JP2014091357A - Railway vehicle controlling device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To stably perform vehicle control by eliminating misarrangement of detection means, such as acceleration sensors, between front and rear directions and right and left directions of a railway vehicle.SOLUTION: On an external side of sensor cases 8A-11A of acceleration sensors 8-11, a respectively individual identification number, identification mark or the like is formed so as to stand out. Further, between power source lines 8D-11D and GND lines 8E-11E of the acceleration sensors 8-11, capacitors 8G-11G are connected having mutually different electrostatic capacitances C1-C4. The capacitors 8G-11G, when power is turned on to the acceleration sensors 8-11, constitute start-up time alteration means for making start-up time mutually different for each of the acceleration sensors 8-11. A control device 12 determines whether a misarrangement exists in the connections to the acceleration sensors 8-11 from the start-up time at this point.

Description

  The present invention relates to a railway vehicle control device that is suitably used to reduce vibrations of a railway vehicle, for example.

  In general, in a railway vehicle with a long overall length of the vehicle body, a total of 4 accelerations that detect the sprung acceleration of the vehicle body at each of the four corner positions separated in the front, rear, left, and right directions of the vehicle body. A sensor and a damping force variable damper that variably controls the generated damping force based on detection signals detected by the respective acceleration sensors are provided. In this case, a total of four acceleration sensors are connected via a separate cable to a control device composed of a control circuit installed at a predetermined position of the railway vehicle. The detection signals can be distinguished as different signals (see, for example, Patent Document 1).

  For example, in a vehicle such as a four-wheeled vehicle, crimp terminals and connectors are attached to both ends of the cable in advance at a cable harness assembly factory, and a cable of a specified length with the crimp terminals and connectors attached is shipped to the vehicle body assembly factory. . However, since railcars have a long vehicle body length, a slight deviation in cable routing results in an error of several tens of centimeters at the end of the cable. For this reason, when performing the work of routing the cable of the acceleration sensor to the railway vehicle, the cable is cut after the long cable is routed and fixed to the vehicle body, and on the spot (during the installation work on the railway vehicle) Work such as pinning a connector on a cable is frequently performed.

JP 2003-252203 A

  By the way, when the work of connecting the cable of the acceleration sensor to the control device via a connector or the like is performed, for example, four acceleration sensors are installed at any position in the front, rear direction, left and right direction of the railway vehicle. It is necessary for the control device to be able to determine whether or not. If the cables of each acceleration sensor are mistakenly connected to the control device, the control device controls the car body according to the acceleration detection signal that was entered incorrectly in the front, rear, left, and right directions. Thus, for example, in the riding comfort control in the roll direction of a railway vehicle, there arises a problem such as control in a direction that promotes the roll of the vehicle.

  For this reason, in the prior art, after equipping the respective acceleration sensors and cables on the four corners of the railway vehicle, for example, two or more workers are divided and checked. That is, one worker gives vibration to the acceleration sensor, and the other worker confirms the reaction of the detection signal from the acceleration sensor on the control device side, and the front, rear direction, left, right direction of the acceleration sensor. The presence or absence of a mistake was confirmed. However, since such a confirmation work needs to be performed for each vehicle in a railway vehicle in which a plurality of vehicles are connected, it is inefficient and is a problem to be improved.

  The present invention has been made in view of the above-described problems of the prior art, and an object of the present invention is to provide a railcar control apparatus that can stably perform vehicle control by eliminating the insertion of detection means. There is to do.

  In order to solve the above-described problems, the present invention provides a plurality of detection means mounted on a plurality of different locations of a railway vehicle to detect the behavior of the railway vehicle, and connected to each of the detection means by wiring. And a control circuit for controlling the railway vehicle based on the detection result of the means, and the power supply circuit of the plurality of detection means has a rise time after power-on for each of the detection means. It is characterized in that rise time changing means for differentiating each is provided.

  According to the present invention, since the rising time after power-on is different for each detection means, it is possible to determine which detection means is mounted in which position of the railway vehicle, and eliminate the insertion of each detection means. The vehicle can be controlled stably.

1 is a front view showing a railway vehicle to which a railway vehicle control device according to a first embodiment of the present invention is applied. FIG. 2 is a plan view of the inside of a railway vehicle as viewed from above for explaining the positional relationship between each damping force variable damper and each acceleration sensor in FIG. 1. It is a circuit block diagram which shows the connection relation of four acceleration sensors and a control apparatus. It is a characteristic diagram which shows the characteristic of the output voltage input into an A / D converter from four acceleration sensors at the time of power activation. It is a circuit block diagram which shows the standup order determination circuit which comprises some control apparatuses by 2nd Embodiment. It is a characteristic diagram shown in the state which converted the signal output from four acceleration sensors at the time of power activation into the digital signal. It is a circuit diagram which shows the structure of the acceleration sensor by 3rd Embodiment. It is a circuit diagram which shows the structure of the acceleration sensor by 4th Embodiment. It is a characteristic diagram which shows the characteristic of the output voltage input into each A / D converter from each acceleration sensor by 4th Embodiment. It is a circuit diagram which shows the structure of the acceleration sensor by the modification of 4th Embodiment. It is a characteristic diagram which shows the characteristic of the signal input into each A / D converter from each acceleration sensor by 5th Embodiment.

  Hereinafter, a case where a railway vehicle control device according to an embodiment of the present invention is mounted on a railway vehicle will be described as an example, and will be described in detail according to the accompanying drawings.

  1 to 4 show a first embodiment of the present invention. In FIG. 1, a railway vehicle 1 includes a vehicle body 2 on which, for example, passengers, passengers, and the like get on, and front and rear carts 3 provided below the vehicle body 2. These trolleys 3 are spaced apart from each other on the front side and the rear side of the vehicle body 2, and each trolley 3 is provided with four wheels 4. The railway vehicle 1 is driven to travel along the rail 5 in the direction indicated by an arrow A when moving forward, for example, as each wheel 4 rotates on the left and right rails 5 (only one is shown).

  Between the vehicle body 2 and each carriage 3, a plurality of suspension springs 6 that elastically support the vehicle body 2 on each carriage 3, and a plurality of suspension springs 6 arranged in parallel with each suspension spring 6. A damping force variable damper 7 is provided. As shown in FIG. 2, these damping force variable dampers 7 are arranged on the left and right sides (FL and FR sides) of the front carriage 3 located on the front side of the vehicle body 2, and are located on the rear side. It is also arranged on both the left and right sides (RL, RR side) of the rear cart 3.

  Each damping force variable damper 7 is configured using a cylinder device (for example, a damping force adjusting hydraulic shock absorber called a semi-active damper) that can individually adjust each damping force. Each of the damping force variable dampers 7 includes a damping force adjusting valve (not shown) made of, for example, a proportional solenoid. The damping force adjusting valve reduces the damping force characteristic to a hard characteristic and a soft characteristic in order to reduce the vibration of the vehicle body 2. It is configured to be adjusted to an arbitrary characteristic with respect to various characteristics.

  That is, each damping force variable damper 7 is individually controlled by a control device 12 to be described later so as to individually reduce and reduce the vibration of the vehicle body 2 with respect to the front and rear carriages 3 in the left and right directions. The damping force is variably controlled according to the signal. In this case, the damping force variable damper 7 may be configured to continuously adjust the damping force characteristics between the hard characteristics and the soft characteristics, or may be configured to be adjustable in two stages or a plurality of stages.

  As shown in FIG. 2, the vehicle body 2 detects accelerations in the upper and lower directions of the vehicle body 2 as sprung accelerations at the four corner positions separated in the front, rear, left and right directions. A total of four acceleration sensors 8, 9, 10, and 11 are provided. These acceleration sensors 8 to 11 constitute a plurality of detection means that are mounted at different locations of the railway vehicle 1 and detect the behavior of the railway vehicle 1. As the acceleration sensors 8 to 11, for example, analog acceleration sensors such as a piezoelectric type and a piezoresistive type are used, and in particular, an acceleration sensor excellent in water resistance and heat resistance is preferably used.

  Here, the acceleration sensor 8 is disposed near the FL damping force variable damper 7 on the left side of the front part of the vehicle body 2, and the acceleration sensor 9 is close to the FR damping force variable damper 7 on the right side of the front part of the vehicle body 2. Placed in position. The acceleration sensor 10 is disposed at a position near the RL damping force variable damper 7 on the rear left side of the vehicle body 2, and the acceleration sensor 11 is disposed at a position near the RR damping force variable damper 7 on the rear right side of the vehicle body 2. Yes. The acceleration sensors 8 to 11 output acceleration detection signals detected at the respective positions to the control device 12 described later as different detection signals.

  The acceleration sensor 8 is not limited to the front left side, the front right side, the rear left side, and the rear right side of the vehicle body. For example, the acceleration sensor 8 is arranged on the vehicle body, such as being arranged at the front center, the center left side, the center right side, or the rear center. The sensor arrangement may take any form. Further, the number of acceleration sensors is not limited to four, and may be freely selected according to the purpose of measurement / control. However, it is desirable to arrange at least two.

  As shown in FIG. 3, the acceleration sensor 8 has a sensor case 8A, and the sensor case 8A is provided with a sensor chip (hereinafter referred to as an IC chip 8B) and a connector 8C. Between the IC chip 8B and the connector 8C, a power supply line 8D constituting a power supply circuit, a ground side ground line (hereinafter referred to as a GND line 8E), and an output line 8F are provided.

  The acceleration sensor 8 is provided with a capacitor 8G having a predetermined capacitance C1 between the power supply line 8D and the GND line 8E. The capacitor 8G constitutes rise time changing means for making the rise time of the acceleration sensor 8 different from the other acceleration sensors 9 to 11 when the sensor power supply unit 13 is turned on as described later.

  Similarly to the acceleration sensor 8, the other acceleration sensors 9, 10, and 11 are configured as sensor cases 9A, 10A, and 11A, IC chips 9B, 10B, and 11B, connectors 9C, 10C, and 11C, and a power supply circuit. Power supply lines 9D, 10D, and 11D, GND lines 9E, 10E, and 11E, output lines 9F, 10F, and 11F, and capacitors 9G, 10G, and 11G having different capacitances C2, C3, and C4, respectively, are provided. It has been. The capacitors 9G, 10G, and 11G constitute rising time changing means.

  In this case, the acceleration sensors 8 to 11 are configured by using an acceleration sensor chip that is common to the IC chips 8B to 11B. However, the capacitors 8G to 11G are formed with different capacitances C1 to C4, respectively, and the magnitude relationship of the capacitances is, for example, C1 <C2 so that the capacitance C1 is minimum and the capacitance C4 is maximum. <C3 <C4 is designed. Thereby, the capacitors 8G to 11G constitute rise time changing means for superimposing different time constants (τ = R × C) on the power inputs of the acceleration sensors 8 to 11. The resistance value R is set by each resistor 15 described later.

  In the sensor cases 8A, 9A, 10A, and 11A, individual identification numbers (not shown) corresponding to the acceleration sensors 8, 9, 10, and 11 are entered so as to stand out on the outside. Note that the means for individually identifying the acceleration sensors 8 to 11 is not limited to a numerical value representing an identification number, and for example, an identification mark or the like with a different color may be used.

  Next, the control device 12 as a control circuit that variably controls the generated damping force of each damping force variable damper 7 will be described. The control device 12 is installed at a predetermined position of the railway vehicle 1 (for example, a position approximately at the center of the vehicle body 2 as shown in FIG. 2).

  The control device 12 is constituted by, for example, a microcomputer or the like, and acceleration sensors 8 to 11 are connected to the input side thereof via cables 16 to 19 described later. On the output side of the control device 12, variable damping force dampers 7 on the front left side (FL), front right side (FR), rear left side (RL), and rear right side (RR) of the vehicle body 2 are respectively connected via cables 20. It is connected.

  The control device 12 reads the detection signals from the acceleration sensors 8 to 11 at every sampling time in order to reduce vibrations such as rolling (rolling) and pitching (forward and backward shaking) of the vehicle body 2, for example, The control signal (current value of the control command) is obtained by calculation according to the skyhook theory (skyhook control law), and the control signal at this time is individually output to each damping force variable damper 7, for each damping force variable damper 7. The damping force characteristic is variably controlled. Note that the control side of the damping force variable damper 7 is not limited to the skyhook control law, and may be configured to use, for example, an LQG control law or an H∞ control law.

  As illustrated in FIG. 3, the control device 12 includes a sensor power supply unit 13 that generates power to be supplied to the acceleration sensors 8 to 11 and an input / output control unit A that reads detection signals from the acceleration sensors 8 to 11. / D converter 14 and a central processing unit (not shown) for calculating vibration control (for example, calculating target damping force) based on detection signals of acceleration sensors 8 to 11 acquired by this A / D converter 14 And a driver unit (not shown) that outputs a current (control signal) to each damping force variable damper 7 based on the control command calculated by the central processing unit.

  The sensor power supply lines 13A-1, 13A-2, 13A-3, and 13A-4 connected to the sensor power supply unit 13 are branched into four power supply lines in the control device 12. In this case, a resistor 15 having the same resistance value is attached to each of the sensor power supply lines 13A-1, 13A-2, 13A-3, and 13A-4. Here, the control device 12 has its input side connected to the acceleration sensors 8 to 11 via long cables 16 to 19 as wiring, and the output side attenuated via each cable 20 (see FIGS. 1 and 2). It is connected to the force variable damper 7 and the like.

  The long cable 16 that connects the acceleration sensor 8 and the control device 12 has three conductor portions 16A, 16B, and 16C that are connected to the IC chip 8B of the acceleration sensor 8 via the connector 8C. Yes. The conducting wire portion 16A of the cable 16 connects the power supply wire 8D of the acceleration sensor 8 to the sensor power supply wire 13A-1 on the control device 12 side, and the conducting wire portion 16B connects the GND wire 8E to the GND side of the control device 12. The conductor portion 16C of the cable 16 connects the output line 8F of the acceleration sensor 8 to the first terminal CH1 of the A / D converter 14 on the control device 12 side.

  Similarly, the long cable 17 that connects the acceleration sensor 9 and the control device 12 is also connected to the IC chip 9B of the acceleration sensor 9 via the connector 9C through three conductor portions 17A, 17B, 17C. Furthermore, the long cable 18 that connects the acceleration sensor 10 and the control device 12 also has three conductor portions 18A, 18B, and 18C that are connected to the IC chip 10B of the acceleration sensor 10 via the connector 10C. The long cable 19 that connects the acceleration sensor 11 and the control device 12 also has three conductor portions 19A, 19B, and 19C that are connected to the IC chip 11B of the acceleration sensor 11 via the connector 11C. doing.

  Thereby, the output lines 9F, 10F, and 11F of the acceleration sensors 9, 10, and 11 are connected to the second terminal of the A / D converter 14 of the control device 12 via the conductor portions 17C, 18C, and 19C of the cables 17, 18, and 19, respectively. Connected to CH2, third terminal CH3, and fourth terminal CH4. For this reason, the detection signal from the acceleration sensor 8 is input to the first terminal CH1 of the A / D converter 14, and the detection signal from the acceleration sensor 9 is input to the second terminal CH2 of the A / D converter 14. The detection signal from the acceleration sensor 10 is input to the third terminal CH3 of the A / D converter 14, and the detection signal from the acceleration sensor 11 is input to the fourth terminal CH4 of the A / D converter 14. is there.

  The railcar control device according to the first embodiment has the above-described configuration, and the operation thereof will be described next.

  When the railcar 1 travels along the rail 5 in the direction of arrow A in FIGS. 1 and 2, for example, vibrations such as rolling (rolling) or pitching (forward and backward shaking) occur. At this time, the upward and downward vibrations are detected by the acceleration sensors 8 to 11. That is, the acceleration sensor 8 detects the vibration of the front left side (FL) of the vehicle body 2, and the acceleration sensor 9 detects the vibration of the front right side (FR) of the vehicle body 2. The acceleration sensor 10 detects vibration on the rear left side (RL) of the vehicle body 2, and the acceleration sensor 11 detects vibration on the rear right side (RR) of the vehicle body 2.

  The control device 12 constituting the control circuit discriminates the signals detected by the acceleration sensors 8 to 11 as individual acceleration detection signals, and suppresses vibration of the railway vehicle 1, for example, FL, FR, RL, RR. The target damping force to be generated by each damping force variable damper 7 on the side is calculated. Then, each damping force variable damper 7 is variably controlled in accordance with a control signal individually output from the control device 12 such that each generated damping force has a characteristic along the target damping force.

  By the way, since the railway vehicle 1 has a long vehicle body length, it is necessary to connect the acceleration sensors 8 to 11 and the control device 12 so as to route the long cables 16 to 19. However, when the control device 12 is connected to the connectors 8C to 11C of the acceleration sensors 8 to 11C via the cables 16 to 19, the four acceleration sensors 8 to 11 are properly connected to the control device 12. It is difficult for the control device 12 to determine whether it is connected, which causes a misconnection due to misplacement.

  Therefore, in the first embodiment, the sensor cases 8A to 11A of the acceleration sensors 8 to 11 are individually formed with individual identification numbers or identification marks (none of which are shown) so as to stand out on the outside. Yes. In addition, capacitors 8G to 11G having different capacitances C1 to C4 are connected and provided between the power supply lines 8D to 11D and the GND lines 8E to 11E of the acceleration sensors 8 to 11, respectively. .

  That is, among the capacitors 8G to 11G, the capacitance relationship is such that C1 <C2 <C3 <C4, for example, so that the capacitance C1 of the capacitor 8G is minimum and the capacitance C4 of the capacitor 11G is maximum. Designed. The operation start time of the A / D converter 14 of the control device 12 and the central processing unit when the power is turned on is configured to be sufficiently faster than the power supply rise time of the acceleration sensors 8 to 11.

  For this reason, when power is supplied to the acceleration sensors 8 to 11 from the sensor power supply unit 13 of the control device 12, the output line 8F of the acceleration sensor 8 to which the capacitor 8G having the minimum capacitance C1 is attached is shown in FIG. An output voltage V having a rising characteristic like the characteristic line 21 in FIG. The output voltage V from the characteristic line 21 has a characteristic that exceeds a preset voltage threshold value V1 at time t1 after the power is turned on, and has a rise time t1.

  Further, from the output line 9F of the acceleration sensor 9 to which the capacitor 9G having a capacitance C2 larger than the capacitance C1 is attached, a voltage is obtained at the rise time t2 after power-on as shown by the characteristic line 22 in FIG. An output voltage V having a rising characteristic exceeding the threshold value V1 is output. From the output line 10F of the acceleration sensor 10 to which the capacitor 10G having a capacitance C3 larger than the capacitance C2 is attached, as shown by the characteristic line 23 in FIG. 4, the voltage threshold V1 at the rise time t3 after power-on. An output voltage V having a rising characteristic exceeding the output voltage V is output.

  Further, from the output line 11F of the acceleration sensor 11 to which the capacitor 11G having the capacitance C4 (that is, the maximum capacitance) larger than the capacitance C3 is attached, as shown by the characteristic line 24 in FIG. The output voltage V having a rising characteristic exceeding the voltage threshold V1 is output at the rising time t4. At this time, the rise times t1 to t4 after power-on are set to have a relationship of t1 <t2 <t3 <t4 so that the rise time t1 of the acceleration sensor 8 is the earliest and the rise time t4 of the acceleration sensor 11 is the latest. Has been.

  As a result, the control device 12 activates the A / D converter 14 when power is supplied from the sensor power supply unit 13 to the acceleration sensors 8 to 11, thereby causing the rise time t1 at the first terminal CH1 and the rise at the second terminal CH2. The time t2, the rise time t3 at the third terminal CH3, and the rise time t4 at the fourth terminal CH4 can be monitored, and the four long cables 16-19 are connected to the four acceleration sensors 8-11. It is possible to accurately determine whether or not the connection is correct.

  That is, the control device 12 starts a detection process for determining an erroneous connection of the acceleration sensors 8 to 11 immediately after the power is turned on, and the order of the times t1 to t4 when the acceleration sensors 8 to 11 rise is determined in advance. It is possible to confirm whether or not it is the prescribed order. If the rise times t1 to t4 of the acceleration sensors 8 to 11 are not in a prescribed order, it can be determined that a connection error has occurred in the connection between the acceleration sensors 8 to 11 and the control device 12 via the cables 16 to 19. Therefore, for example, abnormal processing such as cutting off the power supply to the damping force variable damper 7 can be performed immediately.

  As a result, the control device 12 determines whether the identifiers (identification numbers or identification marks) of the acceleration sensors 8 to 11 and the input channels (for example, the first to fourth terminals CH1 to CH4) of the A / D converter 14 are correct. Since the identifiers entered in the acceleration sensors 8 to 11 are the predetermined mounting positions of the railway vehicle 1 (front, rear direction, left and right corners). It is only necessary to visually confirm that the position corresponds to the correct position), and the number of inspection steps can be greatly reduced.

  Further, in the first embodiment, since the output signals of the acceleration sensors 8 to 11 are not modified, an abnormality detection function for discriminating misconnection without affecting the performance of the acceleration sensors 8 to 11. Can be added. Moreover, since it can be realized simply by retrofitting capacitors 8G to 11G having different capacitances C1 to C4 to the power supply circuit of the current acceleration sensor (common specification for each channel), an abnormality detection function can be performed without making a major design change. Can be added.

  Therefore, according to the first embodiment, the control device 12 and the acceleration sensors 8 to 11 are properly connected by making the rise times t1 to t4 after power-on different for each of the acceleration sensors 8 to 11. It is possible to quickly determine whether the acceleration sensors 8 to 11 are misplaced, and the railway vehicle 1 can be controlled stably. Then, the control device 12 can automatically detect a misplacement in connecting the acceleration sensors 8 to 11 and the cables 16 to 19.

  In the first embodiment, the case where the capacitors 8G to 11G having different capacities are mounted for each of the acceleration sensors 8 to 11 has been described as an example. However, the present invention is not limited to this. For example, a plurality of capacitors having the same capacity are mounted on all acceleration sensors, and the combined capacitance of the capacitors for each acceleration sensor is set by a jumper, a DIP switch, or the like. It is good also as a structure which produces the difference of the capacity | capacitance for every sensor.

  Next, FIG. 5 and FIG. 6 show a second embodiment of the present invention. The feature of the second embodiment resides in that a rising order determination circuit is provided that can determine whether the order of the rising times is a prescribed order without using an A / D converter, for example. In the second embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 5, the rising order determination circuit employed in the second embodiment includes four Schmitt trigger amplifiers 31, 32, 33, and 34 that output signals at two positions “HIGH” and “LOW”. The circuit includes three arrival order determination circuits 35, 36, and 37 and a three-input AND circuit 42 to be described later. The Schmitt trigger amplifiers 31, 32, 33, and 34 are attached in parallel to the A / D converter 14 shown in FIG. 3 described in the first embodiment. Therefore, the input terminals of the Schmitt trigger amplifiers 31, 32, 33 and 34 (that is, the first terminal CH1, the second terminal CH2, the third terminal CH3 and the fourth terminal CH4) are connected to the acceleration sensors 8 to 8 shown in FIG. 11 output lines 8F to 11F are connected to the cables 16 to 19 via the conductor portions 16C to 19C, respectively. The Schmitt trigger amplifiers 31, 32, 33, and 34 convert the signals output from the four acceleration sensors when the power is turned on into digital signals and output them to the subsequent stage.

  The first Schmitt trigger amplifier 31 receives an output signal that rises at time t1 as in the case of the characteristic line 25 shown in FIG. 6, for example, when the power-on signal from the acceleration sensor 8 is input to the first terminal CH1. Output. The second Schmitt trigger amplifier 32 receives an output signal that rises at time t2 as in the case of the characteristic line 26 shown in FIG. 6, for example, when the power-on signal from the acceleration sensor 9 is input to the second terminal CH2. Output.

  Further, the third Schmitt trigger amplifier 33 receives the power-on signal from the acceleration sensor 10 to the third terminal CH3, so that the output rises at time t3, for example, like the characteristic line 27 shown in FIG. Output a signal. The fourth Schmitt trigger amplifier 34 outputs an output signal that rises at time t4 as in the case of the characteristic line 28 shown in FIG. 6, for example, when the power-on signal from the acceleration sensor 11 is input to the fourth terminal CH4. Output.

  The arrival order determination circuits 35, 36, and 37 are configured using an XOR circuit 38, an RC circuit 39, an AND circuit 40, and an SR latch circuit 41, respectively. The RC circuit 39 is connected between the input unit 38A side of the XOR circuit 38 and the other input terminal of the AND circuit 40 in order to prevent erroneous detection due to chattering. The time constant of the RC circuit 39 is the difference between the rising times of the two acceleration sensors input from among the acceleration sensors 8 to 11 (for example, the difference between times t1 and t2, the difference between times t2 and t3, or the difference between times t3 and t4). It is preferable to select a circuit that is sufficiently faster than the operation speed of the XOR circuit 38.

  Here, each XOR circuit 38 is a signal that becomes “HIGH”, that is, a signal that is “1”, when either one of the signal input to the input unit 38A and the signal input to the input unit 38B is standing. On the contrary, when both the signal input to the input unit 38A and the signal input to the input unit 38B are standing or both are not standing, a signal that becomes “LOW”, that is, “0”. Is output.

  The AND circuit 40 outputs a signal “1” only when the two input signals are both “1”, and outputs a signal “0” in all other cases. The SR latch circuit 41 is connected between the output side of the AND circuit 40 and a 3-input AND circuit 42 described later. Then, when the output signal of the AND circuit 40 switches from “0” to “1”, the SR latch circuit 41 keeps the output at “1”, and the output signal of the AND circuit 40 remains “0”. In this case, the output is held at “0”.

  Here, regarding the operation of the arrival order determination circuit 35, when the signal of the input unit 38A rises and then the signal of the input unit 38B rises, and when the signal of the input unit 38B rises and subsequently the signal of the input unit 38A rises This will be explained separately.

  When the signal of the input unit 38A rises and then the signal of the input unit 38B rises, the input unit 38A side becomes “HIGH” and the input unit 38B side becomes “LOW” immediately after the signal of the input unit 38A rises. 38 outputs “HIGH”. Subsequently, the output of the RC circuit 39 becomes “HIGH” with a slight delay from the rise on the input unit 38A side. Here, since the two input signals of the AND circuit 40 are both “1”, the output of the AND circuit 40 is “1”, and the SR latch circuit 41 also outputs “1”. Thereafter, when the input unit 38B rises, both the input units 38A and 38B become “HIGH”, so that the XOR circuit 38 changes to “LOW”. Since one of the two input signals of the AND circuit 40 is “HIGH” and the other is “LOW”, the output of the AND circuit 40 is “0”. However, since the SR latch circuit 41 has already latched “1”, it continues to output “1”. Thus, when the signal of the input unit 38A rises and subsequently the signal of the input unit 38B rises, the arrival order determination circuit outputs “1”.

  On the other hand, when the signal of the input unit 38B rises and then the signal of the input unit 38A rises, immediately after the signal of the input unit 38B rises, the input unit 38B side is “HIGH” and the input unit 38A side is “LOW”. “HIGH” is output from the XOR circuit 38. The output of the RC circuit 39 remains “LOW” because the input unit 38A side is “LOW”. Accordingly, one of the two input signals of the AND circuit 40 is “HIGH” and the other is “LOW”, so that the output of the AND circuit 40 maintains “0”. Thereafter, immediately after the input unit 38A rises, both of the input units 38A and 38B become “HIGH”, so that the XOR circuit 38 changes to “LOW”. Thereafter, the output of the RC circuit 39 becomes “HIGH” with a delay, but one of the two input signals of the AND circuit 40 is “LOW”, so the output of the AND circuit 40 continues to maintain “0”. Thus, when the signal of the input unit 38B rises and subsequently the signal of the input unit 38A rises, the arrival order determination circuit outputs “0”.

  The AND circuit 42 has three input terminals 42A, 42B, 42C and an output terminal 42D. The input terminal 42A of the AND circuit 42 is connected to the output side of the arrival order determination circuit 35, the input terminal 42B is connected to the output side of the arrival order determination circuit 36, and the input terminal 42C is connected to the output side of the arrival order determination circuit 37. It is connected. The output terminal 42D of the AND circuit 42 is connected to the central processing unit of the control device 12, for example.

  Thus, according to the second embodiment, of the arrival order determination circuits 35, 36, and 37, the first arrival order determination circuit 35 is connected from the Schmitt trigger amplifiers 31 and 32 to the input units 38 </ b> A and 38 </ b> B of the XOR circuit 38. The arrival order of the input signals, that is, the rising time of the signal input to the first terminal CH1 (for example, the time t1 of the characteristic line 25 shown in FIG. 6) is the rising time of the signal input to the second terminal CH2 (for example, 6 is determined as to whether or not the input section 38A (first terminal CH1) is earlier than the input section 38B (second terminal CH2). ", That is," 1 ", and a signal" 1 "is output to the input terminal 42A of the AND circuit 42. That is, the first arrival order determination circuit 35 outputs a signal of “1” to the input terminal 42A when the rising times t1 and t2 of the acceleration sensors 8 and 9 are in a prescribed order (t1 <t2), and vice versa. In the case of the order, a signal “0” is output.

  The second arrival order judgment circuit 36 also arrives at the arrival order of the signals input from the Schmitt trigger amplifiers 32 and 33 to the input sections 38A and 38B of the XOR circuit 38, that is, the rise time of the signal input to the second terminal CH2. It is determined whether or not (for example, time t2 of the characteristic line 26 shown in FIG. 6) is earlier than the rise time of the signal input to the third terminal CH3 (for example, time t3 of the characteristic line 27 shown in FIG. 6). When the input section 38A (second terminal CH2) is earlier than the input section 38B (third terminal CH3), it becomes "HIGH", that is, "1", and "1" is input to the input terminal 42B of the AND circuit 42. Is output. That is, when the rising times t2 and t3 of the acceleration sensors 9 and 10 are in the prescribed order (t2 <t3), the second arrival order determination circuit 36 outputs a signal “1” to the input terminal 42B and reversely In the case of the order, a signal “0” is output.

  Further, the third arrival order determination circuit 37 is the arrival order of signals input from the Schmitt trigger amplifiers 33 and 34 to the input sections 38A and 38B of the XOR circuit 38, that is, the rise time of the signal input to the third terminal CH3. It is determined whether (for example, the time t3 of the characteristic line 27 shown in FIG. 6) is earlier than the rising time of the signal input to the fourth terminal CH4 (for example, the time t4 of the characteristic line 28 shown in FIG. 6). When the input unit 38A (third terminal CH3) is earlier than the input unit 38B (fourth terminal CH4), it becomes "HIGH", that is, "1", and "1" is input to the input terminal 42C of the AND circuit 42. Is output. That is, when the rising times t3 and t4 of the acceleration sensors 10 and 11 are in the prescribed order (t3 <t4), the third arrival order determination circuit 37 outputs a signal “1” to the input terminal 42C and reversely In the case of the order, a signal “0” is output.

  As a result, the AND circuit 42 outputs a signal that becomes “HIGH” from the output terminal 42 </ b> D when all signals “1” are input from the arrival order determination circuits 35, 36, and 37 to the input terminals 42 </ b> A, 42 </ b> B, and 42 </ b> C. Output to the central processing unit. That is, the AND circuit 42 determines the rise time of the acceleration sensors 8 to 11 when the power is turned on when the signal rises in the order of the first terminal CH1, the second terminal CH2, the third terminal CH3, and the fourth terminal CH4. It can be determined that the order is a prescribed order.

  On the other hand, if the order of the rise times of the acceleration sensors 8 to 11 at the time of turning on the power is not a prescribed order, the arrival order determination circuits 35, 36, and 37 input the input terminals 42 A, 42 B, and 42 C of the AND circuit 42. Any one of the signals becomes “0” instead of “1”, and a signal that becomes “LOW” is output from the output terminal 42D to the central processing unit. For this reason, since the central processing unit of the control device 12 can determine that the connection between the acceleration sensors 8 to 11 and the control device 12 via the cables 16 to 19 is incorrect, for example, the damping force variable damper 7 Abnormal processing such as cutting off the power supply to can be performed immediately.

  In particular, according to the second embodiment, the power supply rise of the rise order determination circuit (ie, Schmitt trigger amplifiers 31 to 34, arrival order determination circuits 35 to 37 and AND circuit 42) shown in FIG. 11 may be designed so as to be earlier than the power supply rise of the power supply 11, for example, even when the operation start of the central processing unit of the control device 12 becomes later than the power supply rise of the acceleration sensors 8 to 11. It is possible to determine whether or not the connection between 8-11 and the cables 16-19 is correct.

  Note that the present invention is not limited to the rise order determination circuit shown in FIG. 5, and other configurations may be adopted. That is, the rising order of the first terminal CH1, the second terminal CH2, the third terminal CH3, and the fourth terminal CH4 is determined, and the connection between the acceleration sensors 8 to 11 and the cables 16 to 19 is correct or wrong. As long as the circuit outputs “HIGH” or “LOW”, any circuit other than the circuit shown in FIG. 5 may be adopted.

  Next, FIG. 7 shows a third embodiment of the present invention. The feature of this embodiment is that an inductor is provided in a power supply circuit of an acceleration sensor as a detecting means, and the rise time changing means is constituted by this inductor. It is to have done. Note that in the third embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 7, the acceleration sensor 51 employed in the third embodiment is configured in substantially the same manner as the acceleration sensor 8 described in the first embodiment, and includes a sensor case 51A, an IC chip 51B, and a connector 51C. The power supply circuit includes a power supply line 51D, a GND line 51E, and an output line 51F. However, the acceleration sensor 51 in this case is provided with the inductor 51G connected in series to the power line 51D between the IC chip 51B and the connector 51C.

  Here, the inductor 51G attached to the acceleration sensor 51 has a predetermined inductance L. Further, in correspondence with the acceleration sensors 9 to 11 described in the first embodiment, three acceleration sensors (none of which are shown) are provided in addition to the acceleration sensor 51, and these acceleration sensors include: Inductors (not shown) having different inductances L are attached in the same manner as the acceleration sensor 51. Thereby, the inductor 51G and each of the other inductors constitute rise time changing means for superimposing different time constants (τ = L / R) on the power input of the acceleration sensor 51 and the like (including other acceleration sensors). Yes.

  Thus, also in the third embodiment configured as described above, the rise time after power-on (for example, times t1 to t4 shown in FIG. 6) can be made different for each acceleration sensor 51 and other acceleration sensors. Which position of the acceleration sensor is mounted on the railway vehicle 1 can be quickly determined. As a result, the insertion of each acceleration sensor can be eliminated, and substantially the same operational effects as those of the first embodiment can be obtained.

  Next, FIGS. 8 and 9 show a fourth embodiment of the present invention. The feature of this embodiment is that a switching element such as a transistor is provided in a power supply circuit of an acceleration sensor as a detecting means. There is. Note that in the fourth embodiment, the same components as those in the first embodiment described above are denoted by the same reference numerals, and description thereof is omitted.

  As shown in FIG. 8, the acceleration sensor 61 employed in the fourth embodiment is configured in substantially the same manner as the acceleration sensor 8 described in the first embodiment, and includes a sensor case 61A, an IC chip 61B, and a connector 61C. , A power supply line 61D, a GND line 61E, and an output line 61F constituting a power supply circuit. However, the acceleration sensor 61 in this case is provided with a transistor 61G as a switching element connected to the power supply line 61D between the IC chip 61B and the connector 61C.

  An RC circuit 61H is provided between a midway portion of the power supply line 61D located between the connector 61C and the transistor 61G and the GND line 61E. The RC circuit 61H is connected to the power supply line 61D and the GND line 61E. A resistor 61I and a capacitor 61J are connected in series. In the RC circuit 61H, the connection point between the resistor 61I and the capacitor 61J is connected to the base B of the transistor 61G. The transistor 61G constitutes a switching element that continues to be in an OFF state until a bias voltage is supplied to the base B and is switched to an ON state when a bias voltage is applied to the base B.

  Here, the capacitor 61J of the RC circuit 61H attached to the acceleration sensor 61 has a predetermined capacitance C. The acceleration sensor 61 is variably adjusted according to the capacitance C of the capacitor 61J until the transistor 61G is turned on when the power is turned on. Thereby, from the output line 61F of the acceleration sensor 61, for example, as shown by the characteristic line 62 shown in FIG. 9, the output voltage V having a rising characteristic exceeding the voltage threshold V1 is output at the rising time ta after the power is turned on. .

  In the fourth embodiment, three acceleration sensors (all not shown) are provided in addition to the acceleration sensor 61 in correspondence with the acceleration sensors 9 to 11 described in the first embodiment. Similarly to the acceleration sensor 61, capacitors (not shown) having different capacitances C are attached to the RC circuits of these acceleration sensors. The acceleration sensors other than the acceleration sensor 61 are turned on at different times after the power is turned on. From these different acceleration sensors, the power is turned on as indicated by characteristic lines 63, 64, 65 shown in FIG. At the subsequent rise times tb, tc, td (td> tc> tb> ta), an output voltage V having a rise characteristic exceeding the voltage threshold V1 is output.

  As a result, the RC circuit 61H and the other RC circuit have a rise time changing means for superimposing different time constants (τ = R × C) on the power input of the acceleration sensor 61 and the like (including other acceleration sensors), and the transistor 61G and the like (including other transistors). Further, since the acceleration sensor 61 having the RC circuit 61H can realize the difference in the rising time ta (that is, the difference from the other rising times tb, tc, td) by the acceleration sensor alone, for example, the first sensor It is not necessary to provide the resistor 15 as in the control device 12 described in the embodiment. This also applies to other acceleration sensors.

  Thus, also in the fourth embodiment configured as described above, the rising times ta to td of the output voltage V after power-on can be made different for each of the acceleration sensor 61 and the other acceleration sensors. It is possible to quickly determine whether or not the control device 12 is properly connected. As a result, the insertion of each acceleration sensor can be eliminated, and substantially the same operational effects as those of the first embodiment can be obtained.

  By the way, in the first embodiment, as shown in FIG. 3, each resistor 15 of the control device 12 is connected in series with the power supply lines 8D to 11D of the acceleration sensors 8 to 11, so that the resistance value R It is difficult to change the time constant (τ = R × C) with the size. That is, when the resistance value R is increased, a voltage drop due to the resistance value R increases, and the power supply voltage supplied to the acceleration sensors 8 to 11 may be insufficient.

  On the other hand, in the fourth embodiment, an RC circuit 61H is provided between the power supply line 61D and the GND line 61E. For this reason, the resistance value of the resistor 61I does not affect the voltage drop of the acceleration sensor power supply voltage. Thereby, the time constant of the RC circuit 61H can be easily changed by changing the resistance value of the resistor 61I, and the capacitor 61J can be downsized. And there is a merit that a capacitor having a small capacity and a long life can be adopted.

  In the fourth embodiment, the case where the RC circuit 61H is provided between the power supply line 61D and the GND line 61E has been described as an example. However, the present invention is not limited to this. For example, as in the modification shown in FIG. 10, a delay circuit 71 using a timer, for example, is provided between the power supply line 61D and the GND line 61E. The rise time changing means may be constituted by 61G. Then, by changing the time for supplying the bias voltage from the delay circuit 71 to the base B of the transistor 61G for each of the acceleration sensors 61 and other acceleration sensors, the rise time after power-on in each acceleration sensor can be set, for example, in FIG. It can be varied as time ta to td.

  Next, FIG. 11 shows a fifth embodiment of the present invention. In this embodiment, the same constituent elements as those of the first embodiment described above are denoted by the same reference numerals, and the description thereof is omitted. And However, the feature of the fifth embodiment is that a characteristic line 81 shown in FIG. 11 is shown when the connection between the acceleration sensors 8 to 11 and the control device 12 via the cables 16 to 19 is a correct connection without misplacement. That is, the control circuit is configured so that the output voltage V can be output.

  Here, the capacitors 8G to 11G attached to the acceleration sensors 8 to 11 have different capacitances C1 to C4 (C1 <C2 <C3 <C4), respectively, as described in the first embodiment. ing. For this reason, in the first embodiment, the rise time changing means for superimposing different time constants (τ = R × C) on the power inputs of the acceleration sensors 8 to 11 by using capacitors 8G to 11G having different capacities. Can be configured.

  On the other hand, in the fifth embodiment, since the time constants (τ = R × C) for each of the acceleration sensors 8 to 11 are set to the same value, the resistors 15 (see FIG. 3) are set to different resistances. Values R1 to R4 (R1> R2> R3> R4) are set. Thus, the time constant of the acceleration sensor 8 (τ = R1 × C1), the time constant of the acceleration sensor 9 (τ = R2 × C2), the time constant of the acceleration sensor 10 (τ = R3 × C3), the time of the acceleration sensor 11 The constant (τ = R4 × C4) is set to the same value.

  As a result, the output voltage V input from the acceleration sensors 8, 9, 10, and 11 to the first terminal CH1, second terminal CH2, third terminal CH3, and fourth terminal CH4 of the A / D converter 14 shown in FIG. As shown by the characteristic line 81 in FIG. 11, the voltage exceeds the voltage threshold value V1 at time te, and signals (output voltage V) having the same characteristic are output from the acceleration sensors 8 to 11.

  However, if a connection between the acceleration sensors 8 to 11 and the control device 12 via the cables 16 to 19 is misplaced, the time constant (τ = R × C) for each acceleration sensor 8 to 11 is set. Variations will occur. For this reason, the output voltage V inputted to the first to fourth terminals CH1 to CH4 of the A / D converter 14 from the acceleration sensors 8 to 11 has characteristics different from the characteristic line 81 shown in FIG. Since variations occur in time, this can be determined by means such as the A / D converter 14 or a detection circuit (not shown).

  Thus, also in the fifth embodiment configured as described above, it is determined whether or not the connection between the acceleration sensors 8 to 11 and the control device 12 via the cables 16 to 19 is a correct connection without misplacement. Therefore, it is possible to obtain substantially the same operational effects as those of the first embodiment.

  Next, the invention included in each of the embodiments will be described. According to the present invention, the rise time changing means is configured to superimpose different time constants on the power input of the detecting means.

DESCRIPTION OF SYMBOLS 1 Rail vehicle 2 Car body 3 Bogie 4 Wheel 5 Rail 6 Suspension spring 7 Damping force variable damper 8, 9, 10, 11, 51, 61 Acceleration sensor (detection means)
8A, 9A, 10A, 11A, 51A, 61A Sensor case 8B, 9B, 10B, 11B, 51B, 61B IC chip 8C, 9C, 10C, 11C, 51C, 61C Connector 8D, 9D, 10D, 11D, 51D, 61D Power supply Wire (power supply circuit)
8E, 9E, 10E, 11E, 51E, 61E GND line 8F, 9F, 10F, 11F, 51F, 61F Output line 8G, 9G, 10G, 11G Capacitors (rise time changing means)
12 Control device (control circuit)
13 Sensor power supply 14 A / D converter 15 Resistor 16, 17, 18, 19 Cable (wiring)
31, 32, 33, 34 Schmitt trigger amplifier 35, 36, 37 Arrival order determination circuit 42 AND circuit 51G Inductor (rise time changing means)
61G transistor (switching element, rise time changing means)
61H RC circuit (rise time change means)
71 Delay circuit (rise time changing means)

Claims (2)

A plurality of detection means mounted on a plurality of different locations of the railway vehicle for detecting the behavior of the railway vehicle, and connected to each detection means by wiring, and the railway vehicle is controlled based on the detection result of each detection means. In a railway vehicle control device comprising a control circuit,
The railcar control device according to claim 1, wherein the power supply circuit of the plurality of detecting means is provided with rising time changing means for making the rising time after power-on different for each detecting means.   The railway vehicle control device according to claim 1, wherein the rise time changing means superimposes different time constants on the power input of the detecting means.

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