of a roll angular velocity and a roll angular acceleration in the vehicle body.
According to this, it is possible to appropriately determine the roll vibration and set a good damping force.

In the present invention, the roll vibration determining means may be configured to calculate at least one of the roll angular velocity and the roll angular acceleration based on a measurement result of at least one of vertical vibration and horizontal vibration of the vehicle body. .
According to this, it is possible to measure a vertical vibration and a horizontal vibration using a general acceleration sensor, and obtain a roll angular velocity and a roll angular acceleration necessary for damping force control by calculation.

  As described above, according to the present invention, there is provided an inter-vehicle damper device for reducing the roll vibration of the vehicle body and suppressing the influence on the bending vibration of the vehicle body in the vertical direction so as to improve the riding comfort of the vehicle. Can be provided.

It is a schematic diagram which shows a part of railway vehicle organization which has 1st Embodiment of the damper apparatus between vehicles to which this invention is applied. It is the II-II part arrow sectional drawing of FIG. It is a graph which shows the acceleration power spectrum density (PSD) of the vehicle body center floor surface by the presence or absence of the damper apparatus between vehicles (a damping characteristic is always constant). It is a schematic diagram which shows the difference in the shape of the vehicle body bending vibration by the presence or absence of a damper device between vehicles. It is a block diagram which shows the system configuration | structure of the damper apparatus between vehicles of 1st Embodiment. It is a graph which shows the damping-force characteristic of the damper of 1st Embodiment. It is a graph which shows the damping-force characteristic of the damper in 2nd Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of 3rd Embodiment of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of the 1st reference example of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of the 2nd reference example of the damper apparatus between vehicles to which this invention is applied. It is a block diagram which shows the system configuration | structure of the title 3 reference example of the damper apparatus between vehicles to which this invention is applied.

Hereinafter, first to third embodiments of an inter-vehicle damper device to which the present invention is applied will be described in detail with reference to the drawings.
<First Embodiment>
FIG. 1 is a schematic diagram showing a partial configuration of a railway vehicle organization having an inter-vehicle damper device according to the first embodiment.
FIG. 1 illustrates a vehicle 10, a vehicle 20, and a connecting portion thereof that are incorporated as intermediate vehicles during formation.
The vehicles 10 and 20 are passenger cars such as trains, for example, and are bogies having vehicle bodies 11 and 21 and two-axis first-order vehicles 12 and 22 and second-order vehicles 13 and 23.

The vehicle bodies 11 and 21 are formed in a substantially hexahedron shape composed of a roof structure, a floor structure such as a frame, a side structure, and a wife structure, for example, by a metal material such as an aluminum alloy, stainless steel, or general steel. It extends in the traveling direction (left-right direction in FIG. 1). The vehicle body 11 and the vehicle body 21 are connected to each other by a connector or a connecting rod (not shown) attached to the frame.
Each of the carriages 12, 13, 22, and 23 is configured by attaching two wheel shafts to a carriage frame formed in a frame shape via an axle box support device. A primary spring system having an axial spring and an axial damper is provided between the axle box supporting device of each wheel shaft and the carriage frame. The carriage frame is attached to the carriage frame of the vehicle body via a secondary spring system such as an air spring. Further, each of the carriages 12, 13, 22, and 23 includes a traction device that transmits longitudinal force between the vehicle bodies 11 and 21, a yaw damper device that generates a damping force according to the yawing angular velocity with respect to the vehicle bodies 11 and 21, and the like. Yes.

A damper 30 of the inter-vehicle damper device is provided between the vehicles being knitted.
The damper 30 is a hydraulic shock absorber in which a cylinder and a piston are arranged substantially along the vertical direction, and generates a damping force corresponding to the piston speed (the expansion / contraction speed of the damper 30) with respect to the cylinder.
The upper and lower sides of the damper 30 are respectively attached to brackets 31 and 32 fixed to the end face of each vehicle body. For example, at the connection point between the vehicle 10 and the vehicle 20, the upper bracket 31 is fixed to the vehicle body 11, and the lower bracket 32 is fixed to the vehicle body 21. Both end portions of the damper 30 are swingably attached to the brackets 31 and 32 via bushes or spherical bearings having vibration-proof rubber, for example.
The damper 30 is a damping force adjustment type (switching type) damper whose damping force characteristic can be changed by switching the working fluid flow path with a damper characteristic changing means such as a solenoid valve. The control will be described in detail later.

2 is a cross-sectional view taken along the line II-II in FIG.
As shown in FIG. 2, the end face 11 a of the vehicle body 11 is provided with a through passage 11 b at the center.
The dampers 30 are respectively disposed on both the left and right sides of the through passage 11b. The left and right dampers 30 have a left and right span (a left and right span of the bracket 32) at a lower end relative to a left and right span at the upper end (the left and right span of the bracket 31) in a state where the vehicle bodies 11 and 21 are not relatively rolled. They are inclined with respect to each other so as to be wide.

In FIG. 2, the outlines of the vehicle body 21 and the damper 30 in the case of relative rolling with respect to the vehicle body 11 are illustrated by dotted lines.
As shown in FIG. 2, the left and right dampers 30 expand and contract in the opposite direction according to the relative roll between the vehicle body 11 and the vehicle body 21.

When the knitting is operated with constant damping force characteristics using the damper 30 which is the inter-vehicle damper as described above, the effect of reducing roll vibration can be obtained, but by the vertical direction input from the damper 30 to the body surface of the vehicle body There is a possibility of bending vibration of the car body.
FIG. 3 is a graph showing an example of acceleration power spectral density (PSD) of the center floor of the vehicle body with or without an inter-vehicle damper device (having constant damping characteristics). In FIG. 3, the horizontal axis indicates the frequency, and the vertical axis indicates the acceleration PSD. In FIG. 3, an example in the case where there is an inter-vehicle damper is shown by a solid line, and an example in the case where there is no inter-vehicle damper is shown by a dotted line.

  As shown in FIG. 3, by providing the inter-vehicle damper (roll damper) device according to the prior art, the peak height of the vertical vibration acceleration PSD near 1 Hz is reduced. Further, although not shown in FIG. Vibration in the vicinity of 1 Hz in the roll direction is reduced. However, in the vicinity of 5 Hz, it can be seen that there is a region where the vertical vibration is increased by providing the inter-vehicle damper device.

FIG. 4 is a schematic diagram showing the difference in the shape of vehicle body bending vibration depending on the presence or absence of a conventional inter-vehicle damper device.
FIG. 4A is a diagram showing an example of the shape of the vehicle body bending vibration when there is no inter-vehicle damper.
As shown in FIG. 4A, when there is no inter-vehicle damper, paying attention to the vertical bending vibration of the vehicle body, the vehicle body shows a simple beam-like behavior supported by the coupling portion with each carriage. At this time, as shown in FIG. 4 (a), when the center of the vehicle body is displaced upward, the wife portion is displaced downward. However, since there is no inter-vehicle damper, the wife portion moves up and down from such a damper. You will not receive direction input.
Such elastic vibration mainly includes natural vibration, and vibrates at a frequency (for example, generally 8 to 12 Hz) that is easy to vibrate as an inherent characteristic of the vehicle body.

FIG. 4B is a diagram illustrating an example of the shape of the vehicle body bending vibration when the inter-vehicle damper is provided.
As shown in FIG. 4 (b), when there is an upward input from the first car and a downward input from the second car, the car body is directed downward from the damper on the first car side, and the second car side. Receives upward input (reaction force). In this case, the vehicle body has a bending vibration shape that bends in an S shape.
Such bending vibration is assumed to occur in the vicinity of 7.1 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

FIG. 4C is a diagram showing another example of the shape of the vehicle body bending vibration when the inter-vehicle damper is provided.
As shown in FIG. 4 (c), when the first and second carts have an upward input in phase, the vehicle body receives a downward input (reaction force) from each damper. In this case, the vehicle body differs from FIG. 4A in that both ends of the vehicle body are close to the support end due to the damping force by the inter-vehicle damper, and therefore vibrations that cause both ends of the vehicle body to become nodes and the center of the vehicle body to become antinodes. Occur.
Such bending vibration is assumed to occur in the vicinity of 4.7 Hz, for example, when traveling at 300 km / h in a standard Shinkansen vehicle.

In order to prevent the adverse effect of the inter-vehicle damper (roll damper) as described above, the inter-vehicle damper device according to the first embodiment increases the damping force of the damper 30 when the predetermined roll vibration is determined. In this case, the damping force of the damper 30 is relatively reduced.
FIG. 5 is a block diagram illustrating a system configuration of the inter-vehicle damper device according to the first embodiment.
The inter-vehicle damper device includes a vehicle body roll angular velocity sensor 40 and a controller 50.
The vehicle body roll angular velocity sensor 40 includes a sensor such as a gyro sensor that detects the angular velocity of the rotational behavior of the vehicle in the roll direction.
The controller 50 calculates the vehicle body roll angular velocity and the vehicle body roll angular acceleration based on the output of the vehicle body roll angular velocity sensor 40, and each of these values or parameters indicating the degree of vibration calculated based on the predetermined values are set. If the roll vibration is greater than or equal to the threshold value, it is determined that the roll vibration is large, and the damping force characteristic of the damper 30 is changed so as to increase the damping force in other cases (when the roll vibration is small). Is.
Here, as a method for determining the roll vibration, for example, when the maximum value or the minimum value of the amplitude exceeds the threshold value, it can be determined that the roll vibration is large. Further, when the roll angular velocity, the roll angular acceleration power, and the RMS value (effective value) exceed a threshold value, it may be determined that the roll vibration is large. Furthermore, each of the plurality of parameters may be compared with a threshold value, and if one, a plurality, or all of them exceed the threshold value, it may be determined that the roll vibration is large. Further, the determination may be made based on either the roll angular velocity or the roll angular acceleration.
Further, after the roll vibration angular velocity or angular acceleration is subjected to signal processing such as passing through a low-pass filter or a band-pass filter to extract characteristic components, the above-described determination may be performed. Further, in the determination, in addition to the determination by the instantaneous value, the determination can be made by the number of times exceeding the threshold within a certain time.
The controller 50 functions as roll vibration determination means and damper control means according to the present invention.

FIG. 6 is a graph illustrating an example of the damping force characteristic of the damper 30. In FIG. 6, the horizontal axis indicates the piston speed of the damper 30, and the vertical axis indicates the damping force (the same applies in FIG. 7).
As shown in FIG. 6, the damping force increases substantially in proportion to the piston speed. When the roll vibration is large, the rate of increase of the damping force with respect to the piston speed (gradient of the graph) is larger than when the roll vibration is small. A damping force is generated.
After that, for example, when the time during which the roll vibration or roll angular acceleration does not exceed the threshold value continues for a certain time or longer, it is considered that the roll vibration has subsided and the damping force is returned to the initial state. Different threshold values (threshold for increasing damping force) for determining the occurrence of roll vibration and different threshold values (threshold for reducing damping force) for determining whether roll vibration has subsided can be set. Also, the threshold setting method, for example, whether it is an amplitude value or power can be set independently.

  According to the first embodiment described above, when a predetermined vehicle body roll angular velocity or vehicle body roll angular acceleration is detected, the damping force of the damper 30 is increased to obtain a good roll vibration suppression effect, and roll vibration When the amount is small, the damping force of the damper 30 is reduced to suppress the occurrence of bending vibrations of the vehicle body as shown in FIGS. 4B and 4C, thereby improving the riding comfort of the vehicle. Can do.

Second Embodiment
Next, a second embodiment of the inter-vehicle damper device to which the present invention is applied will be described. In the following respective embodiments and reference examples will be described, for the previous embodiments, such as a substantially common location and description thereof is omitted herein, differences will be mainly described.

FIG. 7 is a graph showing the damping force characteristics of the damper 30 in the second embodiment.
In the inter-vehicle damper device of the second embodiment, the damping force characteristic of the damper 30 is changed to the damping force characteristic shown in FIG. 7 instead of that of the first embodiment shown in FIG.
As shown in FIG. 7, in the damper 30 of the second embodiment, the rate of change of the damping force with respect to the piston speed is relatively large in the region where the piston speed is low from 0, and the change of the damping force with respect to the piston speed is above a predetermined piston speed. The rate changes to be relatively small. When the roll vibration is large, the piston speed at which the rate of change of the damping force is small is set larger than that when the roll vibration is small. As a result, in the region where the piston speed is high, the damping force of the damper 30 with respect to the same piston speed is larger when the roll vibration is larger than when the roll vibration is small.
Also in the second embodiment described above, substantially the same effect as the effect of the first embodiment described above can be obtained.

<Third Embodiment>
Next, a third embodiment of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 8 is a block diagram showing a system configuration of the inter-vehicle damper device of the third embodiment.
As shown in FIG. 8, the inter-vehicle damper device of the third embodiment includes a vertical G sensor 41 and a left and right G sensor 42 instead of the vehicle body roll angular velocity sensor 40 in the first embodiment.
The up / down G sensor 41 and the left / right G sensor 42 detect acceleration in the up / down direction and the left / right direction (sleeper direction) acting on the vehicle body, respectively.
Note that only one of the upper and lower G sensors 41 and the left and right G sensors 42 may be provided. In order to detect roll angular acceleration, which will be described later, a plurality of G sensors 41 are arranged apart from each other in the sleeper direction in the case of the vertical G sensor 41 and in the vertical direction in the case of the left and right G sensor 42.

The controller 50 detects the roll angular velocity and the angular acceleration of the vehicle body based on the vertical and horizontal vibration accelerations detected by the vertical G sensor 41 and the left and right G sensors 42, and controls the same as in the first embodiment based on these. I do.
The roll angular acceleration is represented by (−as + am) / lsm, where as and am are the vertical accelerations detected by a pair of vertical G sensors 41 arranged apart from each other in the sleeper direction, and the distance between them is lsm. . Similarly, it is also possible to obtain the roll angular acceleration using a pair of left and right G sensors 42 that are spaced apart in the vertical direction.
The roll angular velocity is calculated by integrating the roll angular acceleration described above.
Also in the third embodiment described above, substantially the same effect as the effect of the first embodiment described above can be obtained.

< First Reference Example >
Next, a first reference example of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 9 is a block diagram showing a system configuration of the inter-vehicle damper device of the first reference example .
As shown in FIG. 9, the inter-vehicle damper device of the first reference example includes a vehicle speed sensor 43 that detects the running speed of the knitting instead of the vehicle body roll angular velocity sensor 40 in the first embodiment.

The controller 50 determines that it is in a roll vibration severe state where there is a concern about an increase in vehicle body roll vibration when the traveling speed detected by the vehicle speed sensor 43 is equal to or greater than a predetermined threshold, and determines the damping force characteristic of the damper 30 as Switching from the case where the roll vibration is small in the first embodiment is switched to the case where the roll vibration is large.
In the first reference example described above, an increase in the roll vibration can be prevented in advance by increasing the damping force of the damper 30 when the vehicle speed is equal to or higher than a predetermined threshold and the roll vibration is severe. In a driving state at a relatively low speed at which it is difficult for the vehicle to occur, the damping force of the damper can be reduced to suppress the occurrence of vehicle body bending vibration.

< Second Reference Example >
Next, a second reference example of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 10 is a block diagram showing a system configuration of the inter-vehicle damper device of the second reference example .
As shown in FIG. 10, the inter-vehicle damper device of the second reference example includes a vehicle speed sensor 43, a travel position detection unit 60, and a route database 70 instead of the vehicle body roll angular velocity sensor 40 in the first embodiment.

The traveling position detection means 60 detects the position of the host vehicle on the route on which the train is operated. The position is detected based on, for example, a travel distance detected based on the number of rotations of the wheel shaft, a signal from a communication unit disposed on the track, or the like.
The route database 70 stratifies all routes into a roll vibration severe section and a roll vibration non-severe section based on various information such as the alignment of the route on which the train is scheduled to be operated, track irregularities, traveling speed, tunnel position, and the like. Holds route data. The route database 70 holds data regarding the start position and end position of each section.
An example of the roll vibration severe section is in a tunnel.

  The controller 50 collates the position of the host vehicle detected by the travel position detection means 60 with the route data in the route database 70, and when it is determined that the current roll vibration severe section is traveling at a traveling speed of a predetermined value or more, The damping force of the damper 30 is increased.

According to the second reference example described above, the damping force of the damper 30 is increased when traveling in a section where roll vibration is known to increase in the route, so that the ride comfort in other sections is improved. An effect of reducing roll vibration can be appropriately obtained without deteriorating.

< Third reference example >
Next, a third reference example of the inter-vehicle damper device to which the present invention is applied will be described.
FIG. 11 is a block diagram showing a system configuration of the inter-vehicle damper device of the third reference example .
As shown in FIG. 11, the inter-vehicle damper device of the third reference example is obtained by adding an in-tunnel travel detection sensor 44 that detects the travel of the host vehicle in the tunnel to the inter-vehicle damper device of the first reference example . .

The tunnel running detection sensor 44 includes, for example, an ultrasonic sensor, an optical sensor using a laser or the like, or a device that processes an image taken by a camera, and determines whether or not the host vehicle is traveling in the tunnel. The detection result is transmitted to the controller 50.
The controller 50 increases the damping force of the damper 30 when the host vehicle is traveling in the tunnel and the traveling speed of the vehicle is equal to or higher than a predetermined value.

According to the third reference example described above, even if the route database as in the second reference example is not prepared, roll vibration during high-speed traveling in a tunnel where roll vibration is likely to increase is reduced. Can do.

(Other embodiments)
In addition, this invention is not limited only to each above-mentioned embodiment, Various application and deformation | transformation can be considered.
For example, the configurations of the railway vehicle and the inter-vehicle damper device can be changed as appropriate. For example, although the railway vehicle in each embodiment is a train, it may be other types such as a train, a non-powered passenger car, and a freight car.
Further, the arrangement of the damper is not limited to the configuration of each embodiment, and the position and direction of the damper can be appropriately changed as long as a damping force can be generated with respect to the roll behavior.
Furthermore, the conditions for increasing the damping force are not limited to those in the respective embodiments, and even when the roll vibration increases even under conditions other than those described above, the damping force can be appropriately increased.

DESCRIPTION OF SYMBOLS 10,20 Vehicle 11,21 Vehicle body 11a Wife surface 11b Passageway 12,22 First-position carriage 13,23 Second-position carriage 30 Damper 31,32 Bracket 40 Body roll angular velocity sensor 41 Vertical G sensor 42 Left and right G sensor 43 Vehicle speed sensor 44 Tunnel Internal travel detection sensor 50 Controller 60 Travel position detection means 70 Route database

Claims (3)

Relative rolls provided between the first railway vehicle and the second railway vehicle connected to the first railway vehicle, the body of the first railway vehicle and the body of the second railway vehicle An inter-vehicle damper device having a damper that generates a damping force according to speed,
Damper characteristic changing means for changing the damping force characteristic of the damper;
Roll vibration determining means for determining roll vibration of the vehicle body;
An inter-vehicle damper device comprising: damper control means for increasing a damping force of the damper in the damper characteristic changing means when the roll vibration judging means judges a predetermined roll vibration. The inter-vehicle damper device according to claim 1, wherein the roll vibration determination unit determines the roll vibration based on at least one of a roll angular velocity and a roll angular acceleration in the vehicle body. The vehicle according to claim 2, wherein the roll vibration determination unit calculates at least one of the roll angular velocity and the roll angular acceleration based on a measurement result of at least one of vertical vibration and horizontal vibration of the vehicle body. Between damper device .

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