Railway vehicle vibration suppression device

Abstract

To provide a vibration suppression device of a railway vehicle capable of suppressing reversed excitation.SOLUTION: A vibration suppression device of a railway vehicle (1) includes a sensor (4), an actuator (5), and a control device (6). The sensor (4) detects vibration acceleration in a right and left direction of a vehicle body (3). The actuator (5) applies thrust to the vehicle body (3) so as to attenuate the vibration acceleration of the vehicle body (3). The control device (6) acquires the vibration acceleration from the sensor (4) and transmits a signal of the thrust to the actuator (5). The control device (6) calculates required thrust in accordance with the vibration acceleration. The control device (6) generates a signal of the thrust which is restricted within a first range between a positive first maximum value and a negative first minimum value by performing the saturation operation of the required thrust. The control device (6) generates a signal of the thrust by which the required thrust is converged to zero when the required thrust exceeds a second range between a positive second maximum value larger than the first maximum value and a negative second minimum value smaller than the first minimum value.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a vibration suppression device for a railway vehicle. [Background technology]

[0002] A railway vehicle comprises a bogie and a car body supported on the bogie. Usually, the bogies are arranged at the front and rear of the car body. When the railway vehicle runs on rails, the car body vibrates relative to the bogie. The car body vibrates in the left-right direction, causing it to oscillate. If the car body oscillates significantly, the ride quality will deteriorate. In order to improve the ride quality, active suspensions are used (see, for example, JP 11-222128 A (Patent Document 1)).

[0003] An active suspension includes an actuator connected to the bogie and the car body. In an active suspension, a sensor detects the lateral vibration acceleration occurring in the car body, and the actuator applies thrust to the car body to counteract the vibration acceleration. In this way, the active suspension actively damps the vibration of the car body. For this reason, the active suspension is more effective in improving ride comfort than passive suspensions such as dampers and springs. In the following, a device that realizes active suspension is called a vibration suppression device. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Publication No. 11-222128 Summary of the Invention [Problem to be solved by the invention]

[0005] During the assembly of railway vehicles, actuators and sensors may not be installed properly due to incorrect installation orientation or incorrect wiring to the actuators or sensors. In such an abnormal installation state, the actuator applies a thrust to the car body in a direction opposite to the desired direction. In this case, the actuator thrust increases the vibration of the car body. This state is called reverse excitation. If reverse excitation occurs, the ride quality will worsen and running stability will decrease.

[0006] An object of the present disclosure is to provide a vibration suppression device for a railway vehicle that can suppress reverse vibration. [Means for solving the problem]

[0007] A vibration suppression device for a railway vehicle according to the present disclosure includes a sensor, an actuator, and a control device. The sensor detects vibration acceleration in the left-right direction of the car body. The actuator is connected to the bogie and the car body. The actuator applies thrust to the car body so as to attenuate the vibration acceleration of the car body. The control device acquires the vibration acceleration from the sensor and sends a thrust signal to the actuator. Here, the control device calculates a required thrust for the actuator according to the vibration acceleration acquired from the sensor. Then, the control device performs a saturation calculation on the required thrust to generate a thrust signal limited to a first range between a positive first maximum value and a negative first minimum value. Furthermore, when the required thrust exceeds a second range between a positive second maximum value greater than the first maximum value and a negative second minimum value less than the first minimum value, the control device generates a thrust signal that converges to zero. Effect of the Invention

[0008] According to the railway vehicle vibration suppression device according to the present disclosure, reverse vibration can be suppressed. [Brief description of the drawings]

[0009] [Figure 1] FIG. 1 is a schematic diagram showing an example of the overall configuration of a railway vehicle including a vibration suppression device according to this embodiment. [Diagram 2] FIG. 2 is a diagram showing an image of a thrust force calculated and processed by the control device shown in FIG. [Diagram 3] FIG. 3 is a diagram illustrating an example of a control flow by the control device illustrated in FIG. [Figure 4] FIG. 4 is a diagram illustrating another example of the control flow by the control device illustrated in FIG. [Diagram 5] FIG. 5 is a time chart showing the results of the control according to the embodiment of the present invention. [Figure 6] FIG. 6 is a time chart showing the results of the control of the comparative example. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] In order to solve the above problems, the present inventors have conducted extensive research and have as a result reached the following findings.

[0011] In an active suspension, an actuator operates based on the lateral vibration acceleration occurring in the vehicle body. Specifically, a sensor detects the vibration acceleration of the vehicle body, and a control device acquires the vibration acceleration from the sensor. The control device calculates the thrust force of the actuator required to suppress vibration according to the vibration acceleration, and sends a signal corresponding to the calculated thrust force to the actuator. The actuator operates according to the signal.

[0012] Normally, an actuator has a limit to the magnitude of thrust that it can output. For this reason, the thrust calculated from the vibration acceleration by the control device is subjected to saturation calculation. In other words, the thrust calculated from the vibration acceleration by the control device is once assumed to be a required thrust, and the required thrust is subjected to saturation calculation. The thrust obtained by the saturation calculation is set as a command thrust, and a signal corresponding to the command thrust is sent to the actuator. The actuator operates in response to the signal and outputs the command thrust. As a result, the command thrust is applied to the vehicle body.

[0013] For example, the thrust that can be output by an actuator is limited to a range between a positive maximum value and a negative minimum value defined in the specifications. When the required thrust is within the range between the maximum value and the minimum value, the required thrust is set as the command thrust as is. When the required thrust exceeds the maximum value, the maximum value is uniformly set as the command thrust by saturation calculation. When the required thrust is below the minimum value, the minimum value is uniformly set as the command thrust by saturation calculation. In this case, the portion of the signal waveform of the required thrust that exceeds the range between the maximum value and the minimum value is cut.

[0014] When the actuators and sensors are installed normally, that is, in a normal installation state, the required thrust calculated by the control device is a thrust in an appropriate direction that cancels the vibration acceleration. In this case, the command thrust is also a thrust in an appropriate direction, and the actuator thrust attenuates the vibration acceleration of the vehicle body.

[0015] On the other hand, when the actuators and sensors are not installed normally, i.e., when they are in an abnormal installation state, the required thrust calculated by the control device is a thrust in a direction that increases the vibration acceleration. In this case, the command thrust is also a thrust in a direction that increases the vibration acceleration. Furthermore, during a period in which the required thrust exceeds the range between the maximum and minimum values ​​set in the specifications, the command thrust is maintained at the maximum or minimum value. Therefore, the actuator thrust increases the vibration acceleration of the vehicle body. In short, in an abnormal installation state, the required thrust becomes excessively large against the intention, and reverse vibration occurs significantly.

[0016] In this case, it can be said that in order to suppress the reverse excitation, when the required thrust calculated by the control device is too large, the command thrust should be adjusted so that the actuator does not output thrust.

[0017] The railway vehicle vibration suppression device according to this embodiment has been completed based on the above findings.

[0018] The vibration suppression device for a railway vehicle according to this embodiment includes a sensor, an actuator, and a control device. The sensor detects vibration acceleration in the left-right direction of the car body. The actuator is connected to the bogie and the car body. The actuator applies a thrust to the car body so as to attenuate the vibration acceleration of the car body. The control device acquires the vibration acceleration from the sensor and sends a thrust signal to the actuator. Here, the control device calculates a required thrust for the actuator according to the vibration acceleration acquired from the sensor. Then, the control device performs a saturation calculation on the required thrust to generate a thrust signal limited to a first range between a positive first maximum value and a negative first minimum value. Furthermore, when the required thrust exceeds a second range between a positive second maximum value that is greater than the first maximum value and a negative second minimum value that is less than the first minimum value, the control device generates a thrust signal that converges to zero (first configuration).

[0019] In the vibration suppression device of the first configuration, the first range is a range of thrust used in saturation calculation. In a typical example, the first range is a range of thrust that can be output by the actuator, and is a range between a positive maximum value and a negative minimum value defined in the specifications. Therefore, the first maximum value of the first range is the maximum value in the range of thrust that can be output by the actuator, and the first minimum value of the first range is the minimum value in the range of thrust that can be output by the actuator. In a typical example, the absolute value of the first maximum value is equal to the absolute value of the first minimum value. However, the absolute value of the first maximum value may be different from the absolute value of the first minimum value.

[0020] In the vibration suppression device of the first configuration, the second range includes the first range and is a range wider than the first range. In the design of the active suspension, a range of vibration acceleration that can occur in a normal mounting state is determined, and a maximum required thrust and a minimum required thrust corresponding to a maximum vibration acceleration and a minimum vibration acceleration within the range are determined, respectively. In a typical example, the second range is a range between a positive maximum required thrust and a negative minimum required thrust in a normal mounting state. Therefore, the second maximum value of the second range is the maximum required thrust in a normal mounting state. The second minimum value of the second range is the minimum required thrust in a normal mounting state. In a typical example, the absolute value of the second maximum value is equal to the absolute value of the second minimum value. However, the absolute value of the second maximum value may be different from the absolute value of the second minimum value.

[0021] In the vibration suppression device of the first configuration, the control device first performs a saturation calculation of the required thrust calculated from the vibration acceleration. As a result, the control device generates a command thrust signal limited to a first range between a positive first maximum value and a negative first minimum value. Furthermore, when the required thrust exceeds a second range between a positive second maximum value that is greater than the first maximum value and a negative second minimum value that is less than the first minimum value, the control device generates a command thrust signal that converges to zero. The control device sends the generated command thrust signal to the actuator each time. The actuator operates in response to the signal each time and outputs the command thrust.

[0022] More specifically, when the required thrust is in a first range between the first maximum value and the first minimum value, the required thrust is set as the command thrust as is. When the required thrust exceeds the first maximum value and does not exceed the second maximum value, the command thrust is uniformly set to the first maximum value through saturation calculation. Furthermore, when the required thrust exceeds the second maximum value, the command thrust is set so as to converge to zero. When the required thrust is below the first minimum value and does not fall below the second minimum value, the command thrust is uniformly set to the first maximum value through saturation calculation. No. 1The minimum value is set as the command thrust. Furthermore, when the required thrust is below the second minimum value, the command thrust is set to converge to zero. In other words, the portion of the signal waveform of the required thrust that exceeds a first range between the first maximum value and the first minimum value is cut, and the portion of the cut portion that exceeds a second range between the second maximum value and the second minimum value converges toward zero.

[0023] However, when the required thrust exceeds a second maximum value, the command thrust may be uniformly set to zero. Also, when the required thrust is below a second minimum value, the command thrust may be uniformly set to zero.

[0024] In an abnormal mounting state, during a period in which the actuator's required thrust exceeds the first range between the first maximum value and the first minimum value, the command thrust is not maintained at the first maximum value or the first minimum value, but converges toward zero once along the way. In this case, the signal waveform of the command thrust obtained by the calculation processing of the control device has a lower duty ratio compared to the signal waveform of the command thrust obtained by simple saturation calculation. This reduces the effective value of the actuator's thrust. This makes it possible to suppress reverse excitation.

[0025] On the other hand, in a normal installation state, no reverse vibration occurs. Therefore, the command thrust is maintained at the first maximum value or the first minimum value during the period when the actuator's required thrust exceeds the first range between the first maximum value and the first minimum value. In this case, the signal waveform of the command thrust obtained by the calculation processing of the control device becomes similar to the signal waveform of the command thrust obtained by a simple saturation calculation. Therefore, the vibration acceleration of the vehicle body can be damped by the actuator's thrust.

[0026] In the motion suppression device of the first configuration, the control device may generate a thrust signal that is zero when the required thrust exceeds a third range between a positive third maximum value that is greater than the second maximum value and a negative third minimum value that is less than the second minimum value (second configuration).

[0027] In the vibration suppression device of the second configuration, the third range includes the second range and is wider than the second range. The third range is a range including a margin for making the command thrust zero when the required thrust exceeds the second range. For example, the third maximum value of the third range is about 120 to 125% of the second maximum value. The third minimum value of the third range is about 120 to 125% of the second minimum value. In a typical example, the absolute value of the third maximum value is equal to the absolute value of the third minimum value. However, the absolute value of the third maximum value may be different from the absolute value of the third minimum value.

[0028] In the vibration suppression device of the second configuration, when the required thrust exceeds the second maximum value but does not exceed the third maximum value, the command thrust is set to converge to zero. Furthermore, when the required thrust exceeds the third maximum value, the command thrust is set to zero. When the required thrust is below the second minimum value but does not fall below the third minimum value, the command thrust is set to converge to zero. Furthermore, when the required thrust is below the third minimum value, the command thrust is set to zero.

[0029] In the vibration suppression device of the first or second configuration, the actuator is preferably an electric actuator (third configuration). In the case of the vibration suppression device of the third configuration, the configuration for linking the actuator and the control device is simplified. This is because it is sufficient to electrically connect the actuator and the control device. However, the actuator may be of another type. For example, the actuator may be a pneumatic actuator or a hydraulic actuator.

[0030] A specific example of the vibration suppression device according to the present embodiment will be described below with reference to the drawings. In the drawings, the same or corresponding parts are designated by the same reference characters and the description thereof will not be repeated.

[0031] [Configuration of railway vehicle vibration suppression device] 1 is a schematic diagram showing an example of the overall configuration of a railway vehicle 1 including a vibration suppression device according to this embodiment. In Fig. 1, the traveling direction of the railway vehicle 1 is indicated by an arrow Fw, and the left and right directions are indicated by arrows L and R.

[0032] 1, a railway vehicle 1 includes a bogie 2 and a car body 3. The bogies 2 are disposed on the front and rear sides of the car body 3. Elastic members (not shown) are provided on the left and right sides of each bogie 2, and the car body 3 is supported by the bogies 2 via the elastic members. The elastic members are, for example, air springs.

[0033] The railway vehicle 1 is equipped with an active suspension. The active suspension includes a sensor 4, an actuator 5, and a control device 6. The sensor 4 is attached to the car body 3. The sensor 4 detects lateral vibration acceleration occurring in the car body 3. In other words, the sensor 4 detects lateral vibration acceleration of the car body 3 in the vicinity of the bogie 2.

[0034] The actuator 5 is disposed between the bogie 2 and the car body 3 so as to extend in the left-right direction, and is connected to the bogie 2 and the car body 3. The sensor 4 is provided around the actuator 5. The actuator 5 is an electric actuator, and operates in response to an electrical signal. When the actuator 5 is operated, it generates a thrust, and applies a thrust in the left-right direction to the car body 3.

[0035] The control device 6 is a computer. The control device 6 is connected to the sensor 4 via a conductor 7, and is also connected to the actuator 5 via a conductor 8. The control device 6 acquires the vibration acceleration detected by the sensor 4 via the conductor 7. The control device 6 calculates a required thrust in accordance with the vibration acceleration acquired from the sensor 4, and further processes the required thrust to set a command thrust. The control device 6 then generates a signal corresponding to the command thrust, and sends the generated signal to the actuator 5 via the conductor 8. The actuator 5 operates in accordance with the command thrust signal from the control device 6.

[0036] [Calculation of thrust by the control device 6 in the motion suppression device] Fig. 2 is a diagram showing an image of the thrust force calculated by the control device 6 shown in Fig. 1. The required thrust force F calculated from the vibration acceleration is calculated by the control device 6. By this calculation, a command thrust force Fout is set.

[0037] 2, a first maximum value F1max, a first minimum value F1min, a second maximum value F2max, a second minimum value F2min, a third maximum value F3max, and a third minimum value F3min, each of which serves as a threshold value in the calculation process, are stored in the control device 6. The magnitude relationship of these values ​​is, in descending order, the third maximum value F3max, the second maximum value F2max, the first maximum value F1max, the first minimum value F1min, the second minimum value F2min, and the third minimum value F3min.

[0038] The range between the first maximum value F1max and the first minimum value F1min is the first range R1. The first range R1 is the range of thrust that can be output by the actuator 5, and is the range between the positive maximum value and the negative minimum value defined in the specifications. Therefore, the first maximum value F1max is the maximum value in the range of thrust that can be output by the actuator 5, and the first minimum value F1min is the minimum value in the range of thrust that can be output by the actuator 5.

[0039] The range between the second maximum value F2max and the second minimum value F2min is the second range R2. The second range R2 includes the first range R1 and is wider than the first range R1. Here, in the design of the active suspension, a range of vibration acceleration that can occur in a normal mounting state is determined, and a maximum required thrust and a minimum required thrust corresponding to the maximum vibration acceleration and the minimum vibration acceleration within that range are determined. The second range R2 is a range between the positive maximum required thrust and the negative minimum required thrust in a normal mounting state. Therefore, the second maximum value F2max is the maximum required thrust in a normal mounting state. The second minimum value F2min is the minimum required thrust in a normal mounting state.

[0040] The range between the third maximum value F3max and the third minimum value F3min is the third range R3. The third range R3 includes the second range R2 and is wider than the second range R2. The third range R3 is a range including a margin for making the command thrust force Fout zero when the required thrust force F exceeds the second range R2. Specifically, the third maximum value F3max is about 120 to 125% of the second maximum value F2max. The third minimum value F3min is about 120 to 125% of the second minimum value F2min.

[0041] In the calculation process by the control device 6, when the required thrust F is within a first range R1 between a first maximum value F1max and a first minimum value F1min, the required thrust F is set as it is as the command thrust Fout.

[0042] When the required thrust F exceeds the first maximum value F1max but does not exceed the second maximum value F2max, the first maximum value F1max is uniformly set as the command thrust Fout by saturation calculation. From another point of view, the command thrust Fout is set to the first maximum value F1max when the required thrust F is within the range from the first maximum value F1max to the second maximum value F2max.

[0043] Furthermore, when the required thrust F exceeds the second maximum value F2max, the command thrust Fout is set to converge to 0 (zero). Furthermore, when the required thrust F exceeds the third maximum value F3max, the command thrust Fout is set to 0 (zero). From another perspective, the command thrust Fout is set to 0 when the required thrust F exceeds the third maximum value F3max.

[0044] When the required thrust F exceeds the second maximum value F2max but does not exceed the third maximum value F3max, that is, when the required thrust F is within the range from the second maximum value F2max to the third maximum value F3max, the command thrust Fout is set so as to linearly converge from the first maximum value F1max to 0. The linear formula for deriving the command thrust Fout at this time is expressed, for example, by the following equation (1). Fout=F1max×(1-(F-F2max) / (F3max-F2max)) …(1)

[0045] When the required thrust F falls below the first minimum value F1min and is not below the second minimum value F2min, the first minimum value F1min is uniformly set as the command thrust Fout by saturation calculation. From another point of view, the command thrust Fout is set to the first minimum value F1min when the required thrust F is within the range from the first minimum value F1min to the second minimum value F2min.

[0046] Furthermore, when the required thrust F is below the second minimum value F2min, the command thrust Fout is set to converge to 0 (zero). Furthermore, when the required thrust F is below the third minimum value F3min, the command thrust Fout is set to 0 (zero). From another perspective, the command thrust Fout is set to 0 when the required thrust F is below the third minimum value F3min.

[0047] When the required thrust F falls below the second minimum value F2min and is not below the third minimum value F3min, that is, when the required thrust F is within the range from the second minimum value F2min to the third minimum value F3min, the command thrust Fout is set to converge linearly from the first minimum value F1min to 0. The linear formula for deriving the command thrust Fout at this time is expressed, for example, by the following equation (2). Fout=F1min×(1-(F-F2min) / (F3min-F2min)) …(2)

[0048] In short, the control device 6 performs saturation calculation on the required thrust F to set a command thrust Fout (F, F1max or F1min) limited to a first range R1 between a first positive maximum value F1max and a first negative minimum value F1min. Furthermore, when the required thrust F exceeds a second range R2 between a second positive maximum value F2max and a second negative minimum value F2min, the control device 6 sets a command thrust Fout (Equation (1), Equation (2) or 0) that converges to zero. Then, the control device 6 generates a signal corresponding to the command thrust Fout each time and sends the generated signal to the actuator 5.

[0049] [Control flow of vibration suppression device] The following describes a control flow by the control device 6, including the above-mentioned thrust calculation process. Fig. 3 is a diagram showing an example of a control flow by the control device 6 shown in Fig. 1.

[0050] When control by the control device 6 is started, the control device 6 acquires the vibration acceleration from the sensor 4 in step #5, and calculates the required thrust F according to the acquired vibration acceleration in step #10. Then, the control device 6 executes the above-mentioned calculation processing.

[0051] The control device 6 first performs a saturation calculation of the required thrust F. Specifically, in step #15, it is determined whether the required thrust F exceeds the first minimum value F1min. If the required thrust F exceeds the first minimum value F1min, the process proceeds to step #20, where the control device 6 determines whether the required thrust F is below the first maximum value F1max. That is, in these steps #15 and #20, it is determined whether the required thrust F is within a first range R1 between the first maximum value F1max and the first minimum value F1min.

[0052] In step #20, if the required thrust F is below the first maximum value F1max, the required thrust F is in the first range R1. In this case, the process proceeds to step #25, and the control device 6 sets the required thrust F as the command thrust Fout as is. Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0053] If the required thrust F is not below the first maximum value F1max in step #20 above, that is, if the required thrust F exceeds the first maximum value F1max, the process proceeds to step #30, where the control device 6 determines whether the required thrust F exceeds the second maximum value F2max. If the required thrust F does not exceed the second maximum value F2max in step #30, the process proceeds to step #35, where the control device 6 uniformly sets the first maximum value F1max to the command thrust Fout. Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0054] If the required thrust F exceeds the second maximum value F2max in step #30 above, the process proceeds to step #40, where the control device 6 determines whether the required thrust F exceeds the third maximum value F3max. If the required thrust F exceeds the third maximum value F3max in step #40, the process proceeds to step #45, where the control device 6 sets the command thrust Fout to 0 (zero). Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0055] If the required thrust F does not exceed the third maximum value F3max in step #40 above, the process proceeds to step #50, where the control device 6 sets the command thrust Fout to converge to 0 (zero). The command thrust Fout in this case is derived from the above formula (1) according to the required thrust F. Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0056] If the required thrust F does not exceed the first minimum value F1min in step #15 above, i.e., if the required thrust F is below the first minimum value F1min, the process proceeds to step #60, where the control device 6 determines whether the required thrust F is below the second minimum value F2min. If the required thrust F is not below the second minimum value F2min in step #60, the process proceeds to step #65, where the control device 6 uniformly sets the first minimum value F1min to the command thrust Fout. Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0057] If the required thrust F is below the second minimum value F2min in step #60 above, the process proceeds to step #70, where the control device 6 determines whether the required thrust F is below the third minimum value F3min. If the required thrust F is below the third minimum value F3min in step #70, the process proceeds to step #75, where the control device 6 sets the command thrust Fout to 0 (zero). Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0058] If the required thrust F is not below the third minimum value F3min in step #70 above, the process proceeds to step #80, where the control device 6 sets the command thrust Fout so that it converges to 0 (zero). The command thrust Fout in this case is derived from the above formula (2) in accordance with the required thrust F. Then, in step #90, the control device 6 sends a signal corresponding to the command thrust Fout to the actuator 5.

[0059] After a signal corresponding to the command thrust Fout is sent to the actuator 5 in step #90, the control device 6 determines in step #95 whether or not an input to end control has been received. If an input to end control has not been received in step #95, the process returns to step #5 and the above control is continued. On the other hand, if an input to end control has been received in step #95, the control by the control device 6 ends.

[0060] The signal waveform of the command thrust force Fout obtained by such arithmetic processing of the control device 6 is obtained by cutting out the portion of the signal waveform of the required thrust force F that exceeds a first range R1 between the first maximum value F1max and the first minimum value F1min. Furthermore, the signal waveform of the command thrust force Fout is obtained by converging the portion of the cut portion that exceeds a second range R2 between the second maximum value F2max and the second minimum value F2min toward zero.

[0061] Then, in an abnormal mounting state, during a period in which the required thrust F of the actuator 5 exceeds the first range R1 between the first maximum value F1max and the first minimum value F1min, the command thrust Fout is not maintained at the first maximum value F1max or the first minimum value F1min, but converges toward zero (0) once in the middle. In other words, when the required thrust F is too large, such as when the required thrust F exceeds the second range R2 between the second maximum value F2max and the second minimum value F2min, the command thrust Fout is adjusted so that the actuator 5 does not output thrust. In this case, the signal waveform of the command thrust Fout obtained by the calculation processing of the control device 6 has a lower duty ratio compared to the signal waveform of the command thrust obtained by a simple saturation calculation. As a result, the effective value of the thrust of the actuator 5 decreases. For this reason, it is possible to suppress reverse vibration.

[0062] On the other hand, in a normal installation state, no reverse vibration occurs. Therefore, during a period in which the required thrust F of the actuator 5 exceeds the first range R1 between the first maximum value F1max and the first minimum value F1min, the command thrust Fout is maintained at the first maximum value F1max or the first minimum value F1min. In this case, the signal waveform of the command thrust Fout obtained by the calculation processing of the control device 6 becomes similar to the signal waveform of the command thrust obtained by a simple saturation calculation. Therefore, the vibration acceleration of the car body 3 can be attenuated by the thrust of the actuator 5.

[0063] [Modification of the control flow in the vibration suppression device] Fig. 4 is a diagram showing another example of the control flow by the control device 6 shown in Fig. 1. In the control flow shown in Fig. 4, steps #40, #50, #70 and #80 of the control flow shown in Fig. 3 are omitted.

[0064] 4, if the required thrust F exceeds the second maximum value F2max in step #30, the process immediately proceeds to step #45, where the control device 6 sets the command thrust Fout to 0 (zero). If the required thrust F is below the second minimum value F2min in step #60, the process immediately proceeds to step #75, where the control device 6 sets the command thrust Fout to 0 (zero).

[0065] In the control flow shown in Fig. 4, when the required thrust F exceeds the second maximum value F2max, the command thrust Fout is uniformly set to zero. When the required thrust F is below the second minimum value F2min, the command thrust Fout is uniformly set to zero. Even with this control flow, the same effect as the control flow shown in Fig. 3 described above is obtained. EXAMPLES

[0066] In order to confirm the effect of the vibration suppression device of this embodiment, a simulation was performed by numerical analysis assuming an abnormal installation state. As an example of the present invention, control by the above-mentioned calculation processing of this embodiment was adopted. As a comparative example, control by simple saturation calculation was adopted. The results are shown in Figures 5 and 6.

[0067] FIG. 5 is a time chart showing the results of the control of the example of the present invention. FIG. 6 is a time chart showing the results of the control of the comparative example. The upper part of each of FIG. 5 and FIG. 6 shows the vibration acceleration (unit: m / s 2 ) is shown as an exponent. The bottom of each of Figures 5 and 6 shows thrust (unit: kN). The unit of time is s (seconds).

[0068] As is clear from a comparison between Figures 5 and 6, the control of the example of the present invention significantly reduced the required thrust F, and accordingly, the amplitude of the vibration acceleration was significantly reduced. In other words, the control of the example of the present invention was able to suppress reverse vibration even in an abnormal installation state.

[0069] The embodiments according to the present disclosure have been described above. However, the above-described embodiments are merely examples. Therefore, the present disclosure is not limited to the above-described embodiments, and the above-described embodiments can be appropriately modified and implemented without departing from the spirit and scope of the present disclosure. [Explanation of symbols]

[0070] 1:Railway vehicles 2: Cart 3: Body 4: Sensor 5: Actuator 6: Control device 7, 8: Conductor

Claims

1. A vibration suppression device for a railway vehicle, comprising: A sensor that detects vibration acceleration in the left-right direction of a vehicle body; an actuator connected to the bogie and the car body and applying a thrust to the car body so as to attenuate the vibration acceleration of the car body; a control device that acquires the vibration acceleration from the sensor and transmits a command thrust signal to the actuator; the control device calculates a required thrust force for the actuator in accordance with the vibration acceleration acquired from the sensor; When the required thrust is within a first range between a first positive maximum value and a first negative minimum value, the required thrust is set as the command thrust as it is; When the required thrust exceeds the first maximum value and does not exceed a positive second maximum value that is greater than the first maximum value, the first maximum value is uniformly set as the command thrust by a saturation calculation; when the required thrust falls below the first minimum value and is not below a negative second minimum value that is smaller than the first minimum value, the first minimum value is uniformly set to the command thrust by a saturation calculation; A railway vehicle vibration suppression device that sets the command thrust to converge to zero when the required thrust exceeds a second range between the second maximum value and the second minimum value.

2. The vibration suppression device for a railway vehicle according to claim 1, The control device sets the command thrust to zero when the required thrust exceeds a third range between a positive third maximum value greater than the second maximum value and a negative third minimum value less than the second minimum value.

3. The vibration suppression device for a railway vehicle according to claim 1 or 2, The actuator is an electric actuator.

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