JP2019155936A - Vibration control device for railway vehicle - Google Patents

Abstract

To provide a vibration control device for a railway vehicle, which can diagnose abnormalities of first and second electromagnetic opening/closing valves themselves.SOLUTION: A vibration control device 1 for a railway vehicle comprises an actuator A having a motor 15 that drives a pump 12, a first electromagnetic opening/closing valve 9 that is provided to a first passage 8 for communicating a rod side chamber 5 with a piston side chamber 6, a second electromagnetic opening/closing valve 11 that is provided to a second passage 10 for communicating the piston side chamber 6 with a tank 7, and a damping valve 22 that is provided to a discharge passage 21 for connecting the rod side chamber 5 to the tank 7, and disposed between a vehicle body B of the railway vehicle and a truck T. Abnormalities of the first and second electromagnetic opening/closing valves 9, 11 are diagnosed on the basis of the energization state of the first and second electromagnetic opening/closing valves 9, 11 and the damping valve 22 and the displacement state of the actuator A.SELECTED DRAWING: Figure 2

Description

  The present invention relates to an improvement in a railcar damping device.

  A rail vehicle includes a double-acting actuator interposed between a vehicle body and front and rear carriages, an acceleration sensor that detects acceleration in the front and rear of the vehicle body, and a controller that controls the actuator. In some cases, a railcar damping device that suppresses vibration in the left-right direction is provided.

  In the railcar vibration damping device, the controller obtains a control force to be generated by the actuator based on the acceleration detected by the acceleration sensor, and causes the actuator to exert a thrust to suppress the vibration of the vehicle body to thereby reduce the vibration of the vehicle body. Suppress (see, for example, Patent Document 1).

JP 2013-1304 A

  The actuator in the aforementioned railcar damping device includes a cylinder, a piston slidably inserted into the cylinder, a rod inserted into the cylinder and coupled to the piston, and the piston in the cylinder. A rod-side chamber and a piston-side chamber partitioned by a piston; a tank; the pump capable of sucking the working liquid from the tank and supplying the working liquid to the rod-side chamber; the motor driving the pump; the rod-side chamber; A first electromagnetic on-off valve provided in a first passage communicating with the piston-side chamber; a second electromagnetic on-off valve provided in a second passage communicating with the piston-side chamber and the tank; the rod-side chamber and the tank; An electromagnetic relief valve provided in the discharge passage connecting the rectifier and a rectifying passage that allows only the flow of hydraulic oil from the piston side chamber to the rod side chamber When provided with a suction passage for allowing only flow of the hydraulic fluid from the tank to the piston side chamber.

  The railcar damping device controls the direction in which the thrust of the actuator is generated by opening and closing the first electromagnetic on-off valve and the second electromagnetic on-off valve. Therefore, when the first electromagnetic on-off valve and the second electromagnetic on-off valve do not operate normally due to the sticking of the valve body, it becomes impossible to control the direction of thrust generation of the actuator.

  However, the conventional railcar damping device cannot diagnose abnormality of the first electromagnetic on-off valve and the second electromagnetic on-off valve itself.

  Accordingly, an object of the present invention is to provide a railcar vibration damping device capable of diagnosing abnormality of the first electromagnetic on-off valve and the second electromagnetic on-off valve itself.

  A railcar damping device according to the present invention includes a cylinder, a piston that is slidably inserted into the cylinder, a rod that is inserted into the cylinder and connected to the piston, and a rod-side chamber partitioned by the piston in the cylinder. And a piston side chamber, a tank, a pump capable of sucking the working liquid from the tank and supplying the working liquid to the rod side chamber, a motor for driving the pump, and a first passage communicating the rod side chamber and the piston side chamber. A first electromagnetic on-off valve, a second electromagnetic on-off valve provided in a second passage communicating the piston side chamber and the tank, a damping valve provided in a discharge passage connecting the rod side chamber and the tank, and the piston side chamber to the rod side chamber In a railway vehicle, a rectifying passage that allows only the flow of working fluid toward the tank and a suction passage that allows only the flow of working fluid from the tank to the piston side chamber are provided. An actuator interposed between the body and the carriage, and the first electromagnetic on-off valve and the second electromagnetic on the basis of the energization state of the first electromagnetic on-off valve and the second electromagnetic on-off valve and the displacement state of the actuator Diagnose on / off valve abnormalities. According to the railcar damping device configured as described above, the displacement of the actuator as a result of actually energizing the first electromagnetic on-off valve and the second electromagnetic on-off valve is detected while driving the pump. It is possible to diagnose an abnormality in the electromagnetic on-off valve and the second electromagnetic on-off valve itself.

  In the railcar damping device, the damping valve is an electromagnetic relief valve, energized to open the first electromagnetic on-off valve, energized to open the second electromagnetic on-off valve, and electromagnetically When energizing to minimize the valve opening pressure of the relief valve, the first electromagnetic on-off valve and the second electromagnetic on-off valve are diagnosed as normal if the actuator is not displaced, and when the actuator is extended, the second electromagnetic on-off valve and the electromagnetic relief are It may be diagnosed that the valve is abnormal, and if the actuator contracts, the first electromagnetic on-off valve and the electromagnetic relief valve may be diagnosed as abnormal. In the railcar damping device configured as described above, when both the first electromagnetic on-off valve and the second electromagnetic on-off valve are opened, the actuator is not displaced, and one of the first electromagnetic on-off valve and the second electromagnetic on-off valve is When the valve is opened and the other valve is closed, the actuator expands and contracts, and this characteristic can be used to diagnose whether the first electromagnetic on-off valve and the second electromagnetic on-off valve are abnormal or normal.

  Furthermore, the vibration damping device for a railway vehicle is a case where the first electromagnetic on-off valve and the second electromagnetic on-off valve are diagnosed as normal, and the second electromagnetic on-off valve is energized to open the first electromagnetic on-off valve. When the energization is performed so that the valve opening pressure of the electromagnetic relief valve is such that the opening pressure of the electromagnetic relief valve can expand and contract the actuator, the first electromagnetic on-off valve and the The two electromagnetic on / off valves may be diagnosed as normal, the second electromagnetic on / off valve may be diagnosed as abnormal when the actuator is extended, and the first electromagnetic on / off valve may be diagnosed as abnormal when the actuator contracts. Even if the first electromagnetic on-off valve and the second electromagnetic on-off valve are diagnosed as normal, the railcar damping device configured as described above is configured so that the first electromagnetic on-off is detected by the displacement of the actuator when energized with different energization patterns. Since it is diagnosed whether there is an abnormality in the valve and the second electromagnetic on-off valve, it is possible to accurately diagnose the abnormality of the first electromagnetic on-off valve and the second electromagnetic on-off valve.

  The railcar damping device may include an acceleration sensor that detects the acceleration of the vehicle body, and may detect the displacement state of the actuator using the acceleration detected by the acceleration sensor. The vibration damping device for a railway vehicle constructed in this way does not require any additional configuration for abnormality diagnosis in addition to the configuration essential for actuator control, and the first electromagnetic on-off valve and the second electromagnetic on-off valve are not required. Abnormalities can be diagnosed, and the disadvantage of increasing costs for diagnosing abnormalities is not caused.

  According to the railcar damping device of the present invention, it is possible to diagnose abnormality of the first electromagnetic on-off valve and the second electromagnetic on-off valve itself.

1 is a cross section of a railway vehicle equipped with a railway vehicle vibration damping device according to an embodiment. 1 is a detailed view of a railcar damping device according to an embodiment. It is a detailed view of a railcar damping device according to a first modification of an embodiment.

  The railway vehicle vibration damping device 1 according to one embodiment is used as a vibration damping device for a vehicle body B of a railway vehicle. As shown in FIGS. 1 and 2, hydraulic oil from a pump 12 driven by a motor 15 is used. An actuator A that can be expanded and contracted by supply and a controller C that controls the actuator A are provided.

  Specifically, in the case of a railway vehicle, the actuator A is connected to a pin P that hangs down below the vehicle body B, and is interposed between the vehicle body B and the carriage T. The carriage T rotatably holds the wheel W, and a suspension spring S called a pillow spring is interposed between the vehicle body B and the carriage T, and the vehicle body B is elastically supported. Movement of the vehicle body B in the lateral direction relative to the carriage T is allowed.

  These actuators A are basically configured to suppress vibration in the horizontal and lateral directions with respect to the vehicle traveling direction of the vehicle body B by active control by the controller C.

  The controller C obtains a target thrust to be generated by the actuator A on the basis of the acceleration in the horizontal and horizontal direction with respect to the vehicle traveling direction of the vehicle body B detected by the acceleration sensor 40 installed in the vehicle body B, Gives a command to generate thrust according to thrust. In this way, the railcar vibration damping device 1 suppresses the lateral vibration of the vehicle body B by causing the actuator A to exhibit the target thrust.

  Next, a specific configuration of the actuator A will be described. A plurality of actuators A may be provided for the carriage T. When a plurality of actuators A are provided, all the actuators A may be controlled by the controller C, or a controller C may be provided for each actuator A.

  As shown in FIG. 2, the actuator A is inserted into the cylinder 2 connected to the vehicle body B of the railway vehicle, the piston 3 slidably inserted into the cylinder 2, and the cylinder 2. The piston 4 is attached to the tip and the rod 4 whose base end is connected to the carriage T, the tank 7 for storing the working oil, and the working oil can be sucked up from the tank 7 and supplied to the rod side chamber 5 A pump 12, a motor 15 that drives the pump 12, and a hydraulic circuit HC that controls the switching of the expansion and contraction of the actuator A and the thrust are configured as a single rod type actuator.

  In the present embodiment, the rod side chamber 5 and the piston side chamber 6 are filled with working oil as working liquid, and the tank 7 is filled with gas in addition to working oil. In addition, it is not necessary to compress and fill the inside of the tank 7 with a gas in particular. In addition to the working oil, other liquids may be used as the working liquid.

  In the present embodiment, the hydraulic circuit HC includes a first electromagnetic on-off valve 9 provided in a first passage 8 that communicates the rod side chamber 5 and the piston side chamber 6, and a second that communicates the piston side chamber 6 and the tank 7. A second electromagnetic opening / closing valve 11 provided in the passage 10 and an electromagnetic relief valve 22 as a damping valve provided in the discharge passage 21 connecting the rod side chamber 5 and the tank 7 are provided.

  Basically, when the first electromagnetic on-off valve 9 is in communication with the first passage 8, the second electromagnetic on-off valve 11 is closed and the pump 12 is driven, the actuator A extends, and the second electromagnetic on-off valve 11 When the second passage 10 is brought into the communication state, the first electromagnetic on-off valve 9 is closed and the pump 12 is driven, the actuator A contracts.

  Hereinafter, each part of the actuator A will be described in detail. The cylinder 2 has a cylindrical shape, the right end in FIG. 2 is closed by a lid 13, and an annular rod guide 14 is attached to the left end in FIG. A rod 4 that is movably inserted into the cylinder 2 is slidably inserted into the rod guide 14. One end of the rod 4 protrudes outside the cylinder 2, and the other end in the cylinder 2 is connected to a piston 3 that is slidably inserted into the cylinder 2.

  Note that the outer periphery of the rod guide 14 and the cylinder 2 are sealed by a seal member (not shown), whereby the inside of the cylinder 2 is maintained in a sealed state. The rod-side chamber 5 and the piston-side chamber 6 partitioned by the piston 3 in the cylinder 2 are filled with hydraulic oil as described above.

  Also, the lid 4 that closes the left end of the rod 4 in FIG. 2 and the right end of the cylinder 2 is provided with a mounting portion (not shown), and this actuator A is interposed between the vehicle body B and the carriage T in the railway vehicle. It can be done.

  The rod side chamber 5 and the piston side chamber 6 are communicated with each other by a first passage 8, and a first electromagnetic opening / closing valve 9 is provided in the middle of the first passage 8. The first passage 8 communicates the rod side chamber 5 and the piston side chamber 6 outside the cylinder 2, but may be provided in the piston 3.

  The first electromagnetic on-off valve 9 is an electromagnetic on-off valve, and the first passage 8 is opened to connect the rod-side chamber 5 and the piston-side chamber 6, and the first passage 8 is shut off to disconnect the rod-side chamber 5. And a shut-off position that cuts off the communication between the piston side chamber 6. And this 1st electromagnetic on-off valve 9 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization. As described above, the first electromagnetic on-off valve 9 opens when energized and closes when not energized. Conversely, it can be set to close when energized and open when not energized. is there.

  Subsequently, the piston side chamber 6 and the tank 7 are communicated with each other by a second passage 10, and a second electromagnetic opening / closing valve 11 is provided in the middle of the second passage 10. The second electromagnetic on-off valve 11 is an electromagnetic on-off valve, which opens the second passage 10 to connect the piston side chamber 6 and the tank 7, and shuts off the second passage 10 to connect the piston side chamber 6. A blocking position for disconnecting the communication with the tank 7 is provided. And this 2nd electromagnetic opening-and-closing valve 11 takes a communicating position at the time of electricity supply, and takes a cutoff position at the time of non-energization. As described above, the second electromagnetic opening / closing valve 11 is opened when energized and closed when de-energized. On the other hand, it can be set to close when energized and open when de-energized. is there.

  The pump 12 is a gear pump that is controlled by the controller C and is driven by a motor 15 that rotates at a predetermined rotational speed and discharges hydraulic oil only in one direction. The discharge port of the pump 12 communicates with the rod side chamber 5 through the supply passage 16 and the suction port communicates with the tank 7. When driven by the motor 15, the pump 12 sucks hydraulic oil from the tank 7 and Hydraulic oil is supplied to the side chamber 5.

  As described above, the pump 12 is controlled to rotate at a constant rotational speed, and only discharges hydraulic oil in one direction, and there is no rotation direction switching operation. There is nothing. Further, since the rotation direction of the pump 12 is always the same direction, even the motor 15 that is a drive source for driving the pump 12 does not require high responsiveness to rotation switching, and the motor 15 is also inexpensive. Can be used. A check valve 17 that prevents the backflow of hydraulic oil from the rod side chamber 5 to the pump 12 is provided in the supply passage 16. The motor 15 is driven by receiving power supply from an inverter circuit (not shown) controlled by the controller C.

  Further, as described above, the hydraulic circuit HC of this example is an electromagnetic that can change the valve opening pressure as a discharge passage 21 that connects the rod side chamber 5 and the tank 7 and a damping valve provided in the middle of the discharge passage 21. A relief valve 22 is provided.

  In this example, the electromagnetic relief valve 22 is a proportional electromagnetic relief valve, and the valve opening pressure can be adjusted according to the supplied current. When the current reaches the maximum, the valve opening pressure is minimized and the supply of current is reduced. Otherwise, the valve opening pressure is maximized.

  Thus, when the discharge passage 21 and the electromagnetic relief valve 22 are provided, the pressure in the rod side chamber 5 can be adjusted to the valve opening pressure of the electromagnetic relief valve 22 when the actuator A is expanded and contracted, and the thrust of the actuator A is increased. It can be controlled by the current supplied to the electromagnetic relief valve 22. Providing the discharge passage 21 and the electromagnetic relief valve 22 eliminates the need for sensors necessary for adjusting the thrust of the actuator A, and eliminates the need for highly controlling the motor 15 for adjusting the discharge flow rate of the pump 12. . Therefore, the railcar vibration damping device 1 is inexpensive, and a robust system can be constructed in terms of hardware and software.

  The use of a proportional electromagnetic relief valve that proportionally changes the valve opening pressure with the current applied to the electromagnetic relief valve 22 makes it easy to control the valve opening pressure. However, any electromagnetic relief valve that can adjust the valve opening pressure is proportional. It is not limited to an electromagnetic relief valve.

  The electromagnetic relief valve 22 has an excessive input in the expansion / contraction direction to the actuator A regardless of the open / closed state of the first electromagnetic open / close valve 9 and the second electromagnetic open / close valve 11, and the pressure in the rod side chamber 5 is the valve open pressure. When the state exceeds, the discharge passage 21 is opened. As described above, the electromagnetic relief valve 22 discharges the pressure in the rod side chamber 5 to the tank 7 when the pressure in the rod side chamber 5 becomes equal to or higher than the valve opening pressure, so that the pressure in the cylinder 2 is prevented from becoming excessive. To protect the entire system of the actuator A. Therefore, if the discharge passage 21 and the electromagnetic relief valve 22 are provided, the system can be protected. As described above, the damping valve is the electromagnetic relief valve 22, but the damping valve may be any valve that can adjust the resistance given to the flow of the hydraulic fluid passing therethrough. In addition to the electromagnetic relief valve 22, a variable throttle valve or an opening can be used. It may be a variable valve whose area can be changed. In addition, the damping valve may be a passive valve that supplies hydraulic oil that passes through a preset resistance.

  In addition to the above-described configuration, the hydraulic circuit HC in the actuator A of this example includes a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 to the rod side chamber 5, and the tank 7 to the piston side chamber 6. A suction passage 19 that allows only the flow of hydraulic oil toward the head is provided. Therefore, when the actuator A expands and contracts while the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are closed, hydraulic oil is pushed out from the cylinder 2. When the electromagnetic relief valve 22 gives resistance to the flow of hydraulic oil discharged from the cylinder 2, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are closed in the state where the actuator of this example is closed. A functions as a uniflow type damper.

  More specifically, the rectifying passage 18 communicates the piston side chamber 6 and the rod side chamber 5, and a check valve is provided in the middle, allowing only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5. It is set as a one-way passage. Further, the suction passage 19 communicates between the tank 7 and the piston side chamber 6, and is provided with a check valve in the middle, and is a one-way passage that allows only the flow of hydraulic oil from the tank 7 toward the piston side chamber 6. Is set. The rectifying passage 18 can be integrated into the first passage 8 when the shutoff position of the first electromagnetic on-off valve 9 is a check valve, and the shutoff position of the second electromagnetic on-off valve 11 is also a check valve for the suction passage 19. Then, it can be collected in the second passage 10.

  In the actuator A configured as described above, the rod side chamber 5, piston, and the like in the rectifying passage 18, the suction passage 19, and the discharge passage 21 even if both the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are in the cutoff position. The side chamber 6 and the tank 7 are connected in a daisy chain. The rectifying passage 18, the suction passage 19, and the discharge passage 21 are set as one-way passages. Therefore, when the actuator A expands or contracts due to an external force, the hydraulic oil is always discharged from the cylinder 2 and returned to the tank 7 through the discharge passage 21, and the hydraulic oil that is not sufficient in the cylinder 2 passes from the tank 7 to the cylinder through the suction passage 19 2 is supplied. Since the electromagnetic relief valve 22 becomes a resistance against the flow of the hydraulic oil and adjusts the pressure in the cylinder 2 to the valve opening pressure, the actuator A functions as a passive uniflow type damper.

  In the case of this actuator A, the rod 4 has a cross-sectional area that is ½ of the cross-sectional area of the piston 3, and the pressure-receiving area of the piston 3 on the rod-side chamber 5 side is ½ of the pressure-receiving area on the piston-side chamber 6 side. It is like that.

  When the actuator A is extended, hydraulic oil is discharged from the rod side chamber 5 to be reduced to the tank 7 through the electromagnetic relief valve 22 provided in the discharge passage 21. Further, hydraulic oil is supplied from the tank 7 through the rectifying passage 18 to the piston side chamber 6 to be enlarged. In this case, the pressure in the rod side chamber 5 is adjusted to the valve opening pressure of the electromagnetic relief valve 22, and the pressure in the piston side chamber 6 becomes the tank pressure. Therefore, the actuator A has the pressure receiving area on the rod side chamber 5 side of the piston 3. Demonstrates a force that hinders the extension of the value multiplied by the valve opening pressure.

  When the actuator A contracts, the hydraulic oil moves from the piston side chamber 6 to be reduced to the rod side chamber 5 to be enlarged via the rectifying passage 18. When the actuator A contracts, the rod 4 penetrates into the cylinder 2, so that the volume of hydraulic oil into which the rod 4 enters the cylinder 2 is discharged from the cylinder 2 to the tank 7 through the electromagnetic relief valve 22. In this case, the pressure in the cylinder 2 is adjusted to the valve opening pressure of the electromagnetic relief valve 22, and the actuator A opens the valve opening to the difference between the pressure receiving area on the rod side chamber 5 side of the piston 3 and the pressure receiving area on the piston side chamber 6 side. It exerts a force that prevents the contraction of the value multiplied by the pressure.

  As described above, the cross-sectional area of the rod 4 is halved of the cross-sectional area of the piston 3, and the pressure receiving area on the rod side chamber 5 side of the piston 3 is ½ of the pressure receiving area on the piston side chamber 6 side. Therefore, if the opening pressure of the electromagnetic relief valve 22 is made equal regardless of whether the actuator A is extended or contracted, the magnitude of the force exerted is the same regardless of whether it is extended or contracted. When the valve opening pressure of the electromagnetic relief valve 22 is minimized, the force exerted by the actuator A is extremely small.

  Further, at the time of failure such that the actuator A cannot be energized, each of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 takes the cutoff position, and the electromagnetic relief valve 22 has a valve opening pressure. It functions as a pressure control valve fixed to the maximum. Therefore, during such a failure, the actuator A automatically functions as a passive damper.

  Subsequently, when the actuator A exerts a desired thrust in the extending direction, the controller C basically rotates the motor 15 at a predetermined rotational speed to rotationally drive the pump 12 to move the hydraulic oil into the cylinder 2. Supply. And let the 1st electromagnetic on-off valve 9 be a communication position, and let the 2nd electromagnetic on-off valve 11 be a cutoff position. In this way, the rod side chamber 5 and the piston side chamber 6 are in communication with each other, and hydraulic oil is supplied to both of them from the pump 12, the piston 3 is pushed to the left in FIG. 2, and the actuator A generates thrust in the extension direction. Demonstrate. When the pressure in the rod side chamber 5 and the piston side chamber 6 exceeds the valve opening pressure of the electromagnetic relief valve 22, the electromagnetic relief valve 22 is opened and the hydraulic oil is discharged to the tank 7 through the discharge passage 21. Therefore, the pressure in the rod side chamber 5 and the piston side chamber 6 is controlled by the valve opening pressure of the electromagnetic relief valve 22 determined by the current applied to the electromagnetic relief valve 22. The actuator A then expands in the direction of extension of the value obtained by multiplying the pressure receiving area difference between the piston side chamber 6 side and the rod side chamber 5 side of the piston 3 by the pressure in the rod side chamber 5 and the piston side chamber 6 controlled by the electromagnetic relief valve 22. Demonstrate thrust. When causing the actuator A to exert a thrust in a desired extension direction, the controller C basically rotates the motor 15 at a predetermined rotational speed to rotationally drive the pump 12 and supply hydraulic oil into the cylinder 2. . When the valve opening pressure of the electromagnetic relief valve 22 is minimized even when the first electromagnetic on-off valve 9 is in the communication position and the second electromagnetic on-off valve 11 is in the shut-off position, the actuator A exhibits a very small thrust, but the vehicle body Does not exert thrust until B is moved.

  On the other hand, when the actuator A exerts a thrust in a desired contraction direction, the controller C rotates the motor 15 to supply hydraulic oil from the pump 12 into the rod side chamber 5, while the first electromagnetic on-off valve 9. Is set to the shut-off position, and the second electromagnetic on-off valve 11 is set to the communication position. As a result, the piston side chamber 6 and the tank 7 are brought into communication with each other and the hydraulic oil is supplied to the rod side chamber 5 from the pump 12, so that the piston 3 is pushed rightward in FIG. Demonstrate thrust. As described above, when the current of the electromagnetic relief valve 22 is adjusted, the actuator A contracts by multiplying the pressure receiving area of the piston 3 on the rod side chamber 5 side by the pressure in the rod side chamber 5 controlled by the electromagnetic relief valve 22. Demonstrate direction thrust. When the valve opening pressure of the electromagnetic relief valve 22 is minimized even when the first electromagnetic on-off valve 9 is set to the shut-off position and the second electromagnetic on-off valve 11 is set to the communication position, the actuator A exhibits a very small thrust, but the vehicle body. Does not exert thrust until B is moved.

  Further, since the gear for pushing out the hydraulic oil in the pump 12 receives a resistance corresponding to the pressure in the rod side chamber 5, the motor 15 that rotationally drives the pump 12 outputs a torque corresponding to the pressure in the rod side chamber 5. That is, the torque output from the motor 15 is proportional to the pressure in the rod side chamber 5, and if the output torque of the motor 15 is known, the pressure in the rod side chamber 5 can be estimated. As described above, the actuator A exerts a thrust according to the pressure in the rod side chamber 5 regardless of whether it extends or contracts. Therefore, if the output torque of the motor 15 is known, the thrust exerted by the actuator A Can be estimated. The torque of the motor 15 may be detected using a torque sensor, or since the controller C rotates the motor 15 at a constant speed at a predetermined speed, a current sensor that detects the current flowing through the motor 15 is used. And may be detected.

  As can be understood from the foregoing, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 play a role of switching the expansion / contraction direction when the actuator A exerts thrust. When the first electromagnetic on-off valve 9 is in the communication position and the second electromagnetic on-off valve 11 is in the shut-off position, the rod side chamber 5 and the piston side chamber 6 are placed in communication with each other. 5 is supplied to the piston side chamber 6 through the first passage 8, and the hydraulic oil that is insufficient in the cylinder 2 is supplied from the tank 7 through the suction passage 19, so that the actuator A exhibits a thrust that prevents extension. do not do. Therefore, regardless of the driving state of the pump 12, when the first electromagnetic on-off valve 9 is in the communication position and the second electromagnetic on-off valve 11 is in the shut-off position, the actuator A can exert the thrust in the extension direction but in the contraction direction. Does not demonstrate thrust.

  On the other hand, when the first electromagnetic on-off valve 9 is set to the shut-off position and the second electromagnetic on-off valve 11 is set to the communication position, the piston side chamber 6 and the tank 7 are placed in communication with each other. The hydraulic oil that is insufficient in the side chamber 5 is supplied from the piston side chamber 6 through the rectifying passage 18, and the hydraulic oil that is excessive in the entire cylinder 2 is returned to the tank 7 through the second passage 10. Therefore, the actuator A does not exhibit a thrust that prevents the contraction. Therefore, regardless of the driving state of the pump 12, when the first electromagnetic on-off valve 9 is set to the shut-off position and the second electromagnetic on-off valve 11 is set to the communication position, the actuator A can exert a thrust in the contraction direction, but in the extension direction. Does not demonstrate thrust.

  Therefore, the actuator A of this example not only functions as an actuator, but can function as a damper when it is extended and contracted by an external force regardless of the driving state of the pump 12. Further, when switching the actuator A from the actuator to the damper, there is no troublesome and steep switching operation of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11, so that a system with high responsiveness and reliability can be provided. .

  When the first electromagnetic on-off valve 9 is opened and the second electromagnetic on-off valve 11 is closed, or when the first electromagnetic on-off valve 9 is closed and the second electromagnetic on-off valve 11 is opened, the pump 12 Regardless of the driving condition, the actuator A can exert a thrust only in one of expansion and contraction with respect to a vibration input from an external force. Therefore, for example, when the direction in which the thrust is exerted is the direction in which the vehicle body B is vibrated by the vibration of the bogie T of the railway vehicle, the actuator A functions as a one-effect damper so that no thrust is generated in such a direction. Can be. Therefore, since this actuator A can easily realize semi-active control based on Karnop's Skyhook theory, it can also function as a semi-active damper. Therefore, when the pump 12 is not driven, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 can function as a one-effect damper or a dual-effect passive damper.

  Subsequently, the controller C of this example obtains a target thrust to be output by the actuator A based on the acceleration in the horizontal and horizontal directions with respect to the vehicle traveling direction of the vehicle body B detected by the acceleration sensor 40, and outputs the target thrust to the actuator A. A current necessary for exerting the current is supplied to the first electromagnetic on-off valve 9, the second electromagnetic on-off valve 11, and the electromagnetic relief valve 22. Further, the controller C controls the drive of the motor 15 at a predetermined rotational speed.

  In this example, the controller C is an H∞ controller, and obtains a target thrust that indicates the thrust that the actuator A should output in order to suppress the vibration of the vehicle body B from the acceleration detected by the acceleration sensor 40. The controller C may perform skyhook control for obtaining the target thrust by obtaining the speed of the vehicle body B from the acceleration detected by the acceleration sensor 40 and multiplying this speed by the skyhook gain.

  The controller C performs control for suppressing vibration of the vehicle body B, and also performs diagnostic processing for diagnosing abnormalities in the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11. The diagnosis process is executed by an instruction from the operator after the railway vehicle operator stops the railway vehicle on a flat track. The operator's instruction for executing the diagnostic process is input to the controller C via the vehicle monitor device by an operation input of the operator of the vehicle monitor device, for example, and a switch for instructing the controller C to execute the diagnostic process is provided. May be.

  When the controller C receives a command for instructing execution of the diagnostic process, the controller C executes the diagnostic process. The controller C basically includes the first electromagnetic on-off valve 9, the second electromagnetic on-off valve 11, the electromagnetic relief valve 22, and the first electromagnetic on-off valve 9, The abnormality of the second electromagnetic opening / closing valve 11 and the electromagnetic relief valve 22 is diagnosed. In the case of the present embodiment, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 open when energized, and close when not energized. Depending on whether or not the valve 11 is energized, it is possible to recognize the open / close status of the first electromagnetic open / close valve 9 and the second electromagnetic open / close valve 11 when operating normally. Even when the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 switch opening / closing according to the amount of current rather than the presence / absence of energization, the amount of current may be grasped. Thus, if controller C grasps the energization situation to the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 will function normally. These open / closed states can be recognized. Even if the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are set so as to close when energized and open when not energized, the controller C does not operate the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 9. Depending on whether or not the valve 11 is energized, it is possible to recognize the open / close status of the first electromagnetic open / close valve 9 and the second electromagnetic open / close valve 11 when operating normally.

  Further, since the railway vehicle is stopped during the execution of the diagnostic process, the controller C can recognize the displacement state of the actuator A from the acceleration of the vehicle body B detected by the acceleration sensor 40. The displacement state of the actuator A may be provided with a stroke sensor that detects the stroke displacement of the actuator A, and the controller C may recognize the displacement state of the actuator A from the stroke displacement detected by the stroke sensor. Then, the controller C executes the following two energization patterns to diagnose abnormalities in the first electromagnetic on-off valve 9, the second electromagnetic on-off valve 11, and the electromagnetic relief valve 22.

  (Energization pattern 1) In the energization state of the energization pattern 1, the controller C energizes to open the first electromagnetic on-off valve 9, energizes to open the second electromagnetic on-off valve 11, and electromagnetic relief Energization is performed so that the valve opening pressure of the valve 22 is minimized. After that, the motor 15 is rotationally driven at a predetermined rotational speed to drive the pump 12 and supply hydraulic oil to the rod side chamber 5. In this case, if the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are normal, the rod side chamber 5 and the piston side chamber 6 are brought into communication with each other by the first passage 8, and the piston side chamber 6 and the tank 7 are connected. A communication state is established by the second passage 10. Therefore, when the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are opened and the valve opening pressure of the electromagnetic relief valve 22 is minimized, the actuator A does not expand or contract even when the pump 12 is driven. It is. If the acceleration detected by the acceleration sensor 40 is 0 in this state, the vehicle body B is not vibrating and the actuator A is not expanded or contracted. The second electromagnetic opening / closing valve 11 is diagnosed as normal.

  On the other hand, in the case of the energization pattern 1, when the acceleration detected by the acceleration sensor 40 indicates the extension of the actuator A, the controller C diagnoses that the second electromagnetic on-off valve 11 and the electromagnetic relief valve 22 are abnormal. The actuator A extends because the first electromagnetic on-off valve 9 is open, but the second electromagnetic on-off valve 11 is closed, and the electromagnetic relief valve 22 provides resistance to the flow of hydraulic oil, and the cylinder This is because the pressure in 2 is a pressure at which the vehicle body B can be moved. Therefore, when the actuator A extends, the second electromagnetic on-off valve 11 and the electromagnetic relief valve 22 are abnormal.

  Further, in the case of the energization pattern 1, when the acceleration detected by the acceleration sensor 40 indicates contraction of the actuator A, the controller C diagnoses that the first electromagnetic on-off valve 9 and the electromagnetic relief valve 22 are abnormal. The actuator A contracts because the second electromagnetic on-off valve 11 is open, but the first electromagnetic on-off valve 9 is closed, and the electromagnetic relief valve 22 provides resistance to the flow of hydraulic oil, and the cylinder This is because the pressure in 2 is a pressure at which the vehicle body B can be moved. Therefore, when the actuator A contracts, the first electromagnetic on-off valve 9 and the electromagnetic relief valve 22 are abnormal. Note that when the actuator A expands and contracts, the torque of the motor 15 also increases, so that the abnormality of the electromagnetic relief valve 22 can be diagnosed by the increase in the torque of the motor 15.

  (Energization pattern 2) When the controller C diagnoses that the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are normal in the energization pattern 1, the first electromagnetic on-off valve 9 and the second electromagnetic on / off in the energization pattern 2 An abnormality diagnosis is performed by energizing the valve 11 and the electromagnetic relief valve 22. In the energized state of the energization pattern 2, the controller C energizes to open the first electromagnetic on-off valve 9, energizes to open the second electromagnetic on-off valve 11, and opens the electromagnetic relief valve 22. Energize so that the pressure is other than the minimum. After that, the motor 15 is rotationally driven at a predetermined rotational speed to drive the pump 12 and supply hydraulic oil to the rod side chamber 5. In this case, if the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are normal, the rod side chamber 5 and the piston side chamber 6 are brought into communication with each other by the first passage 8, and the piston side chamber 6 and the tank 7 are connected. A communication state is established by the second passage 10. Therefore, when the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are opened and the opening pressure of the electromagnetic relief valve 22 is set to a value other than the minimum, the actuator A does not expand or contract even when the pump 12 is driven. It is a spear. If the acceleration detected by the acceleration sensor 40 is 0 in this state, the vehicle body B is not vibrating and the actuator A is not expanded or contracted. The second electromagnetic opening / closing valve 11 is diagnosed as normal.

  On the other hand, in the case of the energization pattern 2, when the acceleration detected by the acceleration sensor 40 indicates the extension of the actuator A, the controller C diagnoses that the second electromagnetic on-off valve 11 is abnormal. The actuator A extends because the first electromagnetic on-off valve 9 is open, but the second electromagnetic on-off valve 11 is closed, and the valve opening pressure of the electromagnetic relief valve 22 is not minimum, and the flow of hydraulic oil This is because the pressure in the cylinder 2 is such that the vehicle body B can be moved. That is, in the energization pattern 2, the valve opening pressure of the electromagnetic relief valve 22 is adjusted to a valve opening pressure that can overcome the resistance of the friction force of the actuator A itself and expand and contract the actuator A. Therefore, if the second electromagnetic on-off valve 11 is abnormal, the actuator A is extended. Here, the reason why the actuator A did not expand and contract in the energization pattern 1 was that the electromagnetic relief valve 22 had a minimum valve opening pressure and the pressure inside the rod side chamber 5 or the cylinder 2 was so low that the actuator A could not expand and contract. Yes, even if it is determined that there is no abnormality in the energization pattern 1 by executing the energization pattern 2, the second electromagnetic on-off valve 11 is diagnosed as abnormal if the actuator A extends.

  For the same reason, in the case of the energization pattern 2, when the acceleration detected by the acceleration sensor 40 indicates contraction of the actuator A, the controller C diagnoses that the first electromagnetic on-off valve 9 is abnormal. To do. The actuator A contracts because the second electromagnetic on-off valve 11 is open but the first electromagnetic on-off valve 9 is closed, and the valve opening pressure of the electromagnetic relief valve 22 is not the minimum, and the flow of hydraulic oil This is because the pressure in the cylinder 2 is such that the vehicle body B can be moved. Therefore, if there is an abnormality in the first electromagnetic opening / closing valve 9, the actuator A contracts. Here, the reason why the actuator A did not contract in the energization pattern 1 was that the electromagnetic relief valve 22 had a minimum valve opening pressure and the total pressure in the rod side chamber 5 or the cylinder 2 was so low that the actuator A could not be expanded and contracted. Yes, even if it is determined that there is no abnormality in the energization pattern 1 by executing the energization pattern 2, the first electromagnetic on-off valve 9 is diagnosed as abnormal if the actuator A contracts.

  As shown in FIG. 3, when the damping valve is a passive valve 23 instead of an electromagnetic relief valve, if there is an abnormality in the first electromagnetic on-off valve 9 or the second electromagnetic on-off valve 11, the damping valve The actuator A can move the vehicle body B because it is applied to the flow. Therefore, when the pump 12 is driven by opening the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 and the actuator A does not expand and contract, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are normal. If the actuator A is extended, the second electromagnetic opening / closing valve 11 is abnormal. If the actuator A is contracted, the first electromagnetic opening / closing valve 9 is abnormal. Therefore, even if the damping valve is a passive valve, it is possible to diagnose an abnormality in the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 from the energization state of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11. In this way, when the damping valve is the passive valve 23, when diagnosing an abnormality in the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11, the initial load of the spring to be applied to the valve element is adjusted, and the energization pattern An abnormality diagnosis corresponding to 1 may also be performed.

  As described above, the railcar damping device 1 includes the cylinder 2, the piston 3 that is slidably inserted into the cylinder 2, the rod 4 that is inserted into the cylinder 2 and connected to the piston 3, A rod side chamber 5, a piston side chamber 6, a tank 7, a pump 12 capable of sucking the hydraulic oil from the tank 7 and supplying the hydraulic oil to the rod side chamber 5, and a motor for driving the pump 12. 15, a first electromagnetic on-off valve 9 provided in the first passage 8 that communicates the rod-side chamber 5 and the piston-side chamber 6, and a second electromagnetic solenoid provided in the second passage 10 that communicates the piston-side chamber 6 and the tank 7. An on-off valve 11, an electromagnetic relief valve 22 provided in a discharge passage 21 connecting the rod side chamber 5 and the tank 7, a rectifying passage 18 that allows only the flow of hydraulic oil from the piston side chamber 6 toward the rod side chamber 5, The first electromagnetic on-off valve 9 includes an actuator A that is interposed between a vehicle body B and a carriage T in a railway vehicle. The abnormality of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 is diagnosed based on the energization status of the second electromagnetic on-off valve 11 and the electromagnetic relief valve 22 and the displacement status of the actuator A.

  According to the railcar damping device 1 configured as described above, the first electromagnetic on-off valve 9, the second electromagnetic on-off valve 11, and the electromagnetic relief valve (damping valve) 22 are actually energized while driving the pump 12. As a result, the displacement of the actuator A can be detected, and the abnormality of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 can be diagnosed. Therefore, according to the railcar damping device 1 of the present invention, it is possible to diagnose an abnormality in the valves of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 that cannot be achieved by the conventional railcar damping device.

  Further, in the railcar damping device 1 of the present embodiment, the damping valve is the electromagnetic relief valve 22, energized to open the first electromagnetic on-off valve 9, and opens the second electromagnetic on-off valve 11. When energizing the valve so that the valve opening pressure of the electromagnetic relief valve 22 is minimized, if the actuator A is not displaced, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are diagnosed as normal. When the actuator A is extended, the second electromagnetic opening / closing valve 11 and the electromagnetic relief valve 22 are diagnosed as abnormal, and when the actuator A contracts, the first electromagnetic opening / closing valve 9 and the electromagnetic relief valve 22 are diagnosed as abnormal. Thus, in the railcar damping device 1, the actuator A is not displaced when both the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are opened, and the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are not displaced. When one of the valves is opened and the other is closed, the actuator A expands and contracts. Therefore, it is possible to diagnose whether the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are abnormal or normal using this characteristic.

  Furthermore, the railcar damping device 1 of the present embodiment is configured to open the first electromagnetic on-off valve 9 when the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are diagnosed as normal. Is energized to open the second electromagnetic on-off valve 11, and the electromagnetic relief valve 22 is energized so that the valve opening pressure of the electromagnetic relief valve 22 becomes the valve opening pressure that allows the actuator A to expand and contract. When the actuator A is not displaced, the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are diagnosed as normal, and when the actuator A is extended, the second electromagnetic on-off valve 11 is diagnosed as abnormal and the actuator A contracts. A diagnosis is made that the first electromagnetic on-off valve 9 is abnormal. Thus, even if the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 are diagnosed as normal, the railcar vibration damping device 1 detects the first electromagnetic on-off due to the displacement of the actuator A when energized with different energization patterns. Since it is diagnosed whether there is any abnormality in the on-off valve 9 and the second electromagnetic on-off valve 11, the abnormality of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11 can be accurately diagnosed.

  Moreover, the railcar damping device 1 of the present embodiment includes the acceleration sensor 40 that detects the acceleration of the vehicle body B, and detects the displacement state of the actuator A using the acceleration detected by the acceleration sensor 40. . Such a railcar damping device 1 uses the acceleration sensor 40 necessary for the control of the actuator A for abnormality diagnosis of the first electromagnetic on-off valve 9 and the second electromagnetic on-off valve 11. And the sensor used only for diagnosing the abnormality of the second electromagnetic on-off valve 11 is not required. Therefore, the railcar vibration damping device 1 configured in this way does not require any additional configuration for abnormality diagnosis in addition to the configuration essential for the control of the actuator A, and the first electromagnetic on-off valve 9 and the first The abnormality of the two electromagnetic on-off valve 11 can be diagnosed, and there is no disadvantage that the cost increases due to the abnormality diagnosis.

  Although the preferred embodiments of the present invention have been described in detail above, modifications, variations, and changes can be made without departing from the scope of the claims.

DESCRIPTION OF SYMBOLS 1 ... Railway vehicle damping device, 2 ... Cylinder, 3 ... Piston, 4 ... Rod, 5 ... Rod side chamber, 6 ... Piston side chamber, 7 ... Tank, 8 ... 1st passage, 9 ... 1st electromagnetic on-off valve, 10 ... 2nd passage, 11 ... 2nd electromagnetic on-off valve, 12 ... Pump, 15 ... Motor, 18 ...・ Rectification passage, 19 ... Suction passage, 21 ... Discharge passage, 22 ... Electromagnetic relief valve (damping valve), 40 ... Acceleration sensor, A ... Actuator, B ... Vehicle body, T ... Carriage

Claims (4)

A cylinder, a piston slidably inserted into the cylinder, a rod inserted into the cylinder and connected to the piston, a rod side chamber and a piston side chamber partitioned by the piston in the cylinder, and a tank A pump capable of sucking the working liquid from the tank and supplying the working liquid to the rod side chamber, a motor for driving the pump, and a first passage provided in communication between the rod side chamber and the piston side chamber. An electromagnetic on-off valve, a second electromagnetic on-off valve provided in a second passage communicating the piston side chamber and the tank, a damping valve provided in a discharge passage connecting the rod side chamber and the tank, and the piston A rectifying passage that allows only the flow of the working liquid from the side chamber toward the rod side chamber, and only the flow of the working liquid from the tank toward the piston side chamber. And a suction passage for containers provided with an actuator that is interposed between the vehicle body and the bogie in a railway vehicle,
An abnormality of the first electromagnetic on-off valve and the second electromagnetic on-off valve is diagnosed based on the energization state of the first electromagnetic on-off valve and the second electromagnetic on-off valve and the displacement state of the actuator. A railway vehicle vibration control device. The damping valve is an electromagnetic relief valve,
When energizing to open the first electromagnetic on-off valve, energizing to open the second electromagnetic on-off valve, and energizing to minimize the valve opening pressure of the electromagnetic relief valve, When the actuator is not displaced, the first electromagnetic on-off valve and the second electromagnetic on-off valve are diagnosed as normal, and when the actuator is extended, the second electromagnetic on-off valve and the electromagnetic relief valve are diagnosed as abnormal, and the actuator The railway vehicle vibration damping device according to claim 1, wherein when the valve contracts, the first electromagnetic on-off valve and the electromagnetic relief valve are diagnosed as abnormal. When the first electromagnetic on-off valve and the second electromagnetic on-off valve are diagnosed as normal, energization is performed to open the first electromagnetic on-off valve, and the second electromagnetic on-off valve is opened. When energizing and energizing the electromagnetic relief valve so that the valve opening pressure of the electromagnetic relief valve becomes a valve opening pressure capable of expanding and contracting the actuator, the first electromagnetic on-off valve and the Diagnosing that the two electromagnetic on / off valves are normal, diagnosing that the second electromagnetic on / off valve is abnormal when the actuator is extended, and diagnosing that the first electromagnetic on / off valve is abnormal when the actuator is contracted The railway vehicle vibration damping device according to claim 2. An acceleration sensor for detecting the acceleration of the vehicle body;
The railcar damping device according to any one of claims 1 to 3, wherein a displacement state of the actuator is detected using acceleration detected by the acceleration sensor.

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