JP6231634B1 - Vibration control device for railway vehicles - Google Patents

Vibration control device for railway vehicles Download PDF

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JP6231634B1
JP6231634B1 JP2016176300A JP2016176300A JP6231634B1 JP 6231634 B1 JP6231634 B1 JP 6231634B1 JP 2016176300 A JP2016176300 A JP 2016176300A JP 2016176300 A JP2016176300 A JP 2016176300A JP 6231634 B1 JP6231634 B1 JP 6231634B1
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control force
actuator
target control
side chamber
vehicle body
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JP2018039451A (en
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貴之 小川
小川　　貴之
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KYB Corp
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KYB Corp
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Priority to JP2016176300A priority Critical patent/JP6231634B1/en
Priority to US16/095,745 priority patent/US20190168785A1/en
Priority to CA3035493A priority patent/CA3035493A1/en
Priority to PCT/JP2017/015737 priority patent/WO2018047402A1/en
Priority to CN201780053685.8A priority patent/CN109641597A/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B61F5/245—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes by active damping, i.e. with means to vary the damping characteristics in accordance with track or vehicle induced reactions, especially in high speed mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
    • F15B21/02—Servomotor systems with programme control derived from a store or timing device; Control devices therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
    • F16F15/002—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion characterised by the control method or circuitry
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/44—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction
    • F16F9/46—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall
    • F16F9/461—Means on or in the damper for manual or non-automatic adjustment; such means combined with temperature correction allowing control from a distance, i.e. location of means for control input being remote from site of valves, e.g. on damper external wall characterised by actuation means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
    • F15B2211/205—Systems with pumps
    • F15B2211/20507—Type of prime mover
    • F15B2211/20515—Electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/305—Directional control characterised by the type of valves
    • F15B2211/3056—Assemblies of multiple valves
    • F15B2211/30565—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve
    • F15B2211/3058—Assemblies of multiple valves having multiple valves for a single output member, e.g. for creating higher valve function by use of multiple valves like two 2/2-valves replacing a 5/3-valve having additional valves for interconnecting the fluid chambers of a double-acting actuator, e.g. for regeneration mode or for floating mode
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/30—Directional control
    • F15B2211/315—Directional control characterised by the connections of the valve or valves in the circuit
    • F15B2211/31552—Directional control characterised by the connections of the valve or valves in the circuit being connected to an output member and a return line
    • F15B2211/31558—Directional control characterised by the connections of the valve or valves in the circuit being connected to an output member and a return line having a single output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/50—Pressure control
    • F15B2211/505—Pressure control characterised by the type of pressure control means
    • F15B2211/50509—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means
    • F15B2211/50518—Pressure control characterised by the type of pressure control means the pressure control means controlling a pressure upstream of the pressure control means using pressure relief valves
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/63—Electronic controllers
    • F15B2211/6303—Electronic controllers using input signals
    • F15B2211/6336—Electronic controllers using input signals representing a state of the output member, e.g. position, speed or acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/60—Circuit components or control therefor
    • F15B2211/665—Methods of control using electronic components
    • F15B2211/6651—Control of the prime mover, e.g. control of the output torque or rotational speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/755—Control of acceleration or deceleration of the output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/70—Output members, e.g. hydraulic motors or cylinders or control therefor
    • F15B2211/76—Control of force or torque of the output member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
    • F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
    • F15B2211/00—Circuits for servomotor systems
    • F15B2211/80—Other types of control related to particular problems or conditions
    • F15B2211/86—Control during or prevention of abnormal conditions
    • F15B2211/8616—Control during or prevention of abnormal conditions the abnormal condition being noise or vibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/19—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein with a single cylinder and of single-tube type

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Analytical Chemistry (AREA)
  • Fluid Mechanics (AREA)
  • Vehicle Body Suspensions (AREA)
  • Fluid-Pressure Circuits (AREA)

Abstract

【課題】コストと鉄道車両への搭載性を損なわずに緩和曲線区間走行時の乗心地を向上できる鉄道車両用制振装置の提供である。【解決手段】本発明の鉄道車両用制振装置１は、鉄道車両の車体Ｂと台車Ｔとの間に介装されて制御力を発揮可能なアクチュエータＡと、車体Ｂの横方向加速度αに基づいて車体Ｂの振動を抑制する目標制御力Ｆｒｅｆを求めるコントローラＣとを備え、コントローラＣが車体Ｂの共振周波数よりも低い周波数成分である低周波制御力Ｆｌｏｗを抽出するバンドパスフィルタ４１３と、低周波制御力Ｆｌｏｗに基づいて目標制御力Ｆｒｅｆ＊を補正する補正部４１４とを有して構成される。【選択図】図４An object of the present invention is to provide a vibration damping device for a railway vehicle that can improve the riding comfort when traveling on a relaxation curve section without impairing the cost and the mounting property on the railway vehicle. A vibration damping device for a railway vehicle according to the present invention includes an actuator A that is interposed between a vehicle body B and a bogie T of the railway vehicle and that can exert a control force, and a lateral acceleration α of the vehicle body B. A bandpass filter 413 that extracts a low-frequency control force Flow that is a frequency component lower than the resonance frequency of the vehicle body B. And a correction unit 414 that corrects the target control force Fref * based on the low frequency control force Flow. [Selection] Figure 4

Description

本発明は、鉄道車両用制振装置の改良に関する。   The present invention relates to an improvement in a railcar damping device.

鉄道車両には、車体と台車との間に介装された複動型のアクチュエータと、アクチュエータを制御するコントローラを備えて、車体の進行方向に対して左右方向の振動を抑制する鉄道車両用制振装置が設けられている。そして、鉄道車両用制振装置は、加速度センサで検知した車体の左右方向の加速度をコントローラに入力して、加速度フィードバックによりアクチュエータを制御し、車体の左右動を抑制できる。   The railway vehicle is provided with a double-acting actuator interposed between the vehicle body and the carriage and a controller for controlling the actuator, and the railway vehicle control system suppresses vibration in the lateral direction with respect to the traveling direction of the vehicle body. A vibration device is provided. The railcar damping device inputs the acceleration in the left-right direction of the vehicle body detected by the acceleration sensor to the controller, controls the actuator by acceleration feedback, and can suppress the left-right movement of the vehicle body.

ところで、鉄道車両が曲線区間を走行する場合、車体には定常加速度と称される遠心加速度が作用するため、加速度センサが検知する加速度には、台車側から入力されて車体を横方向へ振動させる加速度の他に定常加速度が含まれる。   By the way, when a railway vehicle travels in a curved section, centrifugal acceleration called steady acceleration is applied to the vehicle body. Therefore, the acceleration detected by the acceleration sensor is input from the carriage side to vibrate the vehicle body in the lateral direction. In addition to acceleration, steady acceleration is included.

乗心地を悪化させる主因は、車体の横方向の振動にあって、定常加速度に対抗する力をアクチュエータに発揮させようとするとアクチュエータが過大な力を発揮せざるを得ず、アクチュエータの駆動源であるポンプを駆動するモータに過負荷がかかってしまう。そこで、鉄道車両用制振装置では、加速度センサが検知する加速度から定常加速度を取り除く処理を行ってから加速度フィードバックによってアクチュエータを制御し、前記振動を抑制して乗心地の向上を図っている（たとえば、特許文献１参照）。   The main cause of the deterioration of the ride comfort is the lateral vibration of the vehicle body. If the actuator tries to exert a force against the steady acceleration, the actuator must exert an excessive force. The motor that drives a pump is overloaded. Therefore, in a railway vehicle vibration damping device, after removing the steady acceleration from the acceleration detected by the acceleration sensor, the actuator is controlled by acceleration feedback to suppress the vibration and improve the riding comfort (for example, , See Patent Document 1).

特開２０１２−２４５９２６号公報JP 2012-245926 A

定常加速度の周波数帯は、０．３Ｈｚ程度であり、一般的に車体の共振周波数帯は、１Ｈｚから１．５Ｈｚ程度であって、両者の周波数帯は非常に接近している。定常加速度を取り除くバンドパスフィルタの下側のカットオフ周波数は、低すぎると定常加速度の除去が不十分となり、高すぎると抑制したい振動成分まで除去してしまい制振効果が低下する。よって、前記バンドパスフィルタのカットオフ周波数は、定常加速度の周波数帯と車体の共振周波数帯の間の極限られた範囲に設定する他はない。   The frequency band of steady acceleration is about 0.3 Hz, and generally the resonance frequency band of the vehicle body is about 1 Hz to 1.5 Hz, and both frequency bands are very close. If the cut-off frequency on the lower side of the bandpass filter for removing the steady acceleration is too low, the removal of the steady acceleration becomes insufficient. If the cut-off frequency is too high, the vibration component to be suppressed is removed and the damping effect is lowered. Therefore, the cut-off frequency of the bandpass filter must be set in a limited range between the steady acceleration frequency band and the vehicle body resonance frequency band.

ここで、鉄道車両が直線区間から直線区間と定常曲線区間の間に設置される緩和曲線区間に差しかかると車体には遠心加速度が作用する。この遠心加速度に起因する振動の周波数帯は、定常曲線区間走行時における定常加速度の周波数帯よりも高いが車体の共振周波数帯よりも低い。   Here, when the railway vehicle enters the relaxation curve section installed between the straight section and the steady curve section from the straight section, centrifugal acceleration acts on the vehicle body. The frequency band of vibration caused by the centrifugal acceleration is higher than the frequency band of steady acceleration during traveling in the steady curve section but lower than the resonance frequency band of the vehicle body.

前述のようなフィルタのカットオフ周波数の設定では、緩和曲線区間走行時の遠心加速度を取り除けないため、従来の鉄道車両用制振装置では、アクチュエータにこの遠心加速度を抑制する制御力を発生させる制御を行う。   With the filter cut-off frequency setting as described above, the centrifugal acceleration during traveling in the relaxation curve section cannot be removed. Therefore, in conventional vibration control devices for rail vehicles, the actuator generates a control force that suppresses this centrifugal acceleration. I do.

前述したように、遠心加速度に対抗して車体を押す力は非常に大きいため、アクチュエータに大きな力を発揮させなくてはならず、従来の鉄道車両用制振装置では、モータの過負荷を避けるためにリミッタを設けていて、制御力を制限する。このように制御力が制限されてしまうと、本来、抑制したい台車から入力される車体の振動を抑制できなくなって、車両における乗心地を損なってしまう。   As described above, the force that pushes the vehicle body against the centrifugal acceleration is very large, so the actuator must exert a large force. In conventional railcar vibration control devices, avoid overloading the motor. Therefore, a limiter is provided to limit the control force. If the control force is limited in this way, the vibration of the vehicle body that is originally input from the cart that is desired to be suppressed cannot be suppressed, and the riding comfort in the vehicle is impaired.

また、アクチュエータの制御力の上限を大きくするには、モータの大型化すればよいが、鉄道車両用制振装置のコストが嵩むとともに鉄道車両への搭載性が損なってしまう。   In order to increase the upper limit of the control force of the actuator, the size of the motor may be increased. However, the cost of the railcar vibration damping device increases and the mountability on the railcar is impaired.

そこで、本発明の目的は、コストと鉄道車両への搭載性を損なわずに緩和曲線区間走行時の乗心地を向上できる鉄道車両用制振装置の提供である。   SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a railway vehicle vibration damping device that can improve the riding comfort during traveling in a relaxation curve section without impairing cost and ease of mounting on the railway vehicle.

本発明の鉄道車両用制振装置は、鉄道車両の車体と台車との間に介装されて制御力を発揮可能なアクチュエータと、車体の横方向加速度に基づいて車体の振動を抑制する目標制御力を求めるコントローラとを備え、コントローラが車体の共振周波数よりも低い周波数成分である低周波制御力を抽出するバンドパスフィルタと、低周波制御力に基づいて目標制御力を補正する補正部とを有して構成される。   The vibration control device for a railway vehicle according to the present invention includes an actuator that is interposed between a vehicle body and a bogie of the railway vehicle and that can exert control force, and target control that suppresses vibration of the vehicle body based on lateral acceleration of the vehicle body. A controller for obtaining a force, and a controller that extracts a low-frequency control force that is a frequency component lower than the resonance frequency of the vehicle body, and a correction unit that corrects the target control force based on the low-frequency control force. It is configured.

本発明の鉄道車両用制振装置は、バンドパスフィルタで、目標制御力から緩和曲線区間を走行中の車体に作用する遠心加速度に対抗するための力成分を抽出できる。そして、バンドパスフィルタで抽出した低周波制御力に基づいて目標制御力を補正するので、緩和曲線区間走行時の遠心加速度の影響で最終の目標制御力が過剰となってしまうのを抑制できる。   The railcar damping device of the present invention can extract a force component for countering the centrifugal acceleration acting on the vehicle body traveling in the relaxation curve section from the target control force by the bandpass filter. And since target control force is correct | amended based on the low frequency control force extracted with the band pass filter, it can suppress that the final target control force becomes excess under the influence of the centrifugal acceleration at the time of relaxation curve area driving | running | working.

また、請求項２の鉄道車両用制振装置では、補正部によって、低周波制御力が閾値以上であると目標制御力を低下させるよう補正するので、補正後の目標制御力がリミッタによって制限されてしまう機会を少なくでき、高い乗心地向上効果を発揮できる。   In the railcar vibration damping device according to claim 2, the correction unit corrects the target control force so that the target control force is reduced when the low-frequency control force is equal to or greater than the threshold value. Therefore, the corrected target control force is limited by the limiter. Can reduce the chances of riding, and can improve the riding comfort.

さらに、請求項３の鉄道車両用制振装置では、補正部によって、低周波制御力が閾値以上であると目標制御力に上限値が１以下の補正ゲインを乗じて目標制御力を補正する。このように構成された鉄道車両用制振装置では、補正前の目標制御力と補正後の目標制御力の周波数が変化しないので、より一層、台車側から伝達される車体の振動を抑制する効果が高まる。よって、このように構成された鉄道車両用制振装置によれば、より一層、緩和曲線区間走行時における乗心地を向上できる。   Furthermore, in the railcar damping device according to claim 3, when the low frequency control force is equal to or greater than the threshold value, the correction unit multiplies the target control force by a correction gain having an upper limit value of 1 or less to correct the target control force. In the railway vehicle vibration damping device configured as described above, the frequency of the target control force before correction and the frequency of the target control force after correction do not change, and thus the effect of further suppressing the vibration of the vehicle body transmitted from the carriage side. Will increase. Therefore, according to the railcar vibration damping device configured as described above, the riding comfort during traveling in the relaxation curve section can be further improved.

そして、請求項４の鉄道車両用制振装置１では、補正部によって、低周波制御力が閾値以上である間中は補正ゲインを徐々に低下させ、低周波制御力が閾値未満であると補正ゲインを上昇させるようになっている。このように鉄道車両用制振装置によれば、補正ゲインの値の急変が緩和されるため、補正後の目標制御力の急変も緩和されるので、乗心地もより一層良好となる。   In the railcar damping device 1 according to claim 4, the correction unit gradually reduces the correction gain while the low frequency control force is equal to or greater than the threshold, and corrects the low frequency control force to be less than the threshold. The gain is increased. As described above, according to the railcar vibration damping device, since the sudden change in the value of the correction gain is alleviated, the sudden change in the target control force after the correction is also alleviated, so that the riding comfort is further improved.

発明の鉄道車両用制振装置によれば、コストと鉄道車両への搭載性を損なわず、緩和曲線区間走行時の乗心地を向上できる。   According to the railcar vibration damping device of the present invention, it is possible to improve the riding comfort during traveling in the relaxation curve section without impairing the cost and the mounting property on the railcar.

一実施の形態における鉄道車両用制振装置を搭載した鉄道車両の断面図である。1 is a cross-sectional view of a railway vehicle equipped with a railway vehicle damping device according to an embodiment. アクチュエータの詳細図である。It is detail drawing of an actuator. 一実施の形態の鉄道車両用制振装置におけるコントローラの制御ブロック図である。It is a control block diagram of the controller in the railcar damping device of one embodiment. 第一の実施の形態の鉄道車両用制振装置における補正部の制御ブロック図である。It is a control block diagram of the correction | amendment part in the railcar damping device of 1st embodiment. 補正ゲインの値の変化を説明する図である。It is a figure explaining the change of the value of a correction gain. 第一の実施の形態のコントローラにおける処理手順を示したフローチャートである。It is the flowchart which showed the process sequence in the controller of 1st embodiment.

以下、図に示した実施の形態に基づき、本発明を説明する。一実施の形態における鉄道車両用制振装置１は、鉄道車両の車体Ｂの制振装置として使用され、図１に示すように、車体Ｂと台車Ｔとの間に対として介装されるアクチュエータＡと、アクチュエータＡを制御するコントローラＣとを備えて構成されている。   The present invention will be described below based on the embodiments shown in the drawings. A railcar vibration damping device 1 according to an embodiment is used as a vibration damping device for a vehicle body B of a railcar, and an actuator interposed as a pair between the vehicle body B and a carriage T as shown in FIG. A and a controller C that controls the actuator A are configured.

アクチュエータＡは、詳細には、鉄道車両の場合、車体Ｂの下方に垂下されるピンＰに連結され、車体Ｂと台車Ｔとの間で対を成して並列に介装されている。台車Ｔは、車輪Ｗを回転自在に保持しており、車体Ｂと台車Ｔとの間には、ばねＳ，Ｓが介装され、車体Ｂが弾性支持されることにより、台車Ｔに対する車体Ｂの横方向への移動が許容されている。   Specifically, in the case of a railway vehicle, the actuator A is connected to a pin P that is suspended below the vehicle body B, and is interposed between the vehicle body B and the carriage T in parallel. The carriage T rotatably holds the wheels W, and springs S and S are interposed between the vehicle body B and the carriage T, and the vehicle body B is elastically supported. Is allowed to move laterally.

そして、これらのアクチュエータＡは、基本的には、アクティブ制御されて、車体Ｂの車両進行方向に対して水平横方向の振動を抑制するようになっている。コントローラＣは、アクチュエータＡを制御して前記車体Ｂの横方向の振動を抑制するようになっている。   These actuators A are basically actively controlled so as to suppress vibrations in the horizontal and transverse directions with respect to the vehicle traveling direction of the vehicle body B. The controller C controls the actuator A to suppress lateral vibration of the vehicle body B.

コントローラＣは、本例にあっては、車体Ｂの振動を抑制する制御を行う際に、車体Ｂの車両進行方向に対して水平横方向の横方向加速度αを検知する。そして、コントローラＣは、横方向加速度αに基づいて、アクチュエータＡが発生すべき目標制御力Ｆｒｅｆを求め、各アクチュエータＡに目標制御力Ｆｒｅｆ通りの推力を発生させて車体Ｂの前記横方向の振動を抑制する。   In this example, the controller C detects the lateral acceleration α in the horizontal lateral direction with respect to the vehicle traveling direction of the vehicle body B when performing control for suppressing the vibration of the vehicle body B. Then, the controller C obtains a target control force Fref to be generated by the actuator A based on the lateral acceleration α, and generates a thrust according to the target control force Fref to each actuator A to cause the lateral vibration of the vehicle body B. Suppress.

つづいて、アクチュエータＡの具体的な構成について説明する。これらアクチュエータＡは、共に同じ構成である。なお、図示したところでは、アクチュエータＡが台車Ｔに対して二つずつ設けられているが、一つのみを設けてもよい。また、各アクチュエータＡに対して一つずつコントローラＣを設けてもよい。   Next, a specific configuration of the actuator A will be described. Both of these actuators A have the same configuration. Although two actuators A are provided for the carriage T at the illustrated position, only one actuator A may be provided. One controller C may be provided for each actuator A.

アクチュエータＡは、本例では図２に示すように、鉄道車両の車体Ｂと台車Ｔの一方に連結されるシリンダ２と、シリンダ２内に摺動自在に挿入されるピストン３と、シリンダ２内に挿入されてピストン３と、車体Ｂと台車Ｔの他方に連結されるロッド４と、シリンダ２内にピストン３で区画したロッド側室５とピストン側室６とを備えて伸縮可能なシリンダ本体Ｃｙに加え、作動油を貯留するタンク７と、タンク７から作動油を吸い上げてロッド側室５へ作動油を供給可能なポンプ１２と、ポンプ１２を駆動するモータ１５と、シリンダ本体Ｃｙの伸縮の切換と推力を制御する液圧回路ＨＣとを備えており、片ロッド型のアクチュエータとして構成されている。   In this example, as shown in FIG. 2, the actuator A includes a cylinder 2 connected to one of a vehicle body B and a carriage T of a railway vehicle, a piston 3 slidably inserted into the cylinder 2, A cylinder 3 having a piston 3, a rod 4 connected to the other of the vehicle body B and the carriage T, a rod side chamber 5 and a piston side chamber 6 partitioned by the piston 3 in the cylinder 2. In addition, the tank 7 that stores the hydraulic oil, the pump 12 that can suck up the hydraulic oil from the tank 7 and supply the hydraulic oil to the rod side chamber 5, the motor 15 that drives the pump 12, and the expansion / contraction switching of the cylinder main body Cy. And a hydraulic circuit HC that controls thrust, and is configured as a single rod type actuator.

また、前記ロッド側室５とピストン側室６には、本例では、作動液体として作動油が充填されるとともに、タンク７には、作動油のほかに気体が充填されている。なお、タンク７内は、特に、気体を圧縮して充填して加圧状態とする必要は無い。また、作動液体は、作動油以外にも他の液体を利用してもよい。   In the present embodiment, the rod side chamber 5 and the piston side chamber 6 are filled with working oil as working liquid, and the tank 7 is filled with gas in addition to working oil. In addition, it is not necessary to compress and fill the inside of the tank 7 with a gas in particular. In addition to the working oil, other liquids may be used as the working liquid.

液圧回路ＨＣは、ロッド側室５とピストン側室６とを連通する第一通路８の途中に設けた第一開閉弁９と、ピストン側室６とタンク７とを連通する第二通路１０の途中に設けた第二開閉弁１１とを備えている。   The hydraulic circuit HC is provided in the middle of the first opening / closing valve 9 provided in the middle of the first passage 8 communicating the rod side chamber 5 and the piston side chamber 6 and the second passage 10 communicating the piston side chamber 6 and the tank 7. And a second on-off valve 11 provided.

そして、基本的には、第一開閉弁９で第一通路８を連通状態とし、第二開閉弁１１を閉じてポンプ１２を駆動すると、シリンダ本体Ｃｙが伸長し、第二開閉弁１１で第二通路１０を連通状態とし、第一開閉弁９を閉じてポンプ１２を駆動すると、シリンダ本体Ｃｙが収縮する。   Basically, when the first opening / closing valve 9 is in communication with the first passage 8, the second opening / closing valve 11 is closed and the pump 12 is driven, the cylinder body Cy is extended, and the second opening / closing valve 11 When the two passages 10 are brought into communication, the first opening / closing valve 9 is closed and the pump 12 is driven, the cylinder body Cy contracts.

以下、アクチュエータＡの各部について詳細に説明する。シリンダ２は筒状であって、その図２中右端は蓋１３によって閉塞され、図２中左端には環状のロッドガイド１４が取り付けられている。また、前記ロッドガイド１４内には、シリンダ２内に移動自在に挿入されるロッド４が摺動自在に挿入されている。このロッド４は、一端をシリンダ２外へ突出させており、シリンダ２内の他端をシリンダ２内に摺動自在に挿入されるピストン３に連結している。   Hereinafter, each part of the actuator A will be described in detail. The cylinder 2 has a cylindrical shape, the right end in FIG. 2 is closed by a lid 13, and an annular rod guide 14 is attached to the left end in FIG. A rod 4 that is movably inserted into the cylinder 2 is slidably inserted into the rod guide 14. One end of the rod 4 protrudes outside the cylinder 2, and the other end in the cylinder 2 is connected to a piston 3 that is slidably inserted into the cylinder 2.

なお、ロッドガイド１４の外周とシリンダ２との間は図示を省略したシール部材によってシールされており、これによりシリンダ２内は密閉状態に維持されている。そして、シリンダ２内にピストン３によって区画されるロッド側室５とピストン側室６には、前述のように作動油が充填されている。   Note that the outer periphery of the rod guide 14 and the cylinder 2 are sealed by a seal member (not shown), whereby the inside of the cylinder 2 is maintained in a sealed state. The rod-side chamber 5 and the piston-side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

また、このシリンダ本体Ｃｙの場合、ロッド４の断面積をピストン３の断面積の二分の一にして、ピストン３のロッド側室５側の受圧面積がピストン側室６側の受圧面積の二分の一となるようになっている。よって、伸長作動時と収縮作動時とでロッド側室５の圧力を同じくすると、伸縮の双方で発生される推力が等しくなり、シリンダ本体Ｃｙの変位量に対する作動油量も伸縮両側で同じとなる。   Further, in the case of this cylinder body Cy, the cross-sectional area of the rod 4 is made half of the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is half of the pressure receiving area on the piston side chamber 6 side. It is supposed to be. Therefore, if the pressure in the rod side chamber 5 is the same during the expansion operation and during the contraction operation, the thrust generated in both expansion and contraction becomes equal, and the amount of hydraulic oil relative to the displacement amount of the cylinder body Cy is the same on both expansion and contraction sides.

詳しくは、シリンダ本体Ｃｙを伸長作動させる場合、ロッド側室５とピストン側室６を連通させた状態とする。すると、ロッド側室５内とピストン側室６内の圧力が等しくなり、アクチュエータＡは、ピストン３におけるロッド側室５側とピストン側室６側の受圧面積差に前記圧力を乗じた推力を発生する。反対に、シリンダ本体Ｃｙを収縮作動させる場合、ロッド側室５とピストン側室６との連通を断ちピストン側室６をタンク７に連通させた状態とする。すると、アクチュエータＡは、ロッド側室５内の圧力とピストン３におけるロッド側室５側の受圧面積を乗じた推力を発生する。   Specifically, when the cylinder body Cy is extended, the rod side chamber 5 and the piston side chamber 6 are in communication with each other. Then, the pressures in the rod side chamber 5 and the piston side chamber 6 become equal, and the actuator A generates a thrust obtained by multiplying the pressure receiving area difference between the rod side chamber 5 side and the piston side chamber 6 side in the piston 3 by the pressure. On the contrary, when the cylinder body Cy is contracted, the rod side chamber 5 and the piston side chamber 6 are disconnected from each other, and the piston side chamber 6 is connected to the tank 7. Then, the actuator A generates a thrust obtained by multiplying the pressure in the rod side chamber 5 by the pressure receiving area of the piston 3 on the rod side chamber 5 side.

要するに、アクチュエータＡの発生推力は伸縮の双方でピストン３の断面積の二分の一にロッド側室５の圧力を乗じた値となるのである。したがって、このアクチュエータＡの推力を制御する場合、伸長作動、収縮作動共に、ロッド側室５の圧力を制御すればよい。また、本例のアクチュエータＡでは、ピストン３のロッド側室５側の受圧面積をピストン側室６側の受圧面積の二分の一に設定しているので、伸縮両側で同じ推力を発生する場合に伸長側と収縮側でロッド側室５の圧力が同じとなるので制御が簡素となる。加えて、変位量に対する作動油量も同じとなるので伸縮両側で応答性が同じとなる利点がある。なお、ピストン３のロッド側室５側の受圧面積をピストン側室６側の受圧面積の二分の一に設定しない場合にあっても、ロッド側室５の圧力でアクチュエータＡの伸縮両側の推力を制御できる点は変わらない。   In short, the thrust generated by the actuator A is a value obtained by multiplying a half of the cross-sectional area of the piston 3 by the pressure in the rod side chamber 5 in both expansion and contraction. Therefore, when the thrust of the actuator A is controlled, the pressure in the rod side chamber 5 may be controlled for both the extension operation and the contraction operation. Further, in the actuator A of the present example, the pressure receiving area on the rod side chamber 5 side of the piston 3 is set to one half of the pressure receiving area on the piston side chamber 6 side. Since the pressure in the rod side chamber 5 is the same on the contraction side, the control is simplified. In addition, since the amount of hydraulic oil with respect to the amount of displacement is the same, there is an advantage that the responsiveness is the same on both sides of expansion and contraction. In addition, even when the pressure receiving area on the rod side chamber 5 side of the piston 3 is not set to ½ of the pressure receiving area on the piston side chamber 6 side, the thrust on both sides of the actuator A can be controlled by the pressure of the rod side chamber 5. Will not change.

戻って、ロッド４の図２中左端とシリンダ２の右端を閉塞する蓋１３とには、図示しない取付部を備えており、このアクチュエータＡを鉄道車両における車体Ｂと台車Ｔとの間に介装できるようになっている。   Returning, the lid 4 that closes the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown), and this actuator A is interposed between the vehicle body B and the carriage T in the railway vehicle. Can be disguised.

そして、ロッド側室５とピストン側室６とは、第一通路８によって連通されており、この第一通路８の途中には、第一開閉弁９が設けられている。この第一通路８は、シリンダ２外でロッド側室５とピストン側室６とを連通しているが、ピストン３に設けられてもよい。   The rod side chamber 5 and the piston side chamber 6 communicate with each other by a first passage 8, and a first opening / closing valve 9 is provided in the middle of the first passage 8. The first passage 8 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.

第一開閉弁９は、電磁開閉弁とされており、第一通路８を開放してロッド側室５とピストン側室６とを連通する連通ポジションと、第一通路８を遮断してロッド側室５とピストン側室６との連通を断つ遮断ポジションとを備えている。そして、この第一開閉弁９は、通電時に連通ポジションを採り、非通電時に遮断ポジションを採るようになっている。   The first on-off valve 9 is an electromagnetic on-off valve. The first on-off valve 9 is opened to connect the rod-side chamber 5 and the piston-side chamber 6, and the first on-off passage 8 is shut off to connect to the rod-side chamber 5. And a blocking position for disconnecting communication with the piston side chamber 6. And this 1st on-off valve 9 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

つづいて、ピストン側室６とタンク７とは、第二通路１０によって連通されており、この第二通路１０の途中には、第二開閉弁１１が設けられている。第二開閉弁１１は、電磁開閉弁とされており、第二通路１０を開放してピストン側室６とタンク７とを連通する連通ポジションと、第二通路１０を遮断してピストン側室６とタンク７との連通を断つ遮断ポジションとを備えている。そして、この第二開閉弁１１は、通電時に連通ポジションを採り、非通電時に遮断ポジションを採るようになっている。   Subsequently, the piston side chamber 6 and the tank 7 are communicated with each other by a second passage 10, and a second opening / closing valve 11 is provided in the middle of the second passage 10. The second on-off valve 11 is an electromagnetic on-off valve, which opens the second passage 10 to communicate the piston side chamber 6 and the tank 7, and shuts off the second passage 10 to connect the piston side chamber 6 and the tank. 7 and a shut-off position that cuts off communication with 7. And this 2nd on-off valve 11 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization.

ポンプ１２は、コントローラＣに制御されて所定の回転数で回転するモータ１５によって駆動され、一方向のみに作動油を吐出するポンプとされている。そして、ポンプ１２の吐出口は供給通路１６によってロッド側室５へ連通されるとともに吸込口はタンク７に通じていて、ポンプ１２は、モータ１５によって駆動されるとタンク７から作動油を吸込んでロッド側室５へ作動油を供給する。   The pump 12 is driven by a motor 15 that is controlled by the controller C and rotates at a predetermined rotational speed, and is a pump that discharges hydraulic oil in only one direction. The discharge port of the pump 12 communicates with the rod side chamber 5 through the supply passage 16 and the suction port communicates with the tank 7. When driven by the motor 15, the pump 12 sucks hydraulic oil from the tank 7 and Hydraulic oil is supplied to the side chamber 5.

前述のようにポンプ１２は、一方向のみに作動油を吐出するのみで回転方向の切換動作がないので、回転切換時に吐出量が変化するといった問題は皆無であり、安価なギアポンプ等を使用できる。さらに、ポンプ１２の回転方向が常に同一方向であるので、ポンプ１２を駆動する駆動源であるモータ１５にあっても回転切換に対する高い応答性が要求されず、その分、モータ１５も安価なものを使用できる。なお、供給通路１６の途中には、ロッド側室５からポンプ１２への作動油の逆流を阻止する逆止弁１７が設けられている。   As described above, the pump 12 only discharges the hydraulic oil in one direction and does not switch the rotation direction, so there is no problem that the discharge amount changes at the time of rotation switching, and an inexpensive gear pump or the like can be used. . Further, since the rotation direction of the pump 12 is always the same direction, even the motor 15 that is a drive source for driving the pump 12 does not require high responsiveness to rotation switching, and the motor 15 is also inexpensive. Can be used. A check valve 17 that prevents the backflow of hydraulic oil from the rod side chamber 5 to the pump 12 is provided in the supply passage 16.

さらに、本例の液圧回路ＨＣは、前述の構成に加えて、ロッド側室５とタンク７とを接続する排出通路２１と、排出通路２１の途中に設けた開弁圧を変更可能な可変リリーフ弁２２を備えている。   Furthermore, in addition to the above-described configuration, the hydraulic circuit HC of the present example includes a discharge passage 21 that connects the rod side chamber 5 and the tank 7, and a variable relief that can change the valve opening pressure provided in the middle of the discharge passage 21. A valve 22 is provided.

可変リリーフ弁２２は、本例では、比例電磁リリーフ弁とされており、供給する電流量に応じて開弁圧を調節でき、電流量を最大とすると開弁圧を最小とし、電流を供給しないと開弁圧を最大とするようになっている。   In this example, the variable relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the amount of current to be supplied. When the amount of current is maximized, the valve opening pressure is minimized and no current is supplied. The valve opening pressure is maximized.

このように、排出通路２１と可変リリーフ弁２２とを設けると、シリンダ本体Ｃｙを伸縮作動させる際に、ロッド側室５内の圧力を可変リリーフ弁２２の開弁圧に調節でき、アクチュエータＡの推力を可変リリーフ弁２２へ供給する電流量で制御できる。排出通路２１と可変リリーフ弁２２とを設けると、アクチュエータＡの推力を調節するために必要なセンサ類が不要となり、ポンプ１２の吐出流量の調節のためにモータ１５を高度に制御する必要もなくなる。よって、鉄道車両用制振装置１が安価となり、ハードウェア的にもソフトウェア的にも堅牢なシステムを構築できる。   Thus, when the discharge passage 21 and the variable relief valve 22 are provided, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the variable relief valve 22 when the cylinder body Cy is expanded and contracted, and the thrust of the actuator A Can be controlled by the amount of current supplied to the variable relief valve 22. When the discharge passage 21 and the variable relief valve 22 are provided, sensors necessary for adjusting the thrust force of the actuator A are not necessary, and it is not necessary to highly control the motor 15 for adjusting the discharge flow rate of the pump 12. . Therefore, the railcar vibration damping device 1 is inexpensive, and a robust system can be constructed in terms of hardware and software.

なお、第一開閉弁９を開いて第二開閉弁１１を閉じる場合或いは第一開閉弁９を閉じて第二開閉弁１１を開く場合、ポンプ１２の駆動状況に関わらず、外力からの振動入力に対して伸長或いは収縮のいずれか一方にのみアクチュエータＡが減衰力を発揮できる。よって、たとえば、減衰力を発揮する方向が鉄道車両の台車Ｔの振動により車体Ｂを加振する方向である場合、そのような方向には減衰力を出さないようにアクチュエータＡを片効きのダンパと機能させ得る。よって、このアクチュエータＡは、カルノップのスカイフック理論に基づくセミアクティブ制御を容易に実現できるため、セミアクティブダンパとしても機能できる。   When the first on-off valve 9 is opened and the second on-off valve 11 is closed, or when the first on-off valve 9 is closed and the second on-off valve 11 is opened, vibration input from an external force is applied regardless of the driving state of the pump 12. On the other hand, the actuator A can exhibit a damping force only in one of expansion and contraction. Therefore, for example, when the direction in which the damping force is exerted is the direction in which the vehicle body B is vibrated by the vibration of the bogie T of the railway vehicle, the actuator A is provided with a one-effect damper so that no damping force is generated in such a direction. And can function. Therefore, since this actuator A can easily realize semi-active control based on Karnop's Skyhook theory, it can also function as a semi-active damper.

なお、可変リリーフ弁２２に与える電流量で開弁圧を比例的に変化させる比例電磁リリーフ弁を用いると開弁圧の制御が簡単となるが、開弁圧を調節できる可変リリーフ弁であれば比例電磁リリーフ弁に限定されない。   If a proportional electromagnetic relief valve that proportionally changes the valve opening pressure with the amount of current applied to the variable relief valve 22 is used, the control of the valve opening pressure is simplified. However, any variable relief valve that can adjust the valve opening pressure is used. It is not limited to a proportional electromagnetic relief valve.

そして、可変リリーフ弁２２は、第一開閉弁９および第二開閉弁１１の開閉状態に関わらず、シリンダ本体Ｃｙに伸縮方向の過大な入力があって、ロッド側室５の圧力が開弁圧を超える状態となると、排出通路２１を開放する。このように、可変リリーフ弁２２は、ロッド側室５の圧力が開弁圧以上となると、ロッド側室５内の圧力をタンク７へ排出するので、シリンダ２内の圧力が過大となるのを防止してアクチュエータＡのシステム全体を保護する。よって、排出通路２１と可変リリーフ弁２２を設けると、システムの保護も可能となる。 The variable relief valve 22 has an excessive input in the expansion / contraction direction to the cylinder body Cy regardless of the open / closed state of the first open / close valve 9 and the second open / close valve 11, and the pressure in the rod side chamber 5 increases the open valve pressure. When it exceeds, the discharge passage 21 is opened. As described above, the variable relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, so that the pressure in the cylinder 2 is prevented from becoming excessive. To protect the entire system of the actuator A. Therefore, if the discharge passage 21 and the variable relief valve 22 are provided, the system can be protected.

さらに、本例のアクチュエータＡにおける液圧回路ＨＣは、ピストン側室６からロッド側室５へ向かう作動油の流れのみを許容する整流通路１８と、タンク７からピストン側室６へ向かう作動油の流れのみを許容する吸込通路１９を備えている。よって、本例のアクチュエータＡでは、第一開閉弁９および第二開閉弁１１が閉弁する状態でシリンダ本体Ｃｙが伸縮すると、シリンダ２内から作動油が押し出される。シリンダ２内から排出された作動油の流れに対して可変リリーフ弁２２が抵抗を与えるので、第一開閉弁９および第二開閉弁１１が閉弁する状態では、本例のアクチュエータＡはユニフロー型のダンパとして機能する。   Further, the hydraulic circuit HC in the actuator A of the present example only allows the flow of the hydraulic oil that flows only from the piston side chamber 6 toward the rod side chamber 5 and allows the flow of the hydraulic oil toward the piston side chamber 6 from the tank 7. A permissible suction passage 19 is provided. Therefore, in the actuator A of this example, when the cylinder main body Cy expands and contracts while the first on-off valve 9 and the second on-off valve 11 are closed, the hydraulic oil is pushed out from the cylinder 2. Since the variable relief valve 22 provides resistance to the flow of hydraulic oil discharged from the cylinder 2, the actuator A of this example is a uniflow type in a state where the first on-off valve 9 and the second on-off valve 11 are closed. Functions as a damper.

より詳細には、整流通路１８は、ピストン側室６とロッド側室５とを連通しており、途中に逆止弁１８ａが設けられ、ピストン側室６からロッド側室５へ向かう作動油の流れのみを許容する一方通行の通路に設定されている。さらに、吸込通路１９は、タンク７とピストン側室６とを連通しており、途中に逆止弁１９ａが設けられ、タンク７からピストン側室６へ向かう作動油の流れのみを許容する一方通行の通路に設定されている。なお、整流通路１８は、第一開閉弁９の遮断ポジションを逆止弁とすると第一通路８に集約でき、吸込通路１９についても、第二開閉弁１１の遮断ポジションを逆止弁とすると第二通路１０に集約できる。   More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve 18 a is provided in the middle, allowing only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5. It is set as a one-way passage. Further, the suction passage 19 communicates between the tank 7 and the piston side chamber 6, and a check valve 19 a is provided in the middle to allow only the flow of hydraulic oil from the tank 7 toward the piston side chamber 6. Is set to The rectifying passage 18 can be integrated into the first passage 8 when the shut-off position of the first on-off valve 9 is a check valve, and the suction passage 19 is also the first when the shut-off position of the second on-off valve 11 is a check valve. It can be concentrated in the two passages 10.

このように構成されたアクチュエータＡでは、第一開閉弁９と第二開閉弁１１がともに遮断ポジションを採っても、整流通路１８、吸込通路１９および排出通路２１で、ロッド側室５、ピストン側室６およびタンク７を数珠繋ぎに連通させる。また、整流通路１８、吸込通路１９および排出通路２１は、一方通行の通路に設定されている。よって、シリンダ本体Ｃｙが外力によって伸縮すると、シリンダ２から必ず作動油が排出されて排出通路２１を介してタンク７へ戻され、シリンダ２で足りなくなる作動油は吸込通路１９を介してタンク７からシリンダ２内へ供給される。この作動油の流れに対して前記可変リリーフ弁２２が抵抗となってシリンダ２内の圧力を開弁圧に調節するので、アクチュエータＡは、パッシブなユニフロー型のダンパとして機能する。   In the actuator A configured as described above, even if the first on-off valve 9 and the second on-off valve 11 are both in the shut-off position, the rod side chamber 5, the piston side chamber 6 in the rectifying passage 18, the suction passage 19, and the discharge passage 21. And the tank 7 is made to communicate with a rosary chain. The rectifying passage 18, the suction passage 19, and the discharge passage 21 are set as one-way passages. Therefore, when the cylinder body Cy expands and contracts due to an external force, the hydraulic oil is surely discharged from the cylinder 2 and returned to the tank 7 through the discharge passage 21, and the hydraulic oil that is insufficient in the cylinder 2 passes from the tank 7 through the suction passage 19. Supplied into the cylinder 2. Since the variable relief valve 22 acts as a resistance against the flow of hydraulic oil and adjusts the pressure in the cylinder 2 to the valve opening pressure, the actuator A functions as a passive uniflow type damper.

また、アクチュエータＡの各機器への通電が不能となるようなフェール時には、第一開閉弁９と第二開閉弁１１のそれぞれが遮断ポジションを採り、可変リリーフ弁２２は、開弁圧が最大に固定された圧力制御弁として機能する。よって、このようなフェール時には、アクチュエータＡは、自動的に、パッシブダンパとして機能する。   In addition, at the time of failure that prevents the actuator A from being energized, each of the first on-off valve 9 and the second on-off valve 11 takes the shut-off position, and the variable relief valve 22 has the maximum valve opening pressure. Functions as a fixed pressure control valve. Therefore, during such a failure, the actuator A automatically functions as a passive damper.

つづいて、アクチュエータＡに所望の伸長方向の推力を発揮させる場合、コントローラＣは、基本的には、モータ１５を回転させてポンプ１２からシリンダ２内へ作動油を供給しつつ、第一開閉弁９を連通ポジションとし、第二開閉弁１１を遮断ポジションとする。このようにすると、ロッド側室５とピストン側室６とが連通状態におかれて両者にポンプ１２から作動油が供給され、ピストン３が図２中左方へ押されアクチュエータＡは伸長方向の推力を発揮する。ロッド側室５内およびピストン側室６内の圧力が可変リリーフ弁２２の開弁圧を上回ると、可変リリーフ弁２２が開弁して作動油が排出通路２１を介してタンク７へ排出される。よって、ロッド側室５内およびピストン側室６内の圧力は、可変リリーフ弁２２に与える電流量で決まる可変リリーフ弁２２の開弁圧にコントロールされる。そして、アクチュエータＡは、ピストン３におけるピストン側室６側とロッド側室５側の受圧面積差に可変リリーフ弁２２によってコントロールされるロッド側室５内およびピストン側室６内の圧力を乗じた値の伸長方向の推力を発揮する。   Subsequently, when causing the actuator A to exert a desired thrust in the extending direction, the controller C basically rotates the motor 15 to supply the hydraulic oil from the pump 12 into the cylinder 2 while the first on-off valve. 9 is a communication position, and the second on-off valve 11 is a shut-off position. In this way, the rod side chamber 5 and the piston side chamber 6 are in communication with each other, and hydraulic oil is supplied to both of them from the pump 12, the piston 3 is pushed to the left in FIG. 2, and the actuator A generates thrust in the extension direction. Demonstrate. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the variable relief valve 22, the variable relief valve 22 is opened and the hydraulic oil is discharged to the tank 7 through the discharge passage 21. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled by the valve opening pressure of the variable relief valve 22 determined by the amount of current applied to the variable relief valve 22. The actuator A then extends in the direction of extension of the value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side of the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the variable relief valve 22. Demonstrate thrust.

これに対して、アクチュエータＡに所望の収縮方向の推力を発揮させる場合、コントローラＣは、モータ１５を回転させてポンプ１２からロッド側室５内へ作動油を供給しつつ、第一開閉弁９を遮断ポジションとし、第二開閉弁１１を連通ポジションとする。このようにすると、ピストン側室６とタンク７が連通状態におかれるとともにロッド側室５にポンプ１２から作動油が供給されるので、ピストン３が図２中右方へ押されアクチュエータＡは収縮方向の推力を発揮する。そして、前述と同様に、可変リリーフ弁２２の電流量を調節すると、アクチュエータＡは、ピストン３におけるロッド側室５側の受圧面積と可変リリーフ弁２２によってコントロールされるロッド側室５内の圧力を乗じた収縮方向の推力を発揮する。 On the other hand, when causing the actuator A to exert a thrust in a desired contraction direction, the controller C rotates the motor 15 to supply the hydraulic oil from the pump 12 into the rod side chamber 5 while turning the first on-off valve 9. The shut-off position is set, and the second on-off valve 11 is set to the communication position. As a result, the piston side chamber 6 and the tank 7 are brought into communication with each other and the hydraulic oil is supplied to the rod side chamber 5 from the pump 12, so that the piston 3 is pushed rightward in FIG. Demonstrate thrust. Then, as before, adjusting the current amount of the variable relief valve 22, the actuator A is multiplied by the pressure of the rod side chamber 5 is thus controlled to the pressure receiving area and the variable relief valve 22 of the rod-side chamber 5 side in the piston 3 It exerts thrust in the contraction direction.

ここで、アクチュエータＡが外力で伸縮するのではなく、自ら伸縮する場合、ロッド側室５の圧力の上限は、モータ１５が駆動するポンプ１２の吐出圧に制限される。つまり、アクチュエータＡが外力で伸縮するのではなく、自ら伸縮する場合、ロッド側室５の圧力の上限は、モータ１５が出力可能な最大トルクに制限される。   Here, when the actuator A does not expand and contract by an external force but expands and contracts by itself, the upper limit of the pressure in the rod side chamber 5 is limited to the discharge pressure of the pump 12 driven by the motor 15. That is, when the actuator A does not expand / contract with an external force but instead expands / contracts itself, the upper limit of the pressure in the rod side chamber 5 is limited to the maximum torque that the motor 15 can output.

また、アクチュエータＡにあっては、アクチュエータとして機能するのみならず、モータ１５の駆動状況に関わらず、第一開閉弁９と第二開閉弁１１の開閉のみでダンパとしても機能できる。また、アクチュエータＡをアクチュエータからダンパへ切換える際に、面倒かつ急峻な第一開閉弁９と第二開閉弁１１の切換動作を伴わないので、応答性および信頼性が高いシステムを提供できる。   In addition, the actuator A can function not only as an actuator but also as a damper by opening and closing the first on-off valve 9 and the second on-off valve 11 regardless of the driving state of the motor 15. Further, when switching the actuator A from the actuator to the damper, there is no troublesome and steep switching operation of the first on-off valve 9 and the second on-off valve 11, so that a system with high responsiveness and reliability can be provided.

なお、本例のアクチュエータＡにあっては、片ロッド型に設定されているので、両ロッド型のアクチュエータに比較してストローク長を確保しやすく、アクチュエータの全長が短くなって、鉄道車両への搭載性が向上する。   In addition, since the actuator A of this example is set to a single rod type, it is easier to secure a stroke length than the double rod type actuator, and the total length of the actuator is shortened. Mountability is improved.

また、本例のアクチュエータＡにおけるポンプ１２からの作動油供給および伸縮作動による作動油の流れは、ロッド側室５、ピストン側室６を順に通過して最終的にタンク７へ還流するようになっている。そのため、ロッド側室５あるいはピストン側室６内に気体が混入しても、シリンダ本体Ｃｙの伸縮作動によって自立的にタンク７へ排出されるので、推力発生の応答性の悪化を阻止できる。したがって、アクチュエータＡの製造にあたって、面倒な油中での組立や真空環境下での組立を強いられず、作動油の高度な脱気も不要となるので、生産性が向上するとともに製造コストを低減できる。さらに、ロッド側室５あるいはピストン側室６内に気体が混入しても、気体は、シリンダ本体Ｃｙの伸縮作動によって自立的にタンク７へ排出されるので、性能回復のためのメンテナンスを頻繁に行う必要もなくなり、保守面における労力とコスト負担を軽減できる。   In addition, the flow of hydraulic oil by the hydraulic oil supply from the pump 12 and the expansion / contraction operation in the actuator A of this example passes through the rod side chamber 5 and the piston side chamber 6 in order and finally returns to the tank 7. . For this reason, even if gas is mixed into the rod side chamber 5 or the piston side chamber 6, the cylinder body Cy is automatically discharged to the tank 7 by the expansion / contraction operation. Therefore, when manufacturing the actuator A, it is not necessary to assemble in troublesome oil or in a vacuum environment, and advanced degassing of hydraulic oil is not required, improving productivity and reducing manufacturing cost. it can. Furthermore, even if gas is mixed in the rod side chamber 5 or the piston side chamber 6, the gas is automatically discharged to the tank 7 by the expansion / contraction operation of the cylinder body Cy, so that maintenance for performance recovery must be frequently performed. The maintenance labor and cost burden can be reduced.

つづいて、コントローラＣは、図３に示すように、車体Ｂの横方向加速度αを検知する加速度センサ４０と、アクチュエータＡが出力すべき目標制御力Ｆｒｅｆを求める目標制御力演算部４１と、目標制御力Ｆｒｅｆに基づいてモータ１５、第一開閉弁９、第二開閉弁１１、可変リリーフ弁２２を駆動する駆動部４２とを備えている。   Subsequently, as shown in FIG. 3, the controller C includes an acceleration sensor 40 that detects the lateral acceleration α of the vehicle body B, a target control force calculation unit 41 that calculates a target control force Fref to be output by the actuator A, a target The motor 15, the first on-off valve 9, the second on-off valve 11, and the drive unit 42 that drives the variable relief valve 22 are provided based on the control force Fref.

加速度センサ４０は、図１中で右側へ向く方向となる場合に、横方向加速度αを正の値として検知し、反対に図１中左側へ向く方向となる場合に負の値とをして検知する。   The acceleration sensor 40 detects the lateral acceleration α as a positive value when the direction is toward the right side in FIG. 1, and takes a negative value when the direction is toward the left side in FIG. Detect.

目標制御力演算部４１は、図３に示すように、横方向加速度αを濾波するバンドパスフィルタ４１１と、横方向加速度αから車体Ｂの振動を抑制する目標制御力Ｆｒｅｆ＊を求める制御器４１２と、補正前の目標制御力Ｆｒｅｆ＊を濾波するバンドパスフィルタ４１３と、制御器４１２が求めた目標制御力Ｆｒｅｆ＊を補正して最終的な目標制御力Ｆｒｅｆを出力する補正部４１４と、リミッタ４１５とを備えて構成されている。 As shown in FIG. 3, the target control force calculation unit 41 includes a bandpass filter 411 that filters the lateral acceleration α, and a controller 412 that calculates a target control force Fref * that suppresses vibration of the vehicle body B from the lateral acceleration α. When a band-pass filter 413 for filtering the pre-correction target control force Fref *, a correction unit 414 outputs a final target control force Fref the target control force Fref * that controller 412 has determined the correction to the limiter 415.

バンドパスフィルタ４１１は、横方向加速度αを濾波して、横方向加速度αから鉄道車両が曲線区間を走行する際の定常加速度、ドリフト成分やノイズを除去して、制御器４１２へ入力する。バンドパスフィルタ４１１が透過する周波数帯は、定常加速度を除去しつつ車体Ｂの共振周波数帯である０．７Ｈｚから２Ｈｚの加速度成分を充分に抽出できるように、たとえば、０．５Ｈｚ程度から３Ｈｚ程度に設定される。このように、バンドパスフィルタ４１１で横方向加速度αに含まれる曲線走行時の定常加速度が除去されて制御器４１２に入力されるので、乗心地を悪化させる振動のみを抑制できる。   The bandpass filter 411 filters the lateral acceleration α, removes the steady acceleration, drift component, and noise when the railway vehicle travels the curved section from the lateral acceleration α, and inputs the filtered acceleration to the controller 412. The frequency band transmitted by the bandpass filter 411 is, for example, about 0.5 Hz to about 3 Hz so that an acceleration component of 0.7 Hz to 2 Hz, which is the resonance frequency band of the vehicle body B, can be sufficiently extracted while removing steady acceleration. Set to Thus, since the steady-state acceleration at the time of the curve driving | running | working included in the horizontal direction acceleration (alpha) is removed by the band pass filter 411 and it inputs into the controller 412, only the vibration which worsens riding comfort can be suppressed.

制御器４１２は、Ｈ∞制御器とされており、バンドパスフィルタ４１１が抽出した横方向加速度αの共振周波数帯の成分から車体Ｂの横方向の振動を抑制する目標制御力Ｆｒｅｆ＊を演算する。バンドパスフィルタ４１１が抽出した横方向加速度αの共振周波数帯の成分は、車体Ｂの横方向の共振周波数帯の振動加速度である。したがって、制御器４１２が求める補正前の目標制御力Ｆｒｅｆ＊は、車体Ｂの横方向の振動の抑制に最適となる。 The controller 412 is an H∞ controller, and calculates a target control force Fref * for suppressing the lateral vibration of the vehicle body B from the resonance frequency band component of the lateral acceleration α extracted by the bandpass filter 411. . The component in the resonance frequency band of the lateral acceleration α extracted by the bandpass filter 411 is the vibration acceleration in the resonance frequency band in the lateral direction of the vehicle body B. Therefore, the target control force Fref * before correction obtained by the controller 412 is optimal for suppressing the lateral vibration of the vehicle body B.

バンドパスフィルタ４１３は、本例では、定常加速度の周波数帯である０．３Ｈｚより大きく車体Ｂの共振周波数帯の１Ｈｚよりも低い範囲の周波数帯のみを抽出する。つまり、バンドパスフィルタ４１３は、補正前の目標制御力Ｆｒｅｆ＊に含まれる０．３Ｈｚから１Ｈｚまでの周波数帯の成分である低周波制御力Ｆｌｏｗを抽出するようになっている。 In this example, the band pass filter 413 extracts only a frequency band in a range higher than 0.3 Hz that is a frequency band of steady acceleration and lower than 1 Hz of a resonance frequency band of the vehicle body B. That is, the band pass filter 413 extracts the low frequency control force Flow that is a component in the frequency band from 0.3 Hz to 1 Hz included in the target control force Fref * before correction.

補正部４１４は、図４に示すように、目標制御力Ｆｒｅｆ＊をバンドパスフィルタ４１３で濾波して得た低周波制御力Ｆｌｏｗに基づいて補正ゲインＫの値を設定するゲイン設定部４１４１と、補正前の目標制御力Ｆｒｅｆ＊に補正ゲインＫを乗じて最終的な目標制御力Ｆｒｅｆを求めるゲイン乗算部４１４２とを備えて構成されている。 As shown in FIG. 4, the correction unit 414 has a gain setting unit 4141 that sets the value of the correction gain K based on the low frequency control force Flow obtained by filtering the target control force Fref * with the bandpass filter 413, A gain multiplication unit 4142 for multiplying the target control force Fref * before correction by a correction gain K to obtain a final target control force Fref is provided.

ゲイン設定部４１４１は、バンドパスフィルタ４１３が出力した低周波制御力Ｆｌｏｗと閾値Ｆｔとを比較する。そして、ゲイン設定部４１４１は、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上であると、補正ゲインＫの値を低下させ、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満であると、補正ゲインＫの値を増加させる。補正ゲインＫは、本例では、上限値を１、下限値を０．０１として前述の基準で値が増減する。具体的には、ゲイン設定部４１４１は、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上であると、この条件を満たしている時間をカウントして、条件が成就している時間中は補正ゲインＫの値を徐々に低下させる。詳細には、図５に示すように、補正ゲインＫの値が上限値の１から下限値の０．０１まで減少させるまでの時間Ｔを予め決めてある。つまり、目標制御力Ｆｒｅｆの演算周期をｔ秒とすると、補正ゲインＫの演算周期ｔに対する減少量βを予め決めてある。よって、ゲイン設定部４１４１は、前回の補正ゲインＫの値をＫｐｒｅとし、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上の条件が成就すると、今回の補正ゲインＫの値は、Ｋ＝Ｋｐｒｅ−β×ｔを演算して求める。他方、ゲイン設定部４１４１は、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満であると、この条件を満たしている時間をカウントして、条件が成就している時間中は補正ゲインＫの値を徐々に増加させる。なお、補正ゲインＫの値が下限値の０．０１から上限値の１まで上昇させるまでの時間は、減少させるまでに要する時間と同じにしてある。つまり、目標制御力Ｆｒｅｆの演算周期をｔ秒とすると、補正ゲインＫの演算周期ｔに対する増加量は減少量βと同じ値に設定してある。よって、ゲイン設定部４１４１は、前回の補正ゲインＫの値をＫｐｒｅとし、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満であると、今回の補正ゲインＫの値は、Ｋ＝Ｋｐｒｅ＋β×ｔを演算して求める。なお、補正ゲインＫの最大限の低下および上昇に要する時間Ｔは、鉄道車両に最適となるようにチューニングすればよく、たとえば、緩和曲線区間走行時における遠心加速度の周期の１／４から１／２程度に設定される。 The gain setting unit 4141 compares the low frequency control force Flow output from the bandpass filter 413 with the threshold value Ft. Then, the gain setting unit 4141 decreases the value of the correction gain K when the low frequency control force Flow is equal to or greater than the threshold Ft, and increases the value of the correction gain K when the low frequency control force Flow is less than the threshold Ft. Let In this example, the correction gain K increases or decreases on the basis of the above-mentioned reference, with the upper limit value being 1 and the lower limit value being 0.01. Specifically, when the low frequency control force Flow is equal to or greater than the threshold value Ft, the gain setting unit 4141 counts the time that satisfies this condition, and the value of the correction gain K during the time that the condition is satisfied. Gradually decrease. Specifically, as shown in FIG. 5, a time T until the value of the correction gain K is decreased from the upper limit value 1 to the lower limit value 0.01 is determined in advance. That is, when the calculation cycle of the target control force Fref is t seconds, the reduction amount β with respect to the calculation cycle t of the correction gain K is determined in advance. Therefore, the gain setting unit 4141 sets the previous correction gain K value to Kpre, and when the condition that the low frequency control force Flow is equal to or greater than the threshold Ft is satisfied, the current correction gain K value is K = Kpre − β ×. t is calculated. On the other hand, when the low frequency control force Flow is less than the threshold value Ft, the gain setting unit 4141 counts the time that satisfies this condition, and gradually increases the value of the correction gain K during the time that the condition is satisfied. increase. The time required for the correction gain K value to increase from the lower limit value 0.01 to the upper limit value 1 is the same as the time required to decrease the correction gain K value. That is, if the calculation cycle of the target control force Fref is t seconds, the increase amount of the correction gain K with respect to the calculation cycle t is set to the same value as the decrease amount β. Therefore, the gain setting unit 4141 sets the previous correction gain K value as Kpre, and when the low frequency control force Flow is less than the threshold value Ft, the current correction gain K value calculates K = Kpr e + β × t. And ask. Note that the time T required for the maximum decrease and increase of the correction gain K may be tuned so as to be optimal for the railway vehicle. For example, the period of the centrifugal acceleration during traveling in the relaxation curve section is reduced from 1/4 to 1 / It is set to about 2.

図５中の実線で示すように、補正ゲインＫの値が１である状況から、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上となる条件が連続して成就して時間Ｔを経過すると、徐々に時間に比例して補正ゲインＫの値が１から減少して０．０１まで低下する。補正ゲインＫの値が０．０１となると、引き続いて低周波制御力Ｆｌｏｗが閾値Ｆｔ以上となる条件が成就しても、これ以上値は低下しない。他方、補正ゲインＫの値が０．０１となった後、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満となる条件が連続して成就して時間Ｔを経過すると、徐々に時間に比例して補正ゲインＫの値が０．０１から増加して１まで上昇する。補正ゲインＫの値が１となると、引き続いて低周波制御力Ｆｌｏｗが閾値Ｆｔ未満となる条件が成就しても、これ以上値は上昇しない。よって、たとえば、補正ゲインＫの値が１であった状況から低周波制御力Ｆｌｏｗが閾値Ｆｔ以上となる条件が時間Ｔ１（ただし、０＜Ｔ１＜Ｔ）だけ連続して成就すると、補正ゲインＫの値は、１−β×（Ｔ１／ｔ）となる。その後、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満となる条件が時間Ｔ１以上連続して成就すると、図５中の破線で示すように、補正ゲインＫの値は時間の経過にしたがって徐々に上昇して１となる。   As indicated by the solid line in FIG. 5, from the situation where the value of the correction gain K is 1, when the condition that the low frequency control force Flow is equal to or greater than the threshold value Ft is continuously fulfilled and the time T has elapsed, the time gradually increases. The value of the correction gain K decreases from 1 and decreases to 0.01 in proportion to. When the value of the correction gain K becomes 0.01, even if the condition that the low frequency control force Flow subsequently becomes equal to or greater than the threshold value Ft is satisfied, the value does not decrease any further. On the other hand, after the value of the correction gain K becomes 0.01, when the condition that the low frequency control force Flow is less than the threshold value Ft is continuously fulfilled and the time T elapses, the correction gain is gradually proportional to the time. The value of K increases from 0.01 and increases to 1. When the value of the correction gain K becomes 1, even if the condition that the low frequency control force Flow subsequently becomes less than the threshold value Ft is satisfied, the value does not increase any more. Therefore, for example, if the condition that the value of the correction gain K is 1 and the condition that the low frequency control force Flow becomes equal to or greater than the threshold value Ft is continuously fulfilled for the time T1 (where 0 <T1 <T), the correction gain K The value of is 1−β × (T1 / t). Thereafter, when the condition that the low-frequency control force Flow is less than the threshold value Ft is continuously achieved for the time T1 or more, the value of the correction gain K gradually increases with the passage of time as shown by the broken line in FIG. 1

なお、閾値Ｆｔの値は、本例では、リミッタ４１５が制限する目標制御力Ｆｒｅｆの上限値Ｆｌｉｍの二分の１の値に設定されている。つまり、閾値Ｆｔ＝Ｆｌｉｍ／２に設定されている。上限値Ｆｌｉｍは、アクチュエータＡが連続して上限値Ｆｌｉｍの力を発揮しても、モータ１５に過剰に負荷がかからない程度の値に設定されている。   In this example, the value of the threshold value Ft is set to a value that is a half of the upper limit value Flim of the target control force Fref limited by the limiter 415. That is, the threshold value Ft = Flim / 2 is set. The upper limit value Flim is set to such a value that the motor 15 is not excessively loaded even when the actuator A continuously exerts the force of the upper limit value Flim.

ゲイン乗算部４１４２は、補正前の目標制御力Ｆｒｅｆ＊にゲイン設定部４１４１で設定された補正ゲインＫを乗じて最終的な目標制御力Ｆｒｅｆを求めて駆動部４２へ出力する。よって、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上となると補正ゲインＫが低下するので、補正後の最終の目標制御力Ｆｒｅｆにおいて、上限値Ｆｌｉｍに達してしまう機会が減少する。 The gain multiplication unit 4142 multiplies the target control force Fref * before correction by the correction gain K set by the gain setting unit 4141 to obtain the final target control force Fref and outputs it to the drive unit 42. Therefore, when the low frequency control force Flow becomes equal to or greater than the threshold value Ft, the correction gain K decreases, so that the chance of reaching the upper limit value Flim in the final target control force Fref after correction is reduced.

駆動部４２は、モータ１５、第一開閉弁９、第二開閉弁１１および可変リリーフ弁２２を駆動するドライバ回路を備えている。駆動部４３は、制御力Ｆに応じて、アクチュエータＡにおけるモータ１５、第一開閉弁９、第二開閉弁１１および可変リリーフ弁２２へ供給する電流量を制御して、目標制御力Ｆｒｅｆ通りにアクチュエータＡに推力を発揮させる。   The drive unit 42 includes a driver circuit that drives the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22. The drive unit 43 controls the amount of current supplied to the motor 15, the first on-off valve 9, the second on-off valve 11, and the variable relief valve 22 in the actuator A according to the control force F, and according to the target control force Fref. Actuator A exerts thrust.

なお、コントローラＣは、ハードウェア資源としては、図示はしないが具体的にはたとえば、加速度センサ４０が出力する信号を取り込むためのＡ／Ｄ変換器と、横方向加速度αを取り込んでアクチュエータＡを制御するのに必要な処理に使用されるプログラムが格納されるＲＯＭ（Ｒｅａｄ Ｏｎｌｙ Ｍｅｍｏｒｙ）等の記憶装置と、前記プログラムに基づいた処理を実行するＣＰＵ（Ｃｅｎｔｒａｌ Ｐｒｏｃｅｓｓｉｎｇ Ｕｎｉｔ）等の演算装置と、前記ＣＰＵに記憶領域を提供するＲＡＭ（Ｒａｎｄｏｍ Ａｃｃｅｓｓ Ｍｅｍｏｒｙ）等の記憶装置とを備えて構成されればよい。そして、コントローラＣの各部の構成は、ＣＰＵの前記処理を行うためのプログラムの実行により実現できる。   As a hardware resource, the controller C is not illustrated, but specifically, for example, an A / D converter for capturing a signal output from the acceleration sensor 40, and an actuator A by capturing a lateral acceleration α. A storage device such as a ROM (Read Only Memory) in which a program used for processing necessary for control is stored, a calculation device such as a CPU (Central Processing Unit) that executes processing based on the program, What is necessary is just to be provided with memory | storage devices, such as RAM (Random Access Memory) which provides a memory area to CPU. And the structure of each part of the controller C is realizable by execution of the program for performing the said process of CPU.

コントローラＣの処理を図６に示したフローチャートを用いて説明する。まず、コントローラＣは、横方向加速度αを取り込む（ステップＦ１）。つづいて、コントローラＣは、横方向加速度αから目標制御力Ｆｒｅｆ＊を求める（ステップＦ２）。次に、コントローラＣは、目標制御力Ｆｒｅｆ＊をバンドパスフィルタ処理して低周波制御力Ｆｌｏｗを得る（ステップＦ３）。さらに、コントローラＣは、低周波制御力Ｆｌｏｗと閾値Ｆｔを比較し、Ｆｌｏｗ≧Ｆｔであるか否かを判断する（ステップＦ４）。そして、コントローラＣは、Ｆｌｏｗ≧Ｆｔの場合には、補正ゲインＫの値を減少させる（ステップＦ５）。他方、コントローラＣは、Ｆｌｏｗ＜Ｆｔの場合には、補正ゲインＫの値を上昇させる（ステップＦ６）。さらに、コントローラＣは、目標制御力Ｆｒｅｆ＊に補正ゲインＫを乗じて最終的な目標制御力Ｆｒｅｆを求める（ステップＦ７）。最後に、コントローラＣは、制御力Ｆに基づいてアクチュエータＡのモータ１５、第一開閉弁９、第二開閉弁１１および可変リリーフ弁２２を駆動して、アクチュエータＡに推力を発揮させる（ステップＦ８）。 The processing of the controller C will be described using the flowchart shown in FIG. First, the controller C takes in the lateral acceleration α (step F1). Subsequently, the controller C obtains the target control force Fref * from the lateral acceleration α (step F2). Next, the controller C performs a band pass filter process on the target control force Fref * to obtain a low frequency control force Flow (step F3). Further, the controller C compares the low frequency control force Flow with the threshold value Ft, and determines whether or not Flow ≧ Ft (step F4). Then, the controller C decreases the value of the correction gain K when Flow ≧ Ft (step F5). On the other hand, when Flow <Ft, the controller C increases the value of the correction gain K (step F6). Further, the controller C obtains the final target control force Fref by multiplying the target control force Fref * by the correction gain K (step F7). Finally, the controller C drives the motor 15 of the actuator A, the first on-off valve 9, the second on-off valve 11 and the variable relief valve 22 based on the control force F to cause the actuator A to exert thrust (step F8). ).

以上のように鉄道車両用制振装置１は、鉄道車両の車体Ｂと台車Ｔとの間に介装されて制御力を発揮可能なアクチュエータＡと、車体Ｂの横方向加速度αに基づいて車体Ｂの振動を抑制する目標制御力Ｆｒｅｆを求めるコントローラＣとを備え、コントローラＣが車体Ｂの共振周波数よりも低い周波数成分である低周波制御力Ｆｌｏｗを抽出するバンドパスフィルタ４１３と、低周波制御力Ｆｌｏｗに基づいて目標制御力Ｆｒｅｆ＊を補正する補正部４１４とを有して構成される。 As described above, the railcar vibration damping device 1 is based on the actuator A that is interposed between the vehicle body B and the carriage T of the railcar and can exert the control force, and the lateral acceleration α of the vehicle body B. A bandpass filter 413 that extracts a low-frequency control force Flow that is a frequency component lower than the resonance frequency of the vehicle body B, and a controller C that obtains a target control force Fref that suppresses B vibration. And a correction unit 414 that corrects the target control force Fref * based on the force Flow.

前述したように、鉄道車両が直線区間から直線区間と定常曲線区間の間に設置される緩和曲線区間に差しかかると車体Ｂには定常加速度の周波数帯よりも高い周波数帯域の遠心加速度が作用する。横方向加速度αを濾波するバンドパスフィルタ４１１では、緩和曲線区間走行時の遠心加速度を取り除けない。しかしながら、本発明の鉄道車両用制振装置１は、バンドパスフィルタ４１３で、目標制御力Ｆｒｅｆ＊から緩和曲線区間を走行中の車体Ｂに作用する遠心加速度に対抗するための力成分を抽出できる。そして、バンドパスフィルタ４１３で抽出した低周波制御力Ｆｌｏｗに基づいて目標制御力Ｆｒｅｆ＊を補正するので、バンドパスフィルタ４１１では除去できない緩和曲線区間走行時の遠心加速度の影響で最終の目標制御力Ｆｒｅｆが過剰となってしまうのを抑制できる。 As described above, when the railway vehicle enters the relaxation curve section installed between the straight section and the steady curve section from the straight section, centrifugal acceleration in a frequency band higher than the steady acceleration frequency band acts on the vehicle body B. . The bandpass filter 411 that filters the lateral acceleration α cannot remove the centrifugal acceleration during traveling in the relaxation curve section. However, the railcar damping device 1 of the present invention can extract a force component for countering the centrifugal acceleration acting on the vehicle body B traveling in the relaxation curve section from the target control force Fref * with the bandpass filter 413. . Since the target control force Fref * is corrected based on the low-frequency control force Flow extracted by the bandpass filter 413, the final target control force is influenced by the centrifugal acceleration during traveling in the relaxation curve section that cannot be removed by the bandpass filter 411. It can suppress that Fref becomes excessive.

さらに、補正部４１４が低周波制御力Ｆｌｏｗに基づいて目標制御力Ｆｒｅｆ＊を補正するが、目標制御力Ｆｒｅｆ＊には、台車Ｔ側から伝達される車体Ｂの振動を抑制する成分も含まれている。よって、補正後の目標制御力Ｆｒｅｆをリミッタ４１５による上限値Ｆｌｉｍ以下に収めるようにすれば、アクチュエータＡが発揮する力は減少するものの、車体Ｂの振動を抑制する力成分が失われないので、乗心地が向上する。また、目標制御力Ｆｒｅｆ＊を補正して、最終の目標制御力Ｆｒｅｆが過剰となってしまうのを抑制できるため、大型のモータの利用も必要としない。 Further, the correction unit 414 corrects the target control force Fref * based on the low frequency control force Flow, but the target control force Fref * also includes a component that suppresses vibration of the vehicle body B transmitted from the cart T side. ing. Therefore, if the corrected target control force Fref is kept below the upper limit value Flim by the limiter 415, the force exerted by the actuator A is reduced, but the force component that suppresses the vibration of the vehicle body B is not lost. Ride comfort is improved. Further, since the target control force Fref * is corrected to prevent the final target control force Fref from becoming excessive, it is not necessary to use a large motor.

よって、本発明の鉄道車両用制振装置１によれば、大型のモータを必要としないのでコストと鉄道車両への搭載性を損なわず、かつ、緩和曲線区間走行時の乗心地を向上できるのである。   Therefore, according to the railcar vibration damping device 1 of the present invention, since a large motor is not required, the cost and ease of mounting on the railcar are not impaired, and the riding comfort during traveling in the relaxation curve section can be improved. is there.

なお、本例では、バンドパスフィルタ４１３で目標制御力Ｆｒｅｆ＊の定常加速度の周波数帯よりも高く車体Ｂの共振周波数よりも低い周波数成分を抽出しているが、車体Ｂの共振周波数よりも低い周波数成分の透過を許容するローパスフィルタの利用も可能である。このようにローパスフィルタを利用しても、目標制御力Ｆｒｅｆ＊は、バンドパスフィルタ４１１によって定常加速度成分が取り除かれた横方向加速度αから求められる。よって、定常加速度の影響によって目標制御力Ｆｒｅｆ＊が大きくはならないため、曲線区間走行時に目標制御力Ｆｒｅｆが小さく補正される事態は生じないので、不利益はない。 In this example, the bandpass filter 413 extracts a frequency component that is higher than the steady acceleration frequency band of the target control force Fref * and lower than the resonance frequency of the vehicle body B, but is lower than the resonance frequency of the vehicle body B. It is also possible to use a low pass filter that allows transmission of frequency components. Even when the low-pass filter is used in this way, the target control force Fref * is obtained from the lateral acceleration α from which the steady acceleration component has been removed by the band-pass filter 411. Accordingly, since the target control force Fref * does not increase due to the influence of the steady acceleration, there is no disadvantage because the target control force Fref is not corrected to be small when traveling in a curved section.

また、本例の鉄道車両用制振装置１では、補正部４１４によって、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上であると目標制御力Ｆｒｅｆを低下させるよう補正するので、補正後の目標制御力Ｆｒｅｆがリミッタ４１５によって制限されてしまう機会を少なくでき、高い乗心地向上効果を発揮できる。   Further, in the railway vehicle vibration damping device 1 of the present example, the correction unit 414 corrects the target control force Fref so that the target control force Fref is reduced when the low frequency control force Flow is equal to or greater than the threshold value Ft. However, the opportunity to be limited by the limiter 415 can be reduced, and a high riding comfort improvement effect can be exhibited.

さらに、本例の鉄道車両用制振装置１では、補正部４１４によって、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上であると目標制御力Ｆｒｅｆ＊に上限値が１以下の補正ゲインＫを乗じて目標制御力Ｆｒｅｆ＊を補正する。このように構成された鉄道車両用制振装置１では、補正前の目標制御力Ｆｒｅｆ＊と補正後の目標制御力Ｆｒｅｆの周波数が変化しないので、より一層、台車Ｔ側から伝達される車体Ｂの振動を抑制する効果が高まる。よって、このように構成された鉄道車両用制振装置１によれば、より一層、緩和曲線区間走行時における乗心地を向上できる。 Furthermore, in the railway vehicle vibration damping device 1 of this example, when the low-frequency control force Flow is equal to or greater than the threshold value Ft, the correction unit 414 multiplies the target control force Fref * by the correction gain K having an upper limit value of 1 or less. The control force Fref * is corrected. In the railcar damping device 1 configured as described above, the frequency of the target control force Fref * before correction and the frequency of the target control force Fref after correction do not change, so that the vehicle body B transmitted from the cart T side further. The effect of suppressing the vibration of is increased. Therefore, according to the railway vehicle vibration damping device 1 configured as described above, it is possible to further improve the riding comfort during traveling in the relaxation curve section.

そして、本例の鉄道車両用制振装置１では、補正部４１４によって、低周波制御力Ｆｌｏｗが閾値Ｆｔ以上である間中は補正ゲインＫを徐々に低下させ、低周波制御力Ｆｌｏｗが閾値Ｆｔ未満であると補正ゲインＫを上昇させるようになっている。つまり、本例の鉄道車両用制振装置１では、前述の通り、補正ゲインＫを目標制御力Ｆｒｅｆ＊が閾値Ｆｔ以上となった時間に応じて減少させ、閾値Ｆｔ未満となった時間に応じて増加させる。このように鉄道車両用制振装置１によれば、補正ゲインＫの値の急変が緩和されるため、補正後の目標制御力Ｆｒｅｆの急変も緩和されるので、乗心地もより一層良好となる。 In the railcar vibration damping device 1 of this example, the correction unit 414 gradually decreases the correction gain K while the low frequency control force Flow is equal to or greater than the threshold value Ft, and the low frequency control force Flow is set to the threshold value Ft. If it is less than the value, the correction gain K is increased. That is, in the railway vehicle vibration damping device 1 of the present example, as described above, the correction gain K is decreased according to the time when the target control force Fref * is equal to or greater than the threshold value Ft, and according to the time when the target control force Fref * is less than the threshold value Ft. Increase. Thus, according to the railcar damping device 1, since the sudden change in the value of the correction gain K is mitigated, the sudden change in the corrected target control force Fref is also mitigated, so that the riding comfort is further improved. .

なお、前述したところでは、補正部４１４は、補正ゲインＫを目標制御力Ｆｒｅｆ＊が閾値Ｆｔ以上となった時間に応じて減少させているが、目標制御力Ｆｒｅｆ＊が上限値Ｆｌｉｍを超えた量に応じて補正ゲインＫの値を変更してもよい。つまり、目標制御力Ｆｒｅｆ＊が上限値Ｆｌｉｍを超えた量が大きければ大きい程、補正ゲインＫの値を小さくするように変更してもよい。また、前述したところでは、補正部４１４は、補正ゲインＫを乗じて目標制御力Ｆｒｅｆ＊を補正しているが、目標制御力Ｆｒｅｆ＊が正の値であれば、目標制御力Ｆｒｅｆ＊から一定値を差し引き、目標制御力Ｆｒｅｆ＊が負の値であれば、目標制御力Ｆｒｅｆ＊に一定値を加算して補正してもよい。この場合も補正の前後で目標制御力Ｆｒｅｆの周波数の変化が生じない。 In the place described above, the correction unit 414 is a correction gain K target control force Fref * is reduced according to the time equal to or larger than the threshold value Ft, the target control force Fref * exceeds the upper limit value Flim The value of the correction gain K may be changed according to the amount. That is, the value of the correction gain K may be decreased as the amount of the target control force Fref * exceeding the upper limit value Flim increases. As described above, the correction unit 414 multiplies the correction gain K to correct the target control force Fref * . If the target control force Fref * is a positive value, the correction unit 414 is constant from the target control force Fref *. If the value is subtracted and the target control force Fref * is a negative value, the target control force Fref * may be corrected by adding a constant value. Also in this case, the frequency of the target control force Fref does not change before and after the correction.

以上、本発明の好ましい実施の形態を詳細に説明したが、特許請求の範囲から逸脱しない限り、改造、変形、および変更が可能である。   Although the preferred embodiments of the present invention have been described in detail above, modifications, variations, and changes can be made without departing from the scope of the claims.

１・・・鉄道車両用制振装置、４１３・・・バンドパスフィルタ（フィルタ）、４１４・・・補正部、Ａ・・・アクチュエータ、Ｂ・・・車体、Ｃ・・・コントローラ、Ｔ・・・台車 DESCRIPTION OF SYMBOLS 1 ... Railway vehicle damping device, 413 ... Band pass filter (filter), 414 ... Correction | amendment part, A ... Actuator, B ... Vehicle body, C ... Controller, T ...・ Car

Claims (4)

鉄道車両の車体と台車との間に介装されて制御力を発揮可能なアクチュエータと、
前記車体の横方向加速度に基づいて前記車体の振動を抑制する目標制御力を求めて前記アクチュエータを制御するコントローラとを備え、
前記コントローラは、
前記目標制御力における前記車体の共振周波数よりも低い周波数成分である低周波制御力を抽出するフィルタと、
前記低周波制御力に基づいて前記目標制御力を補正する補正部とを有する
ことを特徴とする鉄道車両用制振装置。 An actuator that is interposed between the body of the railway vehicle and the bogie and can exert control power;
A controller for controlling the actuator by obtaining a target control force for suppressing vibration of the vehicle body based on a lateral acceleration of the vehicle body,
The controller is
A filter that extracts a low-frequency control force that is a frequency component lower than a resonance frequency of the vehicle body in the target control force;
And a correction unit that corrects the target control force based on the low-frequency control force. 前記補正部は、前記低周波制御力が閾値以上であると前記目標制御力を低下させるよう補正する
ことを特徴とする請求項１に記載の鉄道車両用制振装置。 The railway vehicle vibration damping device according to claim 1, wherein the correction unit corrects the target control force so as to decrease when the low-frequency control force is equal to or greater than a threshold value. 前記補正部は、前記低周波制御力が閾値以上であると前記目標制御力に上限値が１以下の補正ゲインを乗じて前記目標制御力を補正する
ことを特徴とする請求項１または２に記載の鉄道車両用制振装置。 3. The correction unit according to claim 1, wherein the correction unit corrects the target control force by multiplying the target control force by a correction gain having an upper limit value of 1 or less when the low-frequency control force is equal to or greater than a threshold value. The railcar damping device as described. 前記補正部は、前記低周波制御力が閾値以上である間中は前記補正ゲインを徐々に低下させ、前記低周波制御力が閾値未満であると前記補正ゲインを上昇させる
ことを特徴とする請求項３に記載の鉄道車両用制振装置。
The correction unit gradually decreases the correction gain while the low-frequency control force is equal to or greater than a threshold value, and increases the correction gain when the low-frequency control force is less than the threshold value. Item 4. The railcar damping device according to Item 3.
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