JP2012076637A - Sensor misinstallation decision system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a sensor misinstallation decision system that can determine whether an acceleration sensor used for a railway vehicle is installed in an improper direction.SOLUTION: The sensor misinstallation decision system 50 includes: the three-axis acceleration sensor 51 which can detect acceleration acting on the railway vehicle 1 in a horizontal direction, a fore-and-aft direction, and a vertical direction as sensor horizontal acceleration αy, sensor fore-and-aft acceleration αx and sensor vertical acceleration αz, respectively; and an installation state decision part 62 which decides whether an index of the sensor vertical acceleration αz coincides with an index of gravity acceleration G to be set, and also decides whether an index of sensor fore-and-aft acceleration Vx integrated with the sensor fore-and-aft acceleration αx coincides with an index A in a vehicle advance direction when the railway vehicle 1 starts to travel, and decides that the three-axis acceleration sensor 51 is installed in an improper direction when either of the indexes does not coincide.

Description

  The present invention relates to a sensor erroneous attachment determination system for determining an attachment state of an acceleration sensor used in a railway vehicle.

  In a railway vehicle, an acceleration sensor is used in a vibration suppression control system that actively controls a damper device, a state monitoring system that monitors a state of a component or a ride comfort, and the like. For example, in a vibration suppression control system, an acceleration sensor detects vibration acceleration acting on a vehicle body, and a control unit appropriately determines a damping force generated by a damper device based on the detected vibration acceleration, and is active or semi-active. Damper control is executed.

  The above-described vibration suppression control system is described in Patent Document 1 below, for example. In the vibration suppression control system described in Patent Document 1 below, the control unit normally performs the semi-active damper control as described above, but when the detected vibration acceleration exceeds the threshold value, The semi-active damper control is stopped when it is determined that the control system is in an abnormal state. Thereby, when excessive vibration is generated in the vehicle body, it is possible to prevent the ride comfort from being deteriorated by executing the semi-active damper control.

Japanese Patent Laid-Open No. 2001-271872

  By the way, in the vibration suppression control system described in Patent Document 1, the semi-active damper control is executed based on the detected vibration acceleration under the assumption that the acceleration sensor is attached in the correct direction. The case where the acceleration sensor is mounted in the wrong direction is not considered. That is, when the acceleration sensor is mounted in the wrong direction due to a mounting error, the semi-active damper control is executed based on the signal of the acceleration sensor having the opposite sign, so that the vibration suppression control is appropriately executed. Disappear. Therefore, it is desired to first determine whether or not the acceleration sensor is attached in the wrong direction.

  An object of the present invention is to provide a sensor erroneous attachment determination system capable of determining whether or not an acceleration sensor used in a railway vehicle is attached in an incorrect direction in order to solve the above-described problems. To do.

  A sensor mismounting determination system according to the present invention includes a three-axis acceleration sensor capable of detecting accelerations in a left-right direction, a front-rear direction, and a vertical direction acting on a railway vehicle, and a left-right acceleration detected by the three-axis acceleration sensor. It is determined whether the sign of the signal based on at least two accelerations among the longitudinal acceleration and the vertical acceleration is coincident with the sign set in each corresponding direction. And determining means for determining that the three-axis acceleration sensor is attached in the wrong direction when it is determined that they do not coincide with each other.

  In the sensor mismounting determination system according to the present invention, the determination unit determines whether or not the sign of the vertical acceleration detected by the triaxial acceleration sensor matches the sign of the gravitational acceleration that is set. It is preferable to do.

  Further, in the sensor erroneous attachment determination system according to the present invention, when the railcar starts to travel, the sign of the longitudinal speed obtained by integrating the longitudinal acceleration detected by the three-axis acceleration sensor is: It is preferable to determine whether or not it matches the set vehicle traveling direction code.

  Further, in the sensor erroneous attachment determination system according to the present invention, a speed sensor for detecting a longitudinal speed of the railway vehicle is provided, and the determination means is operated by the triaxial acceleration sensor during the traveling of the railway vehicle. It is preferable to determine whether or not the sign of the longitudinal speed obtained by integrating the detected longitudinal acceleration matches the sign set by using the longitudinal speed detected by the speed sensor.

  Further, in the sensor erroneous attachment determination system according to the present invention, it is preferable that the determination means determines that the erroneous attachment state is present when a non-matching determination is established a predetermined number of times.

  In the sensor mismounting determination system according to the present invention, a control unit is provided for causing the damper means to perform active or semi-active damper control based on the lateral acceleration detected by the three-axis acceleration sensor. Preferably, the means causes the control unit to stop the active or semi-active damper control when it is determined that the mounting state is incorrect.

  In the sensor mismounting determination system according to the present invention, a control unit is provided for causing the damper means to perform active or semi-active damper control based on the lateral acceleration detected by the three-axis acceleration sensor. When the means determines that the three-axis acceleration sensor is attached in the opposite direction in the left-right direction, the means determines whether the active part is in the active state based on the value of the reverse sign of the left-right acceleration detected by the three-axis acceleration sensor. Alternatively, it is preferable to execute semi-active damper control.

  Therefore, according to the present invention, the three-axis acceleration sensor and the judging means are used to determine whether the three-axis acceleration sensor is mounted in the correct direction or the three-axis acceleration sensor is mounted in the wrong direction. Judgment can be made. As a result, for example, when the damper means performs active or semi-active damper control based on the lateral acceleration detected by the three-axis acceleration sensor, the active or semi-active damper control is performed when it is determined that it is in the normal mounting state. The active or semi-active damper control can be stopped when it is executed and it is determined that the mounting state is incorrect.

In 1st Embodiment, it is the front view which showed notionally the railway vehicle to which the sensor incorrect attachment judgment system is applied. It is the enlarged view which showed the relationship between the electronic controller shown in FIG. 1, a damper apparatus, a triaxial acceleration sensor, and an alerting | reporting means. It is the perspective view which showed the positive attachment state in which the triaxial acceleration sensor is attached to the x, y, z-axis direction in the right direction. It is the perspective view which showed the incorrect attachment state in which the triaxial acceleration sensor was attached to the y, z-axis direction, or the x, y-axis direction in the wrong direction. It is a flowchart of the program which the electronic control apparatus (attachment state judgment part) shown in FIG. 1 performs. In 2nd Embodiment, it is the front view which showed notionally the rail vehicle to which the sensor incorrect attachment judgment system is applied. It is a flowchart of the program which the electronic control apparatus (attachment state judgment part) shown in FIG. 6 performs.

  Next, each embodiment of the sensor erroneous attachment determination system according to the present invention will be described below with reference to the drawings. FIG. 1 is a front view conceptually showing a railway vehicle 1 to which a sensor erroneous attachment determination system 50 is applied. In this railway vehicle 1, a vehicle body 30 is mounted on two carriages 10 provided in the front-rear direction via an air spring 20, and a damper device 40 that attenuates left and right vibrations acting on the vehicle body 30 is provided. The damper device 40 is configured to adjust the generated damping force by adjusting the opening amount of a solenoid valve (not shown) according to a damper control command value F input from the electronic control device 60. That is, in this railway vehicle 1, semi-active damper control using a power source only for the electromagnetic valve that switches the damping force is executed.

  The sensor erroneous attachment determination system 50 determines the attachment state of the acceleration sensor. As shown in FIG. 1, the sensor erroneous attachment determination system 50 has a configuration including a triaxial acceleration sensor 51 capable of detecting accelerations in three axial directions and the electronic control device 60 described above. The triaxial acceleration sensor 51 uses the lateral acceleration acting on the vehicle body 30 as the sensor lateral acceleration αy, the longitudinal acceleration acting on the vehicle body 30 as the sensor longitudinal acceleration αx, and the vertical acceleration acting on the vehicle body 30 as the sensor vertical acceleration αz. Are detected respectively. Here, the y-axis direction shown in FIG. 3 corresponds to the vehicle left-right direction, the x-axis direction corresponds to the vehicle longitudinal direction, and the z-axis direction corresponds to the vehicle vertical direction.

  The triaxial acceleration sensor 51 is provided for executing semi-active damper control, and outputs to the electronic control device 60 the lateral acceleration acting on the vehicle body 30, that is, the vibration acceleration, as the sensor lateral acceleration αy. It is. The triaxial acceleration sensor 51 is attached to the vehicle body 30 and is, for example, a piezoresistive triaxial acceleration sensor using a piezoresistive effect. The triaxial acceleration sensor is not limited to the piezoresistive type, and can be appropriately changed to a capacitance type, a piezoelectric type, or the like.

  Here, a state in which the triaxial acceleration sensor 51 is attached in the correct direction in the x, y, and z axis directions (hereinafter referred to as “normally attached state”) will be described. First, as shown in FIG. 3, the vehicle left-right direction is represented by a vehicle left-right vector Ty, the vehicle longitudinal direction is represented by a vehicle longitudinal vector Tx, and the vehicle vertical direction is represented by a vehicle vertical vector Tz. In the triaxial acceleration sensor 51, the y-axis direction is represented by a sensor left-right vector Sy, the x-axis direction is represented by a sensor front-rear vector Sx, and the z-axis direction is represented by a sensor up-down vector Sz. As a result, as shown in FIG. 3, the direction of the sensor left-right vector Sy and the vehicle left-right vector Ty coincide, the direction of the sensor front-rear vector Sx and the vehicle front-rear vector Tx coincide, and the sensor up-down vector Sz and the vehicle up-down vector Tz When the orientations of the two are the same, a positive mounting state is assumed. At this time, the triaxial acceleration sensor 51 can detect the sensor lateral acceleration αy, the sensor longitudinal acceleration αx, and the sensor vertical acceleration αz with correct signs.

  Next, a state where the triaxial acceleration sensor 51 is attached in an incorrect direction (hereinafter referred to as “incorrect attachment state”) will be described. The erroneous attachment state refers to a state in which the triaxial acceleration sensor 51 is attached in an incorrect direction in at least two directions among the x, y, and z axis directions. Note that there is no state in which the triaxial acceleration sensor 51 is attached in the wrong direction only in one direction of the x, y, and z axis directions.

  For example, as shown in FIG. 4A, the sensor front-rear vector Sx and the vehicle front-rear vector Tx are in the same direction, but the sensor left-right vector Sy and the vehicle left-right vector Ty are opposite in direction. When the direction of Sz and the vehicle up-down vector Tz is opposite, it is an erroneous attachment state. In other words, this erroneous attachment state is a state in which the triaxial acceleration sensor 51 shown in FIG. 3 is rotated 180 degrees around the x axis. At this time, since the triaxial acceleration sensor 51 is mounted in the correct direction in the x-axis direction, the sensor longitudinal acceleration αx can be detected with the correct sign, but in the wrong direction in the y-axis direction and the z-axis direction. Since it is attached, the sensor lateral acceleration αy and the sensor vertical acceleration αz are detected with wrong signs (opposite signs).

  For example, as shown in FIG. 4B, the sensor vertical vector Sz and the vehicle vertical vector Tz are in the same direction, but the sensor left and right vector Sy and the vehicle left and right vector Ty are opposite in direction. When the directions of the front-rear vector Sx and the vehicle front-rear vector Tx are opposite, it is an erroneous attachment state. In other words, this erroneous attachment state is a state in which the triaxial acceleration sensor 51 shown in FIG. 3 is rotated 180 degrees around the z axis. At this time, since the triaxial acceleration sensor 51 is attached in the correct direction in the z-axis direction, the sensor vertical acceleration αz can be detected with the correct sign, but in the wrong direction in the y-axis direction and the x-axis direction. Since it is attached, the sensor lateral acceleration αy and the sensor longitudinal acceleration αx are detected with incorrect signs (opposite signs).

  Next, the configuration of the electronic control device 60 will be described. As shown in FIG. 2, the electronic control device 60 is provided with a control command value calculation unit 61 as a control unit that causes the damper device 40 to perform semi-active damper control. The control command value calculation unit 61 calculates an optimal damper control command value F based on the sensor lateral acceleration αy input from the triaxial acceleration sensor 51 when the vehicle body 30 is subjected to lateral vibration, and this damper control command value F is output to the damper device 40. Thereby, the damping force generated by the damper device 40 is adjusted, and semi-active damper control is executed.

  By the way, as shown in FIG. 3, since the semi-active damper control is executed based on the sensor left-right acceleration αy, which is an accurate sign, in the normal mounting state, the vibration suppression control is appropriately executed and The comfort is improved. However, as shown in FIGS. 4 (a) and 4 (b), when it is in an erroneous mounting state, the semi-active damper control is executed based on the sensor lateral acceleration αy which is an incorrect code (reverse code). Therefore, the vibration suppression control is not properly executed, and the ride comfort may be deteriorated. Therefore, it is desirable not to execute the semi-active damper control when the triaxial acceleration sensor 51 is attached in the wrong direction.

  Therefore, in this embodiment, in order to determine whether or not the attachment state is incorrect, the electronic control device 60 is provided with an attachment state determination unit 62 as a determination unit, as shown in FIG. The attachment state determination unit 62 determines whether or not the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction and the z-axis direction, and determines whether or not it is in the normal attachment state. . In other words, the attachment state determination unit 62 monitors the x-axis direction and the z-axis direction of the triaxial acceleration sensor 51 and determines whether or not the three-axis acceleration sensor 51 is attached in the correct direction in the y-axis direction.

  Next, the control content of the attachment state determination part 62 is demonstrated using the flowchart of FIG. The attachment state determination unit 62 starts the attachment state determination program Pr1 shown in FIG. 5 every elapse of a predetermined time (for example, 5 msec) by turning on a switch (not shown) when the driver starts driving, for example. ·Execute.

In step 70, the attachment state determination unit 62 inputs the sensor longitudinal acceleration αx and the sensor vertical acceleration αz detected by the triaxial acceleration sensor 51. The sensor lateral acceleration αy detected by the triaxial acceleration sensor 51 is input to the control command value calculation unit 61 every time a predetermined time elapses. Step 71 is a step for determining whether or not the three-axis acceleration sensor 51 is attached in the correct direction in the z-axis direction. In this step 71, the gravitational acceleration G in which the sign of the sensor vertical acceleration αz is set. It is determined whether or not it matches the sign of. Accordingly, when the gravitational acceleration G is set to -1 g (-9.8 m / s ² ), when the sign of the sensor vertical acceleration αz is negative, the triaxial acceleration sensor 51 is correctly oriented in the z-axis direction. Therefore, it is determined as “Yes”, and the processing after Step 72 is performed. On the other hand, when the sign of the sensor vertical acceleration αz is plus, it means that the three-axis acceleration sensor 51 is attached in the wrong direction in the z-axis direction, it is determined as “No”, and the processing after step 78 is performed. The

  For this reason, in step 71, the sign of the sensor vertical acceleration αz becomes negative when the correct mounting state shown in FIG. 3 and the erroneous mounting state shown in FIG. It is determined that 51 is attached in the correct direction in the z-axis direction. On the other hand, in the erroneous attachment state shown in FIG. 4A, the sign of the sensor vertical acceleration αz is positive, and it is determined that the triaxial acceleration sensor 51 is attached in the wrong direction in the z-axis direction. . Therefore, by determining using the sign of the gravitational acceleration G, it is possible to determine whether or not the triaxial acceleration sensor 51 is attached in the correct direction in the z-axis direction before traveling.

  In step 72, it is determined whether or not the railway vehicle 1 has started to travel. Here, the time when the vehicle starts to travel refers to the time when the railway vehicle 1 changes from the stopped state to the traveling state. Accordingly, when the vehicle starts to travel, it is determined as “Yes”, and the processing after step 73 is performed. On the other hand, when the railway vehicle 1 is stopped, “No” is determined when the railway vehicle 1 is traveling normally, and the program Pr1 is immediately terminated. This is because in the first embodiment, it is possible to determine whether or not the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction only when starting to travel.

  In step 73, the sensor longitudinal acceleration Vx (signal based on acceleration) is calculated by integrating the sensor longitudinal acceleration αx. Step 74 is a step for determining whether or not the three-axis acceleration sensor 51 is attached in the correct direction in the x-axis direction. In this step 74, the sensor longitudinal velocity Vx at the start of running is determined. It is determined whether or not the code matches the set code A in the vehicle traveling direction.

  Here, the reference sign A of the set vehicle traveling direction will be described. Unlike the automobile, the railcar 1 reciprocates between the front side and the rear side. Therefore, the sensor longitudinal velocity Vx at the start of traveling obtained from the three-axis acceleration sensor 51 has a different sign between the forward path and the backward path. For this reason, in the first embodiment, in the normal mounting state shown in FIG. 3, the sign of the sensor longitudinal speed Vx at the start of traveling is plus on the forward path, and the sensor longitudinal speed at the start of traveling on the backward path. Assume that the sign of Vx is negative. In this case, in order to determine whether or not the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction, the sign A of the vehicle traveling direction in the forward path is made positive with reference to the vehicle traveling direction in the forward path. It is set and the sign A of the vehicle traveling direction is set to minus on the return path. In the first embodiment, the case of traveling on the forward path will be described for easy understanding.

  Based on the above-described reason, in this first embodiment (when traveling on the forward path), the sign A of the vehicle traveling direction is set to be positive. Thereby, in step 74, when the sign of the sensor longitudinal velocity Vx is plus, the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction, and it is determined as “Yes”, and after step 75 Is processed. On the other hand, when the sign of the sensor longitudinal velocity Vx is negative, the triaxial acceleration sensor 51 is attached in the wrong direction in the x-axis direction, and it is determined as “No”, and the processing after step 78 is performed. The

  For this reason, in step 74, in the normal mounting state shown in FIG. 3, the sign of the sensor longitudinal velocity Vx at the start of traveling is positive, and the three-axis acceleration sensor 51 is mounted in the correct direction in the x-axis direction. It is judged that On the other hand, in the erroneous attachment state shown in FIG. 4B, the sign of the sensor longitudinal speed Vx at the start of traveling is negative, and the triaxial acceleration sensor 51 is attached in the wrong direction in the x-axis direction. To be judged. In addition, when it is an incorrect attachment state shown to Fig.4 (a), since it determines with "No" by step 71 already mentioned above, it does not progress to step 74. FIG.

  Next, steps 75, 76, and 77 and steps 78, 79, and 80 will be described. Steps 75, 76, and 77 are determined to be in the normal mounting state because it is determined in Steps 71 and 74 described above that the triaxial acceleration sensor 51 is mounted in the correct orientation in the x-axis direction and the z-axis direction. It is a step to do. On the other hand, steps 78, 79, and 80 are in the incorrect mounting state because it is determined in step 71 or step 74 described above that the triaxial acceleration sensor 51 is mounted in the wrong direction in the z-axis direction or the x-axis direction. It is a step for judging that there is.

  However, since the triaxial acceleration sensor 51 may temporarily output an incorrect sign value due to the influence of noise or the like, in the above-described single determination of Step 71 and Step 74, the correct mounting state or incorrect mounting The state judgment may not be accurate. Therefore, in the first embodiment, when the number of times N determined as “Yes” in step 71 and step 74 is equal to or larger than a predetermined number Na (for example, 10 times), it is determined that the mounting state is normal, and step 71 or When the number of times M determined as “No” in step 74 is equal to or greater than a predetermined number Ma (for example, 10 times), it is determined that the attachment state is incorrect.

  Thereby, in step 75, the number N of times becomes a value obtained by adding 1 to the current value. In step 76, it is determined whether or not the number N is equal to or greater than the predetermined number Na. When it is determined “Yes”, the process proceeds to step 77. When it is determined “No”, the program Pr1 is immediately executed. finish. In step 77, the attachment state determination unit 62 outputs a normal attachment signal β to the notification means 90 (see FIGS. 1 and 2). Based on the normal attachment signal β, the notification means 90 notifies the driver or the like that the vehicle is in the normal attachment state, for example, by turning on a blue lamp.

  On the other hand, in step 78, the number of times M becomes a value obtained by adding 1 to the current value. In step 79, it is determined whether or not the number of times M is equal to or larger than the predetermined number of times Ma. When it is determined “Yes”, the process proceeds to step 80. When it is determined “No”, the program Pr1 is immediately executed. finish. In step 80, the attachment state determination unit 62 outputs an erroneous attachment signal γ to the notification means 90. Based on the erroneous attachment signal γ, the notification means 90 notifies the driver or the like that the vehicle is in an erroneous attachment state, for example, by turning on a red lamp. When the red lamp is lit, the triaxial acceleration sensor 51 is attached again so as to be in the normal attachment state.

  In step 81, the attachment state determination unit 62 outputs an OFF signal ε (see FIG. 2) to the control command value calculation unit 61. Based on this OFF signal ε, the control command value calculation unit 61 sets the damper control command value F to “0” so as to stop the semi-active damper control, and the damper device 40 enters the passive state.

The effect of 1st Embodiment comprised as mentioned above is demonstrated.
In the normal attachment state shown in FIG. 3, the attachment state determination unit 62 outputs a normal attachment signal β to the notification means 90 (step 77), so that the driver and the like are informed of the normal attachment state. At this time, the optimal damper control command value F is calculated based on the right and left sensor acceleration αy, which is the correct sign, and the semi-active damper control is executed to improve the riding comfort.
On the other hand, in the erroneous attachment state shown in FIGS. 4 (a) and 4 (b), the attachment state determination unit 62 outputs an erroneous attachment signal γ to the notification means 90 (step 80), and the driver or the like is mistaken. It is notified that it is in an attached state. At this time, the attachment state determination unit 62 outputs an OFF signal ε to the control command value calculation unit 61 (step 81), the damper device 40 enters a passive state, and the ride comfort is worsened by executing the semi-active damper control. Can be prevented.

  In the first embodiment, when the triaxial acceleration sensor 51 is attached in the correct orientation in the y-axis direction and in the wrong orientation in the x-axis direction and the z-axis direction, that is, FIG. When the three-axis acceleration sensor 51 shown in FIG. 6 is rotated 180 degrees around the y-axis, the sign of the sensor lateral acceleration αy is detected as a correct sign. However, even in this case, the attachment state determination unit 62 determines that the attachment state is incorrect, and the semi-active damper control is stopped.

  Next, a second embodiment will be described with reference to FIGS. FIG. 6 is a front view conceptually showing the railway vehicle 1. In this second embodiment, a speed sensor that detects the longitudinal speed Vr (hereinafter referred to as “actual longitudinal speed Vr”) of the railway vehicle 1 is shown. 91 is provided. The speed sensor 91 outputs the detected actual longitudinal speed Vr to the electronic control unit 60 (attachment state determination unit 62). Here, the speed sensor 91 may be a speed sensor normally used in the railway vehicle 1 as an existing component member, and may not be newly provided. In addition, about the structure same as 1st Embodiment, the same code | symbol is attached | subjected and detailed description is abbreviate | omitted.

  FIG. 7 is a flowchart of the attachment state determination program Pr2 started and executed by the attachment state determination unit 62 in the second embodiment. Hereinafter, only different portions from the attachment state determination program Pr1 of the first embodiment will be described. In step 82, the attachment state determination unit 62 inputs the sensor longitudinal acceleration αx and the sensor vertical acceleration αz, and also inputs the actual longitudinal speed Vr detected by the speed sensor 91.

  In step 83, it is determined whether the vehicle is traveling, that is, whether the actual longitudinal speed Vr is zero. Therefore, when the vehicle is traveling, it is determined as “Yes”, and the processing after step 73 is performed. On the other hand, when the vehicle is not running, it is determined as “No”, and this program Pr2 is immediately terminated. This is because in the second embodiment, it is possible to determine whether or not the three-axis acceleration sensor 51 is attached in the correct direction in the x-axis direction only when traveling.

  In step 84, it is determined whether or not the sign of the sensor longitudinal speed Vx matches the sign B set using the actual longitudinal speed Vr. Here, the code B set using the actual front / rear speed Vr is based on the forward path as described above, and is the code itself of the actual front / rear speed Vr on the forward path, and the actual front / rear speed Vr × “−” on the return path. 1 ”. As a result, when the sign of the sensor longitudinal speed Vx matches the sign B described above, the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction, and it is determined as “Yes”. Is processed. On the other hand, when the sign of the sensor longitudinal speed Vx does not match the sign B described above, the triaxial acceleration sensor 51 is attached in the wrong direction in the x-axis direction, and it is determined as “No”, and after step 78 Is processed.

  Therefore, in the second embodiment, unlike the first embodiment, whether or not the triaxial acceleration sensor 51 is attached in the correct direction in the x-axis direction not only when starting to travel but also during traveling. Judgment can be made. Since other operations and effects are the same as those of the first embodiment, the description thereof is omitted.

The sensor mismounting determination system according to the present invention has been described above. However, the present invention is not limited to this, and various modifications can be made without departing from the spirit of the present invention.
For example, in the second embodiment, during traveling, it is determined whether the sign of the sensor longitudinal speed Vx integrated with the sensor longitudinal acceleration αx matches the sign B set using the actual longitudinal speed Vr. It may be determined whether the sign of the longitudinal acceleration αx matches the sign set using the actual longitudinal acceleration obtained by differentiating the actual longitudinal speed Vr.

  In each embodiment, when the attachment state determination unit 62 determines that the attachment state is incorrect, the control command value calculation unit 61 stops the semi-active damper control by the OFF signal ε, but the attachment state determination unit 62 62, when it is determined that the three-axis acceleration sensor 51 is attached in the reverse direction (incorrect direction) in the y-axis direction, a control command value calculation is performed based on the value of the reverse sign of the sensor lateral acceleration αy by a reverse rotation signal. The unit 61 may execute semi-active damper control. In this case, the attachment state determination unit 62 determines whether the three-axis acceleration sensor 51 is attached in the correct direction in the x-axis direction and the z-axis direction, and determines either the x-axis direction or the z-axis direction. When it is determined that the three-axis acceleration sensor 51 is attached in the opposite direction only in one direction, it may be determined that the three-axis acceleration sensor 51 is attached in the opposite direction in the y-axis direction.

  Further, in each embodiment, the sensor erroneous attachment determination system 50 determines whether the triaxial acceleration sensor 51 is attached in the correct orientation in the x-axis direction and the z-axis direction, and is in the correct attachment state. Whether or not the triaxial acceleration sensor is correctly mounted in the x-axis direction and the y-axis direction, or in the y-axis direction and the z-axis direction is determined. You may judge. In this case, an acceleration sensor capable of detecting the lateral acceleration acting on the railway vehicle 1 or a speed sensor capable of detecting the lateral speed is newly provided, and it is determined whether or not the detected codes match. good.

  Further, in each embodiment, the sensor erroneous attachment determination system 50 determines whether or not the signs match in the two directions of the x-axis direction and the z-axis direction, but the x-axis direction, the y-axis direction, and the z-axis direction. In these three directions, it may be determined whether or not the signs match.

Further, in each embodiment, the sensor erroneous attachment determination system 50 is configured to determine whether or not the three-axis acceleration sensor 51 used in the vibration suppression control system is in an erroneous attachment state. The system may be configured to determine whether or not a three-axis acceleration sensor used in a state monitoring system that monitors the state of the parts or riding comfort of a railway vehicle is in an erroneous mounting state.
In each embodiment, the triaxial acceleration sensor 51 is attached to the vehicle body 30, but may be attached to any part of the railway vehicle 1.

  Further, in each embodiment, when the damper device 40 is configured so that the semi-active damper control is executed, the semi-active damper control is executed when it is determined to be the correct mounting state, and the erroneous mounting state is assumed. Semi-active damper control was stopped when judged. However, when the damper device 40 is configured to perform active damper control, the active damper control is executed when it is determined that the mounting state is correct, and the active damper control is determined when it is determined that the mounting state is incorrect. May be canceled. The above-described active damper control means control in which the damping force generated by the damper device 40 is positively adjusted by a power source such as a motor.

DESCRIPTION OF SYMBOLS 1 Railcar 10 Bogie 20 Air spring 30 Car body 40 Damper device 50 Sensor incorrect attachment judgment system 51 Triaxial acceleration sensor 60 Electronic control device 61 Control command value calculation part 62 Attachment state judgment part 90 Notification means 91 Speed sensor

Claims (7)

A triaxial acceleration sensor capable of detecting each acceleration in the left-right direction, the front-rear direction, and the up-down direction acting on the railway vehicle;
Whether the sign of a signal based on at least two accelerations among the lateral acceleration, the longitudinal acceleration, and the vertical acceleration detected by the three-axis acceleration sensor matches a code set in each corresponding direction. And determining means for determining that the three-axis acceleration sensor is mounted in an incorrect orientation when it is determined that any one of the codes does not match. Sensor mismounting judgment system characterized by. In the sensor erroneous attachment determination system according to claim 1,
The determination means determines whether or not a sign of vertical acceleration detected by the three-axis acceleration sensor matches a sign of gravitational acceleration that is set. In the sensor erroneous attachment determination system according to claim 1 or claim 2,
Whether the sign of the longitudinal speed obtained by integrating the longitudinal acceleration detected by the three-axis acceleration sensor coincides with the set sign of the vehicle traveling direction when the railway vehicle starts to travel A sensor erroneous attachment determination system characterized by determining whether or not. In the sensor erroneous attachment determination system according to claim 1 or claim 2,
A speed sensor for detecting the longitudinal speed of the railway vehicle is provided;
The determination means sets a sign of a longitudinal speed obtained by integrating the longitudinal acceleration detected by the three-axis acceleration sensor while the railway vehicle is running, using the longitudinal speed detected by the speed sensor. It is judged whether it corresponds to the code to be detected. In the sensor erroneous attachment determination system according to any one of claims 1 to 4,
The determination means determines that it is in the erroneous attachment state when the determination that the two do not coincide is established a predetermined number of times. In the sensor erroneous attachment determination system according to any one of claims 1 to 5,
A control unit is provided for causing the damper means to perform active or semi-active damper control based on the lateral acceleration detected by the three-axis acceleration sensor;
The sensor erroneous attachment determination system, wherein the determination unit causes the control unit to stop the active or semi-active damper control when determining that the erroneous attachment state is present. In the sensor erroneous attachment determination system according to any one of claims 1 to 5,
A control unit is provided for causing the damper means to perform active or semi-active damper control based on the lateral acceleration detected by the three-axis acceleration sensor;
When the determination unit determines that the three-axis acceleration sensor is attached in the opposite direction in the left-right direction, the determination unit determines whether the control unit is based on the value of the opposite sign of the left-right acceleration detected by the three-axis acceleration sensor. A sensor erroneous attachment determination system, wherein the active or semi-active damper control is executed.

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