JPH08536B2 - Vehicle vibration control device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle vibration control system, and more particularly to a vehicle vibration control system suitable for suppressing lateral vibration of the vehicle.

[0002]

2. Description of the Related Art A conventional vehicle vibration control device detects a vibration acceleration of a vehicle, compensates and amplifies the detection result by a compensation amplifier circuit to obtain a control signal, and uses a spring system for supporting a vehicle body with respect to a truck. Basically, a fluid pressure actuating mechanism arranged in parallel is constructed by a control means such as a servo valve in response to the control signal. For example, as shown in JP-A-60-166558, a low centrifugal force is generated by excessive centrifugal acceleration. Japanese Patent Laid-Open No. 275053/1986, which considers switching between a vehicle vibration control device provided with a circuit for removing frequency components and lateral displacement control, is known.

[0003]

The vibration control device will be described with reference to FIGS. 8 and 9. FIG. 8 is a block diagram showing a control circuit in a conventional vibration control device, and FIG. 9 is a front view of a vehicle equipped with the conventional vibration control device. In the figure,
1 is a vehicle body supported by a bogie frame 3 via an air spring 2,
Reference numeral 6 is an actuator arranged in parallel with the air spring 2. Reference numeral 9 denotes a lateral accelerometer that is provided on the vehicle body 1 and detects the lateral acceleration of the vehicle body 1. The compensation amplification circuit 36 of FIG. 8 receives the lateral acceleration of the vehicle body 1 detected by the lateral accelerometer 9 as an input, compensates and amplifies the value, and outputs a control signal. The servo valve 34 controls the pressure fluid supplied from the pressure fluid supply source (not shown) to the actuator 6 by the control signal output from the compensation amplification circuit 36. In this configuration, as shown in FIG. 8, the control system is a feedback system. However, in the above-described configuration, the lateral accelerometer 9 is configured to detect the lateral acceleration of the vehicle body 1. However, when the vehicle travels on a curved track, excess centrifugal acceleration acts on the vehicle body 1. . Therefore, the vehicle body 1 detected by the left-right direction accelerometer 9
The left-right acceleration is the sum of the left-right vibration acceleration of the vehicle body 1 and the excess centrifugal acceleration, and the control circuit is configured by removing the low frequency component generated by the excess centrifugal acceleration.

However, in the above-mentioned conventional technique, only the low frequency component is removed to control the lateral vibration, and no consideration is given to the excessive centrifugal acceleration. Therefore, if the vehicle is traveling on a curved road,
As shown in FIG. 9 , the vehicle body 1 moves to the right in the drawing due to the excessive centrifugal acceleration, and the left-right movement stopper 14 provided on the vehicle body 1 in order to prevent the vehicle body from exceeding the vehicle limit hits the bogie frame 3, resulting in an impact. The force causes an unpleasant sensation to passengers on the vehicle body 1 and is one of the factors that hinder the ride comfort of the vehicle. To solve this problem, Japanese Patent Laid-Open No. 61-
Oite No. 275,053, the vehicle body together with the accelerometer - a displacement gauge 37 you test knowledge of the relative lateral displacement between carriage provided, or switch to the displacement control beyond that there is lateral displacement to consideration of the displacement control in the acceleration control Is proposed.

However there is a movement to set a high further curve through overrunning <br/> degree reached recently, excess centrifugal force has increased substantially. However, in the prior arts, the acceleration control actuator 6 for controlling left and right vibrations, which have good frequency response but small output, is also used for the control of the lateral displacement. It has become difficult to deal with.

To cope with this, if the vibration control actuator is increased in size, the frequency response is deteriorated and the performance cannot be ensured unless the servo valve, the air pressure source, the hydraulic pressure source, etc. are also increased in size. Furthermore, the increase in size has made it difficult to configure the system in terms of space and weight.

An object of the present invention is to provide a vibration control device for a vehicle, which can effectively control vibration even when a large excess centrifugal acceleration acts on the vehicle when passing through a curve.

[0008]

[Means for Solving the Problems] The above-mentioned object
Detects vibration acceleration velocity in the same direction and displacement in the same direction
Which is provided with a detection means of the first and operates based on vibration acceleration
Actuator and a second actuator that operates based on displacement.
This can be achieved by installing the character in parallel.
It

[0009]

SUMMARY OF] generated in the vehicle at the time of curving the left and right vibrating pressure
The velocity is a vibration form having a high frequency component generated in the range of 0.5 Hz to several Hz, and the lateral displacement is a vibration form having a low frequency component generated at 0.5 Hz or less.
Therefore, the first actuator is due to the high frequency component.
Is controlled. The second actuator is the low frequency component.
Controlled by the minute. Therefore, the second actuator
Is a high-output, low-speed actuator, which is very good
Vibration control is possible.

As a result, of course, when driving straight
It is also effective during high-speed curve running where excessive centrifugal acceleration occurs
Vibration control can be performed to improve ride comfort
It is.

Further , the vehicle is displacement controlled when passing through a curve.
As the actuator pulls it back to the center,
Does not hit the left and right movement stopper of the car body,
The land can be improved.

Further , vibration is generated by the two actuators.
Is controlled, the actuator can be made smaller and
Energy consumption can be reduced, which allows hydraulic and air sources
Can be made smaller.

[0013]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention and another embodiment are shown in FIGS.
This will be described with reference to FIG. 1 is a front view of a bogie portion of a vehicle equipped with a vehicle vibration control apparatus according to an embodiment of the present invention, and FIG. 2 is a block diagram showing a control circuit in the vehicle vibration control apparatus of FIG. That is, the vehicle body 1 is elastically supported in the vertical and horizontal directions on the bogie frame 3 via the air spring 2.

An accelerometer 9 for detecting lateral vibration acceleration of the vehicle body is fixed to the floor of the vehicle body 1. Between the vehicle body 1 and the bogie frame 3 , a lateral acceleration control actuator 6 , a lateral movement stopper 14 for suppressing an excessive lateral movement, a lateral displacement meter 10, and a lateral movement spring 8 are arranged in series. The arranged displacement control actuator 7 is arranged.

When the vehicle is traveling in a straight line, the lateral vibration acceleration generated in the vehicle body 1 is detected by the lateral accelerometer 9, and the servo valve 24 is controlled through the high pass filter 16 and the compensation amplification circuit 17 to operate the fluid. Vibration is controlled by operating the acceleration control actuator 6 which is a mechanism. On the other hand, when the vehicle approaches a curved road, the excess centrifugal acceleration gradually increases in the vehicle body 1 in addition to the lateral vibration acceleration. The lateral accelerometer 9 provided in the vehicle body 1 detects the excessive centrifugal acceleration and the vibration acceleration, and the detection result of the lateral accelerometer 9 is passed through a high-pass filter 16 and is, for example, 0.5 Hz or less. Compensation amplifier circuit 17 by removing excess centrifugal acceleration which is a low frequency component of
Is output to

Therefore, when the vehicle is traveling on a curve,
Even if the speed is high and the excess centrifugal acceleration acting on the vehicle body 1 is increased, the low frequency excess centrifugal acceleration is removed by passing through the high-pass filter 16 as described above.
Only the lateral vibration acceleration of the vehicle body 1 is output to the compensation amplification circuit 17.

On the other hand, the horizontal displacement gauge 10 which is a displacement detecting means provided between the vehicle body 1 and the bogie frame 3 detects the horizontal displacement generated by the excessive centrifugal acceleration, and the horizontal displacement is detected. The detection result of the total 10 is passed through a low-pass filter 20, and as shown in the above example, the high frequency vibration displacement generated by the vibration acceleration which is a high frequency component of 0.5 Hz or higher is removed and output to the compensation amplification circuit 22 to output to the servo valve 23. The displacement control actuator 7, which is a horizontal fluid actuating mechanism of high output and low speed, is operated through.

Therefore, when the vehicle is traveling on a curve,
Even if the speed is high and the excessive centrifugal acceleration acting on the vehicle body 1 is increased, the vibration control is performed corresponding to each of the high frequency component and the low frequency component as described above, and therefore the riding comfort of the vehicle is not impaired. Further, as shown in FIG. 1, the lateral rigidity between the vehicle body 1 and the displacement control actuator 7 is about the same as the lateral rigidity of an air spring conventionally used between bogies (for example, 20 to 5
A left and right moving spring 8 which is an elastic means having a spring constant of 0 kgf / mm) is provided. This is the acceleration control actuator 6 of the lateral vibration acceleration generated as a high frequency component.
By absorbing the vibrations of high frequency components higher than around several Hz which cannot be controlled by the operation of the above, the vibrations and impact noise from the bogie frame 3 to the vehicle body 1 are suppressed, and the durability of the displacement control actuator 7 against the vibrations It is installed to protect the. Further, in the case of this embodiment, the air spring 2 has a lateral rigidity lower than that of the conventional one.

According to the present embodiment , a vehicle is
Left-right vibration acceleration generated on both sides is in the range of 0.5 Hz to several Hz.
It is a vibration form that has a high frequency component that is generated.
Displacement in the direction is low frequency component generated below 0.5Hz
It is a vibration form that has. Therefore, the acceleration control actuator
The data 6 is controlled by the high frequency component. Displacement system
The actuator 7 is controlled by the low frequency component.
It Therefore, the displacement control actuator 7 has a large output and low speed.
Actuator, and very good vibration control is possible.
It will be Noh.

As a result, not only when driving straight, but also when driving
It is also effective during high-speed curve running where excessive centrifugal acceleration occurs
Vibration control can be performed to improve ride comfort
It is.

Further , when the vehicle passes through a curve, the displacement of the vehicle is controlled.
Since the actuator 7 pulls it back to the center,
The car 3 does not hit the lateral movement stopper 14 of the vehicle body 1
The ride quality can be improved.

Further , by the two actuators 6 and 7,
Since the vibration is controlled by
It can be molded and consumes less energy, which allows oil
The pressure source and air source can be made smaller.

FIG. 3 shows a second embodiment according to the present invention,
In place of the left / right moving spring 8 of the above-described embodiment, a left / right moving air spring 13 having a large absorbing effect particularly on high frequency vibration is used. If this is used, the effect of absorbing high-frequency vibrations will be much more significant, and it is possible to reduce vibrations and noise and improve the durability of the actuator. The same reference numerals as those used in the above-described embodiment denote the same members.

FIG. 4 shows a third embodiment of the present invention, in which the left-right spring constant of the air spring 2a is uniquely defined by limiting the left-right movement of the air spring 2a. It is configured to be decided by. Specifically, the air spring top plate 11 is shortened in the vertical direction so that the horizontal spring constant of the air spring portion is further reduced by the amount of the newly installed left and right moving springs 8. In this configuration, the top plate 11 is shortened, but the lateral spring constant of the air spring portion can be reduced by changing the tilt angle of the tilted top plate, for example.

According to this embodiment, the lateral stiffness of the air spring becomes softer (for example, 10 to 0 kgf / mm), and the left and right riding comfort can be further improved.

In FIG. 5, an acceleration control actuator 12 with a built-in oil damper is provided in place of the acceleration control actuator 6 shown in FIG. This actuator 12
By providing the above, even if the servo valve is so tight that the pressure fluid sent to the actuator 12 cannot be controlled, the same damping force as that of an ordinary left / right damper that is conventionally mounted can be provided. This is possible by selecting the internal throttle diameter. That is, since the shut-off valve is operated between the actuator 12 and the servo valve to operate the shut-off valve when there is an abnormality in the servo valve, the actuator can function as a normal left-right motion damper. It is possible to ensure a ride quality similar to that of a vehicle.

FIG. 6 is a fifth embodiment of the present invention, in which the left and right moving spring 8 in FIG. 1 which is the one embodiment is a rubber bush, and an accumulator 15 is provided side by side with the displacement control actuator 7 and the air inside the accumulator is shown. Is used for the spring action, the size of the left-right moving spring 8 in the left-right direction can be reduced, and the fitting can be facilitated.

According to this embodiment, a large displacement control actuator can be provided in a limited space.

FIG. 7 shows a sixth embodiment of the present invention, in which the above-described one embodiment is the same as the previous embodiment in the vehicle body 1, the carriage 3, the servo valves 23 and 24, the actuators 6 and 7, and the like. ,
The excess centrifugal acceleration included in the signal from the accelerometer 9 is added to the stored curve information from the curve information output means 31.
It is calculated in advance by the excess centrifugal force calculation circuit 32 in consideration of the vehicle speed, is canceled by the cancellation circuit 30, and is sent to the compensation amplification circuit 17, so that the excess centrifugal acceleration is erased more reliably than when a high-pass filter is used. be able to.

The lateral displacement between the vehicle body 1 and the bogie frame 3 is detected by the displacement gauge 10 and then sent to the comparator 33.
Here, the lateral displacement due to the excess centrifugal force calculated by the excess centrifugal force calculation circuit 32 is compared and sent to the compensation amplification circuit 22. As a result, the responsiveness can be improved as compared with the case where the low pass filter is used.

With such a structure, it is possible to prevent the response from being sent and the transfer characteristic from being deteriorated by using the low-pass filter and the high-pass filter, and to provide a device which exhibits sufficient performance even when it is used at a higher speed. Obtainable.

[0032]

According to the present invention, high frequency components can be dealt with.
The acceleration control actuator and the variable
Horizontal vibration is controlled by the position control actuator
Therefore, the displacement control actuator 7 has a large output and a low speed.
Acts as an actuator and enables very good vibration control.
It will be. This makes it ideal for straight driving.
When traveling on a high speed curve where a large excess centrifugal acceleration occurs
Effective vibration control to improve riding comfort
Is possible.

Further , the vehicle is displacement controlled when passing through a curve.
As the actuator pulls it back to the center,
Does not hit the left and right movement stopper of the car body,
The land can be improved.

Further , the two actuators vibrate.
Is controlled, the actuator can be made smaller and
Energy consumption can be reduced, which allows hydraulic and air sources
Can be made smaller.

[Brief description of drawings]

FIG. 1 is a front view of a bogie portion of a vehicle including an embodiment of a vehicle vibration control device according to the present invention.

FIG. 2 is a block diagram showing a control circuit in the vibration control device for a vehicle in FIG.

FIG. 3 is a front view of a bogie portion of a vehicle including a second embodiment of the vehicle vibration control device according to the present invention.

FIG. 4 is a front view of a bogie portion of a vehicle including a third embodiment of the vehicle vibration control device according to the present invention.

FIG. 5 is a front view of a bogie portion of a vehicle including a fourth embodiment of the vehicle vibration control apparatus according to the present invention.

FIG. 6 is a front view of a bogie portion of a vehicle including a fifth embodiment of the vehicle vibration control apparatus according to the present invention.

FIG. 7 is a block diagram showing a control circuit of a sixth embodiment of a vehicle vibration control device according to the present invention.

FIG. 8 is a block diagram showing a control circuit in a conventional vehicle vibration control device.

FIG. 9 is a front view of a bogie portion of a vehicle provided with a conventional vehicle vibration control device.

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 1 ... Car body, 3 ... Bogie frame, 6 ... Acceleration control actuator, 7 ... Displacement control actuator, 8 ... Left-right movement spring, 9
... lateral accelerometer, 10 ... lateral displacement meter, 16 ... high-pass filter, 17 ... compensation amplification circuit, 20 ... low-pass filter, 22 ... compensation amplification circuit, 23 ... servo valve, 24
… Servo valve.

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Hiroshi Higaki 502 Jinrachicho, Tsuchiura City, Ibaraki Prefecture, Hitachi Machinery Research Laboratory (72) Inventor Michio Sebata 502, Kintatecho, Tsuchiura City, Ibaraki Hitachi Co., Ltd. In-house (56) References Japanese Patent Publication Sho 62-34579 (JP, B1)

Claims (11)

[Claims] 1. A vehicle body, a bogie for elastically supporting the vehicle body via an air spring, an acceleration detecting means for detecting a lateral vibration acceleration of the vehicle body, and the vehicle body is installed between the bogie and the vehicle body. Displacement detection means for detecting the amount of displacement in the left-right direction between the two, a first actuator installed in the left-right direction between the carriage and the vehicle body, and installed in parallel to the first actuator The second actuator and the first control means for controlling the first actuator by removing from the output of the acceleration detecting means a value corresponding to the displacement generated in the vehicle body by the excessive centrifugal force acting on the vehicle body during curved traveling. And a value corresponding to the displacement generated in the vehicle body by the excessive centrifugal force acting on the vehicle body when traveling on a curved line is obtained from the output of the displacement detection means to control the second actuator. Second control means for vibration control device for a vehicle comprising a. 2. The vibration control device for a vehicle according to claim 1, wherein an elastic body is arranged between the second actuator and the carriage or the vehicle body. 3. The vibration control device for a vehicle according to claim 2, wherein the spring constant of the elastic body in the left-right direction is larger than the spring constant of the air spring in the left-right direction. 4. The vibration control device for a vehicle according to claim 2, wherein the elastic body is an air spring. 5. The vibration control device for a vehicle according to claim 1, wherein the first actuator is a damper built-in type. 6. The accumulator according to claim 1, wherein the second actuator is an air actuated type, and an accumulator is arranged between each of the servo valve for actuating the second actuator and the second actuator. A vibration control device for a vehicle, characterized by: 7. The vibration control device for a vehicle according to claim 1, wherein the first control means has a filter for inputting a high frequency component of the output of the acceleration detection means. 8. The vehicle vibration control device according to claim 1, wherein the second control means has a filter for inputting a low frequency component of the output of the displacement detection means. 9. The first control means according to claim 1, comprising means for obtaining an excess centrifugal force from a vehicle speed and stored curve information, and removing the excess centrifugal force from the output of the acceleration detecting means. A vibration control device for a vehicle, characterized in that 10. The method according to claim 1, wherein the second control means obtains an excess centrifugal force from the vehicle speed and the stored curve information, and compares the output of the displacement detecting means with the obtained excess centrifugal force. And a means for outputting the output. 11. An acceleration detecting means for detecting a lateral vibration acceleration of a vehicle body, and a displacement detecting means installed between the dolly and the vehicle body for detecting the lateral displacement amount between the two. A first actuator installed in the left-right direction between the carriage and the vehicle body, a second actuator installed in parallel with the first actuator, and an excessive centrifugal force acting on the vehicle body when traveling on a curve. The first control means for controlling the first actuator by removing a value corresponding to the displacement generated in the vehicle body from the output of the acceleration detecting means, and the displacement generated in the vehicle body due to the excessive centrifugal force acting on the vehicle body when traveling on a curve. A vibration control device for a vehicle, comprising: second control means for controlling the second actuator by obtaining a corresponding value from the output of the displacement detection means.