Railway vehicle vibration damping device

1. A railway vehicle vibration damping device comprising:

at least two vibration suppression force generating sources interposed between a bogie and a vehicle body of a railway vehicle;

a sensor that detects a transverse direction velocity of the vehicle body; and

a programmable controller programmed to:

extract from the transverse direction velocity of the vehicle body a frequency component at or above a frequency of a centrifugal acceleration that acts on the vehicle body when the railway vehicle travels in a curve section;

calculate a high frequency vibration suppression force on the basis of the extracted frequency component of the transverse direction velocity;

extract a vehicle body resonance frequency component from the transverse direction velocity of the vehicle body;

calculate a low frequency vibration suppression force on the basis of the vehicle body resonance frequency component of the transverse direction velocity of the vehicle body; and

when the railway vehicle travels in a curve section, cause at least a part of the vibration suppression force generating sources to output the high frequency vibration suppression force while causing all of the remaining vibration suppression force generating sources to function as passive dampers, and

when the railway vehicle travels in a non-curve section, cause at least a part of the vibration suppression force generating sources to output the high frequency vibration suppression force while causing all of the remaining vibration suppression force generating sources to output the low frequency vibration suppression force.

2. The railway vehicle vibration damping device as defined in claim 1 , wherein the vibration suppression force generating sources are actuators that exhibit a passive damper function when power current is not supplied thereto.

3. The railway vehicle vibration damping device as defined in claim 1 , further comprising a locus information acquisition unit that obtains locus information indicating a travel position of the railway vehicle,

wherein the controller is further programmed to determine whether or not the railway vehicle is traveling in a curve section on the basis of the travel position of the railway vehicle.

4. The railway vehicle vibration damping device as defined in claim 3 , wherein the locus information acquisition unit is constituted by a monitor that obtains information indicating the travel position, and

the controller is further programmed to determine whether or not a section in which the railway vehicle is currently traveling is a curve section on the basis of the travel position information.

5. The railway vehicle vibration damping device as defined in claim 1 , wherein each of the vibration suppression force generating sources comprises:

a cylinder filled with a fluid;

a piston housed in the cylinder to be free to slide;

a rod inserted into the cylinder and coupled to the piston;

a rod side chamber and a piston side chamber defined within the cylinder by the piston;

a fluid tank;

a first shut-off valve provided in a first passage that connects the rod side chamber to the piston side chamber;

a second shut-off valve provided in a second passage that connects the piston side chamber to the tank;

a pump that supplies working oil from the tank to the rod side chamber;

a discharge passage that connects the rod side chamber to the tank;

a variable relief valve that is provided in the discharge passage and has a modifiable relief pressure;

a suction passage that allows the fluid to flow only from the tank to the piston side chamber; and

a one-way passage that allows the fluid to flow only from the piston side chamber to the rod side chamber.

6. A railway vehicle vibration damping device comprising:

at least two vibration suppression force generating sources interposed between a bogie and a vehicle body of a railway vehicle;

a sensor that detects a transverse direction velocity of the vehicle body; and

a programmable controller programmed to:

extract from the transverse direction velocity of the vehicle body a frequency component at or above a frequency of a centrifugal acceleration that acts on the vehicle body when the railway vehicle travels in a curve section;

calculate a high frequency vibration suppression force on the basis of the extracted frequency component of the transverse direction velocity;

extract a vehicle body resonance frequency component from the transverse direction velocity of the vehicle body;

calculate a low frequency vibration suppression force on the basis of the vehicle body resonance frequency component of the transverse direction velocity of the vehicle body;

when the railway vehicle travels in a non-curve section, cause at least a part of the vibration suppression force generating sources to output the high frequency vibration suppression force while causing all of the remaining vibration suppression force generating sources to output the low frequency vibration suppression force; and

when the railway vehicle travels in a non-curve section, cause all of the vibration suppression force generating sources to output a combined force of the high frequency vibration suppression force and the low frequency vibration suppression force.

7. A railway vehicle vibration damping device comprising:

at least two vibration suppression force generating sources interposed between a bogie and a vehicle body of a railway vehicle;

a sensor that detects a transverse direction velocity of the vehicle body; and

a programmable controller programmed to:

extract from the transverse direction velocity an extracted frequency component at or above a frequency of a centrifugal acceleration that acts on the vehicle body when the railway vehicle travels in a curve section;

calculate a high frequency vibration suppression force on a basis of the extracted frequency component;

extract a vehicle body resonance frequency component from the transverse direction velocity;

calculate a low frequency vibration suppression force on a basis of the vehicle body resonance frequency component; and

being responsive to the railway vehicle travelling in the curve section, by causing at least one, but not all, of the vibration suppression force generating sources to output the high frequency vibration suppression force, while causing all of the remaining vibration suppression force generating sources to function as passive dampers, and

being responsive to the railway vehicle travelling in a non-curve section, by causing at least one, but not all, of the vibration suppression force generating sources to output the high frequency vibration suppression force, while causing all of the remaining vibration suppression force generating sources to output the low frequency vibration suppression force.