JP2019184558A - Vibration controller for railway vehicle and method for diagnosing vibration controller for railway vehicle - Google Patents

Abstract

To provide a vibration controller for a railway vehicle and a method for diagnosing the vibration controller for a railway vehicle which allow a user to determine whether actuators in the front and in the back are attached in the proper positions even without a visual confirmation.SOLUTION: A vibration controller V1 for a railway vehicle makes a diagnosis to determine whether the front actuator Af and a back actuator Ar are attached in the proper positions according to each instruction to generate a thrust to vibrate a vehicle body B into a sway direction and a yaw direction in the front actuator Af and the back actuator Ar and also according to the front-side acceleration and the back-side acceleration detected by a front sensor Sf and a back sensor Sr.SELECTED DRAWING: Figure 2

Description

  The present invention relates to a railcar damping device and a diagnostic method for a railcar damping device.

  The railway vehicle includes a double-acting actuator interposed between the vehicle body and the front and rear carriages, an acceleration sensor before and after detecting the longitudinal acceleration of the vehicle body, and a controller that controls the front and rear actuators. There may be a railcar damping device that suppresses left-right vibration with respect to the traveling direction of the railcar.

  In such a railcar vibration damping device, the controller obtains the sway acceleration and yaw acceleration of the vehicle body from the acceleration detected by the front and rear acceleration sensors, and obtains a command to be given to the front and rear actuators from the sway acceleration and yaw acceleration. Then, the controller gives a command to the front and rear actuators to cause the front and rear actuators to exert thrust to suppress the sway vibration and yaw vibration of the vehicle body, thereby suppressing the vibration of the vehicle body (for example, see Patent Document 1).

JP 2013-1304 A

  In such a railcar vibration damping device, it is difficult to suppress body vibration unless the mounting positions of the actuators installed on the front and rear carriages are correct. For example, if the mounting position of the front actuator is on the left side of the vehicle body and the mounting position of the rear actuator is on the right side of the vehicle body, when the front and rear actuators are expanded and contracted in the same phase, the vehicle body rotates in the yaw direction around the vehicle center Can be excited. Conversely, when the front and rear actuators are expanded and contracted in opposite phases, the vehicle body can be vibrated in the sway direction which is the left-right direction. On the other hand, when the mounting position of the front actuator and the rear actuator is on the left side or the right side of the vehicle body, when the front and rear actuators are expanded and contracted in the same phase, the vehicle body is vibrated in the sway direction. Is expanded and contracted in the opposite phase, the vehicle body is vibrated in the yaw direction.

  In this way, the vibration mode of the vehicle body when the front and rear actuators expand and contract depends on the mounting position of the front and rear actuators. become unable.

  Conventionally, the installation operator has to visually check whether the front and rear actuators are installed at the correct mounting positions. In the visual confirmation work, there is a concern that the front and rear actuators may be left in the wrong mounting position by the installation operator's carelessness.

  Accordingly, an object of the present invention is to provide a railway vehicle vibration damping device and a diagnostic method for the railcar vibration damping device that can diagnose whether the mounting positions of the front and rear actuators are correct without visual inspection.

  The railcar vibration damping device of the present invention is provided between a vehicle body and a rear carriage, which is installed between the vehicle body of the railway vehicle and a front carriage and can vibrate the front side of the vehicle body in the left-right direction. A rear actuator that can vibrate the rear side of the vehicle in the left-right direction, a front acceleration sensor that is installed on the front side of the vehicle to detect the front acceleration in the left-right direction on the front side of the vehicle, and The front actuator and the rear acceleration sensor are installed on the basis of the rear acceleration sensor that is installed and detects the rear acceleration in the left-right direction on the rear side of the vehicle body, and the front acceleration and the rear acceleration detected by the front acceleration sensor and the rear acceleration sensor. A controller for controlling the side actuator, the controller for generating a thrust force for exciting the vehicle body in the sway direction and the yaw direction to the front actuator and the rear actuator, and front acceleration And rear acceleration, or based on the sway displacement and yaw displacements calculated from the front acceleration and the rear acceleration, diagnoses whether the mounting position of the front actuator and the rear side actuator is correct.

  In the railcar damping device configured as described above, the front actuator and the rear actuator are used to diagnose whether the mounting position is correct using the front actuator and rear actuator commands, the front acceleration, and the rear acceleration. Whether the mounting position of the side actuator is correct or not can be diagnosed.

  In addition, the railcar vibration damping device of the present embodiment is configured so that the product of the front sway acceleration obtained from the front acceleration and the rear acceleration is calculated by a command that causes the controller to generate a thrust force that causes the front actuator to vibrate the vehicle body in the sway direction. The rear sway index is a product of a command that causes the rear actuator to generate thrust to vibrate the vehicle body in the sway direction and a sway acceleration, and a command that causes the front actuator to generate thrust to vibrate the vehicle body in the yaw direction. The product of the yaw acceleration obtained from the front acceleration and the rear acceleration is used as the front yaw index, and the product of the command for causing the rear actuator to vibrate the vehicle body in the yaw direction and the yaw acceleration is used as the rear yaw index. You may diagnose whether the said attachment position is correct from these each parameter | index. The railcar damping device configured as described above can accurately diagnose whether the mounting position of each actuator is correct.

  Further, the controller in the railcar damping device can diagnose whether the mounting position of each actuator is correct based on the signs of the front sway index, the rear sway index, the front yaw index, and the rear yaw index. Good. The railcar vibration damping device configured in this way diagnoses whether the mounting position of each actuator is correct by the signs of the front sway index, the rear sway index, the front yaw index, and the rear yaw index. Whether the mounting position is correct or not can be accurately diagnosed regardless of the size.

  In addition, the controller in the railcar vibration damping device counts the number of errors when the front sway index, rear sway index, front yaw index, and rear yaw index indicate an error in the mounting position of each actuator. If the number of errors exceeds a threshold value, the mounting position of each actuator may be diagnosed as an error. According to the railcar vibration damping device configured as described above, correct and incorrect diagnosis of the mounting position is eliminated, and the mounting position can be correctly diagnosed.

  Furthermore, the controller in the railcar vibration damping device uses the product of the sway command obtained from each command that generates thrust to vibrate the vehicle body in the sway direction to the front actuator and the rear actuator, and the sway displacement as a sway index. The product of the yaw command obtained from each command for generating thrust to vibrate the vehicle body in the yaw direction to the front actuator and the rear actuator and the yaw displacement is used as the yaw index, and the mounting position and the You may diagnose whether the attachment direction of a front side acceleration sensor and a rear side acceleration sensor is correct. In the railcar vibration damping device configured as described above, the mounting position of each actuator in both the response of the vehicle body to the drive of each actuator of sway excitation and the response of the vehicle body to the drive of each actuator during yaw excitation Therefore, the correctness of the mounting direction and the mounting direction can be accurately diagnosed.

  Further, the controller in the railcar damping device may diagnose whether the mounting position and the mounting direction are correct based on the signs of the sway index and the yaw index. According to the vibration device, it is possible to accurately diagnose whether the mounting position and the mounting direction are correct regardless of the size of the index.

  Further, the controller in the railcar vibration damping device counts the number of errors as an error when the sway index and the yaw index indicate an error in the mounting position or the mounting direction. You may diagnose it as an error. The railway vehicle vibration damping device configured as described above eliminates the erroneous diagnosis of the mounting position and the mounting direction, and can correctly diagnose the mounting position and the mounting direction.

  Further, the diagnosis method for a railcar damping device of the present invention includes a sway excitation step in which a sway acceleration is applied to the vehicle body by driving the front actuator and the rear actuator, and a controller applies the vehicle body to the front actuator in the sway direction. Multiply the command to generate the thrust to swing by multiplying the sway acceleration obtained from the front acceleration and rear acceleration to obtain the front sway index, and multiply the command to generate the thrust to oscillate the vehicle body in the sway direction and the sway acceleration. A sway index calculating step for obtaining a rear sway index, a sway excitation diagnosis step for diagnosing whether the mounting position of each actuator is correct based on the front sway index and the rear sway index, and the front actuator and the rear side Yaw excitation step to drive the actuator and apply yaw acceleration to the vehicle body The controller multiplies the front actuator by generating a thrust to vibrate the vehicle body in the yaw direction and the yaw acceleration obtained from the front acceleration and the rear acceleration to obtain the front yaw index and the controller moves the vehicle body to the rear actuator in the yaw direction A yaw index calculating step for obtaining a rear yaw index by multiplying a command for generating thrust to vibrate and a yaw acceleration, and a yaw for diagnosing whether the mounting position is correct based on the front yaw index and the rear yaw index A diagnostic step during excitation. According to the diagnostic method for a railway vehicle vibration damping device configured in this way, both the response of the vehicle body to the drive of each actuator of sway excitation and the response of the vehicle body to the drive of each actuator during yaw excitation Since the correctness of the mounting position of each actuator can be diagnosed, the correctness of the mounting position can be accurately diagnosed without visual inspection.

  Further, the railcar damping device diagnosis method according to the present invention includes a sway excitation step in which a sway acceleration is applied to the vehicle body by driving a front actuator and a rear actuator, and a controller swayes the vehicle body in the sway direction. Of the sway direction of the vehicle body determined from the sway command obtained from the command to generate thrust to vibrate to the rear and the command to generate thrust to oscillate the vehicle body in the sway direction by the rear actuator, and from the front acceleration and rear acceleration. A vehicle body sway index calculation step for obtaining a sway index by multiplying the sway displacement, which is a displacement, a diagnosis step for diagnosing whether the mounting position and the mounting position are correct based on the sway index, a front actuator and a rear actuator A yaw excitation step that drives and applies yaw acceleration to the vehicle body, and a controller From the command that causes the front actuator to generate thrust to vibrate the vehicle body in the yaw direction, the command that the controller generates thrust to vibrate the vehicle body to the yaw direction in the rear actuator, and the front acceleration and rear acceleration A vehicle body yaw index calculation step that obtains a yaw index by multiplying the yaw displacement that is the displacement of the vehicle body in the yaw direction, and a diagnosis step that diagnoses whether the mounting position and the mounting position are correct based on the yaw index ing.

  According to the diagnostic method for a railway vehicle vibration damping device configured in this way, both the response of the vehicle body to the drive of each actuator of sway excitation and the response of the vehicle body to the drive of each actuator during yaw excitation Since the correctness of the mounting position of each actuator can be diagnosed, the correctness of the mounting position can be accurately diagnosed.

  According to the railcar damping device and railcar damping device diagnosis method of the present invention, it is possible to diagnose whether the front and rear actuator mounting positions are correct without visual inspection.

1 is a plan view of a railway vehicle equipped with a railcar damping device according to the present invention. It is an example of the flowchart which showed the process which diagnoses the correctness of the attachment position of the actuator before and behind in the railcar damping device in 1st embodiment. FIG. 3 is a diagram showing a relationship between a front sway index, a rear sway index, and an attachment position of each actuator when the vehicle body is vibrated in the sway direction in the railcar damping device according to the first embodiment. FIG. 4 is a diagram illustrating a relationship between a front yaw index, a rear yaw index, and an attachment position of each actuator when the vehicle body is vibrated in the yaw direction in the railcar damping device according to the first embodiment. It is an example of the flowchart which showed the process which diagnoses the right and wrong of the attachment position of the front-and-rear actuator in the rail vehicle damping device in 2nd embodiment, and the attachment direction of the front-and-back acceleration sensor. FIG. 10 is a diagram illustrating a relationship between a sway command and a sway displacement when the front and rear actuator mounting positions and the front and rear acceleration sensor mounting directions are correct in the railcar vibration damping device according to the second embodiment. In the railway vehicle vibration damping device according to the second embodiment, the relationship between the sway command and the sway displacement when one of the front and rear actuator mounting positions and the front and rear acceleration sensor mounting directions is correct and the other is incorrect. FIG. FIG. 10 is a diagram showing a relationship between a yaw command and a yaw displacement when the front and rear actuator mounting positions and the front and rear acceleration sensor mounting directions are correct in the railcar vibration damping device according to the second embodiment. In the railcar damping device according to the second embodiment, the relationship between the yaw command and the yaw displacement when one of the front and rear actuator mounting positions and the front and rear acceleration sensor mounting directions are correct and the other is incorrect. FIG. In the railcar vibration damping device according to the second exemplary embodiment, it is a diagram illustrating a relationship among front and rear actuator mounting positions, front and rear acceleration sensor mounting directions, a sway index, and a yaw index. FIG. 9 is an example of a flowchart showing a specific process for determining whether the mounting positions of the front and rear actuators and the mounting directions of the front and rear acceleration sensors are correct in the railcar damping device according to the second embodiment.

  The present invention will be described below based on the embodiments shown in the drawings. In addition, the same code | symbol is attached | subjected about the structure which is common in the railcar damping device V1, V2 of each embodiment demonstrated below, and in order to avoid duplication of description, it is for railcars of 1st embodiment. A detailed description of the configuration described in the description of the vibration damping device V1 will be omitted in the description of the railcar vibration damping device V2 of the second embodiment.

<First embodiment>
As shown in FIG. 1, the railcar damping device V1 of the first embodiment includes a front actuator Af installed between the vehicle body B and the front carriage Tf, and the vehicle body B and the rear carriage Tr. Between the rear actuator Ar, a front acceleration sensor Sf for detecting a front acceleration, which is a horizontal lateral acceleration on the front side of the vehicle body B, and a rear horizontal acceleration on the rear side of the vehicle body B. A rear acceleration sensor Sr for detecting the side acceleration and a controller C for controlling the actuators Af and Ar are provided.

  Although not shown in detail, each of the actuators Af and Ar includes a cylinder 1, a piston (not shown) that is slidably inserted into the cylinder 1, and a rod 2 that is inserted into the cylinder and connected to the piston. And is configured as a single rod type actuator. The actuators Af and Ar may be double rod type actuators. The actuators Af and Ar are provided with a fluid pressure source and a fluid pressure circuit that supply the working fluid into the cylinder 1 to cause the actuators Af and Ar to expand and contract. The actuators Af and Ar thus configured are both connected to a pin P with the cylinder 1 hanging below the vehicle body B of the railway vehicle, and the rod 2 is connected to the carriages Tf and Tr. And the carriages Tf and Tr. Although not shown, the fluid pressure source and the fluid pressure circuit are attached to the cylinder 1, and it is necessary to connect the controller C installed in the vehicle body B and a power source (not shown) by wiring. Is connected to the vehicle body B side with a cylinder 1 that does not relatively move in the left-right direction.

  More specifically, the front actuator Af is disposed on the left side in the traveling direction of the railway vehicle with respect to the vehicle body B, that is, on the left side of the pin P in FIG. It is arranged on the right side of the traveling direction of the vehicle, that is, on the right side of the pin P in FIG. Therefore, the front actuator Af is installed to displace the vehicle body B to the right in FIG. 1 when extended, and the rear actuator Ar is installed to displace the vehicle B to the right in FIG. 1 when contracted.

  In the above-described arrangement (attachment position), when the front actuator Af extends and the rear actuator Ar contracts at the same speed as the front actuator Af, the sway acceleration β directed to the right in FIG. Conversely, when the front actuator Af contracts and the rear actuator Ar extends at the same speed as the front actuator Af, a sway acceleration β directed toward the left side in FIG. That is, when the front actuator Af and the rear actuator Ar expand and contract in opposite phases, only the sway acceleration β acts on the vehicle body B. When both the front actuator Af and the rear actuator Ar extend in the same phase, the yaw acceleration ω that rotates clockwise around the vehicle body center G in FIG. Conversely, when both the front actuator Af and the rear actuator Ar contract in the same phase, the yaw acceleration ω that rotates counterclockwise around the vehicle center G in FIG. That is, when the front actuator Af and the rear actuator Ar both expand and contract in the same phase, only the yaw acceleration ω acts on the vehicle body B. In this example, the controller C drives the front actuator Af and the rear actuator Ar as described above to vibrate the vehicle body B in the sway direction and the yaw direction, respectively. The mounting position of the rear actuator Ar is the correct mounting position.

  The front acceleration sensor Sf is installed on the front side of the vehicle body B, and detects the front acceleration in the horizontal and horizontal direction with respect to the traveling direction of the railway vehicle at the vehicle body front portion Bf. The rear acceleration sensor Sr is installed on the rear side of the vehicle body B, and detects the rear acceleration in the horizontal and horizontal direction with respect to the traveling direction of the railway vehicle at the rear portion Br of the vehicle body. Note that the front acceleration sensor Sf and the rear acceleration sensor Sr have polarity in the direction of detected acceleration, but the sensors Sf and Sr are used for the positions of screw holes in a housing (not shown) or for installation in the vehicle body B. The pedestal that is not considered is designed to prevent erroneous assembly and is installed on the vehicle body B with the correct polarity.

  The front acceleration sensor Sf and the rear acceleration sensor Sr detect the front and rear accelerations in the direction toward the left side in FIG. 1 as positive values, and conversely the front and rear accelerations in the direction toward the right side in FIG. Is detected as a negative value.

  In this example, the controller C, based on the acceleration on the front side and the rear side, sway acceleration β, which is the horizontal lateral acceleration of the vehicle body center G of the vehicle body B, and around the vehicle body center G just above the front and rear carts Tf, Tr. A yaw acceleration ω that is an angular acceleration is obtained. Then, the controller C obtains a control force to be individually generated by each actuator Af, Ar based on the sway acceleration β and the yaw acceleration ω. Specifically, the controller C obtains a sway suppression force that suppresses vibration in the sway direction of the vehicle body B and a yaw suppression force that suppresses vibration in the yaw direction of the vehicle body B from the sway acceleration β and the yaw acceleration ω. Further, the controller C calculates the control force of the front actuator Af by dividing the value obtained by adding the sway suppression force and the yaw suppression force by 2, and divides the value obtained by subtracting the yaw suppression force from the sway suppression force by 2. The control force of the actuator Ar is obtained. The controller C generates a command corresponding to the magnitude of the calculated control force and outputs it to the front and rear actuators Af and Ar in order to cause the front and rear actuators Af and Ar to exhibit the control force thus determined. To do. The actuators Af and Ar before and after receiving the command exhibit thrust according to the control force instructed by the command to suppress vibration in the sway direction and vibration in the yaw direction of the vehicle body B. Thus, the controller C controls the front and rear actuators Af and Ar. This command takes a positive value when the front and rear actuators Af and Ar exert a thrust in the extension direction, and takes a negative value when the front and rear actuators Af and Ar exert a thrust in the contraction direction. The numerical value excluding the sign of the command increases in proportion to the absolute value of the control force. The controller C detects the sway acceleration β toward the left as a positive value with respect to the axis passing through the center of the vehicle body B in FIG. 1 as a positive value, and the sway acceleration β toward the opposite right as a negative value. Detect as value. Further, the controller C detects the yaw acceleration ω in the direction in which the vehicle body B is rotated counterclockwise around the vehicle body center G as a positive value, and the clockwise yaw acceleration ω in the opposite direction is negative. Detected as the value of.

  Next, a diagnosis method for diagnosing whether or not the mounting positions of the front actuator Af and the rear actuator Ar in the railcar damping device V1 are correct will be described.

  As shown in FIG. 2, the controller C vibrates the vehicle body B so that only the sway acceleration β acts on the vehicle body B when the railway vehicle is stopped and no external force acts on the vehicle body B (sway excitation). Therefore, the front actuator Af and the rear actuator Ar are expanded and contracted by a sine wave having the same frequency and the same amplitude in the opposite phase (step S1). The sway excitation of the vehicle body B by the railcar vibration damping device V1 is continuously performed until a predetermined time elapses from the start of the vibration. The process of step S1 of the controller C is a sway excitation step.

  Subsequently, the controller C obtains the front sway index SIf and the rear sway index SIr (step S2). The process of step S2 of the controller C is a sway index calculation step. Specifically, as described above, the controller C divides the sum of the front acceleration detected by the front acceleration sensor Sf and the rear acceleration detected by the rear acceleration sensor Sr by 2 to sway the vehicle center G of the vehicle body B. Find the acceleration β. The controller C obtains the sway acceleration β directed in the left direction in FIG. 1 as a positive value and the sway acceleration β directed in the opposite direction in FIG. 1 as a negative value. The controller C obtains the product of the sway acceleration β and the command given to the front actuator Af, uses this value as the front sway index SIf, and finds the product of the sway acceleration β and the command given to the rear actuator Ar. Is the rear sway index SIr.

  Since each command given to the front actuator Af and the rear actuator Ar by the controller C during the sway excitation is to expand and contract the front actuator Af and the rear actuator Ar with sine waves of opposite phases, the signs are mutually inverted. It becomes the command of the value. A command for extending the front and rear actuators Af and Ar is a command having a positive value, and a command for contracting the front and rear actuators Af and Ar is a command having a negative value.

  When the front actuator Af is extended and the rear actuator Ar is contracted during the sway excitation, if the front and rear actuators Af and Ar are correctly arranged as shown in FIG. 1, the front acceleration and the rear acceleration are negative. And the sway acceleration β is a negative value. Since the command for extending the front actuator Af is a positive value, if the mounting positions of the front and rear actuators Af and Ar are correct, the front sway index SIf takes a negative value as shown in FIG. Since the command for contracting the rear actuator Ar is a negative value, if the mounting positions of the front and rear actuators Af and Ar are correct, the rear sway index SIr has a positive value as shown in FIG. take.

  On the other hand, when the front actuator Af is contracted and the rear actuator Ar is extended during the sway excitation, if the front and rear actuators Af and Ar are attached correctly, the front acceleration and the rear acceleration become positive values. The acceleration β has a positive value. In this case, since the command to contract the front actuator Af is a negative value, if the mounting positions of the front and rear actuators Af and Ar are correct, as shown in FIG. 3, the front sway index SIf takes a negative value. . Since the command for extending the rear actuator Ar is a positive value, if the mounting positions of the front and rear actuators Af and Ar are correct, the rear sway index SIr has a positive value as shown in FIG. take.

  If one of the front and rear actuators Af and Ar is attached in the wrong position, both the front and rear actuators Af and Ar are arranged on the right or left side in the traveling direction of the railway vehicle with respect to the vehicle body B. Therefore, when the controller C expands and contracts the front and rear actuators Af and Ar in opposite phases, the vehicle body B is subjected to yaw vibration without being subjected to sway vibration. Accordingly, in this case, the sway acceleration β is zero. Then, theoretically, the front sway index SIf and the rear sway index SIr are zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the sway acceleration β takes 0 or a very small value as shown in FIG. As described above, when one of the front and rear actuators Af and Ar is mounted incorrectly, the front sway index SIf and the rear sway index SIr take 0 or a very small value.

  If the mounting positions of both the front and rear actuators Af and Ar are incorrect, the front actuator Af is on the right side in the traveling direction of the railway vehicle with respect to the vehicle body B, and the rear actuator Ar is on the left side in the traveling direction of the railway vehicle with respect to the vehicle body B. Placed in. In this case, when the controller C performs sway excitation to extend the front actuator Af and contract the rear actuator Ar, the front acceleration and the rear acceleration become positive values, and the sway acceleration β becomes a positive value. Since the command for extending the front actuator Af has a positive value, in this case, the front sway index SIf takes a positive value as shown in FIG. Further, since the command for contracting the rear actuator Ar is a negative value, in this case, the rear sway index SIr takes a negative value as shown in FIG. On the contrary, when the front actuator Af is contracted and the rear actuator Ar is expanded during the sway excitation, the front acceleration and the rear acceleration have negative values, and the sway acceleration β has a negative value. In this case, since the command to contract the front actuator Af is a negative value, in this case, the front sway index SIf takes a positive value as shown in FIG. Further, since the command for extending the rear actuator Ar is a positive value, in this case, the rear sway index SIr takes a negative value as shown in FIG.

  As described above, when the controller C expands and contracts the front and rear actuators Af and Ar with a sine wave having the same phase and the same amplitude in opposite phases, the vehicle body B is sway-excited depending on whether the mounting positions of the front and rear actuators Af and Ar are correct. The front sway index SIf and the rear sway index SIr have the following values. When the mounting positions of the front and rear actuators Af and Ar are correct, the front sway index SIf takes a negative value, and the rear sway index SIr takes a positive value. On the other hand, if one of the front and rear actuators Af and Ar is mounted incorrectly, the front sway index SIf and the rear sway index SIr take 0 or a very small value. Furthermore, if the mounting positions of both the front and rear actuators Af and Ar are incorrect, the front sway index SIf takes a positive value and the rear sway index SIr takes a negative value. Therefore, by swaying the vehicle body B with the front and rear actuators Af and Ar and obtaining the front sway index SIf and the rear sway index SIr, it is possible to diagnose whether the mounting positions of the front and rear actuators Af and Ar are correct.

  Specifically, after obtaining the front sway index SIf and the rear sway index SIr, the controller C determines whether or not SIf−γ <0 and SIr + γ> 0 (step S3). If SIf−γ <0 and SIr + γ> 0 for a predetermined time, the mounting positions of the front and rear actuators Af and Ar are diagnosed, and the process proceeds to step S4. On the other hand, SIf−γ <0 If SIr + γ> 0 is not satisfied, it is recognized as an error, and when the number of errors reaches a predetermined count within a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are incorrect (step S5). . As described above, if a state where SIf−γ <0 and SIr + γ> 0 is not detected for a predetermined number of times in a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are incorrect. It is prevented that the attachment position is erroneously diagnosed as an error when the state is not SIf−γ <0 and SIr + γ> 0. The predetermined time and the predetermined number for diagnosing the correctness of the mounting position can be arbitrarily set, but may be set to values obtained empirically or experimentally so as to prevent erroneous diagnosis.

  As described above, noise is superimposed on the front acceleration detected by the front acceleration sensor Sf during the sway excitation and the rear acceleration detected by the rear acceleration sensor Sr. In addition, when a railway vehicle is incorporated in a train set, the installation position of the actuators Af and Ar of the railway vehicle damping device V1 is diagnosed for each vehicle. Since the vibration propagates to other railway vehicles and vibrates, the front acceleration and the rear acceleration are affected by the vibration of the railway vehicle other than the diagnosis target. As described above, when the front acceleration and the rear acceleration include noise and the influence of the vibration described above, the obtained values of the front sway index SIf and the rear sway index SIr change in a vibrational manner with respect to 0. There is also a possibility. Therefore, in the sway excitation diagnosis step in the present embodiment, when the positive offset value γ is set and SIf−γ <0 and SIr + γ> 0, the mounting positions of the front and rear actuators Af and Ar are If not, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are incorrect. When the offset value γ is set in this way and the correctness of the mounting positions of the front and rear actuators Af and Ar is diagnosed, the correctness of the mounting positions of the front and rear actuators Af and Ar is determined by noise and vibration of other railway vehicles in the train train. Can be prevented from being erroneously diagnosed.

  In addition to the sway acceleration β, the controller C obtains the yaw acceleration ω and compares the absolute value | β | of the sway acceleration β with the absolute value | ω | of the yaw acceleration ω (step S4). If | <| ω |, it is diagnosed that the mounting positions of the actuators Af and Ar are incorrect (step S6). Specifically, as described above, the controller C calculates the difference between the front acceleration detected by the front acceleration sensor Sf and the rear acceleration detected by the rear acceleration sensor Sr, and the yaw of the vehicle body center G of the vehicle body B is calculated. Obtain the acceleration ω. In step S1, since the vehicle body B is swayed and excited so that only the sway acceleration β acts on the vehicle body B, the absolute value of the yaw acceleration ω is the absolute value of the sway acceleration β if the mounting positions of the actuators Af and Ar are correct. It should be smaller. Nevertheless, when the absolute value of the yaw acceleration ω is larger than the absolute value of the sway acceleration β, the mounting positions of the actuators Af and Ar are inevitably incorrect. Thus, in the present embodiment, even if it is diagnosed that the mounting position is correct in the determination in step S3, the absolute value | β | of the sway acceleration β is compared with the absolute value | ω | Since the correctness of the position is diagnosed, the correctness of the mounting position can be diagnosed accurately. In the present embodiment, the process from step S3 to step S6 is a sway excitation diagnosis step, and if the determination at step S4 is | β |> | ω | Then, the process proceeds to step S7.

  Since the front sway index SIf and the rear sway index SIr are used in the sway excitation diagnosis step, if the mounting positions of the front and rear actuators Af and Ar are not correct, the mounting positions of the front and rear actuators Af and Ar are It can be diagnosed from the values of the front sway index SIf and the rear sway index SIr how it is wrong. When the values of the front sway index SIf and the rear sway index SIr are 0 or very small, the mounting position of one of the front and rear actuators Af and Ar is incorrect, and the front sway index SIf is a positive value. When the value of the rear sway index SIr is negative, the mounting positions of both the front and rear actuators Af and Ar are incorrect. Therefore, in the sway excitation diagnosis step, it may be diagnosed how the mounting positions of the front and rear actuators Af and Ar are incorrect.

  In the above description, the front sway index SIf and the rear sway index SIr are obtained to diagnose the correctness of the mounting position. However, the signs of the command to the front actuator Af and the front acceleration are different. If the signs of the command to the side actuator Ar and the rear side acceleration coincide with each other, the mounting position is correct, and otherwise, an error occurs. However, if the correctness of the mounting position is diagnosed using the front sway index SIf and the rear sway index SIr, the correctness of the mounting position can be accurately diagnosed by paying attention to the entire sway vibration of the vehicle body B.

  Subsequently, the controller C diagnoses the correctness of the mounting positions of the front and rear actuators Af and Ar by sway excitation, and then performs the correctness and incorrect diagnosis of the mounting positions of the front and rear actuators Af and Ar by yaw excitation.

  As shown in FIG. 2, the controller C vibrates the vehicle body B so that only the yaw acceleration ω acts on the vehicle body B when the railway vehicle is stopped and no external force is applied to the vehicle body B (yaw excitation). Therefore, the front actuator Af and the rear actuator Ar are expanded and contracted by a sine wave having the same phase, the same frequency, and the same amplitude (step S7). The yaw vibration of the vehicle body B by the railcar vibration damping device V1 is continuously performed from the start of vibration until a predetermined time elapses. The process of step S7 of the controller C is a yaw vibration step.

  Subsequently, the controller C obtains the front yaw index YIf and the rear yaw index YIr (step S8). The process of step S8 of the controller C is a yaw index calculation step. As described above, the controller C obtains the yaw acceleration ω of the vehicle body center G of the vehicle body B from the front acceleration and the rear acceleration, as described above. The controller C sets the yaw acceleration ω in the direction in which the vehicle body B rotates counterclockwise about the vehicle body center G in FIG. 1 as a positive value, and the yaw acceleration ω in the counterclockwise direction in FIG. Calculate as a value. The controller C obtains the product of the yaw acceleration ω and the command given to the front actuator Af, uses this value as the front yaw index YIf, finds the product of the yaw acceleration ω and the command given to the rear actuator Ar, and calculates this value. The rear yaw index YIr is used.

  Since the commands given by the controller C to the front actuator Af and the rear actuator Ar during yaw excitation are to expand and contract the front actuator Af and the rear actuator Ar with a sine wave having the same phase, the signs coincide with each other. It becomes the command of the value. As described above, a command for extending the front and rear actuators Af and Ar is a command having a positive value, and a command for contracting the front and rear actuators Af and Ar is a command having a negative value. It becomes.

  When the front actuator Af and the rear actuator Ar are extended during yaw excitation, if the mounting positions of the front and rear actuators Af and Ar are correctly arranged as shown in FIG. 1 and the rear part Br of the vehicle body moves leftward in FIG. 1, so that the vehicle body B rotates clockwise around the vehicle body center G. As described above, the front acceleration sensor Sf detects the front acceleration with positive acceleration that moves the vehicle body B leftward in FIG. 1, and the rear acceleration sensor Sf moves the vehicle body B rightward in FIG. The rear acceleration is detected with the acceleration to be made positive. The yaw acceleration ω takes a positive value when the acceleration is in the direction in which the vehicle body B is rotated counterclockwise around the vehicle body center G. Therefore, in this case, the front acceleration is a negative value, the rear acceleration is a positive value, and the yaw acceleration ω is a negative value. Since the command to extend the front actuator Af is a positive value, if the mounting positions of the front and rear actuators Af and Ar are correct, the front yaw index YIf takes a negative value as shown in FIG. Further, since the command to extend the rear actuator Ar is a positive value, if the mounting positions of the front and rear actuators Af and Ar are correct, the rear yaw index YIr has a negative value as shown in FIG. take.

  On the other hand, when the front actuator Af and the rear actuator Ar are contracted during yaw excitation, if the mounting positions of the front and rear actuators Af and Ar are correct, the vehicle body front portion Bf moves to the left in FIG. Since the rear part Br moves to the right in FIG. 1, the vehicle body B rotates counterclockwise around the vehicle body center G. Therefore, in this case, the front acceleration has a positive value, the rear acceleration has a negative value, and the yaw acceleration ω has a positive value. In this case, since the command for contracting the front actuator Af is a negative value, as shown in FIG. 4, if the mounting positions of the front and rear actuators Af and Ar are correct, the front yaw index YIf takes a negative value. . Further, since the command to contract the rear actuator Ar is a negative value, if the mounting positions of the front and rear actuators Af and Ar are correct, as shown in FIG. 4, the rear yaw index YIr has a negative value. take.

  If one of the front and rear actuators Af and Ar is attached in the wrong position, both the front and rear actuators Af and Ar are arranged on the right or left side in the traveling direction of the railway vehicle with respect to the vehicle body B. Therefore, when the controller C expands and contracts the front and rear actuators Af and Ar in the same phase, the vehicle body B is subjected to sway vibration without being subjected to yaw vibration. Therefore, in this case, the yaw acceleration ω is zero. Then, theoretically, the front yaw index YIf and the rear yaw index YIr become zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the yaw acceleration ω takes 0 or a very small value as shown in FIG. As described above, if one of the front and rear actuators Af and Ar is mounted incorrectly, the front yaw index YIf and the rear yaw index YIr take 0 or a very small value.

  If the mounting positions of both the front and rear actuators Af and Ar are incorrect, the front actuator Af is on the right side in the traveling direction of the railway vehicle with respect to the vehicle body B, and the rear actuator Ar is on the left side in the traveling direction of the railway vehicle with respect to the vehicle body B. Placed in. In this case, when the controller C performs yaw excitation to extend the front actuator Af and the rear actuator Ar, the front acceleration becomes a positive value, the rear acceleration becomes a negative value, and the yaw acceleration ω has a positive value. It becomes. Since the command for extending the front actuator Af is a positive value, in this case, the front yaw index YIf takes a positive value as shown in FIG. Further, since the command for extending the rear actuator Ar is a positive value, in this case, the rear yaw index YIr takes a positive value as shown in FIG. On the other hand, when the front actuator Af and the rear actuator Ar contract during yaw excitation, the front acceleration becomes a negative value, the rear acceleration becomes a positive value, and the yaw acceleration ω has a negative value. . In this case, since the command to contract the front actuator Af is a negative value, in this case, the front yaw index YIf takes a positive value as shown in FIG. Further, since the command for contracting the rear actuator Ar is a negative value, in this case, the rear yaw index YIr takes a positive value as shown in FIG.

  From the above, when the controller C expands and contracts the front and rear actuators Af and Ar with a sine wave having the same phase, the same frequency and the same amplitude to cause the vehicle body B to yaw vibrate, it depends on whether the mounting positions of the front and rear actuators Af and Ar are correct or incorrect. The front yaw index YIf and the rear yaw index YIr have the following values. When the mounting positions of the front and rear actuators Af and Ar are correct, the front yaw index YIf and the rear yaw index YIr both take negative values. On the other hand, if one of the front and rear actuators Af and Ar is mounted incorrectly, the front yaw index YIf and the rear yaw index YIr take 0 or a very small value. Further, if the mounting positions of both the front and rear actuators Af and Ar are incorrect, the front yaw index YIf and the rear yaw index YIr both take positive values. Therefore, when the front side yaw index YIf and the rear side yaw index YIr are obtained by yawing vibration of the vehicle body B with the front and rear actuators Af and Ar, it is possible to diagnose whether the mounting positions of the front and rear actuators Af and Ar are correct. .

  Specifically, after obtaining the front yaw index YIf and the rear yaw index YIr, the controller C determines whether or not YIf + Δ <0 and YIr + Δ <0 (step S9). Then, if YIf + Δ <0 and YIr + Δ <0 for a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af, Ar are correct, and the process proceeds to step S10, while YIf + Δ <0 and YIr + Δ <0. If not, it is recognized as an error, and when the number of errors reaches a predetermined count within a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are incorrect (step S11). As described above, when the state where YIf + Δ <0 and YIr + Δ <0 is not detected for a predetermined number of times in a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are erroneous, so that YIf + Δ < In the case where 0 and YIr + Δ <0 are not satisfied, it is possible to prevent the attachment position from being erroneously diagnosed as being erroneous. The predetermined time and the predetermined number for diagnosing the correctness of the mounting position can be arbitrarily set, but may be set to values obtained empirically or experimentally so as to prevent erroneous diagnosis.

  As described above, noise is superimposed on the front acceleration detected by the front acceleration sensor Sf during yaw excitation and the rear acceleration detected by the rear acceleration sensor Sr. In addition, when a railway vehicle is incorporated in a train set, the mounting position of the actuators Af and Ar of the railway vehicle damping device V1 is diagnosed for each vehicle. Since the vibration propagates to the other railway vehicle and vibrates, the front acceleration and the rear acceleration are affected by the vibration of the railway vehicle other than the diagnosis target. As described above, when the front acceleration and the rear acceleration include noise and the influence of the vibration described above, the values of the obtained front yaw index YIf and rear yaw index YIr change in a vibrational manner with 0 being sandwiched therebetween. There is also a possibility. Therefore, in the diagnosis step during yaw excitation, a positive offset value Δ is set, and when YIf + Δ <0 and YIr + Δ <0, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are correct, and not so In this case, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar are incorrect. When the offset value Δ is set in this way and the correctness of the mounting positions of the front and rear actuators Af and Ar is diagnosed, the correctness of the mounting positions of the front and rear actuators Af and Ar is determined by noise and vibration of other railway vehicles in the train train. Can be prevented from being misdiagnosed. The offset value γ and the offset value Δ may be set to the same value or may be set to different values.

  Further, the controller C compares the absolute value | β | of the sway acceleration β with the absolute value | ω | of the yaw acceleration ω (step S10), and if | ω | <| β | It is diagnosed that the mounting position is incorrect (step S12). On the other hand, if | ω |> | β |, it is diagnosed that the mounting positions of the actuators Af and Ar are correct (step S13), and the correctness / incorrectness diagnosis processing of the mounting positions of the actuators Af and Ar is terminated. In step S7, the vehicle body B is subjected to yaw vibration so that only the yaw acceleration ω acts on the vehicle body B. Therefore, if the mounting positions of the actuators Af and Ar are correct, the absolute value of the sway acceleration β is the absolute value of the yaw acceleration ω. It should be smaller. Nevertheless, when the absolute value of the sway acceleration β is larger than the absolute value of the yaw acceleration ω, the mounting positions of the actuators Af and Ar are inevitably incorrect. As described above, in the present embodiment, even if it is diagnosed that the mounting position is correct in the determination in step S9, the absolute value | β | of the sway acceleration β is compared with the absolute value | ω | Since the correctness of the position is diagnosed, the correctness of the mounting position can be diagnosed accurately. In the present embodiment, the processing from step S9 to step S12 is the yaw excitation diagnosis step. If | ω |> | β | is determined in step S10, the front and rear actuators Af are also related to yaw excitation. , Ar is correctly attached, so that the attachment positions of the front and rear actuators Af, Ar are diagnosed.

  Since the front yaw index YIf and the rear yaw index YIr are used in the yaw vibration diagnosis step, if the mounting positions of the front and rear actuators Af and Ar are not correct, the mounting positions of the front and rear actuators Af and Ar are incorrect. Can be determined from the values of the front yaw index YIf and the rear yaw index YIr. When the values of the front yaw index YIf and the rear yaw index YIr are 0 or very small, the mounting positions of one of the front and rear actuators Af and Ar are incorrect, and the front yaw index YIf and the rear yaw index When the value of YIr is positive, the mounting positions of both the front and rear actuators Af and Ar are incorrect. Therefore, in the yaw excitation diagnosis step, it may be diagnosed how the mounting positions of the front and rear actuators Af and Ar are incorrect.

  In the above description, the front yaw index YIf and the rear yaw index YIr are obtained to diagnose the correctness of the mounting position, but the command to the front actuator Af and the sign of the front acceleration are different. If the command to the side actuator Ar and the sign of the rear acceleration are different, the mounting position is correct, and otherwise, an error occurs. However, if the correctness of the mounting position is diagnosed using the front yaw index YIf and the rear yaw index YIr, the correctness of the mounting position can be accurately diagnosed by paying attention to the overall yaw vibration of the vehicle body B.

  As described above, the rail vehicle vibration damping device V1 is installed between the vehicle body B of the railway vehicle and the front carriage Tf, and can vibrate the front side of the vehicle body B in the left-right direction. A rear actuator Ar that is installed between B and the rear carriage Tr and can vibrate the rear side of the vehicle body B in the left-right direction; and a front side in the left-right direction that is installed on the front side of the vehicle body B and that is the front side of the vehicle body B Front acceleration sensor Sf that detects acceleration, rear acceleration sensor Sr that is installed on the rear side of vehicle body B and detects the rear acceleration in the left-right direction on the rear side of vehicle body B, front acceleration sensor Sf, and rear acceleration sensor And a controller C for controlling the front actuator Af and the rear actuator Ar based on the front acceleration and the rear acceleration detected by Sr. The controller C includes the front actuator Af and the rear actuator. The front actuator is based on each command for generating thrust to vibrate the vehicle body B in the sway direction and the yaw direction, and the front acceleration and the rear acceleration detected by the front acceleration sensor Sf and the rear acceleration sensor Sr. Diagnose whether the mounting positions of Af and the rear actuator Ar are correct.

  In the railway vehicle vibration damping device V1 configured in this way, the front side actuator Af and the rear side actuator Ar are used to diagnose whether the mounting position is correct using the front side acceleration and the rear side acceleration. Whether or not the mounting positions of the actuator Af and the rear actuator Ar are correct is determined without visual observation. In addition, since it is not necessary for the operator to visually check the attachment positions of the front actuator Af and the rear actuator Ar, the burden on the operator is reduced.

  In addition, the railcar vibration damping device V1 of the present embodiment calculates the product of the command that causes the controller C to generate a thrust force that causes the front actuator Af to vibrate in the sway direction, and the sway acceleration β obtained from the front and rear accelerations. The product of the sway acceleration β is the product of the command for generating the thrust for exciting the rear actuator Ar in the sway direction and the sway acceleration β as the sway index SIf, and the thrust for exciting in the yaw direction is generated in the front actuator Af. The product of the command and the yaw acceleration ω obtained from the front acceleration and the rear acceleration is a yaw index YIf, and the product of the command and the yaw acceleration ω for generating a thrust force for exciting the rear actuator Ar in the yaw direction is the rear yaw. As the index YIr, whether or not the mounting position is correct is diagnosed from these indices SIf, SIr, YIf, and YIr. The railway vehicle vibration damping device V1 configured as described above diagnoses whether or not the mounting position is correct from the indices SIf and SIr obtained during the sway excitation and the indices YIf and YIr obtained during the yaw excitation. Therefore, the mounting positions of the actuators Af and Ar are both determined by the response of the vehicle body B to the drive of the actuators Af and Ar for sway excitation and the response of the vehicle body B to the drive of the actuators Af and Ar at the time of yaw excitation. Since correctness can be diagnosed, correctness of the mounting position can be accurately diagnosed.

  Furthermore, in the railway vehicle vibration damping device V1 according to the present embodiment, the controller C uses the front sway index SIf, the rear sway index SIr, the front yaw index YIf, and the rear yaw index YIr based on the signs of the actuators Af, Diagnose whether the Ar mounting position is correct. In the railcar damping device V1 configured in this way, whether the mounting positions of the actuators Af and Ar are correct with the signs of the front sway index SIf, the rear sway index SIr, the front yaw index YIf, and the rear yaw index YIr. Whether or not the mounting position is correct can be accurately diagnosed regardless of the size of the index. When diagnosing whether the mounting positions of the actuators Af and Ar are correct with the signs of the front sway index SIf, the rear sway index SIr, the front yaw index YIf, and the rear yaw index YIr, the offset values γ and Δ are set. When set, it is possible to prevent erroneous diagnosis of the mounting position of each actuator Af, Ar due to noise or the like.

  Further, in the railway vehicle vibration damping device V1 of the present embodiment, the controller C has the front sway index SIf, the rear sway index SIr, the front yaw index YIf, and the rear yaw index YIr indicate the mounting positions of the actuators Af and Ar. If an error is indicated, this is regarded as an error, the number of errors is counted, and if the number of errors exceeds a threshold value, the attachment position of each actuator Af, Ar is diagnosed as an error. The railroad vehicle vibration damping device V1 configured in this way immediately causes each actuator Af, even if the front sway index SIf, the rear sway index SIr, the front yaw index YIf, and the rear yaw index YIr show an error. The Ar mounting position is not diagnosed as an error, and when the number of errors reaches a predetermined number, the mounting position is diagnosed as an error. Therefore, according to the railcar damping device V1 configured in this way, there is no wrong diagnosis of the mounting position, and the mounting position can be correctly diagnosed.

  Furthermore, the diagnosis method of the railcar vibration damping device V1 of the present embodiment includes a sway excitation step in which the sway acceleration is applied to the vehicle body B by driving the front actuator Af and the rear actuator Ar, and the controller C is connected to the front side. Multiply the command for generating the thrust force to the actuator Af in the sway direction by the sway acceleration β obtained from the front acceleration and the rear acceleration to obtain the front sway index SIr and the thrust to vibrate the rear actuator Ar in the sway direction. The sway index calculation step for obtaining the rear sway index SIr by multiplying the generated command and the sway acceleration β, and whether or not the mounting positions of the actuators Af and Ar are correct based on the front sway index SIf and the rear sway index SIr. Diagnosis step for sway excitation to be diagnosed, front actuator Af and rear actuator The yaw excitation step for driving the eta Ar to apply the yaw acceleration to the vehicle body B, the command for the controller C to generate a thrust force for the front actuator Af to vibrate in the yaw direction, and the yaw obtained from the front acceleration and the rear acceleration. A yaw index calculation step of multiplying the acceleration ω to obtain the front yaw index YIf and multiplying the command by which the controller C generates thrust to vibrate the rear actuator Ar in the yaw direction and the yaw acceleration ω to obtain the rear yaw index YIr; And a yaw excitation diagnosis step for diagnosing whether or not the mounting position is correct based on the front yaw index YIf and the rear yaw index YIr. According to the diagnosis method of the railcar vibration damping device V1 configured as described above, the reaction of the vehicle body B with respect to the driving of the actuators Af and Ar of the sway excitation and the driving of the actuators Af and Ar at the time of the yaw excitation. Therefore, the correctness of the mounting position of each actuator Af, Ar can be diagnosed both in response to the response of the vehicle body B to the correctness of the mounting position.

  It should be noted that each actuator Af depends on the setting of the correct mounting position of each actuator Af, Ar, how to sign the command to each actuator Af, Ar, and how to sign the acceleration detected by each acceleration sensor Sf, Sr. , Ar is set to the correct mounting position, the values taken by the indices SIf, SIr, YIf, YIr can be different from those of the above-described embodiments. For example, the signs of the command and acceleration are the same as described above, and the front actuator Af is arranged on the right side of the pin P in FIG. 1 and the rear actuator Ar is on the left side of the pin P in FIG. If the sign of the front sway index SIf at the time of sway excitation is positive and the sign of the rear sway index SIr is negative, the mounting positions of the actuators Af and Ar are correct. When the signs of the front yaw index YIf and the rear yaw index YIf during vibration are both positive, the mounting positions of the actuators Af and Ar are correct. As described above, the setting of the correct mounting position of each actuator Af, Ar, the method of obtaining the sign of the command to each actuator Af, Ar, and the method of obtaining the sign of the acceleration detected by each acceleration sensor Sf, Sr are as described above. Even if it is different from the configuration, if the values of the indices SIf, SIr, YIf, YIr when the actuators Af, Ar are set at the correct mounting positions are known in advance, the mounting of the actuators Af, Ar You can diagnose the correctness of the position.

<Second Embodiment>
As shown in FIG. 1, the railcar damping device V2 of the second embodiment is similar to the railcar damping device V1 of the first embodiment. A front actuator Af installed in between, a rear actuator Ar installed between the vehicle body B and the rear carriage Tr, and a front acceleration for detecting a front acceleration which is a horizontal lateral acceleration on the front side of the vehicle body B The sensor Sf is configured to include a rear acceleration sensor Sr that detects a rear acceleration that is a horizontal lateral acceleration on the rear side of the vehicle body B, and a controller C that controls the actuators Af and Ar.

  More specifically, the front actuator Af is disposed on the left side in the traveling direction of the railway vehicle with respect to the vehicle body B, that is, on the left side of the pin P in FIG. It is arranged on the right side of the traveling direction of the vehicle, that is, on the right side of the pin P in FIG. Therefore, the front actuator Af is installed to displace the vehicle body B to the right in FIG. 1 when extended, and the rear actuator Ar is installed to displace the vehicle B to the right in FIG. 1 when contracted. The mounting position of the front actuator Af and the rear actuator Ar is the correct mounting position as in the railcar damping device V1 of the first embodiment.

  Therefore, when the front actuator Af and the rear actuator Ar expand and contract in opposite phases, only the sway acceleration β acts on the vehicle body B. When the front actuator Af and the rear actuator Ar both expand and contract in the same phase, only the yaw acceleration ω that rotates around the vehicle body center G in FIG. In this example, the controller C drives the front actuator Af and the rear actuator Ar to drive the vehicle body B in the swaying direction and the yaw direction, assuming that the front actuator Af and the rear actuator Ar are arranged at the correct mounting positions. Shake in the direction.

  The front acceleration sensor Sf is installed on the front side of the vehicle body B, and detects the front acceleration in the horizontal and horizontal direction with respect to the traveling direction of the railway vehicle at the vehicle body front portion Bf. The rear acceleration sensor Sr is installed on the rear side of the vehicle body B, and detects the rear acceleration in the horizontal and horizontal direction with respect to the traveling direction of the railway vehicle at the rear portion Br of the vehicle body. It should be noted that the front acceleration sensor Sf and the rear acceleration sensor Sr have polarities in the direction of detected acceleration, and when installed on the vehicle body B in the correct mounting direction, the front acceleration sensor Sf and the rear acceleration sensor Sr The acceleration is detected as a positive value, and conversely, the front and rear accelerations in the direction toward the right side in FIG. 1 are detected as negative values. In addition, although consideration is given to preventing misassembly of the positions of screw holes in the housing (not shown) of the sensors Sf and Sr and the pedestal (not shown) used for installation on the vehicle body B, the railway according to the second embodiment. In the vehicle vibration damping device V2, in addition to whether the mounting positions of the actuators Af and Ar are correct or not, whether or not the sensors Sf and Sr are set on the vehicle body B in the correct orientation (mounting direction) is also diagnosed.

  The controller C in the railcar damping device V2 is similar to the railcar damping device V1 of the first embodiment in that the front acceleration and the rear acceleration detected by the front acceleration sensor Sf and the rear acceleration sensor Sr. From the above, the sway acceleration β and the yaw acceleration ω of the vehicle body B are obtained, and the control forces to be individually generated by the actuators Af and Ar are obtained. Specifically, the controller C obtains a sway suppression force that suppresses vibration in the sway direction of the vehicle body B and a yaw suppression force that suppresses vibration in the yaw direction of the vehicle body B from the sway acceleration β and the yaw acceleration ω. Further, the controller C calculates the control force of the front actuator Af by dividing the value obtained by adding the sway suppression force and the yaw suppression force by 2, and divides the value obtained by subtracting the yaw suppression force from the sway suppression force by 2. The control force of the actuator Ar is obtained. The controller C generates a command corresponding to the magnitude of the calculated control force and outputs it to the front and rear actuators Af and Ar in order to cause the front and rear actuators Af and Ar to exhibit the control force thus determined. To do. The actuators Af and Ar before and after receiving the command exhibit thrust according to the control force instructed by the command to suppress vibration in the sway direction and vibration in the yaw direction of the vehicle body B. Thus, the controller C controls the front and rear actuators Af and Ar. This command takes a positive value when the front and rear actuators Af and Ar exert a thrust in the extension direction, and takes a negative value when the front and rear actuators Af and Ar exert a thrust in the contraction direction. The numerical value excluding the sign of the command increases in proportion to the absolute value of the control force. The controller C detects the sway acceleration β toward the left as a positive value with respect to the axis passing through the center of the vehicle body B in FIG. 1 as a positive value, and the sway acceleration β toward the opposite right as a negative value. Detect as value. Further, the controller C detects the yaw acceleration ω in the direction in which the vehicle body B is rotated counterclockwise around the vehicle body center G as a positive value, and the clockwise yaw acceleration ω in the opposite direction is negative. Detected as the value of.

  Next, a diagnostic method for diagnosing whether or not the mounting positions of the front actuator Af and the rear actuator Ar and the mounting directions of the front acceleration sensor Sf and the rear acceleration sensor Sr in the railway vehicle vibration damping device V2 are correct will be described.

  As shown in FIG. 5, the controller C vibrates the vehicle body B so that only the sway acceleration β acts on the vehicle body B when the railway vehicle is stopped and no external force acts on the vehicle body B (sway excitation). Therefore, the front actuator Af and the rear actuator Ar are expanded and contracted by a sine wave having the same frequency and the same amplitude in the opposite phase (step S21). The sway excitation of the vehicle body B by the railcar vibration damping device V2 is continuously performed until a predetermined time elapses from the start of the vibration. The process of step S21 of the controller C is a sway excitation step.

  Subsequently, the controller C obtains the sway displacement X (step S22). Specifically, as described above, the controller C divides the sum of the front acceleration detected by the front acceleration sensor Sf and the rear acceleration detected by the rear acceleration sensor Sr by 2 to sway the vehicle center G of the vehicle body B. Find the acceleration β. Further, the controller C integrates the sway acceleration β twice to obtain a sway displacement X that is a horizontal lateral displacement of the vehicle body center G of the vehicle body B. The controller C obtains the sway displacement X in the direction toward the left in FIG. 1 as a positive value and the sway displacement X in the opposite direction in the right direction in FIG. 1 as a negative value. In the present embodiment, the controller C obtains the sway acceleration β from the front acceleration and the rear acceleration and integrates the sway acceleration β twice to obtain the sway displacement X. However, the controller C calculates the front acceleration and the rear acceleration. Alternatively, the sway displacement X may be obtained after integrating twice and obtaining the front side displacement and the rear side displacement of the vehicle body B. Further, the controller C may perform integration processing by low-pass filter processing.

  Further, the controller C obtains a sway command Sc (step S23). In this example, the controller C obtains the sway command Sc based on a command given to the front actuator Af and a command given to the rear actuator Ar during sway excitation. In the present embodiment, the vehicle body B is displaced to the right (negative side) when the front actuator Af is extended, and the vehicle body B is displaced to the left side (positive side) when the rear actuator Ar is extended. A value obtained by subtracting the command given to the front actuator Af from the command given to the actuator Ar is divided by 2 to obtain the sway command Sc. Thus, when the sway command Sc is obtained, the sign in the sway command Sc indicates the direction of the sway acceleration that the actuators Af and Ar act on the vehicle body B. The numerical value of the sway command Sc The magnitude of the sway acceleration acted by Af and Ar is shown.

  Then, the controller C obtains the sway index SI based on the sway displacement X and the sway command Sc (step S24). The processing from step S22 to step S24 of the controller C is a vehicle body sway index calculation step. Specifically, the controller C calculates the product of the sway displacement X and the sway command Sc, and uses this value as the sway index SI.

  Subsequently, the controller C vibrates the vehicle body B (yaw vibration) so that only the yaw acceleration ω acts on the vehicle body B when the railway vehicle is stopped and no external force is applied to the vehicle body B. The front actuator Af and the rear actuator Ar are expanded and contracted by a sine wave having the same phase and frequency and amplitude (step S25). The yaw vibration of the vehicle body B by the railcar vibration damping device V2 is continuously performed until a predetermined time elapses from the start of vibration. The process of step S25 of the controller C is a yaw vibration step.

  Subsequently, the controller C obtains the yaw displacement Y (step S26). Specifically, as described above, the controller C divides the value obtained by subtracting the rear acceleration detected by the rear acceleration sensor Sr from the front acceleration detected by the front acceleration sensor Sf by 2, and the vehicle center G of the vehicle body B The yaw acceleration ω is obtained. Further, the controller C obtains a yaw displacement Y that is a horizontal and lateral rotational displacement of the vehicle body B by integrating the yaw acceleration ω twice. The controller C sets the yaw acceleration ω in the direction in which the vehicle body B rotates counterclockwise around the vehicle body center G in FIG. 1 as a positive value, and the yaw acceleration ω in the clockwise direction in FIG. Calculate as a negative value. In the present embodiment, the controller C obtains the yaw acceleration ω from the front acceleration and the rear acceleration, and obtains the yaw displacement Y by integrating the yaw acceleration ω twice. The yaw displacement Y may be obtained after the time integration to obtain the front side displacement and the rear side displacement of the vehicle body B. Further, the controller C may perform integration processing by low-pass filter processing.

  Further, the controller C obtains a yaw command Yc (step S27). In this example, the controller C obtains a yaw command Yc based on a command given to the front actuator Af and a command given to the rear actuator Ar during yaw excitation. Specifically, since the yaw acceleration ω that rotates the vehicle body B counterclockwise around the vehicle body center G is positive, as described above, the controller C gives the command given to the front actuator Af and the rear actuator Ar. The yaw command Yc is obtained by dividing the sum of the command given to -1 by -2. Thus, when the yaw command Yc is obtained, the sign in the yaw command Yc indicates the direction of the yaw acceleration that the actuators Af and Ar act on the vehicle body B, and the numerical value of the yaw command Yc is calculated for each actuator in the vehicle body B. The magnitude of the yaw acceleration acted by Af and Ar is shown.

  Then, the controller C obtains the yaw index YI based on the yaw displacement Y and the yaw command Yc (step S28). The processing from step S26 to step S28 of the controller C is a vehicle body yaw index calculation step. Specifically, the controller C calculates the product of the yaw displacement Y and the yaw command Yc, and uses this value as the yaw index YI.

  Subsequently, based on the sway index SI and the yaw index YI, the controller C determines whether the mounting positions of the front and rear actuators Af and Ar are correct and whether the mounting directions of the front and rear acceleration sensors Sf and Sr are correct (step S29). ).

  Since each command given to the front actuator Af and the rear actuator Ar by the controller C during the sway excitation is to expand and contract the front actuator Af and the rear actuator Ar with sine waves of opposite phases, the signs are mutually inverted. It becomes the command of the value. A command for extending the front and rear actuators Af and Ar is a command having a positive value, and a command for contracting the front and rear actuators Af and Ar is a command having a negative value.

  Therefore, when the front actuator Af is extended and the rear actuator Ar is contracted during sway excitation, the command to extend the front actuator Af is a positive value, and the command to contract the rear actuator Ar is a negative value. The sway command Sc takes a negative value. When the rear actuator Ar is expanded by contracting the front actuator Af during the sway excitation, the command for contracting the front actuator Af is a negative value, the command for extending the rear actuator Ar is a positive value, and the sway command Sc takes a positive value.

  Here, the vehicle body B is elastically supported by a suspension spring (not shown) with respect to the carriages Tf and Tr. When the vehicle body B is displaced laterally with respect to the carriages Tf and Tr, the suspension spring (not shown) Demonstrate the resilience to return to the original position. Therefore, when the sway acceleration β is applied from each actuator Af, Ar, the vehicle body B is displaced to a position that balances the elastic force exerted by the suspension spring according to the lateral movement amount of the vehicle body B. Therefore, if the spring constant of the suspension spring is K and the thrust in the sway direction given to the vehicle body B by the actuators Af and Ar is F, the sway displacement X is F = K × X. Since the sway command Sc is a numerical value indicating the direction of sway applied to the vehicle body B and the magnitude of the thrust, the sway displacement X is positive if the sway command Sc takes a positive value if the disturbance is ignored. If a value is taken and the sue command Sc takes a negative value, a negative value should be taken.

  Therefore, when the obtained sway command Sc and the corresponding sway displacement X are plotted with the sway command Sc as the vertical axis and the sway displacement X as the horizontal axis, as shown by the broken line in FIG. And a straight line having an inclination proportional to the spring constant K. Actually, since there is a time delay from each command for obtaining the sway command Sc to the sway displacement X, plotting the sway command Sc and the sway displacement X obtained in the same calculation cycle as shown by a solid line in FIG. In addition, the sway command Sc and the sway displacement X show a relationship having hysteresis, but generally show a relationship that changes between the first quadrant and the third quadrant in FIG.

  Therefore, the sway index SI, which is the product of the sway command Sc and the sway displacement X, indicates that if the mounting positions of the actuators Af and Ar are correct and the mounting directions of the acceleration sensors Sf and Sr are correct, there is no disturbance or noise. A positive value will be taken.

  On the other hand, when the mounting position of one of the front actuator Af and the rear actuator Ar is correct and the mounting position of the other front and rear acceleration sensors Sf and Sr is correct, both the front and rear actuators Af and Ar are It is arranged on the right or left side of the traveling direction of the railway vehicle with respect to the vehicle body B. Therefore, when the controller C expands and contracts the front and rear actuators Af and Ar in opposite phases, the vehicle body B is subjected to yaw vibration without being subjected to sway vibration. Therefore, in this case, if there is no influence of disturbance or the like, the sway acceleration β is theoretically 0 and the sway displacement X is also 0. Then, theoretically, the sway index SI becomes zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the sway displacement X takes 0 or a very small value. Thus, when one of the mounting positions of the front and rear actuators Af and Ar is correct and the other is incorrect and the mounting direction of the front and rear acceleration sensors Sf and Sr is correct, the sway index SI is 0 or a very small value. take.

  Further, when the mounting positions of both the front actuator Af and the rear actuator Ar are incorrect and the mounting directions of the front and rear acceleration sensors Sf and Sr are correct, the controller C expands and contracts the front and rear actuators Af and Ar in opposite phases. Although the vehicle body B is sway-excited, the vehicle body B is oscillated in the opposite direction from when the mounting positions of both the front actuator Af and the rear actuator Ar are correct. That is, even if the sway command Sc is a command for swaying the vehicle body B to the right in the vehicle traveling direction, the vehicle body B is swayed to the left in the vehicle traveling direction. Therefore, if the response time from the sway command Sc to the sway displacement X is ignored, the sway displacement X becomes negative when the sway command Sc is positive, and the sway displacement X becomes positive when the sway command Sc is negative. Therefore, when the obtained sway command Sc and the corresponding sway displacement X are plotted with the sway command Sc as the vertical axis and the sway displacement X as the horizontal axis, as shown by the broken line in FIG. A straight line that passes through the origin and has a slope with a value proportional to the spring constant K is obtained. Actually, since there is a time delay from each command for obtaining the sway command Sc to the sway displacement X, plotting the sway command Sc and the sway displacement X obtained in the same calculation cycle, as shown by the solid line in FIG. In addition, the sway command Sc and the sway displacement X show a relationship having hysteresis, but generally show a relationship that changes in the second quadrant and the fourth quadrant in FIG. Therefore, the sway index SI, which is the product of the sway command Sc and the sway displacement X, causes disturbance or noise when the mounting positions of the actuators Af and Ar are both incorrect and the mounting directions of the acceleration sensors Sf and Sr are correct. If there is no, take a negative value.

  Further, when the mounting positions of the front actuator Af and the rear actuator Ar are correct, but the mounting direction of one of the front and rear acceleration sensors Sf and Sr is correct and the other is wrong, the controller C reverses the front and rear actuators Af and Ar. When the phase is expanded or contracted, the front and rear acceleration sensors Sf and Sr detect accelerations in opposite directions. Then, when the sway acceleration β is obtained from the front acceleration and the rear acceleration detected by the front and rear acceleration sensors Sf and Sr, the sway acceleration β is theoretically 0 and the sway displacement X is also 0 if there is no influence of disturbance or the like. . Then, theoretically, the sway index SI becomes zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the sway displacement X takes 0 or a very small value. As described above, if the mounting positions of both the front and rear actuators Af and Ar are correct, but one of the mounting directions of the front and rear acceleration sensors Sf and Sr is correct and the other is incorrect, the sway index SI is 0 or very high. Take a small value.

  Further, when the mounting positions of both the front actuator Af and the rear actuator Ar are correct and the mounting directions of the front and rear acceleration sensors Sf and Sr are both incorrect, the controller C causes the front and rear actuators Af and Ar to be in reverse phase. When the vehicle body B is expanded and contracted, the vehicle body B is subjected to the sway excitation, but the direction of acceleration detected by the front and rear acceleration sensors Sf and Sr is opposite to the actual direction of acceleration. Therefore, when the sway acceleration β is obtained from the accelerations detected by the front and rear acceleration sensors Sf and Sr, the sway acceleration β opposite to the direction in which the actual front and rear actuators Af and Ar vibrate the vehicle body B is observed. End up. That is, even if the sway command Sc is a command for swaying the vehicle body B to the right in the vehicle traveling direction, the controller C observes the sway displacement X that swayes the vehicle body B to the left in the vehicle traveling direction. Therefore, if the response time from the sway command Sc to the sway displacement X is ignored, the sway displacement X becomes negative when the sway command Sc is positive, and the sway displacement X becomes positive when the sway command Sc is negative. Therefore, when the obtained sway command Sc and the corresponding sway displacement X are plotted with the sway command Sc as the vertical axis and the sway displacement X as the horizontal axis, as shown by the broken line in FIG. A straight line that passes through the origin and has a slope with a value proportional to the spring constant K is obtained. Actually, since there is a time delay from each command for obtaining the sway command Sc to the sway displacement X, plotting the sway command Sc and the sway displacement X obtained in the same calculation cycle, as shown by the solid line in FIG. In addition, the sway command Sc and the sway displacement X show a relationship having hysteresis, but generally show a relationship that changes in the second quadrant and the fourth quadrant in FIG. Therefore, the sway index SI, which is the product of the sway command Sc and the sway displacement X, is a disturbance or noise when the mounting positions of the actuators Af and Ar are both correct and the mounting directions of the acceleration sensors Sf and Sr are incorrect. If there is no, take a negative value.

  If the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, the controller C expands and contracts the front and rear actuators Af and Ar in opposite phases. Then, although the vehicle body B is subjected to the sway excitation, the vehicle body B vibrates in a direction opposite to that when the mounting positions of both the front actuator Af and the rear actuator Ar are correct. However, since both the front and rear acceleration sensors Sf and Sr are attached in the wrong direction, the front acceleration and the rear acceleration detected by the front and rear acceleration sensors Sf and Sr are opposite in polarity. The direction of the sway acceleration β obtained from the side acceleration is opposite to the actual sway acceleration of the vehicle body B. Then, when the sway command Sc from the controller C is to sway and shake the vehicle body B to the right in the vehicle traveling direction, the vehicle body B is actually swayed to the left in the vehicle traveling direction, and the front and rear acceleration sensors Sf, Sr The sway acceleration β obtained from the accelerations detected before and after is a value indicating that the vehicle body B is swayed to the right in the vehicle traveling direction. On the other hand, when the sway command Sc from the controller C is to sway and shake the vehicle body B to the left in the vehicle traveling direction, the vehicle body B is actually swayed to the right in the vehicle traveling direction, and the front and rear acceleration sensors Sf, The sway acceleration β obtained from the longitudinal acceleration detected by Sr is a value indicating that the vehicle body B is swayed to the left in the vehicle traveling direction. Therefore, the direction of the sway excitation indicated by the sway command Sc and the direction of the sway displacement X coincide with each other if there is no response time delay. Therefore, if the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, the mounting positions of both the front and rear actuators Af and Ar are correct. In addition, as in the case where the mounting directions of both the front and rear acceleration sensors Sf and Sr are also correct, the sway index SI takes a positive value if there is no disturbance or noise.

  Here, the control for suppressing the vehicle body vibration of the controller C in this case will be considered. Since the mounting directions of the front and rear acceleration sensors Sf and Sr are incorrect, when the vehicle body B is displaced to the right in the vehicle traveling direction, the controller C obtains the sway acceleration β from the front and rear accelerations detected by the front and rear acceleration sensors Sf and Sr. It is recognized that the vehicle body B is displaced to the left in the vehicle traveling direction. On the other hand, the controller C commands the front and rear actuators Af and Ar to displace the vehicle body B to the right in the vehicle traveling direction so as to cancel the displacement of the vehicle body B to the left in the vehicle traveling direction. In response to this command, the front and rear actuators Af and Ar expand and contract. However, since the attachment positions of both of them are incorrect, the front and rear actuators Af and Ar respond to the command to displace the vehicle body B to the right in the vehicle traveling direction. A thrust that displaces B to the left in the vehicle traveling direction is exhibited. The vehicle body B is actually displaced to the right in the vehicle traveling direction, and the front and rear actuators Af and Ar exhibit thrust that displaces the vehicle body B to the left in the vehicle traveling direction, so that the displacement of the vehicle body B can be suppressed. Similarly, even when the vehicle body B is displaced to the left in the vehicle traveling direction, the displacement of the vehicle body B can be suppressed by the thrust exerted by the front and rear actuators Af and Ar. Therefore, when the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, there is no effect on the vibration suppression control of the vehicle body B. Therefore, in this case, both the front and rear actuators Af and Ar may be handled in the same manner as in the case where both the front and rear acceleration sensors Sf and Sr are correctly attached.

  Subsequently, each command given by the controller C to the front actuator Af and the rear actuator Ar during yaw vibration is to expand and contract the front actuator Af and the rear actuator Ar with a sine wave having the same phase. A command with a value that matches the sign is used. A command for extending the front and rear actuators Af and Ar is a command having a positive value, and a command for contracting the front and rear actuators Af and Ar is a command having a negative value.

  Therefore, when the front actuator Af and the rear actuator Ar are extended during yaw excitation, the command for extending the front actuator Af and the rear actuator Ar becomes a positive value, and these sums are divided by -2 to obtain the yaw command Yc Therefore, the yaw command Yc takes a negative value. When contracting the front actuator Af and the rear actuator Ar during yaw excitation, the command for contracting the front actuator Af and the rear actuator Ar becomes a negative value, and these sums are divided by -2 to obtain the yaw command Yc. Therefore, the yaw command Yc takes a positive value.

  Here, the vehicle body B is elastically supported by a suspension spring (not shown) with respect to the carriages Tf and Tr. When the vehicle body B is displaced laterally with respect to the carriages Tf and Tr, the suspension spring (not shown) Demonstrate the resilience to return to the original position. Therefore, when a yaw acceleration is applied from each actuator Af, Ar, the vehicle body B is displaced to a position that balances the elastic force exerted by the suspension spring according to the yaw displacement about the vehicle body center G of the vehicle body B. Therefore, if the spring constant in the vehicle body rotation direction of the suspension spring is Ky and the thrust in the yaw direction that each actuator Af, Ar applies to the vehicle body B is Fy, the yaw displacement Y is Fy = Ky × Y if the disturbance is ignored. Holds. Since the yaw command Yc is a numerical value indicating the direction of yaw excitation applied to the vehicle body B and the magnitude of the thrust, the yaw displacement Y is a positive value if the yaw command Yc takes a positive value if the disturbance is ignored. If a positive value is taken and the yaw command Yc takes a negative value, a negative value should be taken.

  Therefore, when the obtained yaw command Yc and the corresponding yaw displacement Y are plotted with the yaw command Yc as the vertical axis and the yaw displacement Y as the horizontal axis, as shown by the broken line in FIG. And a straight line having a slope of a value proportional to the spring constant Ky. Actually, since there is a time delay from each command for obtaining the yaw command Yc to the yaw displacement Y, when the yaw command Yc and the yaw displacement Y obtained in the same calculation cycle are plotted, as shown by the solid line in FIG. In addition, the yaw command Yc and the yaw displacement Y show a relationship with hysteresis, but generally show a relationship that changes between the first quadrant and the third quadrant in FIG.

  Therefore, if the yaw index YI, which is the product of the yaw command Yc and the yaw displacement Y, is correct when the mounting positions of the actuators Af and Ar are correct and the mounting directions of the acceleration sensors Sf and Sr are correct, there is no disturbance or noise. A positive value will be taken.

  On the other hand, when the mounting position of one of the front actuator Af and the rear actuator Ar is correct and the mounting position of the other front and rear acceleration sensors Sf and Sr is correct, both the front and rear actuators Af and Ar are It is arranged on the right or left side of the traveling direction of the railway vehicle with respect to the vehicle body B. Therefore, when the controller C expands and contracts the front and rear actuators Af and Ar in the same phase, the vehicle body B is subjected to sway vibration without being subjected to yaw vibration. Therefore, in this case, if there is no influence of disturbance or the like, the yaw acceleration ω is theoretically 0 and the yaw displacement Y is also 0. Then, theoretically, the yaw index YI becomes zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the yaw displacement Y takes 0 or a very small value. As described above, when one of the mounting positions of the front and rear actuators Af and Ar is correct and the other is incorrect and the mounting direction of the front and rear acceleration sensors Sf and Sr is correct, the yaw index YI is 0 or a very small value. take.

  Further, when the mounting positions of both the front actuator Af and the rear actuator Ar are incorrect and the mounting directions of the front and rear acceleration sensors Sf and Sr are correct, the controller C expands and contracts the front and rear actuators Af and Ar in the same phase. Although the vehicle body B is yaw-excited, the vehicle body B is vibrated so as to rotate in the direction opposite to that when both the front actuator Af and the rear actuator Ar are correctly attached. In other words, even if the yaw command Yc is a command to rotate the vehicle body B counterclockwise around the vehicle body center G, the vehicle body B conversely rotates clockwise around the vehicle body center G. Therefore, if the response time from the yaw command Yc to the yaw displacement Y is ignored, the yaw displacement Y becomes negative when the yaw command Yc is positive, and the yaw displacement Y becomes positive when the yaw command Yc is negative. Therefore, when the obtained yaw command Yc and the corresponding yaw displacement Y are plotted with the yaw command Yc as the vertical axis and the yaw displacement Y as the horizontal axis, as shown by the broken line in FIG. The straight line passes through the origin and has a slope with a value proportional to the spring constant Ky. Actually, since there is a time delay from each command for obtaining the yaw command Yc to the yaw displacement Y, when the yaw command Yc and the yaw displacement Y obtained in the same calculation cycle are plotted, as shown by the solid line in FIG. In addition, the yaw command Yc and the yaw displacement Y show a relationship having hysteresis, but generally show a relationship that changes between the second quadrant and the fourth quadrant in FIG. Therefore, the yaw index YI, which is the product of the yaw command Yc and the yaw displacement Y, causes disturbance or noise when the mounting positions of the actuators Af and Ar are both incorrect and the mounting directions of the acceleration sensors Sf and Sr are correct. If there is no, take a negative value.

  Furthermore, when the mounting positions of the front actuator Af and the rear actuator Ar are correct, but the mounting direction of one of the front and rear acceleration sensors Sf and Sr is correct and the other is wrong, the controller C causes the front and rear actuators Af and Ar to be the same. When the phase is expanded or contracted, the front and rear acceleration sensors Sf and Sr detect accelerations in opposite directions. Then, when the yaw acceleration ω is obtained from the front acceleration and the rear acceleration detected by the front and rear acceleration sensors Sf and Sr, the yaw acceleration ω is theoretically 0 and the yaw displacement Y is also 0 if there is no influence of disturbance or the like. . Then, theoretically, the yaw index YI becomes zero. However, in reality, in addition to the influence of noise or the like and the response of the front and rear actuators Af and Ar, when the railway vehicle in the train train is vibrated, the railway vehicles other than the vibrating train also vibrate and are being vibrated. It also affects the vibration of railway vehicles. Therefore, the yaw displacement Y takes 0 or a very small value. Thus, although the mounting positions of both the front and rear actuators Af and Ar are correct, if one of the mounting directions of the front and rear acceleration sensors Sf and Sr is correct and the other is incorrect, the yaw index YI is 0 or very high. Take a small value.

  Further, when the mounting positions of both the front actuator Af and the rear actuator Ar are correct and the mounting directions of the front and rear acceleration sensors Sf and Sr are both incorrect, the controller C puts the front and rear actuators Af and Ar in the same phase. When the vehicle body B is expanded and contracted, the vehicle body B is subjected to yaw excitation, but the acceleration direction detected by the front and rear acceleration sensors Sf and Sr is opposite to the actual acceleration direction. Therefore, when the yaw acceleration ω is obtained from the accelerations detected by the front and rear acceleration sensors Sf and Sr, the actual front and rear actuators Af and Ar rotate in a direction opposite to the direction in which the vehicle body B is rotated about the vehicle body center G. Observe acceleration ω. In other words, even if the yaw command Yc is a command to rotate the vehicle body B counterclockwise around the vehicle body center G, the controller C conversely rotates the vehicle body B clockwise about the vehicle body center G. Observe. Therefore, if the response time from the yaw command Yc to the yaw displacement Y is ignored, the yaw displacement Y becomes negative when the yaw command Yc is positive, and the yaw displacement Y becomes positive when the yaw command Yc is negative. Therefore, when the obtained yaw command Yc and the corresponding yaw displacement Y are plotted with the yaw command Yc as the vertical axis and the yaw displacement Y as the horizontal axis, as shown by the broken line in FIG. The straight line passes through the origin and has a slope with a value proportional to the spring constant Ky. Actually, since there is a time delay from each command for obtaining the yaw command Yc to the yaw displacement Y, when the yaw command Yc and the yaw displacement Y obtained in the same calculation cycle are plotted, as shown by the solid line in FIG. In addition, the yaw command Yc and the yaw displacement Y show a relationship having hysteresis, but generally show a relationship that changes between the second quadrant and the fourth quadrant in FIG. Therefore, the yaw index YI, which is the product of the yaw command Yc and the yaw displacement Y, causes disturbance or noise when the mounting positions of the actuators Af and Ar are both incorrect and the mounting directions of the acceleration sensors Sf and Sr are correct. If there is no, take a negative value.

  If the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, the controller C expands and contracts the front and rear actuators Af and Ar in the same phase. In this case, the vehicle body B is yaw-excited, but the vehicle body B rotates in the opposite direction to the case where the mounting positions of both the front actuator Af and the rear actuator Ar are correct. However, since the mounting directions of the front and rear acceleration sensors Sf and Sr are both incorrect, the front acceleration and the rear acceleration detected by the front and rear acceleration sensors Sf and Sr are opposite in polarity. The direction of the yaw acceleration ω obtained from the side acceleration is opposite to the actual yaw acceleration of the vehicle body B. Then, when the yaw command Yc from the controller C is to rotate the vehicle body B around the vehicle body center G counterclockwise, the vehicle body B actually rotates clockwise around the vehicle body center G, and the front and rear acceleration sensors The yaw acceleration ω obtained from the longitudinal acceleration detected by Sf and Sr is a value indicating yaw excitation in which the vehicle body B rotates counterclockwise around the vehicle body center G. On the other hand, when the yaw command Yc from the controller C is to rotate the vehicle body B around the vehicle body center G in the clockwise direction, the vehicle body B actually rotates counterclockwise around the vehicle body center G, and the longitudinal acceleration The yaw acceleration ω obtained from the longitudinal acceleration detected by the sensors Sf and Sr is a value indicating yaw excitation in which the vehicle body B rotates clockwise around the vehicle body center G. Therefore, the direction of yaw excitation instructed by the yaw command Yc and the direction of yaw displacement Y match if there is no response time delay. Therefore, if the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, the mounting positions of both the front and rear actuators Af and Ar are correct. In addition, as in the case where both the front and rear acceleration sensors Sf and Sr are attached correctly, the yaw index YI takes a positive value if there is no disturbance or noise.

  Here, the control for suppressing the vehicle body vibration of the controller C in this case will be considered. Since the mounting directions of the front and rear acceleration sensors Sf and Sr are incorrect, when the vehicle body B rotates counterclockwise around the vehicle body center G, the controller C calculates the yaw from the front and rear accelerations detected by the front and rear acceleration sensors Sf and Sr. When the acceleration ω is obtained, it is recognized that the vehicle body B is rotating clockwise around the vehicle body center G. On the other hand, the controller C commands the front and rear actuators Af and Ar to rotationally displace the vehicle body B around the vehicle body center G in a counterclockwise direction so as to cancel the rotational displacement of the vehicle body B in the clockwise direction. . In response to this command, the front and rear actuators Af and Ar expand and contract. However, since the mounting positions of both are incorrect, the front and rear actuators Af and Ar rotate and displace the vehicle body B around the vehicle body center G in the counterclockwise direction. In response to the command, the vehicle body B exerts a thrust force that rotates the vehicle body B around the vehicle body center G in the clockwise direction. The vehicle body B is actually rotationally displaced in the counterclockwise direction around the vehicle body center G, and the front and rear actuators Af and Ar exhibit a thrust force that rotationally displaces the vehicle body B around the vehicle body center G in the clockwise direction. The displacement of the vehicle body B can be suppressed. Conversely, even when the vehicle body B is rotated and displaced clockwise around the vehicle body center G, the displacement of the vehicle body B can be suppressed by the thrust exerted by the front and rear actuators Af and Ar. Therefore, when the mounting positions of both the front and rear actuators Af and Ar are incorrect and the mounting directions of both the front and rear acceleration sensors Sf and Sr are also incorrect, there is no effect on the vibration suppression control of the vehicle body B. Therefore, in this case, both the front and rear actuators Af and Ar may be handled in the same manner as in the case where both the front and rear acceleration sensors Sf and Sr are correctly attached.

  FIG. 10 is a matrix diagram showing the relationship between the sway index SI and the yaw index YI for the correctness of the mounting positions of the front and rear actuators Af and Ar and the correctness of the mounting directions of the front and rear acceleration sensors Sf and Sr. become that way.

  Therefore, the controller C can determine whether the mounting positions of the front and rear actuators Af and Ar are correct and the correctness of the mounting directions of the front and rear acceleration sensors Sf and Sr from the signs and values of the sway index SI and the yaw index YI.

  Specifically, the process of the controller C in step S29 may be performed according to the flowchart shown in FIG. The controller C determines whether or not the sway index SI satisfies the condition of SI + ζ1 ≧ 0 (step S31). If SI + ζ1 ≧ 0 for a predetermined time, the process proceeds to step S32. Note that the value ζ1 is negative due to disturbance, noise, or response time delay even if the front and rear actuators Af and Ar are attached correctly and the front and rear acceleration sensors Sf and Sr are attached in the correct direction. Since the value may be taken, it is an offset value provided in order to prevent erroneous diagnosis in the determination of step S31. The value ζ1 is slightly larger than the absolute value of the minimum value that the sway index SI can take as a negative value when the mounting positions of the front and rear actuators Af and Ar are correct and the mounting directions of the front and rear acceleration sensors Sf and Sr are also correct. It may be set to a value.

  On the other hand, if SI + ζ1 ≧ 0 is not satisfied, it is recognized as an error, and when the number of errors reaches a predetermined count within a predetermined time, there is an error in the mounting positions of the front and rear actuators Af, Ar or the front and rear acceleration sensors Sf. , Sr because there is an error in the mounting direction, the process proceeds to step S33.

  In step S33, the controller C determines whether or not the absolute value | SI | <ε of the sway index SI. ε is set to a very small value. When | SI | <ε is determined in step S33, the sway index SI is a value close to 0. Therefore, one of the front and rear actuators Af and Ar is selected. Either the mounting position is incorrect, or one of the mounting directions of the front and rear acceleration sensors Sf, Sr is incorrect. Therefore, in this case, the process proceeds to step S34, and the controller C determines whether one of the mounting positions of the front and rear actuators Af and Ar is incorrect, or one of the mounting directions of the front and rear acceleration sensors Sf and Sr is incorrect. Diagnose one of the following.

  If it is determined in step S33 that | SI | ≧ ε, the process proceeds to step S35. In this case, since the sway index SI is considered to be a negative value, in step S35, the controller C determines whether the mounting positions of both the front and rear actuators Af and Ar are incorrect, or the front and rear acceleration sensors Sf and Sr. It is diagnosed that either of the two mounting directions is wrong.

  In step S32, the controller C determines whether or not the yaw index YI satisfies YI + ζ2 ≧ 0. If YI + ζ2 ≧ 0 for a predetermined time, it is diagnosed that the mounting positions of the front and rear actuators Af and Ar and the mounting directions of the front and rear acceleration sensors Sf and Sr are correct (step S36). Note that the value ζ2 is a negative value due to disturbance, noise, or response time delay even if the front and rear actuators Af and Ar are attached correctly and the front and rear acceleration sensors Sf and Sr are attached in the correct direction. Since the value may be taken, it is an offset value provided in order to prevent erroneous diagnosis in the determination of step S32. The value ζ2 is slightly larger than the absolute value of the minimum value that the yaw index YI can take as a negative value when the mounting positions of the front and rear actuators Af and Ar are correct and the mounting directions of the front and rear acceleration sensors Sf and Sr are correct. It may be set to a value.

  On the other hand, when YI + ζ1 ≧ 0 is not satisfied, it is recognized as an error, and when the number of errors reaches a predetermined count within a predetermined time, there is an error in the mounting positions of the front and rear actuators Af, Ar or the front and rear acceleration sensors Sf. , Sr because there is an error in the mounting direction, the process proceeds to step S37.

  Subsequently, in step S37, the controller C determines whether or not the absolute value | YI | <ε of the yaw index YI. If | YI | <ε is determined in step S37, the yaw index YI has a value near 0, so that one of the mounting positions of the front and rear actuators Af and Ar is incorrect or the front and rear accelerations. Either one of the mounting directions of the sensors Sf and Sr is incorrect. Therefore, in this case, the process proceeds to step S38, and the controller C determines whether one of the mounting positions of the front and rear actuators Af and Ar is incorrect, or one of the mounting directions of the front and rear acceleration sensors Sf and Sr is incorrect. Diagnose one of the following.

  If it is determined in step S37 that | YI | ≧ ε, the process proceeds to step S39. In this case, since the yaw index YI is considered to be a negative value, in step S39, the controller C determines whether the mounting positions of both the front and rear actuators Af and Ar are incorrect, or the front and rear acceleration sensors Sf and Sr. It is diagnosed that either of the two mounting directions is wrong.

  As described above, the controller C diagnoses whether the mounting positions of the front and rear actuators Af and Ar by the sway excitation are correct and correct and correct the mounting direction of the front and rear acceleration sensors Sf and Sr, and then the front and rear actuators by the yaw excitation. The correctness of the mounting positions of Af and Ar and the correctness of the mounting direction of the front and rear acceleration sensors Sf and Sr are diagnosed. The sway index is obtained by performing sway excitation, and the correctness of the mounting positions of the front and rear actuators Af and Ar and the correctness of the mounting direction of the front and rear acceleration sensors Sf and Sr are diagnosed based on the sway index. The yaw index may be obtained by performing vibration, and whether the mounting positions of the front and rear actuators Af and Ar are correct and the correctness of the mounting direction of the front and rear acceleration sensors Sf and Sr may be diagnosed based on the yaw index.

  As described above, the railcar vibration damping device V2 according to the second embodiment is installed between the vehicle body B of the railcar and the front carriage Tf and can vibrate the front side of the vehicle body B in the left-right direction. A front actuator Af, a rear actuator Ar installed between the vehicle body B and the rear carriage Tr and capable of exciting the rear side of the vehicle body B in the left-right direction, and a vehicle body B installed on the front side of the vehicle body B A front acceleration sensor Sf for detecting the front side acceleration in the left-right direction of the vehicle, a rear acceleration sensor Sr installed on the rear side of the vehicle body B for detecting the rear side acceleration on the rear side of the vehicle body B, and the front acceleration The controller C includes a controller C that controls the front actuator Af and the rear actuator Ar based on the front acceleration and the rear acceleration detected by the sensor Sf and the rear acceleration sensor Sr. Mounting of the front actuator Af and the rear actuator Ar based on the commands for causing the rear actuator Ar to generate thrust for vibrating the vehicle body B in the sway direction and the yaw direction, and the sway displacement X and yaw displacement Y of the vehicle body B Diagnose whether the position is correct.

  In the railcar vibration damping device V2 configured in this way, since the command of the front actuator Af and the rear actuator Ar, the sway displacement X, and the yaw displacement Y are used to diagnose whether the mounting position is correct, It is possible to diagnose whether or not the mounting positions of the front actuator Af and the rear actuator Ar are correct regardless of visual observation. In addition, since it is not necessary for the operator to visually check the attachment positions of the front actuator Af and the rear actuator Ar, the burden on the operator is reduced.

  Further, the railcar vibration damping device V2 of the present embodiment includes the sway command Sc obtained from each command that causes the controller C to generate a thrust force that causes the front actuator Af and the rear actuator Ar to vibrate the vehicle body B in the sway direction. The product of the sway displacement X is the sway index SI, and the product of the yaw command Yc and the yaw displacement Y obtained from each command for generating thrust for vibrating the vehicle body B in the yaw direction to the front actuator Af and the rear actuator Ar. Is determined from the sway index SI and the yaw index YI to determine whether the mounting positions of the front actuator Af and the rear actuator Ar and the mounting directions of the front acceleration sensor Sf and the rear acceleration sensor Sr are correct. Therefore, the mounting positions of the actuators Af and Ar are both determined by the response of the vehicle body B to the drive of the actuators Af and Ar for sway excitation and the response of the vehicle body B to the drive of the actuators Af and Ar at the time of yaw excitation. Correctness and correctness of the mounting direction of each acceleration sensor Sf, Sr can be diagnosed, so that correctness of the mounting position and the mounting direction can be accurately diagnosed.

  Furthermore, in the railcar vibration damping device V2 of the present embodiment, the controller C attaches the actuators Af and Ar and the attachment directions of the acceleration sensors Sf and Sr based on the signs of the sway index SI and the yaw index YI. Diagnose if is correct. The railcar damping device V2 configured in this way diagnoses the correctness of the mounting positions of the actuators Af and Ar and the correctness of the mounting directions of the acceleration sensors Sf and Sr by the signs of the sway index SI and the yaw index YI. Therefore, it is possible to accurately diagnose whether the mounting position and the mounting direction are correct regardless of the size of the index. When diagnosing the correctness of the mounting positions of the actuators Af and Ar and the mounting directions of the acceleration sensors Sf and Sr with the signs of the sway index SI and the yaw index YI, setting the offset values ζ1 and ζ2 It is possible to prevent erroneous diagnosis of the correctness of the mounting positions of the actuators Af and Ar and the mounting directions of the acceleration sensors Sf and Sr.

  Further, in the railcar vibration damping device V2 of the present embodiment, when the controller C indicates that the sway index SI and the yaw index YI indicate an error in the mounting position of each actuator Af, Ar or the mounting direction of each acceleration sensor Sf, Sr. Assuming that this is an error, the number of errors is counted, and when the number of errors exceeds a threshold value, the attachment position of each actuator Af, Ar or the attachment direction of each acceleration sensor Sf, Sr is diagnosed.

  The railcar damping device V2 configured in this way immediately attaches the actuators Af and Ar or the acceleration sensors Sf and Sr even if the sway index SI and the yaw index YI accidentally show an error. The direction is not diagnosed as an error, and when the number of errors reaches a predetermined number, the attachment position or the attachment direction is diagnosed as an error. Therefore, according to the railcar damping device V2 configured in this way, there is no wrong diagnosis of the mounting position and the mounting direction, and the mounting position and the mounting direction can be correctly diagnosed.

  Furthermore, the diagnosis method of the railcar vibration damping device V2 of the present embodiment includes a sway excitation step in which the front actuator Af and the rear actuator Ar are driven to apply the sway acceleration β to the vehicle body B; The sway command SC and the sway displacement obtained from the command for generating the thrust for exciting the vehicle body B in the sway direction to the front actuator Af and the command for the controller C to generate the thrust for oscillating the vehicle body B in the sway direction to the rear actuator Ar A vehicle body sway index calculation step for obtaining a sway index SI by multiplying by X, a diagnosis step for diagnosing whether the mounting position and the mounting position are correct based on the sway index SI, a front actuator Af and a rear actuator Ar A yaw excitation step for applying a yaw acceleration ω to the vehicle body B and a controller C Yaw command Yc and yaw displacement obtained from a command for generating thrust for vibrating the vehicle body B in the yaw direction to the front actuator Af and a command for the controller C to generate thrust for vibrating the vehicle body B in the yaw direction to the rear actuator Ar A vehicle body yaw index calculation step for multiplying Y to obtain a yaw index YI, and a diagnosis step for diagnosing whether the mounting position and the mounting position are correct based on the yaw index YI are provided. According to the diagnosis method of the railcar vibration damping device V2 configured as described above, the reaction of the vehicle body B with respect to the drive of the actuators Af and Ar of the sway excitation and the drive of the actuators Af and Ar during the yaw excitation. Therefore, the correctness of the mounting position of each actuator Af, Ar can be diagnosed both in response to the response of the vehicle body B to the correctness of the mounting position.

  The swage command Sc depends on the setting of the correct mounting position of each actuator Af, Ar, how to sign the command to each actuator Af, Ar, and how to sign the acceleration detected by each acceleration sensor Sf, Sr. And how to obtain the yaw command Yc can vary. The setting of the correct mounting position of each actuator Af, Ar, the way of taking the sign of the command to each actuator Af, Ar, and the way of taking the sign of the acceleration detected by each acceleration sensor Sf, Sr are different from the previous embodiments. However, it is natural that the correctness / incorrectness of the mounting positions of the actuators Af and Ar and the mounting directions of the acceleration sensors Sf and Sr can be diagnosed.

  Further, in the description of each embodiment, the correctness of the mounting positions of the front and rear actuators Af, Ar and the correctness of the mounting positions of the front and rear actuators Af, Ar and the mounting directions of the front and rear acceleration sensors Sf, Sr are diagnosed. The typical process is an example, and the order and branching of the processing procedure can be appropriately changed.

  Although the preferred embodiments of the present invention have been described in detail above, modifications, variations, and changes can be made without departing from the scope of the claims.

Af ... front actuator, Ar ... rear actuator, B ... vehicle body, C ... controller, Sf ... front acceleration sensor, SI ... sway index, SIf ... front sway index, SIr: rear sway index, Sr: rear acceleration sensor, Tf: front carriage, Tr ... rear carriage, V1, V2 ... railcar damping device, Y ..Yaw displacement, YI ... Yaw index, YIf ... Front yaw index, YIr ... Rear yaw index, X ... Sway displacement

Claims (9)

A front actuator installed between a vehicle body of a railway vehicle and a front carriage, and capable of exciting the front side of the vehicle body in the left-right direction;
A rear actuator that is installed between the vehicle body and a rear carriage and can vibrate the rear side of the vehicle body in the left-right direction;
A front acceleration sensor that is installed on the front side of the vehicle body and detects a front acceleration in the left-right direction on the front side of the vehicle body;
A rear acceleration sensor that is installed on the rear side of the vehicle body and detects a rear acceleration in the left-right direction on the rear side of the vehicle body;
A controller for controlling the front actuator and the rear actuator based on the front acceleration and the rear acceleration detected by the front acceleration sensor and the rear acceleration sensor;
The controller is
The front actuator and the rear actuator were obtained from each command for generating a thrust force for exciting the vehicle body in the sway direction and the yaw direction, and the front acceleration and the rear acceleration, or the front acceleration and the rear acceleration. A railcar vibration damping device characterized by diagnosing whether the mounting positions of the front actuator and the rear actuator are correct based on the sway displacement and yaw displacement of the vehicle body. The controller is
A front sway index is a product of a command for generating a thrust force for exciting the vehicle body in the sway direction to the front actuator and a sway acceleration obtained from the front acceleration and the rear acceleration,
A product of a command for causing the rear actuator to generate a thrust force for exciting the vehicle body in the sway direction and the sway acceleration is a rear sway index,
A front yaw index is a product of a command for generating a thrust force for exciting the vehicle body in the yaw direction to the front actuator and a yaw acceleration obtained from the front acceleration and the rear acceleration,
As a rear yaw index, a product of a command for causing the rear actuator to generate a thrust force for exciting the vehicle body in the yaw direction and the yaw acceleration,
The railway vehicle vibration damping device according to claim 1, wherein whether or not the mounting position is correct is diagnosed from each of these indices. The controller is
The railway according to claim 2, wherein whether or not the mounting position is correct is diagnosed based on the signs of the front sway index, the rear sway index, the front yaw index, and the rear yaw index. Vehicle vibration control device. The controller is
When the front sway index, the rear sway index, the front yaw index, and the rear yaw index indicate an error in the mounting position, an error is counted, and when the error count exceeds a threshold value, the mounting position The railway vehicle vibration damping device according to claim 2 or 3, characterized in that is diagnosed as an error. The controller is
A product of the sway command obtained from each command for generating a thrust force for exciting the vehicle body in the sway direction on the front actuator and the rear actuator, and the sway displacement is used as a sway index,
The product of the yaw command obtained from each command for generating thrust to vibrate the vehicle body in the yaw direction on the front actuator and the rear actuator, and the yaw displacement,
The vibration damping device for a railway vehicle according to claim 1, wherein whether or not the mounting position and the mounting direction of the front acceleration sensor and the rear acceleration sensor are correct is diagnosed from the sway index and the yaw index. . The controller is
6. The railway vehicle vibration damping device according to claim 5, wherein whether or not the mounting position and the mounting direction are correct is diagnosed based on the signs of the sway index and the yaw index. The controller is
When the sway index and the yaw index indicate an error in the mounting position or the mounting direction, an error is counted, and when the error count exceeds a threshold value, the mounting position or the mounting direction is diagnosed as an error. The railway vehicle vibration damping device according to claim 5 or 6, wherein: A front actuator installed between the vehicle body of the railway vehicle and the front carriage and capable of exciting the front side of the vehicle body in the left-right direction, and a rear side of the vehicle body installed between the vehicle body and the rear carriage A left side actuator, a front side acceleration sensor which is installed on the front side of the vehicle body and detects a front side acceleration in the left and right direction of the front side of the vehicle body, and a rear side actuator which is installed on the rear side of the vehicle body A rear acceleration sensor for detecting a rear acceleration in the left-right direction of the rear side, and the front actuator and the rear acceleration based on the front acceleration and the rear acceleration detected by the front acceleration sensor and the rear acceleration sensor. Diagnosing whether or not the mounting positions of the front actuator and the rear actuator are correct in a railcar damping device having a controller for controlling the rear actuator A diagnostic method for a railway vehicle vibration damping device,
A sway excitation step for driving a sway acceleration on the vehicle body by driving the front actuator and the rear actuator;
The controller multiplies the command for causing the front actuator to generate a thrust force for exciting the vehicle body in the sway direction by the sway acceleration obtained from the front acceleration and the rear acceleration to obtain a front sway index, and the controller A sway index calculation step for obtaining a rear sway index by multiplying the sway acceleration by a command for generating a thrust force for exciting the vehicle body in the sway direction on the side actuator;
Based on the front sway index and the rear sway index, a diagnostic step during sway excitation for diagnosing whether or not the mounting position is correct;
A yaw excitation step for driving the front actuator and the rear actuator to apply a yaw acceleration to the vehicle body;
The controller obtains a front yaw index by multiplying a command for causing the front actuator to generate a thrust force for vibrating the vehicle body in the yaw direction and the yaw acceleration obtained from the front acceleration and the rear acceleration, and the controller obtains the rear yaw index. A yaw index calculating step of obtaining a rear yaw index by multiplying a command for generating a thrust force for exciting the vehicle body in the yaw direction to the side actuator and the yaw acceleration;
A diagnostic method for a railway vehicle vibration damping device, comprising: a diagnosis step during yaw excitation for diagnosing whether or not the mounting position is correct based on the front yaw index and the rear yaw index. A front actuator installed between the vehicle body of the railway vehicle and the front carriage and capable of exciting the front side of the vehicle body in the left-right direction, and a rear side of the vehicle body installed between the vehicle body and the rear carriage A left side actuator, a front side acceleration sensor which is installed on the front side of the vehicle body and detects a front side acceleration in the left and right direction of the front side of the vehicle body, and a rear side actuator which is installed on the rear side of the vehicle body A rear acceleration sensor for detecting a rear acceleration in the left-right direction of the rear side, and the front actuator and the rear acceleration based on the front acceleration and the rear acceleration detected by the front acceleration sensor and the rear acceleration sensor. The front actuator, the mounting position of the rear actuator, and the front acceleration sensor in a railcar damping device having a controller for controlling the rear actuator A diagnostic method of the vibration damping system for a railway vehicle mounting direction to diagnose correct or not of the rear acceleration sensor,
A sway excitation step for driving a sway acceleration on the vehicle body by driving the front actuator and the rear actuator;
A command for causing the controller to generate a thrust force for oscillating the vehicle body in the sway direction on the front actuator, and a sway command obtained from a command for the controller to generate a thrust force for oscillating the vehicle body in the sway direction. A vehicle body sway index calculation step for obtaining a sway index by multiplying the sway displacement which is a displacement in the sway direction of the vehicle body determined from the front acceleration and the rear acceleration;
A diagnostic step of diagnosing whether the mounting position and the mounting position are correct based on the sway index;
A yaw excitation step for driving the front actuator and the rear actuator to apply a yaw acceleration to the vehicle body;
A command for causing the controller to generate a thrust force for vibrating the vehicle body in the yaw direction to the front actuator, and a yaw command for the controller to generate a thrust force for vibrating the vehicle body in the yaw direction to the rear actuator; A vehicle body yaw index calculation step of obtaining a yaw index by multiplying the front acceleration and the yaw displacement which is a displacement in the yaw direction of the vehicle body determined from the rear acceleration;
A diagnostic step of diagnosing whether the mounting position and the mounting position are correct based on the yaw index;
A diagnostic method for a railway vehicle vibration damping device.

Images