JP4429955B2 - Vehicle vibration control device - Google Patents

Description

  The present invention relates to a vehicle vibration control device that suppresses vibration in the vertical direction of a vehicle.

FIG. 5 is a schematic diagram for explaining the vibration mode in the vertical direction of the vehicle body of the railway vehicle.
The vibration mode in the vertical direction of the vehicle body of a railway vehicle can be broadly divided into a rigid mode vibration and an elastic mode vibration. The vibration in the rigid body mode is a vibration when the vehicle body is regarded as one complete rigid body. As shown in FIG. 5A, the rigid body mode vibration includes vertical translation (bushing) vibration in which the entire vehicle body moves in parallel in the vertical direction, and a central portion of the vehicle body as a node as shown in FIG. Pitching vibration in which the front and rear of the vehicle body move up and down in opposite phases and rolling vibration that is rotational displacement of the vehicle body as shown in FIG. 5C exist. On the other hand, the vibration in the elastic mode is a bending vibration or a torsional vibration generated in the vehicle body during traveling because the vehicle body is actually one elastic body. The elastic mode vibration includes so-called chatter vibration, and the most typical one is primary bending vibration with the center of the vehicle body as an antinode as shown in FIG.

  A conventional vehicle damping device includes an air spring that connects a vehicle body and a bogie frame and elastically supports a load in the vertical direction of the vehicle body, an auxiliary air chamber connected in series with the air spring, an air spring, and an auxiliary spring A variable throttle mechanism that continuously changes the size of the throttle between the air chamber, an acceleration sensor that detects vertical vibrations of the vehicle body, a displacement sensor that detects displacement between the vehicle body and the carriage frame, In order to reduce vertical vibration, a controller that controls the variable diaphragm mechanism based on output signals of the acceleration sensor and the displacement sensor is provided (see, for example, Patent Document 1). In such a conventional vehicle damping device, the size of the throttle of the air spring is calculated based on the output signals of the acceleration sensor and the displacement sensor, and the optimum damping is applied to the air spring by controlling the throttle of the air spring. Generating power.

  Further, the conventional vehicle system vibration control method reduces the primary bending vibration in the vertical direction of the vehicle body by controlling the damping force of the shaft damper that attenuates the vibration between the carriage frame and the axle box (for example, Non-Patent Document 1). reference). In this conventional vehicle system vibration method, a variable damping damper using an electromagnetic proportional relief valve is assumed as a shaft damper, and the damping force of this variable damping damper is controlled based on signals such as vertical vibration acceleration of the vehicle body. The simulation predicts that the primary bending vibration of the vehicle body can be reduced.

JP-A-62-239230

"Effects of upper and lower semi-active suspensions on running stability of railway vehicles", Norio Sugawara et al., Japan Society of Mechanical Engineers [No.03-7], Dynamics and Design Conference 2003 CD-ROM Proceedings [2003.9.16-20, Nagasaki ]

  In recent years, the vibration of the elastic mode above and below the vehicle body, which seems to be caused by the decrease in rigidity, has become a problem due to the speeding up of the railway and the accompanying weight reduction of the vehicle. Of these elastic mode vibrations, especially the primary bending vibrations are often located near the frequency band of 8 to 15 Hz, and this frequency band is close to 4 to 8 Hz, which is the frequency band in which humans feel the vertical vibration most sensitively. , Has become a factor that worsens the ride comfort.

  In a conventional vehicle vibration damping device, vibration in the rigid body mode above and below the vehicle body around 1 Hz, which is the resonance frequency band of the air spring, can be suppressed by controlling the damping force of the air spring. However, the conventional vehicle vibration control device has a problem that it cannot effectively suppress the vibration (primary bending vibration) in the elastic mode above and below the vehicle body in the vicinity of the frequency band of 8 to 15 Hz. On the other hand, in the conventional vehicle system vibration method, by controlling the damping force of the shaft damper, it is possible to suppress vibration in the elastic mode (primary bending vibration) above and below the vehicle body near the frequency band of 8 to 15 Hz, but around 1 Hz It has been difficult to effectively suppress the vibration of the rigid body mode above and below the vehicle body.

  The subject of this invention is providing the vehicle damping device which can suppress effectively the vibration of rigid body mode and elastic mode vibration of a vehicle body up and down simultaneously.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
The invention according to claim 1 is a vehicle vibration control device that suppresses vibration in the vertical direction of the vehicle (T), the vehicle body vibration detection unit (6) for detecting vibration of the vehicle body (1) of the vehicle, and the vehicle A cart vibration detection unit (7) for detecting the vibration of the cart (2) of the vehicle, and a first displacement detection unit for detecting a displacement between the cart frame (2d) of the cart and the axle box (2c) of the cart and (10), said second displacement detector for detecting a displacement between the vehicle body and the bogie frame (8), a first attenuation unit that attenuates the vibrations between the axle boxes and the bogie frame (4), a second damping section (5) for damping the vibration between the bogie frame and the vehicle body, and the vehicle body vibration detecting section and the bogie vibration detecting section for suppressing the vibration of the car body. based but a vibration detection signal output, into a displacement detection signal by the first displacement detecting portion and the second displacement detecting section outputs Te, a control unit and (9) to control the damping force of the first and the second damping unit, wherein the control unit, the relief pressure or high-speed switching valve of the electromagnetic relief valve of the first damping part thereby calculating the switching pattern, the size of the second damping portion of the throttle valve by computing, vehicle vibration damping device according to the first and characterized by controlling the damping force of the second damping portion (3).

  A second aspect of the present invention is the vehicle vibration damping device according to the first aspect, further comprising a signal separation unit (9a) that separates the vibration detection signal into a high frequency signal and a low frequency signal, and the control unit includes the high frequency signal. The vehicle damping device is characterized in that the damping force of the first damping unit is controlled based on a signal, and the damping force of the second damping unit is controlled based on the low frequency signal.

According to a third aspect of the present invention, in the vehicle vibration damping device according to the first or second aspect , the vibration of the vehicle body is divided into an elastic mode vibration and a rigid body mode vibration based on the vibration detection signal. A mode expansion section (9c), wherein the control section controls the damping force of the first damping section so as to suppress the vibration in the resonance frequency band of the elastic mode, and suppresses the vibration of the rigid body mode. The vehicle damping device is characterized in that the damping force of the second damping part is controlled.

  According to the present invention, it is possible to effectively suppress the vibration in the rigid body mode and the vibration in the elastic mode in the vertical direction of the vehicle body.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a side view schematically showing a vehicle including a vehicle vibration damping device according to the first embodiment of the present invention. FIG. 2 is a plan view schematically showing a vehicle including the vehicle vibration damping device according to the first embodiment of the present invention. Hereinafter, the vibration and displacement are all described as the vertical direction of the vehicle T as described above.

A track R shown in FIG. 1 is a passage (track) on which the vehicle T travels. The track R includes a rail R ₁ that supports and guides the wheels 2a of the vehicle T and travels the vehicle T. The vehicle T is a railway vehicle that travels along the track R. The vehicle T is, for example, a train or a diesel car. As shown in FIG. 1, the vehicle T includes a vehicle body 1, a carriage 2, a vehicle damping device 3, and the like.

The vehicle body 1 is a structure for loading and transporting passengers and the like. The carriage 2 is a device that supports the vehicle body 1 and travels. As shown in FIGS. 1 and 2, the carriage 2 includes wheels 2a, an axle 2b, an axle box 2c, a carriage frame 2d, an axle spring 2e, and the like. ing. Wheels 2a is a member in rolling contact with the rail R _1, axle 2b is a member that rotates a wheel 2a integrally. The axle box 2c is a member that rotatably supports the axle 2b, and is held at a predetermined position of the carriage frame 2d by an axle box support device (not shown). The bogie frame 2d is a main component of the bogie 2 and is constituted by left and right side beams and horizontal beams that connect them. The carriage frame 2d is transmitted with a force in the front-rear direction between the carriage frame 2d and the vehicle body 1 by a towing device (not shown). The shaft spring 2e is a device that couples the shaft box 2c and the carriage frame 2d and elastically supports the load in the vertical direction, and functions as a primary spring that reduces the impact between them.

  The vehicle damping device 3 is a device that suppresses the vibration of the vehicle T. The vehicle damping device 3 controls the damping force of the shaft damper 4 to suppress the vibration in the elastic mode such as the primary bending vibration of the vehicle body 1 and also controls the damping force of the air spring 5 to control the vertical translational vibration of the vehicle body 1. Suppresses vibrations of rigid body modes such as As shown in FIG. 1, the vehicle vibration damping device 3 includes a shaft damper 4, an air spring 5, a vehicle body vibration detection unit 6, a cart vibration detection unit 7, a displacement detection unit 8, a control device 9, and the like. ing.

  The shaft damper 4 is means for attenuating vibration between the shaft box 2c and the carriage frame 2d. The shaft damper 4 is, for example, a variable damping shaft damper that can control the damping force, and constitutes a primary spring system that relaxes an impact between the shaft box 2c and the carriage frame 2d together with the shaft spring 2e. The shaft damper 4 is used to mainly suppress the primary bending vibration among the elastic mode vibrations of the vehicle body 1. The shaft damper 4 includes a hydraulic damper connected between the axle box 2c and the carriage frame 2d, a hydraulic circuit for operating the hydraulic damper, and the like. When an electromagnetic proportional relief valve is used to control the damping force of the shaft damper 4, the pressure difference before and after the throttle valve that gives flow resistance to the oil flowing in the hydraulic circuit is determined according to a command from the control unit 9b. The damping force is controlled by changing the relief pressure of the relief valve. When a high-speed switching electromagnetic valve is used for damping force control of the shaft damper 4, the damping force is controlled by arbitrarily switching a combination of a plurality of throttle valves by the high-speed switching electromagnetic valve in accordance with a command from the control unit 9b. The shaft damper 4 has a damping characteristic similar to that of a normal shaft damper when not controlled. For example, if the electromagnetic proportional relief valve of the shaft damper 4 is provided with the same attenuation as that of a normal shaft damper when no power is supplied, the shaft damper 4 can be made normal by stopping the power supply to the electromagnetic proportional relief valve. It is possible to switch to a damping characteristic equivalent to that of the shaft damper. As a result, even when the controller 9b breaks down and the power supply to the shaft damper 4 is stopped, the shaft damper 4 has the same characteristics as a normal shaft damper. Comfort can be secured.

  The air spring 5 is a means for reducing the vibration transmitted from the bogie frame 2 to the vehicle body 1 while connecting the vehicle body 1 and the bogie frame 2d and supporting a load in the vertical direction of the vehicle body 1. The air spring 5 is, for example, an air spring with a built-in control throttle that can control the damping force, and functions as a secondary spring that reduces the impact between the vehicle body 1 and the carriage frame 2d. The air spring 5 is used to suppress mainly vertical translational vibration and pitching vibration among the rigid body vibrations of the vehicle body as shown in FIG. The air spring 5 is connected in series to the air spring 5 and functions as a pressure air chamber. The air spring 5 is built in the air spring 5 and has an effective area of an air passage between the air spring 5 and the auxiliary air chamber. A throttle control valve that can be changed according to the command value is provided. For example, the air spring 5 can control the damping force by changing the throttle diameter (opening degree) of the throttle valve in accordance with a command from the control unit 9b. The air spring 5 has a damping characteristic similar to that of a normal air spring when not controlled. For example, if the throttle control valve of the air spring 5 is provided with the same attenuation as that of a normal air spring when power is not supplied, the power supply to the control valve is stopped to change the air spring 5 to a normal air spring. It is possible to switch to equivalent attenuation characteristics. As a result, even when the control unit 9b breaks down and power supply to the air spring 5 is stopped, the air spring 5 has the same characteristics as a normal air spring. Comfort can be secured.

  The vehicle body vibration detector 6 is means for detecting the vibration of the vehicle body 1. The vehicle body vibration detection unit 6 is, for example, an acceleration sensor that detects the vertical acceleration of the vehicle body 1. As shown in FIG. 2, one vehicle body vibration detector 6 is installed on the central floor surface on the center line of the vehicle body 1, and the floor surface directly above the carriage 2 on the center line of the vehicle body 1 (on the rotation axis of the carriage 2). One unit is installed on each vehicle body, and a total of three units are installed on the vehicle body 1. The vehicle body vibration detection unit 6 outputs a vibration detection signal (acceleration signal) corresponding to the vibration of the vehicle body 1 to the signal separation unit 9a.

  The cart vibration detection unit 7 is means for detecting the vibration of the cart 2. The cart vibration detection unit 7 is, for example, an acceleration sensor that detects the vertical acceleration of the cart 2. One trolley vibration detecting unit 7 is installed on the upper surface of the center of the trolley 2 on the center line (on the rotation axis of the trolley 2). The cart vibration detection unit 7 outputs a vibration detection signal (acceleration signal) according to the vibration of the cart 2 to the signal separation unit 9a.

  The displacement detector 8 is means for detecting displacement between the vehicle body 1 and the carriage frame 2d. The displacement detection unit 8 is a sensor or the like that detects the displacement (stroke) of the air spring 5. As shown in FIG. 2, a total of four displacement detectors 8 are installed corresponding to the respective air springs 5. The displacement detection unit 8 outputs a displacement detection signal corresponding to the displacement of the air spring 5 to the control unit 9b.

  The control device 9 is a device that controls various operations of the vehicle vibration damping device 3. The control device 9 is a controller that executes various processes based on a vehicle vibration control program for suppressing vibration of the vehicle T. The control device 9 performs predetermined processing on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the bogie vibration detection unit 7, and the displacement detection unit 8 so as to suppress the vibration of the vehicle body 1. 4 and the damping force of the air spring 5 are controlled. As shown in FIG. 2, the control device 9 includes a signal separation unit 9a and a control unit 9b.

  The signal separation unit 9a is a means for separating the vibration detection signal output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 into a high frequency signal and a low frequency signal. The signal separation unit 9a is, for example, a high frequency component (for example, around 8 to 15 Hz) and a low frequency component (for example, around 1 Hz) of the vibration detection signal output from the vehicle body vibration detection unit 6 and / or the cart vibration detection unit 7. And an analog filter or a digital filter. The signal separation unit 9a outputs the vibration detection signal after separation to the control unit 9b.

  The control unit 9 b is means for controlling the damping force of the shaft damper 4 and the air spring 5. The control unit 9b controls the shaft damper 4 and the air based on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the cart vibration detection unit 7 and the displacement detection unit 8 in order to suppress the vibration of the vehicle body 1. The damping force of the spring 5 is controlled. Based on the vibration detection signal and the displacement detection signal output from the signal separation unit 9a and the displacement detection unit 8, the control unit 9b performs arithmetic processing according to a predetermined control law, and reduces the damping force of the shaft damper 4 and the air spring 5. Control. For example, the control unit 9b integrates the vibration detection signal to calculate the vibration speeds of the vehicle body 1 and the carriage 2, and differentiates the displacement detection signal to calculate the relative vibration speed between the vehicle body 1 and the carriage 2. Based on these calculation results, the control unit 9b calculates the relief pressure of the electromagnetic proportional relief valve of the shaft damper 4 or the switching pattern of the high-speed switching valve and the size of the throttle of the air spring 5 to obtain the optimum damping force. The shaft damper 4 and the air spring 5 are controlled so as to be generated. The control unit 9b outputs a damping force command signal (driving current) for generating an optimum damping force to the shaft damper 4 to the electromagnetic proportional relief valve or the high-speed switching solenoid valve of the shaft damper 4 and also to the air spring 5. A damping force command signal (drive current) for generating an optimum damping force is output to the throttle control valve of the air spring 5.

Next, the operation of the vehicle vibration damping device according to the first embodiment of the present invention will be described.
When the vehicle T shown in FIG. 1 travels, a rigid body mode vibration and an elastic mode vibration of the vehicle body as shown in FIG. 5 occur. At this time, the vehicle body vibration detection unit 6 detects the vibration of the vehicle body 1 and outputs a vibration detection signal to the signal separation unit 9a, and the cart vibration detection unit 7 detects the vibration of the cart 2 and detects the vibration detection signal as a signal separation unit. Output to 9a. Further, the displacement detector 8 detects the displacement of the air spring 5 and outputs a displacement detection signal to the controller 9b. In general, the vibration of the rigid body mode in the vertical direction of the vehicle body often exists in the vicinity of 1 Hz, and the primary bending vibration in the elastic vibration mode in the vertical direction of the vehicle body is often present in the frequency band near 8 to 15 Hz. For this reason, the signal detection unit 9a separates the vibration detection signals output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 into a low frequency signal around 1 Hz and a high frequency signal around 8 to 15 Hz, and sends them to the control unit 9b. The controller 9 b controls the damping force of the shaft damper 4 and the air spring 5. As a result, controlling the shaft damper 4 mainly reduces vibrations in the vicinity of 8 to 15 Hz of the vehicle body 1, and controlling the air spring 5 mainly reduces low frequency vibrations in the vicinity of 1 Hz of the vehicle body 1. .

The vehicle vibration damping device according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, in order to reduce the vibration of the vehicle body 1, the shaft damper 4 and the air spring 5 are based on the vibration detection signal output from the vehicle body vibration detection unit 6 and / or the cart vibration detection unit 7. The controller 9b controls the damping force. For this reason, the shaft damper 4 and the air spring 5 reduce the vibration of the vehicle body 1. As a result, the vibration of the vehicle body 1 can be reduced and the riding comfort of the vehicle T can be improved.

(2) In the first embodiment, the signal separation unit 9a separates the vibration detection signal into a high frequency signal and a low frequency signal, and the control unit 9b controls the damping force of the shaft damper 4 based on the high frequency signal. The controller 9b controls the damping force of the air spring 5 based on the frequency signal. For this reason, by applying a simple frequency weight, the shaft damper 4 reduces high-frequency body vibration and the air spring reduces low-frequency body vibration. The vibration of the vehicle body rigid body mode mainly composed of low frequencies can be efficiently reduced.

(3) In the first embodiment, the displacement detector 8 detects the displacement of the air spring 5, and the shaft damper 4 and the air spring 5 are based on the displacement detection signal and the vibration detection signal output from the displacement detector 8. The controller 9b controls the damping force. For this reason, the damping force of the air spring 5 can be accurately controlled.

(Second Embodiment)
FIG. 3 is a plan view schematically showing a vehicle including a vehicle vibration damping device according to the second embodiment of the present invention. In the following, the same parts as those shown in FIGS. 1 and 2 are denoted by the same reference numerals, and detailed description thereof is omitted.
The control device 9 shown in FIG. 3 includes a control unit 9b and a vibration mode developing unit 9c. Based on the vibration detection signals output from the vehicle body vibration detection unit 6 and the cart vibration detection unit 7, the vibration mode expansion unit 9c converts the vibration of the vehicle body 1 into an elastic mode vibration and a rigid body mode vibration. Mode separation. The vibration mode expansion unit 9c, for example, generates a predetermined arithmetic expression (for example, Japanese Patent Laid-Open No. 2003-72544) based on a vibration detection signal, such as vibration in a rigid body mode such as vertical translation vibration and vibration in an elastic mode such as primary bending. For example). The vibration mode developing unit 9c outputs the vibration detection signal after separation to the control unit 9b. The controller 9b controls the damping force of the shaft damper 4 so as to suppress the vibration in the resonance frequency band of the elastic mode, and controls the damping force of the air spring 5 so as to suppress the vibration in the rigid body mode. This second embodiment has the same effect as the first embodiment.

(Third embodiment)
FIG. 4 is a side view schematically showing a vehicle including a vehicle vibration damping device according to the third embodiment of the present invention.
A vehicle damping device 3 shown in FIG. 4 includes a shaft damper 4, an air spring 5, a vehicle body vibration detection unit 6, a carriage vibration detection unit 7, a displacement detection unit 8, a control device 9, and a displacement detection unit 10. Etc. The displacement detector 10 is a means for detecting the displacement between the axle box 2c and the carriage frame 2d. The displacement detection unit 10 is, for example, a sensor that detects the piston displacement (stroke) of the variable damping shaft damper. A total of eight displacement detectors 10 are installed corresponding to the respective shaft dampers 4. The displacement detector 10 outputs a displacement detection signal corresponding to the displacement (expansion / contraction amount) of the shaft damper 4 to the controller 9b. In the third embodiment, in addition to the effects of the first and second embodiments, the damping force of the shaft damper 4 and the air spring 5 is controlled based on the displacement detection signal output from the displacement detector 10. It can be expected to further improve the accuracy of control.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where a total of five acceleration sensors are installed as the vehicle body vibration detection unit 6 and the cart vibration detection unit 7 has been described as an example, but an angular velocity sensor, an angular acceleration sensor, or the like may be used. The number of installations can be increased or decreased according to the vibration mode of the carriage and the vibration mode to be controlled. For example, in this embodiment, when it is desired to control the vibration in the rolling mode of the vehicle body, the mode can be controlled by increasing the number of sensors so that the rolling vibration of the vehicle body can be detected. Further, in this embodiment, the shaft damper 4 and the air spring 5 have been described as examples, but an attenuation portion having a structure other than these can also be used.

(2) In this embodiment, the damping force of the shaft damper 4 and the air spring 5 is determined based on the vibration detection signal and the displacement detection signal output from the vehicle body vibration detection unit 6, the cart vibration detection unit 7, and the displacement detection units 8 and 10. Although the case of controlling has been described as an example, the damping force of the shaft damper 4 and the air spring 5 can be controlled based on at least one of these vibration detection signals or displacement detection signals. For example, the vibration of the vehicle body 1 and the displacement of the air spring 5 are detected, the vibration of the vehicle body 1 and the displacement of the shaft damper 4 are detected, the vibration of the vehicle body 1 and the vibration of the carriage 2 are detected, or the vibration of the vehicle body 1 is detected. , Detecting the vibration of the carriage 2 and the displacement of the air spring 5, detecting the vibration of the vehicle body 1, detecting the displacement of the air spring 5 and the displacement of the shaft damper 4, detecting only the vibration of the vehicle body 1, The vibration and the displacement of the air spring 5 can be detected, or the vibration of the carriage 2 and the displacement of the shaft damper 4 can be detected. In this case, for example, the control unit 9b is configured to include a state estimator derived based on a dynamic model (equation of motion) of the vehicle body in the control law, and the vibration of the vehicle body 1 or the displacement of the air spring 5 is configured. It is also possible to calculate and control the optimum damping force by estimating the displacement and speed of each part of the vehicle necessary for the control from the above. Furthermore, in this embodiment, the signal separation unit 9a or the vibration mode expansion unit 9c and the control unit 9b are independent, but the present invention is not limited to such a configuration, and these are all made by using modern control theory or the like. It can also be made. For example, when modern control theory such as a combination of a Kalman filter and an optimal control law or an H∞ control law is used, the signal separation unit 9a or the vibration mode expansion unit 9c and the control unit 9b are not directly measured by the sensor but the control. It is possible to simultaneously design a state estimator that estimates information required for.

1 is a side view schematically showing a vehicle including a vehicle vibration damping device according to a first embodiment of the present invention. 1 is a plan view schematically showing a vehicle including a vehicle vibration damping device according to a first embodiment of the present invention. It is a top view which shows roughly the vehicle provided with the vehicle damping device which concerns on 2nd Embodiment of this invention. It is a side view which shows roughly the vehicle provided with the vehicle damping device which concerns on 3rd Embodiment of this invention. It is a schematic diagram for demonstrating the vibration mode of the up-down direction of the vehicle body of a railway vehicle.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 2a Wheel 2b Axle 2c Shaft box 2d Bogie frame 2e Shaft spring 3 Vehicle damping device 4 Shaft damper (1st damping part)
5 Air spring (second damping part)
6 Vehicle body vibration detection unit 7 Carriage vibration detection unit 8 Displacement detection unit (second displacement detection unit)
DESCRIPTION OF SYMBOLS 9 Control apparatus 9a Signal separation part 9b Control part 9c Vibration mode expansion | deployment part 10 Displacement detection part (1st displacement detection part)
T vehicle R track R ₁ rail

Claims (3)

A vehicle vibration control device that suppresses vibration in the vertical direction of a vehicle,
A vehicle body vibration detector for detecting vibrations of the vehicle body;
A cart vibration detection unit for detecting the vibration of the cart of the vehicle;
A first displacement detector for detecting a displacement between the bogie frame of the bogie and the axle box of the bogie;
A second displacement detector for detecting displacement between the vehicle body and the bogie frame;
A first attenuation unit that attenuates the vibrations between the axle boxes and the bogie frame,
A second attenuating portion for attenuating vibration between the carriage frame and the vehicle body;
In order to suppress vibration of the vehicle body, vibration detection signals output from the vehicle body vibration detection unit and the cart vibration detection unit, and displacement detection signals output from the first displacement detection unit and the second displacement detection unit. based on the bets, and a control unit for controlling the damping force of the first and the second damping unit,
The control unit calculates the relief pressure of the electromagnetic proportional relief valve of the first damping unit or the switching pattern of the high-speed switching valve, and calculates the size of the throttle valve of the second damping unit. Controlling the damping force of 1 and this second damping part;
Vehicle vibration control device characterized by the above .
A vehicle vibration damping device. The vehicle vibration damping device according to claim 1,
A signal separation unit for separating the vibration detection signal into a high-frequency signal and a low-frequency signal;
The control unit controls the damping force of the first attenuation unit based on the high-frequency signal, and controls the damping force of the second attenuation unit based on the low-frequency signal;
Vehicle vibration control device characterized by the above. In the vehicle vibration damping device according to claim 1 or 2 ,
A vibration mode expansion unit for mode-separating the vibration of the vehicle body into an elastic mode vibration and a rigid body mode vibration based on the vibration detection signal;
The control unit controls the damping force of the first damping unit so as to suppress the vibration in the resonance frequency band of the elastic mode, and the damping of the second damping unit so as to suppress the vibration of the rigid body mode. Controlling power,
Vehicle vibration control device characterized by the above.

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