Railroad vehicle vibration damping device

Abstract

To provide a railroad vehicle vibration damping device capable of making riding quality of a railroad vehicle satisfactory.SOLUTION: A railroad vehicle vibration damping device provided in a railroad vehicle including a vehicle body 1 and a truck frame 2 includes an actuator 9 provided between the truck frame and the vehicle body to generate thrust vertically, a control part 8 for giving a thrust command to the actuator, and a truck vibration detection part 5 for detecting vibrations of the truck frame, and the control part has a command value calculation part for calculating the thrust command according to the vibrations of the truck frame detected by the truck vibration detection part.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a railway vehicle vibration damping device. [Background technology]

[0002] In railway vehicles, in order to suppress vertical vibrations and improve the ride comfort experienced by passengers, it is known to perform vibration control by detecting the acceleration of the car body and successively changing the vibration damping force generated by vibration damping means such as variable damping dampers and actuators in accordance with the detected acceleration.

[0003] As an example of prior art related to vibration control for railway vehicles, Patent Document 1 describes a method for reducing vertical translational, pitch, and bending vibrations of the carbody by installing an acceleration sensor on the carbody to detect vertical vibrations and controlling an actuator attached between the bogie and the carbody based on the signal obtained from this sensor. Non-Patent Document 1 also describes a running test using an actual Shinkansen train with the configuration described in Patent Document 1, which demonstrated the effectiveness of reducing rigid body mode vibrations (vibrations that do not involve deformation of the carbody) around 1 Hz and bending vibrations (vibrations that involve deformation of the carbody) around 8 to 9 Hz. Patent Document 2 also describes a vehicle that reduces both rigid body mode vibrations and bending vibrations of the carbody by expanding signals obtained from vibration detection sensors attached to the carbody into vertical translational, pitch, roll, and first bending modes of the carbody, calculating the command force required to suppress vibrations for each mode, and applying this command force to a variable damping damper attached between the bogie and the carbody. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2000-185651 [Patent Document 2] Japanese Patent Application Laid-Open No. 2003-72544 [Non-patent literature]

[0005] [Non-Patent Document 1] "Development of Active Vibration Control Device for Vertical and Vertical Systems," Proceedings of the 1998 Joint Railway Technology Symposium (J-Rail'98), Institute of Electrical Engineers of Japan, Transportation and Electric Railway Technology Committee, November 1998, pp. 499-502 Summary of the Invention [Problem to be solved by the invention]

[0006] As described in Patent Documents 1 and 2, most research and development efforts aimed at improving the ride comfort of railway vehicles have focused on suppressing elastic-mode vibrations around 10 Hz and rigid-body mode vibrations around 1 Hz. Considering that humans are most sensitive to vertical vibrations between 4 Hz and 8 Hz, it is desirable to stably reduce the vertical vibration of the carbody across a wide frequency range from around 1 Hz to around 10 Hz in order to improve ride comfort. However, as described in Non-Patent Document 1, when an acceleration sensor that detects vertical vibrations is installed on the carbody and an actuator attached between the bogie and the carbody is controlled based on the signal obtained from this sensor, good vibration control effects are achieved in the frequency range of approximately 1 Hz, which is the resonant frequency of the suspension system, and approximately 8 to 9 Hz, which is the resonant frequency of carbody bending vibration. However, in the frequency range of 3 to 5 Hz, the PSD is actually higher with control. Thus, when control is performed based on the signal obtained from a vertical acceleration sensor installed on the carbody, with the primary focus on reducing vibrations around 1 Hz and 10 Hz, it has been difficult to reduce vibrations in those frequency ranges.

[0007] The present invention has been made in view of the above circumstances, and has as its main object to provide a railway vehicle vibration damping device that can improve the riding comfort of railway vehicles. [Means for solving the problem]

[0008] The railway vehicle vibration damping device of the first embodiment of the present invention is a railway vehicle vibration damping device installed on a railway vehicle having a car body and a bogie frame, and comprises: an actuator that is installed between the bogie frame and the car body and generates a thrust in the vertical direction; a control unit that gives a thrust command to the actuator; and a bogie vibration detection unit that detects vibrations of the bogie frame, and the control unit has a command value calculation unit that calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit.

[0009] In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that the control unit has a carbody vibration estimation unit that estimates the vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, and the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody in a vertical translation mode and a pitch mode, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode, the carbody's pitch mode, and the carbody's bending mode, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the first embodiment described above, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's up and down translation mode, the carbody's pitch mode, the carbody's bending mode, and the carbody's roll mode, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each of the modes estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the first embodiment described above, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode, pitch mode, and bending mode, and has a roll vibration detection unit provided on the carbody that detects roll mode vibrations of the carbody, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit, and the roll mode vibration detected by the roll vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that a carbody vibration detection unit is provided that detects vibrations of the carbody, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that the carbody vibration detection unit detects vibrations of the carbody in a vertical translation mode and vibrations of the carbody in a pitch mode, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the first embodiment described above, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, the carbody vibration detection unit detects vibrations of the carbody in a vertical translation mode, vibrations of the carbody in a pitch mode, and vibrations of the carbody in a bending mode, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the first embodiment described above, it is preferable that the carbody vibration detection unit is installed at four or more locations on the carbody, the carbody vibration detection unit detects vertical translation mode vibration of the carbody, pitch mode vibration of the carbody, bending mode vibration of the carbody, and roll mode vibration of the carbody, and the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the first embodiment described above, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, and a roll vibration detection unit is provided that detects roll mode vibrations of the carbody, the carbody vibration detection unit detects up and down translation mode vibrations of the carbody, pitch mode vibrations of the carbody, and bending mode vibrations of the carbody, and the command value calculation unit calculates the thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody detected by the carbody vibration detection unit, and the roll mode vibration detected by the roll vibration detection unit. In the railway vehicle vibration damping device of the first embodiment described above, a damping element is provided which generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing the damping force characteristics, and it is preferable that the damping force of the damping element is minimized when the actuator generates thrust. In the railway vehicle vibration damping device of the above-mentioned first embodiment, it is preferable that the device is provided with a damping element that generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing the damping force characteristics, and that the command value calculation unit calculates a thrust command for the actuator and a damping force command for the damping element.

[0010] A railway vehicle vibration damping device of a second embodiment of the present invention is a railway vehicle vibration damping device installed on a railway vehicle having a car body and a bogie frame, and comprises: a damping element installed between the bogie frame and the car body, which generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing the damping force characteristics; a control unit which gives a damping force command to the damping element; and a bogie vibration detection unit which detects vibrations of the bogie frame, and the control unit has a command value calculation unit which calculates the damping force command according to the vibrations of the bogie frame detected by the bogie vibration detection unit.

[0011] In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the control unit has a carbody vibration estimation unit that estimates the vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, and the command value calculation unit calculates the damping force command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody in a vertical translation mode and a pitch mode, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode, the carbody's pitch mode, and the carbody's bending mode, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's up and down translation mode, the carbody's pitch mode, the carbody's bending mode, and the carbody's roll mode, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each of the modes estimated by the carbody vibration estimation unit. In the railway vehicle vibration damping device of the second embodiment described above, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode, pitch mode, and bending mode, and has a roll vibration detection unit provided on the carbody that detects roll mode vibrations of the carbody, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit, and the roll mode vibration detected by the roll vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the device has a carbody vibration detection unit that detects vibrations of the carbody, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration detection unit is installed at two or more locations on the carbody, the carbody vibration detection unit detects vibrations of the carbody in a vertical translation mode and vibrations of the carbody in a pitch mode, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, the carbody vibration detection unit detects vibrations of the up and down translation mode of the carbody, vibrations of the pitch mode of the carbody, and vibrations of the bending mode of the carbody, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the above-mentioned second embodiment, it is preferable that the carbody vibration detection unit is installed at four or more locations on the carbody, the carbody vibration detection unit detects vertical translation mode vibration of the carbody, pitch mode vibration of the carbody, bending mode vibration of the carbody, and roll mode vibration of the carbody, and the command value calculation unit calculates the damping force command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. In the railway vehicle vibration damping device of the second embodiment described above, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, and a roll vibration detection unit is provided that detects roll mode vibrations of the carbody, the carbody vibration detection unit detects up and down translation mode vibrations of the carbody, pitch mode vibrations of the carbody, and bending mode vibrations of the carbody, and the command value calculation unit calculates the damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody detected by the carbody vibration detection unit, and the roll mode vibrations detected by the roll vibration detection unit. [Effects of the Invention]

[0012] According to the railway vehicle vibration damping device of the present invention, the riding comfort of the railway vehicle can be improved. [Brief explanation of the drawings]

[0013] [Figure 1] 1A and 1B are schematic diagrams showing an example of a railway vehicle incorporating a railway vehicle vibration damping device according to an embodiment of the present disclosure, where FIG. 1A is a schematic top view and FIG. 1B is a schematic side view. [Figure 2] 1A and 1B are schematic diagrams showing an example of a railway vehicle incorporating a railway vehicle vibration damping device according to an embodiment of the present disclosure, where FIG. 1A is a schematic top view and FIG. 1B is a schematic side view. [Figure 3] 10(a) to 10(c) are diagrams showing examples of the layout of a vehicle body vibration detection unit, and FIG. 10(d) is a diagram showing examples of the layout of a vehicle body vibration detection unit and a roll vibration detection unit. [Figure 4] FIG. 10 is a control logic diagram of control example 1-1. [Figure 5] FIG. 10 is a control logic diagram of control example 1-2. [Figure 6] FIG. 10 is a control logic diagram of control example 2-1. [Figure 7] FIG. 10 is a control logic diagram of control example 2-2. [Figure 8] FIG. 10 is a control logic diagram of control example 2-3. [Figure 9] FIG. 10 is a control logic diagram of control example 3-1. [Figure 10] FIG. 10 is a control logic diagram of control example 3-2. [Figure 11] FIG. 10 is a control logic diagram of a fourth control example. [Figure 12] FIG. 2 is an explanatory diagram of symbols in each control. [Figure 13] FIG. 10 is a diagram showing the results of octave band analysis. [Figure 14] FIG. 10 is a diagram comparing the thrust of actuators. [Figure 15] FIG. 10 is a diagram showing the results of octave band analysis. DETAILED DESCRIPTION OF THE INVENTION

[0014] <<Railway vehicle vibration control device>> Hereinafter, railway vehicle vibration damping devices according to embodiments of the present disclosure will be described in detail with reference to the drawings. The embodiments described below do not limit the scope of the invention as claimed, and not all of the elements and combinations thereof described in each embodiment are necessarily essential to the solution of the present invention.

[0015] Fig. 1 is a schematic diagram showing an example of a railway vehicle incorporating a railway vehicle vibration damping device according to an embodiment of the present disclosure, with Fig. 1(a) being a schematic top view and Fig. 1(b) being a schematic side view. In the schematic top view of Fig. 1(a), the position of the bogie relative to the carbody is indicated by a dashed line to show the positional relationship between the carbody and the bogie, and the positional relationship between the carbody (or bogie) and the bogie vibration detection unit provided on the bogie frame, and the position of the bogie vibration detection unit relative to the carbody (or bogie). The same applies to Fig. 2(a).

[0016] The railway vehicle vibration damping device according to the embodiment of the present disclosure is provided on a railway vehicle having a car body and a bogie frame. The following description focuses on a railway vehicle on which the railway vehicle vibration damping device according to the embodiment of the present disclosure is provided, the railway vehicle including a wheelset consisting of a pair of left and right wheels and an axle connecting the pair of wheels, an axle box that rotatably supports both ends of the wheelset, and an axle box support that supports the axle box so that it can move relative to the bogie frame. However, the railway vehicle on which the railway vehicle vibration damping device according to the embodiment of the present disclosure is provided may be any vehicle that includes a car body and a bogie frame, and is not limited to the form shown in the drawings. For example, the railway vehicle vibration damping device according to the embodiment of the present disclosure may also be provided on a levitation railway vehicle (e.g., a linear motor car) that includes a car body and a bogie frame.

[0017] As shown in FIG. 1(b), a railway vehicle, as an example, on which a railway vehicle vibration damping device according to an embodiment of the present disclosure is provided, includes a carbody 3 and a bogie 1. The carbody 3 is a structure for loading and transporting passengers and the like. The bogie 1 is a device that supports the carbody 3 and runs, and includes a bogie 1 (hereinafter referred to as a front bogie) located in front of the carbody 3 and a bogie 1 (hereinafter referred to as a rear bogie) located behind the carbody 3. Each bogie 1 includes a pair of left and right wheels, a wheelset consisting of an axle connecting the pair of left and right wheels, an axle box, a bogie frame, a primary spring, and the like. The wheels are members that come into rolling contact with the rails, and the axles are members that rotate integrally with the wheels. The axle box is a member that rotatably supports both ends of the wheelset via bearings, and is held in a predetermined position on the bogie frame 2 by an axle box support device. The axle box support device supports the axle box so that it can be displaced relative to the bogie frame 2. The bogie frame 2 is a main component of the bogie 1, and includes a bogie frame 2 (hereinafter referred to as the front bogie frame) that constitutes the front bogie 1 and is located in front of the car body 3, and a bogie frame 2 (hereinafter referred to as the rear bogie frame) that constitutes the rear bogie 1 and is located in the rear of the car body 3. As an example, the bogie frame 2 is composed of left and right side beams and cross beams that connect these. A traction device (not shown) transmits longitudinal forces between the bogie frame and the car body.

[0018] The primary spring connects the axle box and the bogie frame 2, elastically supports vertical loads, and functions as a spring that absorbs impacts between them. An example of the primary spring is an axle spring. Examples of axle springs include a coil spring and a rubber spring.

[0019] The secondary spring connects the carbody 3 and the bogie frame 2, supports the vertical load of the carbody, and functions as a spring to reduce vibrations transmitted from the bogie frame 2 to the carbody 3. An example of the secondary spring is a bolster spring. Examples of the bolster spring include a coil spring and an air spring.

[0020] (Railway vehicle vibration damping device of the first embodiment) 1, the railway vehicle vibration damping device according to the first embodiment of the present disclosure (hereinafter referred to as the railway vehicle vibration damping device of the first embodiment) includes an actuator 9 that is provided between the bogie frame 2 and the carbody 3 and generates a thrust force in the vertical direction, a control unit, and a bogie vibration detection unit 5 that detects vibrations of the bogie frame 2. The actuator 9, control unit 8, and bogie vibration detection unit 5 constitute the railway vehicle vibration damping device of the first embodiment.

[0021] The actuator 9 is provided in parallel with the secondary spring between the bogie frame 2 and the carbody 3, and generates a thrust that causes relative displacement between the carbody 3 and the bogie frame 2 in the vertical direction. The actuator 9 generates a thrust based on a thrust command from the control unit. Examples of actuators include an electromechanical type, a hydraulic type, a pneumatic type, and a linear motor type.

[0022] The number of actuators 9 provided between the carbody 3 and the bogie frame 2 may be one per bogie, or may be multiple. In a preferred embodiment of the railway vehicle vibration damping device of the first embodiment, actuators 9 are provided between the front bogie frame 2 and the carbody 3 near the ends of the carbody 3 in the left-right direction (in the width direction of the carbody), and between the rear bogie frame 2 and the carbody 3 near the ends of the carbody 3 in the left-right direction (in the width direction of the carbody) (a total of four actuators per car).

[0023] The bogie vibration detection unit 5 is provided on the bogie frame 2 and detects vibrations of the bogie frame 2. The bogie vibration detection unit 5 outputs a vibration detection signal, for example, an acceleration signal, corresponding to the vibration of the bogie frame 2 to the control unit. One example of the bogie vibration detection unit 5 is an acceleration sensor that detects the acceleration of the bogie frame 2 in the vertical direction (the acceleration of the bogie in the vertical direction). The number of bogie vibration detection units 5 attached to the bogie frame 2 may be one or more per bogie. There is no limitation on the attachment position of the bogie vibration detection unit 5, but it is preferable to attach it near the center of each of the front bogie frame 2 and the rear bogie frame 2, as shown in Figure 1(a).

[0024] The control unit 8 has a command value calculation unit that calculates a thrust command value to the actuator 9 in accordance with the vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5. The control unit 8 outputs a thrust command based on the thrust command value calculated by the command value calculation unit to the actuator 9. According to the railway vehicle vibration damping device of the first embodiment, by attaching the bogie vibration detection unit 5 to the bogie frame 2 and providing the actuator 9 between the bogie frame 2 and the carbody 3, it is possible to use the vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5 to control the actuator 9 to apply a force that cancels the force transmitted from the bogie 1 to the carbody 3. The railway vehicle vibration damping device of the first embodiment that is capable of such control can achieve a vibration suppression effect in a frequency band between rigid body mode vibrations of around 1 Hz and elastic mode vibrations of around 10 Hz.

[0025] Next, the control in the control unit of the railway vehicle vibration damping device of the first embodiment will be described with a specific control example. Fig. 12 is an explanatory diagram of the symbols shown in each of the following controls.

[0026] (Control example 1) Control example 1 is a control example in which a command value calculation unit calculates a thrust command value for an actuator provided between the bogie frame and the carbody based on the up and down vibrations of the bogie frame (bogie acceleration) detected by a bogie vibration detection unit provided on the bogie frame, and gives a thrust command based on the calculated thrust command value to the actuator. Control according to control example 1 is a control method that uses the up and down vibrations of the bogie frame detected by the bogie vibration detection unit provided on the bogie frame to give a force to the actuator that cancels the force transmitted from the bogie to the carbody. By performing control according to control example 1, it is possible to achieve a vibration suppression effect in a frequency band of about 3 to 10 Hz. Control example 1 is a basic control in the railway vehicle vibration damping device of the first embodiment, and control according to control example 1 is applied to the various control examples described below.

[0027] (Control example 1-1) In a preferred embodiment of Control Example 1, the command value calculation unit calculates the vertical absolute velocity of the bogie from the vertical vibrations (bogie acceleration) of the bogie frame detected by the bogie vibration detection unit, and calculates a thrust command value for the actuator based on this vertical absolute velocity.

[0028] 4 is a control logic diagram showing an example of control for Control Example 1-1. In the control logic diagram of FIG. 4, the bogie accelerations of the front and rear bogies are expanded into in-phase vertical components for the front and rear bogies and out-of-phase vertical components for the front and rear bogies, and these are integrated to the first order and multiplied by a control gain to obtain a command value u Z , and the command value of the pitch component u P is calculated.

[0029] (Control example 1-2) In a preferred embodiment of Control Example 1, the command value calculation unit calculates the vertical absolute velocity and vertical absolute displacement of the bogie from the vertical vibration (bogie acceleration) of the bogie frame detected by the bogie vibration detection unit, and calculates a thrust command value for the actuator based on this vertical absolute velocity and vertical absolute displacement. By performing control according to Control Example 1-2, it is possible to achieve a vibration suppression effect in a frequency band from around 0.8 Hz to about 10 Hz.

[0030] 5 is a control logic diagram showing an example of control for Control Example 1-2. In the control logic diagram of FIG. 5, the bogie accelerations of the front and rear bogies are expanded into in-phase vertical components for the front and rear bogies and out-of-phase vertical components for the front and rear bogies, which are integrated first and second, and multiplied by a control gain to obtain a command value u Z , and the command value of the pitch component u P is calculated.

[0031] The thrust command value for the actuator is the vertical translation component command value u Z , and the command value of the pitch component u PThe thrust command values ​​(u1, u2, u3, u4) to the actuators in each control logic diagram indicate the thrust command values ​​when a total of four actuators are installed, two between the front bogie frame and the carbody, and two between the rear bogie and the carbody. u1 and u2 indicate the thrust command values ​​to the actuators installed between the front bogie frame and the carbody, and these thrust command values ​​can be calculated using (Equation 1). u3 and u4 indicate the thrust command values ​​to the actuators installed between the rear bogie frame and the carbody, and these thrust command values ​​can be calculated using (Equation 2).

[0032]

number

[0033] (Control example 2) Control example 2 is a control example in which a thrust command value for an actuator is calculated based on the vertical vibration of the car body detected by a car body vibration detection unit provided on the car body and the vertical vibration of the bogie frame (bogie acceleration) detected by a bogie vibration detection unit provided on the bogie frame. Control example 2 is a control that combines the skyhook control (conventional control) based on the vertical vibration of the car body detected by the car body vibration detection unit and the control of control example 1.

[0034] An example of the vehicle body vibration detection unit is an acceleration sensor that detects vibrations (acceleration) in the vertical direction of the vehicle body.

[0035] Vertical vibration of a carbody can be broadly divided into rigid-body mode vibration, in which the carbody vibrates as a unit without deformation, and elastic vibration, in which the carbody deforms. Of these, rigid-body modes, which have a significant impact on ride comfort in the vertical direction, include a vertical translational mode in which the entire carbody displaces up and down in the same phase; a pitch mode in which the front and rear parts of the carbody displace up and down in opposite phases around the longitudinal center of the carbody; and a roll mode in which the left and right sides of the carbody displace up and down in opposite phases around the center of the carbody in the sleeper direction. Furthermore, an elastic mode, which has a significant impact on ride comfort in the vertical direction, includes a primary bending mode in which the longitudinal center of the carbody is the antinode and the node is slightly closer to the center of the carbody than the carbody support point. Examples of carbody vibrations detected by the carbody vibration detection unit include vertical translational mode vibration of the carbody, carbody pitch mode vibration, carbody primary bending mode vibration, and carbody roll mode vibration.

[0036] (Control example 2-1) Control example 2-1 is a control that combines the vehicle body mode-specific skyhook control (2 modes) and the control of control example 1-1. FIG. 6 is a control logic diagram showing an example of the control of control example 2-1. As shown in FIG. 6, in vehicle body mode-specific skyhook control (2 modes), two or more vehicle body vibration detection units are installed on the vehicle body, and the vertical acceleration of the vehicle body detected by the vehicle body vibration detection units is modally expanded into vibrations of each mode (vertical translation component and pitch component), which are then integrated to the first order and multiplied by a skyhook gain to calculate a command value for the vertical translation mode and a command value for the pitch mode. In control example 2-1, the thrust command value for the actuator is calculated by combining the command value for the vertical translation mode and the command value for the pitch mode calculated by the vehicle body mode-specific skyhook control (2 modes) with the command value for the vertical translation mode and the command value for the pitch mode calculated in control example 1-1. By performing control example 2-1, which combines vehicle mode-specific skyhook control (two modes: vertical translation mode and pitch mode) with the control of control example 1-1, in addition to the vibration suppression effect of control example 1-1, vibrations in the frequency band around 1 Hz can be suppressed.

[0037] Figures 3(a) to (d) are schematic top views of the carbody, Figures 3(a) to (c) show examples of the arrangement of carbody vibration detection units provided on the carbody, and Figure 3(d) shows examples of the arrangement of carbody vibration detection units and roll vibration detection units provided on the carbody. In Figure 3, the position of the bogie relative to the carbody is shown by a dashed line to show the positional relationship between the carbody (carbody vibration detection units and roll vibration detection units attached to the carbody) and the bogie.

[0038] When performing the control of Control Example 2-1, it is preferable to install at least one car body vibration detection unit 6 (acceleration sensor) on the floor surface directly above the front bogie 1 on the center line of the car body 3, and one on the floor surface directly above the rear bogie 1, as shown in Figure 3(a).

[0039] (Control example 2-2) Control Example 2-2 is a combination of the vehicle body mode-specific skyhook control (three modes) and the control of Control Example 1-1. FIG. 7 is a control logic diagram showing an example of the control of Control Example 2-2. As shown in FIG. 7, in the vehicle body mode-specific skyhook control (three modes), three or more vehicle body vibration detection units are installed on the vehicle body, and the vehicle body vertical acceleration detected by the vehicle body vibration detection units is modally expanded into vibration components (vehicle body vertical translation component, pitch component, and bending component). These components are first-order integrated and multiplied by the skyhook gain to calculate a command value for the vertical translation mode, a command value for the pitch mode, and a command value for the bending mode. By performing the control of Control Example 2-2, which calculates a thrust command value for the actuator by combining the vehicle body mode-specific skyhook control (three modes: vertical translation mode, pitch mode, and bending mode) with the control of Control Example 1-1, vibrations in frequency bands around 1 Hz and 10 Hz can be suppressed in addition to the vibration suppression effect of Control Example 1-1.

[0040] When performing the control of Control Example 2-2, it is preferable to install at least one car body vibration detection unit 6 (acceleration sensor) on the floor surface directly above the front bogie 1 on the center line of the car body 3, one on the floor surface in the center, and one on the floor surface directly above the rear bogie 1, as shown in Figure 3(b).

[0041] (Control example 2-3) Control Example 2-3 is a combination of the vehicle body mode-specific skyhook control (four modes) and the control of Control Example 1-1. FIG. 8 is a control logic diagram showing an example of the control of Control Example 2-3. As shown in FIG. 8, in the vehicle body mode-specific skyhook control (four modes), four or more vehicle body vibration detection units are installed on the vehicle body, and the vertical acceleration of the vehicle body detected by the vehicle body vibration detection units is modally expanded into vibration components (vertical translation component, pitch component, bending component, and roll component of the vehicle body), which are first-order integrated and multiplied by a skyhook gain to calculate a vertical translation mode command value, a pitch mode command value, a bending mode command value, and a roll mode command value. Control Example 2-3, which calculates a thrust command value for the actuator by combining the vehicle body mode-specific skyhook control (four modes: vertical translation mode, pitch mode, bending mode, and roll mode) and the control of Control Example 1-1, can suppress vertical and roll vibrations around 1 Hz and vertical vibrations around 10 Hz more effectively than Control Example 1-1.

[0042] When performing the control of Control Example 2-3, it is preferable to install at least one car body vibration detection unit 6 (acceleration sensor) on the floor surface directly above the front bogie 1 on the center line of the car body 3, one on the floor surface directly above the rear bogie 1, and one in the center of the car body offset left and right from the center line, as shown in Figure 3(c).

[0043] Skyhook control by carbody mode (4 modes) can also be performed using a carbody vibration detection unit that detects carbody vibration and a roll vibration detection unit that detects roll mode vibration of the carbody. For example, by installing three or more carbody vibration detection units and one or more roll vibration detection units on the carbody, skyhook control by carbody mode (4 modes) can be achieved. In this configuration, as shown in FIG. 3(d), it is preferable to install at least one carbody vibration detection unit 6 on the floor surface directly above the front bogie 1 on the center line of the carbody 3, one on the floor surface in the center, and one on the floor surface directly above the rear bogie 1, and also install a roll vibration detection unit 7 at any location on the carbody.

[0044] An example of the roll vibration detection unit 7 is a gyro sensor that detects the angular velocity of the vehicle body.

[0045] The conversion formula for controlling the vertical translation component, pitch component, roll component, and bending mode component can be expressed, for example, as Equation 3. Equation 3 is a formula for converting the command value (u Z , u P , u Q , u R ) and the actuator commands (u1, u2, u3, u4) (e.g., equivalent to "expand" in "addition and expansion" in the logic diagram of Figure 7). Z is the command value of the vertical translation component, u P is the command value of the vertical pitch component, u Q is the bending mode component command value, u R is the command value of the roll component.

[0046]

number

[0047] (Control example 3) Control example 3 is a control example in which a thrust command value for an actuator is calculated based on the vertical vibration of the bogie frame (bogie acceleration) detected by a bogie vibration detection unit provided on the bogie frame and the vertical vibration of the carbody estimated from this vertical vibration of the bogie frame. The railway vehicle vibration damping device of the first embodiment that uses this control example has a carbody vibration estimation unit that estimates the vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit.

[0048] Control Example 3 differs from Control Example 2 in that, while Control Example 2 detects the vertical vibration of the car body using a car body vibration detection unit installed on the car body, Control Example 3 estimates the vertical vibration of the car body without providing a car body vibration detection unit. According to Control Example 3, when calculating a thrust command value for the actuator, it is possible to calculate a thrust command value for the actuator that takes the vertical vibration of the car body into consideration without providing a car body vibration detection unit on the car body, thereby enabling more precise control than Control Example 1 while keeping costs down.

[0049] Examples of carbody vibrations estimated by the carbody vibration estimator include carbody vertical translational mode vibrations, carbody pitch mode vibrations, carbody bending mode vibrations, and carbody roll mode vibrations. Examples of a method for the carbody vibration estimator to estimate each mode of carbody vibration include creating a dynamic model of the vehicle, designing a Kalman filter based on this dynamic model, and using the designed Kalman filter to calculate (estimate) each mode of carbody vibration from the bogie acceleration detected by the bogie vibration detector and the actuator thrust command calculated by the controller. Examples of the carbody vibration estimator include a Kalman filter and an observer.

[0050] (Control example 3-1) Control Example 3-1 is another form of Control Example 2-1 that combines the carbody mode-specific skyhook control (two modes) with the control of Control Example 1-1, and is a control example in which the carbody mode-specific skyhook control (two modes) is performed based on the vertical translational component vibration and pitch component vibration estimated by the carbody vibration estimation unit. FIG. 9 is a control logic diagram showing an example of the control of Control Example 3-1. As shown in FIG. 9, in Control Example 3-1, the carbody vibration estimation unit (observer) estimates the vertical translational mode and pitch mode vibration of the carbody from the vibration of the bogie frame (bogie acceleration) detected by the bogie vibration detection unit, performs first-order integration of these estimated values, and multiplies this by the skyhook gain to calculate the vertical translational mode command value and the pitch mode command value. In control example 3-1, the thrust command value for the actuator is calculated by combining the vertical translation mode command value and pitch mode command value calculated by the vehicle mode-specific skyhook control (2 modes) with the vertical translation mode command value and pitch mode command value calculated in control example 1-1.

[0051] (Control example 3-2) Control Example 3-2 is another form of Control Example 2-2 that combines the carbody mode-specific skyhook control (3 modes) with the control of Control Example 1-1, and is a control example in which the carbody mode-specific skyhook control (3 modes) is performed based on the vibrations of the vertical translational component, pitch component, and bending component estimated by the carbody vibration estimation unit. FIG. 10 is a control logic diagram showing an example of the control of Control Example 3-2. As shown in FIG. 10, in Control Example 3-2, the carbody vibration estimation unit (observer) estimates the vibrations of the vertical translational mode, pitch mode, and bending mode of the carbody from the vibrations of the bogie frame (bogie acceleration) detected by the bogie vibration detection unit, performs first-order integration of these estimated values, and multiplies this by the skyhook gain to calculate the command values ​​for the vertical translational mode, pitch mode, and bending mode.

[0052] (Control example 3-3) Control Example 3-3 is another form of Control Example 2-3 that combines carbody mode-specific skyhook control (4 modes) with the control of Control Example 1-1, and is a control example in which carbody mode-specific skyhook control (4 modes) is performed based on the vibrations of the vertical translation component, pitch component, bending component, and roll component estimated by the carbody vibration estimation unit. In Control Example 3-3, the carbody vibration estimation unit (observer) estimates the vibrations of the carbody's vertical translation mode, pitch mode, bending mode, and roll mode from the vibration of the bogie frame (bogie acceleration) detected by the bogie vibration detection unit, performs first-order integration of these estimated values, and multiplies this by the skyhook gain to calculate the command values ​​for the vertical translation mode, pitch mode, and bending mode.

[0053] In control example 3, the car body vibration estimation unit estimates the vibration acceleration of each mode of the car body, integrates this to determine the vibration velocity of each mode of the car body, and multiplies this by the skyhook gain to calculate the thrust command value. However, in control example 3, the car body vibration estimation unit may directly estimate the vibration velocity of each mode of the car body, and multiply this by the skyhook gain to calculate the thrust command value.

[0054] (Control example 4) Control Example 4 is a variation of Control Example 3-3, which combines the carbody mode-specific skyhook control (four modes) with the control of Control Example 1-1. This control example performs the carbody mode-specific skyhook control (four modes) based on the vertical translational component, pitch component, and bending component of the carbody vibration estimated by the carbody vibration estimation unit and the roll vibration detected by the carbody roll vibration detection unit attached to the carbody. FIG. 11 is a control logic diagram showing an example of the control of Control Example 4. Note that Control Example 3-3 requires vibration detection means to be attached to the bogie frame so that the roll vibration component of the bogie frame can be detected. For example, one method is to attach one vertical vibration detection unit (acceleration sensor) and one roll vibration detection unit (gyro sensor) per bogie. In this case, the roll vibration detection unit (gyro sensor) is required to have high environmental performance, which increases the cost. On the other hand, when attached to the carbody, the roll vibration detection unit (gyro sensor) that measures the carbody roll rate is inexpensive, and the measured value is the same regardless of the attachment position on the carbody, allowing for a high degree of freedom in placement. In addition, in Control Example 3-3, estimated values ​​of roll vibration are used, whereas in Control Example 4, control is performed based on roll vibration actually measured by the roll vibration detection unit, making it possible to control roll vibration with higher accuracy.

[0055] In the control example 4 described above, the vehicle body vibration detection unit is not used for vehicle body vibrations other than vehicle body roll vibration, and vehicle body mode-specific skyhook control (4 modes) is performed based on the vibrations of the vertical translational component, pitch component, and bending component estimated by the vehicle body vibration estimator and the roll vibration detected by the roll vibration detection unit, but in order to improve the estimation accuracy of the vehicle body vibration estimator, one additional point of vehicle body vertical vibration may be input to the vehicle body vibration estimator. In this case, at least one vehicle body vibration detection unit is required to detect the vertical vibration of the vehicle body, which increases costs, but the estimation accuracy of the vehicle body vibration estimator can be improved and a further improvement in the vibration suppression effect can be expected.

[0056] The method of inputting one additional point of vertical vibration of the vehicle body to the vehicle body vibration estimating unit can also be applied to Control Example 3. Two or more additional points of vertical vibration of the vehicle body may be input.

[0057] The control of Control Example 1-1 or Control Example 1-2 may be combined with other control, such as optimal control and LQG.

[0058] (damping element) The railway vehicle vibration damping device of the first embodiment may also include, in addition to the actuator 9, a damping element 10 that is provided between the bogie frame 2 and the carbody 3 and that generates a damping force according to the relative speed in the vertical direction between the carbody 3 and the bogie frame 2 and that is capable of changing the damping force characteristics. FIG. 2 is a schematic diagram showing an example of a railway vehicle in which the railway vehicle vibration damping device of the first embodiment is incorporated, where (a) is a schematic side view and (b) is a schematic top view. As shown in FIG. 2(a), an example damping element 10 with changeable damping force characteristics is provided in parallel with the actuator 9. The damping element 10 with changeable damping force characteristics plays a role in providing appropriate base damping to the secondary spring system of the vehicle when the actuator 9 is not operating.

[0059] Examples of the damping element 10 that can change the damping force characteristics include a switchable hydraulic damper and a variable damping damper.

[0060] A switchable hydraulic damper is configured, for example, by providing an orifice through which hydraulic oil passes according to the stroke, generating a damping force, a relief valve to prevent excessive hydraulic pressure, and an unloading valve to bypass the orifice, in parallel.The switchable hydraulic damper can switch between normal damping force characteristics and characteristics that minimize damping force by driving the unloading valve with a command current from the control unit.

[0061] In the railway vehicle vibration damping device of the first embodiment equipped with a switchable hydraulic damper, an example control unit drives the unloading valve of the switchable hydraulic damper when controlling the actuator, thereby minimizing the damping force of the switchable hydraulic damper. This makes it difficult for high-frequency vibrations of the bogie (vibrations with frequencies of 2 to 3 Hz or higher in normal passenger cars) to be transmitted to the car body via the hydraulic damper, and also has the effect of minimizing the damping element's interference with the movement of the actuator.

[0062] A variable damper is configured, for example, by providing a bypass flow path with a proportional solenoid relief valve (damping force control valve) in an orifice through which hydraulic oil passes according to the stroke and which generates damping force. The variable damper is able to continuously change the damping force characteristics by driving the proportional solenoid relief valve with a command current based on a damping force command value from a control unit.

[0063] In the first embodiment of the railway vehicle vibration damping device equipped with a variable damper, an example of a control unit includes a command value calculation unit that calculates a thrust command value for the actuator and a damping force command value for the variable damper. The command value calculation unit calculates a calculated command value for the actuator based on the various control examples described above, and also calculates a damping force command value. The damping force command value for the variable damper can be, for example, a value obtained by multiplying the actuator command value by a proportionality constant. However, depending on the extension direction and extension speed of the variable damper, it may not be possible in principle to generate a damping force equal to the command value. In such cases, performance degradation can be minimized by minimizing the damping force command using a technique known as the "Karnop approximation." Providing such a damping force command value to the variable damper not only minimizes the effect of the damping element hindering the movement of the actuator, but also generates a damping force in the same direction as the actuator, thereby assisting the actuator.

[0064] In Figure 2, the actuator and the damping element with adjustable damping force characteristics are provided separately, but it is also possible to use a device that integrates these functions. Another example of a damping element with adjustable damping force characteristics is a method of controlling a throttle provided between the air spring and the auxiliary air chamber.

[0065] Next, the advantages of the control provided by the railway vehicle vibration damping device of the first embodiment will be described in more detail while showing simulation results.

[0066] A simulation of actual Shinkansen train running based on track irregularities was conducted using a 14-degree-of-freedom model that considered the coupling between the vehicle's vertical and longitudinal systems. The running speed was approximately 300 km / h. Figure 13 shows the power spectral density (PSD) of the carbody vertical vibration acceleration at the center and directly above the rear bogie when four actuators (two actuators located at both ends of the carbody widthwise between the front bogie frame and the carbody, and two actuators located at both ends of the carbody widthwise between the rear bogie frame and the carbody) were used in this simulation. The PSDs were measured under "no control" and various control conditions ("conventional system" control, "bogie speed feedback" control, and "bogie speed-displacement feedback" control). The PSDs were also analyzed in octave bands to obtain the sensory-corrected acceleration power, which was calculated by applying the frequency weighting used in ride comfort evaluations. The legend in Figure 13 lists the LT values ​​used in evaluating the ride comfort of railway vehicles. The smaller the LT value, the better the ride comfort, and it is generally said that a difference of 3 to 5 dB can be felt to be noticeable.

[0067] In the "conventional system" control, three acceleration sensors are installed on the car body (see Figure 3(b)). The vertical vibration of the car body detected by the acceleration sensors is expanded into each mode (car body vertical translation mode, pitch mode, bending mode). The skyhook gain (a constant that determines the strength of control) for the car body vertical translation mode, pitch mode, and first bending mode is calculated as c shZ , c shP , c shQ The system calculates vertical translation mode command values, pitch mode command values, and bending mode command values, calculates thrust command values ​​for the four actuators installed between the bogie frame and the carbody, and controls the three modes of vertical translation, pitch, and bending using the actuators.

[0068] The "bogie speed FB" control is the control in control example 1-1. In the "bogie speed FB" control, acceleration sensors are attached to the center of the bogie on the front bogie frame and the center of the bogie on the rear bogie frame (see Figure 1(b)). The bogie vertical acceleration detected by the acceleration sensors is expanded into the front and rear bogie in-phase vertical components and the reverse-phase vertical components, and these are integrated to the first order to determine the control gains for the in-phase vertical speed and the reverse-phase vertical speed as c cZ , c cP The vertical translation mode command value and pitch mode command value are calculated as the control gain c, and thrust command values ​​for the four actuators installed between the bogie frame and the carbody are calculated (see actuator commands (u1, u2, u3, u4) in the control logic diagram in Figure 4). The actuators control the two modes of vertical translation and pitch. cZ , c cP is 8.0 x 10 4 (N / (m / s)).

[0069] The "bogie speed / displacement FB" control is the control in control example 1-2. In the "bogie speed / displacement FB" control, acceleration sensors are attached to the center of the front bogie frame and the center of the rear bogie frame (see Figure 1(b)), and the bogie vertical acceleration detected by the acceleration sensors is expanded into the front and rear bogie in-phase vertical components and the reverse-phase vertical components, which are integrated first and second orders, and the control gains for the in-phase vertical speed and the reverse-phase vertical speed are calculated as c cZ , c cP The control gain for the in-phase and anti-phase vertical displacements is k cZ , k cP The vertical translation mode command value and pitch mode command value are calculated as the control gain c, and the thrust command values ​​for the four actuators (see the actuator commands (u1, u2, u3, u4) in the control logic diagram in Figure 5) are calculated, and the two modes of vertical translation and pitch are controlled by the actuators. cZ , c cP is 8.0 x 10 4 (N / (m / s)), and the control gain k cZ is 4.0 x 10 5 (N / (m / s)), control gain k cP is 8.0 x 10 5 (N / (m / s)). Note that c cZ=c cP Whereas k cP =2k cZ This is because vibrations of around 1 Hz are greater directly above the bogie than at the center of the car body, and the pitch component contributes more to this than vertical translation, so stronger control is required for the pitch component.

[0070] As shown in Figure 13, compared to "no control," the "conventional system" control had a higher vibration reduction effect around 1 Hz and 9 Hz. On the other hand, the "conventional system" control did not achieve much vibration reduction in the frequency band between those frequencies (especially 4 to 8 Hz). In contrast, by performing "bogie speed feedback" control using the railway vehicle vibration damping device of the first embodiment, vibration reduction was achieved over a wide frequency band of approximately 2 Hz to 12 Hz. Furthermore, by performing "bogie speed / displacement feedback" control using the railway vehicle vibration damping device of the first embodiment, the frequency band in which vibration reduction was achieved was further expanded to the lower frequency side, and vibration reduction was achieved over a wide frequency band of approximately 0.8 Hz to 12 Hz. Furthermore, the LT value, which is an index for evaluating ride comfort, was smallest for the "bogie speed / displacement feedback" control both at the center of the carbody and directly above the bogie, demonstrating excellent ride comfort. Furthermore, the results of the "bogie speed FB" control and the "bogie speed-displacement FB" control show that simply attaching a bogie vibration detection unit to the bogie frame can suppress vibrations in the 4 to 8 Hz frequency band, which was difficult to control with the "conventional system" control.

[0071] Figure 14 compares the actuator thrust when the "conventional system" control was performed and when "bogie speed / displacement FB" control was performed in the above simulation. As is clear from the comparison results in Figure 14, the RMS values ​​of the actuator thrust when the "conventional system" control and "bogie speed / displacement FB" control were both approximately 2.2 kN, and the peak values ​​of the actuator thrust were also approximately 9.8 kN, which are almost the same results. These results show that "bogie speed / displacement FB" control can improve vibration control performance without changing the performance of the actuator, such as its ratings.

[0072] Figure 15 shows the power spectral density (PSD) of the carbody vertical vibration acceleration at the center of the carbody and directly above the rear bogie when "no control" and various controls ("bogie speed / displacement FB" control, "bogie speed FB + RFB" control, and "bogie speed FB + RBFB" control) are performed on the four actuators in the above-mentioned actual running simulation run, and the results of an octave band analysis of the sensation-corrected acceleration power when the frequency weighting used in ride comfort evaluation is applied to this PSD. The "no control" and "bogie speed / displacement FB" control shown in the legend of Figure 15 are the same as the "no control" and "bogie speed / displacement FB" control shown in the legend of Figure 13.

[0073] "Bogie speed FB+RFB" control is a combination of "Bogie speed FB" control and carbody mode-specific skyhook control (2 modes) performed using carbody vibration detection units. In "Bogie speed FB+RFB" control, two carbody vibration detection units are installed on the carbody (see Figure 3(a)). The vertical acceleration of the carbody detected by the carbody vibration detection units is expanded into vibrations of each mode (vertical translation component and pitch component), which are then integrated to the first order and multiplied by the skyhook control gain to calculate the vertical translation mode command value and pitch mode command value. The vertical translation mode command value and pitch mode command value calculated here are combined with the vertical translation mode command value and pitch mode command value calculated by "Bogie speed FB" control (Control example 1-1) to calculate thrust command values ​​for the four actuators installed between the bogie frame and the carbody, and the actuators control the two modes of vertical translation and pitch.

[0074] "Bogie speed FB + RBFB" control is a combination of "bogie speed FB" control and carbody mode-specific skyhook control (3 modes) performed using a carbody vibration detection unit. In "bogie speed FB + RBFB" control, three carbody vibration detection units are installed on the carbody (see Figure 3(b)). The vertical acceleration of the carbody detected by the carbody vibration detection units is expanded into vibration modes for each mode (vertical translation component, pitch component, and bending component), which are then integrated to the first order and multiplied by the skyhook control gain to calculate the vertical translation mode command value, pitch mode command value, and bending mode command value. The calculated vertical translation mode command value, pitch mode command value, and bending mode command value are combined with the vertical translation mode command value and pitch mode command value calculated by "bogie speed FB" control (control example 1-1) to calculate thrust command values ​​for the four actuators installed between the bogie frame and the carbody, and the actuators control the three modes of vertical translation, pitch, and bending.

[0075] As shown in Fig. 15, "bogie speed FB + RFB" control, which combines "bogie speed FB" control with skyhook control for each carbody mode (2 modes), was able to achieve a higher vibration suppression effect below 2 Hz than "bogie speed / displacement FB" control. Also, directly above the bogie, where vibration below 2 Hz accounts for a large proportion, the LT value reduction effect was about 1.4 dB higher than "bogie speed / displacement FB" control. Also, "bogie speed FB + RBFB" control, which combines "bogie speed FB" control with skyhook control for each carbody mode (3 modes), was able to achieve a higher vibration suppression effect near 9 Hz than "bogie speed / displacement FB" control. Also, "bogie speed FB + RBFB" control achieved a higher LT value reduction effect at the center of the carbody by about 1.9 dB higher than "bogie speed FB + RFB" control.

[0076] (Railway vehicle vibration damping device of second embodiment) A railway vehicle vibration damping device according to a second embodiment of the present disclosure (hereinafter referred to as the railway vehicle vibration damping device of the second embodiment) comprises a damping element 10 that is arranged between the bogie frame 2 and the car body 3 and generates a damping force according to the relative vertical speed between the car body 3 and the bogie frame 2 and is capable of changing the damping force characteristics, a control unit 8 that provides a damping force command value to the damping element 10, and a bogie vibration detection unit 5 that detects vibrations of the bogie frame 2, and the control unit 8 has a command value calculation unit that calculates the damping force command value according to the vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5.

[0077] The railway vehicle vibration damping device of the second embodiment differs from the railway vehicle vibration damping device of the first embodiment described above in that it includes a damping element 10 that is arranged between the bogie frame 2 and the carbody 3 and that generates a damping force according to the vertical relative speed between the carbody 3 and the bogie frame 2 and that is capable of changing its damping force characteristics, that a command value calculation unit included in the control unit 8 calculates a damping force command value according to vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5, and that the control unit 8 supplies the damping force command value calculated by the command value calculation unit to the damping element 10, but is common in other respects. In summary, the two embodiments differ in that, in the railway vehicle vibration damping device of the first embodiment, the control unit 8 calculates a thrust command value for the actuator 9 based on vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5, whereas in the railway vehicle vibration damping device of the second embodiment, the control unit 8 calculates a damping force thrust command value for the damping element 10 based on vibrations of the bogie frame 2 detected by the bogie vibration detection unit 5. Therefore, in common points, the configuration of the railway vehicle vibration damping device of the first embodiment can be appropriately selected and used. Also, for the railway vehicle on which the railway vehicle vibration damping device of the second embodiment is to be installed, the railway vehicle described in the railway vehicle vibration damping device of the first embodiment can be appropriately selected and used.

[0078] The damping element can be selected appropriately from those described in the railway vehicle vibration damping device of the first embodiment, for example, a variable damper. In Japanese railway vehicles, a restrictor (generally often installed inside the air spring) is provided in the passage between the air spring and the auxiliary air chamber, and this restrictor provides a damping effect to the air spring. For such vehicles, it is desirable from the standpoint of performance to remove the restrictor and eliminate any secondary spring system that provides a vertical damping effect other than the damping element described here.

[0079] In the railway vehicle vibration damping device of the second embodiment, a command value calculation unit included in the control unit calculates a damping force command value in response to the vibration of the bogie frame detected by the bogie vibration detection unit. The calculation of the damping force command value can be the same as that for actuator control, for example. However, when a variable damper is used, it may not be possible in principle to generate a damping force that matches the command value depending on the direction and speed of expansion and contraction of the variable damper. In such cases, performance degradation can be minimized by minimizing the magnitude of the damping force command using a method known as the "Karnop approximation."

[0080] In a preferred embodiment of the railway vehicle vibration damping device of the second embodiment, the control unit has a carbody vibration estimation unit that estimates the vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, and the command value calculation unit calculates a damping force command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody estimated by the carbody vibration estimation unit.

[0081] In the second embodiment of the railway vehicle vibration control device equipped with a carbody vibration estimation unit, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode and pitch mode, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. Furthermore, in the second embodiment of the railway vehicle vibration control device equipped with a carbody vibration estimation unit, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's vertical translation mode, carbody's pitch mode, and carbody's bending mode, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit. Furthermore, in the second embodiment of the railway vehicle vibration control device equipped with a carbody vibration estimation unit, it is preferable that the carbody vibration estimation unit estimates vibrations in the up and down translation mode of the carbody, the pitch mode of the carbody, the bending mode of the carbody, and the roll mode of the carbody, and that the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode estimated by the carbody vibration estimation unit. Furthermore, in the second embodiment of the railway vehicle vibration damping device that is equipped with a carbody vibration estimation unit, it is preferable that the carbody vibration estimation unit estimates vibrations of the carbody's up and down translation mode, carbody's pitch mode, and carbody's bending mode, and has a roll vibration detection unit that is provided on the carbody and detects roll mode vibrations of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody estimated by the carbody vibration estimation unit, and the roll mode vibration detected by the roll vibration detection unit.

[0082] Another preferred form of the railway vehicle vibration damping device of the second embodiment has a carbody vibration detection unit that detects vibrations of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of the carbody detected by the carbody vibration detection unit.

[0083] In the second embodiment of the railway vehicle vibration damping device equipped with a carbody vibration detection unit, it is preferable that the carbody vibration detection unit is installed at two or more locations on the carbody, the carbody vibration detection unit detects vibrations in the up and down translation mode of the carbody and vibrations in the pitch mode of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. Furthermore, in the second embodiment of the railway vehicle vibration damping device equipped with a carbody vibration detection unit, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, the carbody vibration detection unit detects vibrations in the up and down translation mode of the carbody, vibrations in the pitch mode of the carbody, and vibrations in the bending mode of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit and the vibrations of each mode of the carbody detected by the carbody vibration detection unit. Furthermore, in the second embodiment of the railway vehicle vibration damping device equipped with a carbody vibration detection unit, it is preferable that the carbody vibration detection unit is installed at four or more locations on the carbody, the carbody vibration detection unit detects the up and down translation mode vibration of the carbody, the pitch mode vibration of the carbody, the bending mode vibration of the carbody, and the roll mode vibration of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. Furthermore, in the second embodiment of the railway vehicle vibration damping device equipped with a carbody vibration detection unit, it is preferable that the carbody vibration detection unit is installed at three or more locations on the carbody, and a roll vibration detection unit is provided that detects roll mode vibrations of the carbody, the carbody vibration detection unit detects up and down translation mode vibrations of the carbody, pitch mode vibrations of the carbody, and bending mode vibrations of the carbody, and the command value calculation unit calculates a damping force command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit, the vibrations of each mode of the carbody detected by the carbody vibration detection unit, and the roll mode vibrations detected by the roll vibration detection unit.

[0084] <<Railway vehicles>> Hereinafter, a railway vehicle according to an embodiment of the present disclosure will be described.

[0085] A railway vehicle according to an embodiment of the present disclosure (hereinafter referred to as the railway vehicle of the first embodiment) comprises a car body, a bogie frame, and a railway vehicle vibration damping device, the railway vehicle vibration damping device comprising an actuator arranged between the bogie frame and the car body to generate thrust in the vertical direction, a control unit that gives a thrust command to the actuator, and a bogie vibration detection unit that detects vibrations of the bogie frame, and the control unit has a command value calculation unit that calculates a thrust command in accordance with the vibrations of the bogie frame detected by the bogie vibration detection unit.

[0086] In the railway vehicle of the first embodiment, the railway vehicle vibration damping device is the railway vehicle vibration damping device of the first embodiment described above. Each configuration of the railway vehicle of the first embodiment can be appropriately selected and used from the configurations described in the railway vehicle vibration damping device of the first embodiment.

[0087] A railway vehicle according to another embodiment of the present disclosure (hereinafter referred to as the railway vehicle of the second embodiment) comprises a car body, a bogie frame, and a railway vehicle vibration damping device, wherein the railway vehicle vibration damping device comprises a damping element disposed between the bogie frame and the car body, which generates a damping force according to the relative vertical speed between the car body and the bogie frame and is capable of changing the damping force characteristics, a control unit which gives a damping force command to the damping element, and a bogie vibration detection unit which detects vibrations of the bogie frame, and the control unit has a command value calculation unit which calculates a damping force command value according to the vibrations of the bogie frame detected by the bogie vibration detection unit.

[0088] In the railway vehicle of the second embodiment, the railway vehicle vibration damping device is the railway vehicle vibration damping device of the second embodiment described above. Each component of the railway vehicle of the second embodiment can be appropriately selected and used from the components described in the railway vehicle vibration damping device of the second embodiment. [Explanation of symbols]

[0089] 1. Cart 2. Bogie frame 3. Body 5. Truck vibration detection unit 6. Vehicle body vibration detection unit 7. Roll vibration detection unit 8. Control section 9. Actuator 10. Damping element

Claims

1. A railway vehicle vibration damping device provided on a railway vehicle having a car body and a bogie frame, an actuator that is provided between the bogie frame and the car body and generates a thrust force in the vertical direction; a control unit that gives a thrust command to the actuator; a bogie vibration detection unit that detects vibration of the bogie frame; Equipped with the control unit includes a command value calculation unit that calculates the thrust command in response to the vibration of the bogie frame detected by the bogie vibration detection unit. Railway vehicle vibration control device.

2. the control unit includes a carbody vibration estimation unit that estimates vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 1.

3. the vehicle body vibration estimation unit estimates vibrations of a vertical translation mode of the vehicle body and a pitch mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 2.

4. the vehicle body vibration estimation unit estimates vibrations of a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, and a bending mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 2.

5. the vehicle body vibration estimation unit estimates vibrations in a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, a bending mode of the vehicle body, and a roll mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each of the modes estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 2.

6. the vehicle body vibration estimation unit estimates vibrations of a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, and a bending mode of the vehicle body; a roll vibration detection unit provided on the vehicle body to detect roll mode vibration of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the vibration of each mode of the carbody estimated by the carbody vibration estimation unit, and the vibration of a roll mode detected by the roll vibration detection unit. The railway vehicle vibration damping device according to claim 2.

7. a vehicle body vibration detection unit that detects vibrations of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody detected by the carbody vibration detection unit. The railway vehicle vibration damping device according to claim 1.

8. the vehicle body vibration detection unit is installed at two or more locations on the vehicle body, the vehicle body vibration detection unit detects vibrations in a vertical translation mode of the vehicle body and vibrations in a pitch mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. The railway vehicle vibration damping device according to claim 7.

9. the vehicle body vibration detection unit is installed at three or more locations on the vehicle body, the vehicle body vibration detection unit detects vibrations of a vertical translation mode of the vehicle body, vibrations of a pitch mode of the vehicle body, and vibrations of a bending mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. The railway vehicle vibration damping device according to claim 7.

10. the vehicle body vibration detection unit is installed at four or more locations on the vehicle body, the vehicle body vibration detection unit detects vertical translational mode vibrations of the vehicle body, pitch mode vibrations of the vehicle body, bending mode vibrations of the vehicle body, and roll mode vibrations of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit. The railway vehicle vibration damping device according to claim 7.

11. the vehicle body vibration detection unit is installed at three or more locations on the vehicle body, a roll vibration detection unit that detects roll mode vibration of the vehicle body; the vehicle body vibration detection unit detects vibrations of a vertical translation mode of the vehicle body, vibrations of a pitch mode of the vehicle body, and vibrations of a bending mode of the vehicle body; the command value calculation unit calculates the thrust command in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the vibration of each mode of the carbody detected by the carbody vibration detection unit, and the vibration of a roll mode detected by the roll vibration detection unit. The railway vehicle vibration damping device according to claim 7.

12. a damping element that generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing damping force characteristics, the damping element has a minimum damping force when the actuator generates thrust; The railway vehicle vibration damping device according to any one of claims 1 to 11.

13. a damping element that generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing damping force characteristics, the command value calculation unit calculates a thrust command for the actuator and a damping force command value for the damping element. The railway vehicle vibration damping device according to any one of claims 1 to 11.

14. A railway vehicle vibration damping device provided in a railway vehicle including a car body and a bogie frame, a damping element that is provided between the bogie frame and a car body and generates a damping force according to the vertical relative speed between the car body and the bogie frame and is capable of changing damping force characteristics; a control unit that gives a damping force command to the damping element; a bogie vibration detection unit that detects vibration of the bogie frame; Equipped with the control unit includes a command value calculation unit that calculates a damping force command value in response to the vibration of the bogie frame detected by the bogie vibration detection unit. Railway vehicle vibration control device.

15. the control unit includes a carbody vibration estimation unit that estimates vibration of the carbody in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 14.

16. the vehicle body vibration estimation unit estimates vibrations in a vertical translation mode of the vehicle body and a pitch mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 15.

17. the vehicle body vibration estimation unit estimates vibrations of a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, and a bending mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 15.

18. the vehicle body vibration estimation unit estimates vibrations in a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, a bending mode of the vehicle body, and a roll mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each of the modes estimated by the carbody vibration estimation unit. The railway vehicle vibration damping device according to claim 15.

19. the vehicle body vibration estimation unit estimates vibrations of a vertical translation mode of the vehicle body, a pitch mode of the vehicle body, and a bending mode of the vehicle body; a roll vibration detection unit provided on the vehicle body to detect roll mode vibration of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the vibration of each mode of the carbody estimated by the carbody vibration estimation unit, and the vibration of a roll mode detected by the roll vibration detection unit. The railway vehicle vibration damping device according to claim 15.

20. a vehicle body vibration detection unit that detects vibrations of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of the car body detected by the car body vibration detection unit. The railway vehicle vibration damping device according to claim 14.

21. the vehicle body vibration detection unit is installed at two or more locations on the vehicle body, the vehicle body vibration detection unit detects vibrations in a vertical translation mode of the vehicle body and vibrations in a pitch mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit.

21. A railway vehicle vibration damping device according to claim 20.

22. the vehicle body vibration detection unit is installed at three or more locations on the vehicle body, the vehicle body vibration detection unit detects vibrations of a vertical translation mode of the vehicle body, vibrations of a pitch mode of the vehicle body, and vibrations of a bending mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit.

21. A railway vehicle vibration damping device according to claim 20.

23. the vehicle body vibration detection unit is installed at four or more locations on the vehicle body, the vehicle body vibration detection unit detects vertical translational mode vibrations of the vehicle body, pitch mode vibrations of the vehicle body, bending mode vibrations of the vehicle body, and roll mode vibrations of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit and the vibration of each mode of the carbody detected by the carbody vibration detection unit.

21. A railway vehicle vibration damping device according to claim 20.

24. the vehicle body vibration detection unit is installed at three or more locations on the vehicle body, a roll vibration detection unit that detects roll mode vibration of the vehicle body; the vehicle body vibration detection unit detects vibrations of a vertical translation mode of the vehicle body, vibrations of a pitch mode of the vehicle body, and vibrations of a bending mode of the vehicle body; the command value calculation unit calculates the damping force command value in accordance with the vibration of the bogie frame detected by the bogie vibration detection unit, the vibration of each mode of the carbody detected by the carbody vibration detection unit, and the vibration of a roll mode detected by the roll vibration detection unit.

21. A railway vehicle vibration damping device according to claim 20.

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