JP4788923B2 - Railway vehicle vibration control system - Google Patents

Description

  The present invention relates to a railway vehicle vibration control device that suppresses vibration (rolling) in the left-right direction of the railway vehicle.

  Railcars generate various vibrations in the vertical and lateral directions of the car body due to irregularities in the track, disturbances caused by aerodynamic vibration, etc., but in recent years, the demand for suppression of these vibrations has increased along with the high-speed operation. In addition, suppression of left-right vibration of the vehicle body is one of the important issues from the aspects of ride comfort and running stability.

  An example of a general railway vehicle vibration control device that suppresses left-right vibration of the vehicle body will be described. In a railway vehicle vibration control device, a vehicle body is supported so as to be displaceable in the left-right direction by a carriage on which a wheel shaft is mounted, and a damping force variable damper and an actuator capable of adjusting a damping coefficient are connected between the vehicle body and the carriage. . In addition, various sensors for detecting a running vehicle state such as a lateral acceleration sensor for detecting lateral acceleration of the vehicle body and a displacement sensor for detecting displacement between the carriage and the vehicle body are provided, and based on the detection of these sensors, The vibration of the vehicle body is suppressed by controlling the damping force of the damping force variable damper and the thrust of the actuator by the controller.

In addition, the railroad vehicle vibration control device has a self-diagnosis function that can diagnose the soundness of system components such as actuators, variable damping force dampers, acceleration sensors, displacement sensors, etc. It is desired. Therefore, for example, in Patent Document 1, for example, in a vehicle stop state, an actuator is operated by a controller to forcibly displace the vehicle body, and an acceleration generated in the vehicle body is detected by an acceleration sensor. A technique for diagnosing these soundnesses by comparing detection by sensors is disclosed.
Japanese Patent No. 2783030

  However, in the conventional railway vehicle vibration control device, when executing the diagnosis of the soundness of the system components, there is a restriction that the displacement of the vehicle body cannot be sufficiently large in order to avoid interference with structures around the vehicle body. However, the accuracy and reliability of diagnosis are not always sufficient.

  The present invention has been made in view of the above points, and an object of the present invention is to provide a railway vehicle vibration control device that can improve the accuracy and reliability of the soundness diagnosis of system components.

In order to solve the above-described problems, the present invention provides a vehicle body, first and second carts that are disposed at a front portion and a rear portion of the vehicle body so as to be displaceable in the left-right direction, the vehicle body, a first and a second actuator coupled respectively between the first and second carriage, and the first and second displacement detection means for detecting respective displacement of the said body first and second carriage, said In a railway vehicle vibration control device, comprising: a controller that executes vibration control that suppresses left and right vibrations of the front and rear parts of the vehicle body by operating the first and second actuators ;
The controller executes and stops the vibration control by one of the first and second actuators while the vehicle is stopped, and executes and stops the vibration control by the other. The displacement between the vehicle body and the first or second carriage is detected by the first or second displacement detecting means, and the detected value is compared between when the vibration control is being executed and when the vibration control is being stopped. It has a self-diagnosis mode for diagnosing the soundness .

According to the vibration control system for a railway vehicle according to the present invention, Oite the self-diagnosis mode, it is possible to improve the diagnostic accuracy and reliability of health.

Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIGS. 1 and 2, a railway vehicle 1 to which a railway vehicle vibration control device according to the present invention is applied includes a carriage 4 (first and second) having a wheel shaft 3 attached to a front part and a rear part of a vehicle body 2. A second cart is attached. In FIG. 2, for each element provided at the front part of the vehicle body 2, the symbol F is appended to the end of the symbol, and for each element provided at the rear part of the vehicle body 2, the symbol is suffixed with R. And will be described by appropriately distinguishing them.

  The carriage 4 is rotatable about a vertical axis with respect to the vehicle body 2 and is connected so as to be able to be displaced in a vertical direction and a horizontal direction, and supports the vehicle body 2 by an air spring 5. ing. An actuator 6 (first and second actuators) and a damping force variable damper 7 (first and second damping force variable dampers) are connected between the vehicle body 2 and the carriage 4. The actuator 6 and the damping force variable damper 7 are respectively coupled between the center pin 8 fixed to the vehicle body 2 and the support columns 9 and 10 fixed to the carriage 4, so that the horizontal direction between the vehicle body 2 and the carriage 4 is The thrust of the actuator 6 and the damping force of the damping force variable damper 7 act on the displacement. The actuator 6 is provided with a stroke sensor 11 (first and second displacement detection means) that detects a displacement in the left-right direction between the vehicle body 2 and the carriage 4. Further, the vehicle body 2 is provided with an acceleration sensor 12 (first and second acceleration detection means) for detecting lateral accelerations at the front and rear portions of the vehicle body 2, and from the stroke sensor 11 and the acceleration sensor 12. A controller 13 is provided for controlling the actuator 6 and the damping force variable damper 7 based on the input signal.

  The actuator 6 is an electromagnetic actuator that generates a thrust according to the energized current, and generates a thrust according to a drive signal from the controller 13. The variable damping force damper 7 has a damping force switching valve such as a solenoid valve, and is a hydraulic damper capable of switching the damping force in at least two stages by an energizing current. The damping force is switched by a control signal from the controller 13. be able to. The actuator 6 may be other types of actuators such as hydraulic pressure and pneumatic pressure, and the damping force variable damper 7 may be a damper of a type other than the hydraulic damper.

  The controller 13 controls the operation of the actuator 6 and the damping force variable damper 7 based on detection of a vehicle speed sensor (not shown), an acceleration sensor 12, and other sensors that detect the running state of the vehicle. During low-speed driving, so-called passive (no control) is performed, that is, the actuator 6 is not operated, and the damping force of the damping force variable damper 7 is switched to the high damping force side. Damping direction vibration.

  During high speed traveling, so-called active control is executed, that is, the damping force of the damping force variable damper 7 is switched to the low damping force side, and the acceleration sensors 12F and 12R detect the carts 4F and 4R before and after the vehicle body 2. Based on the acceleration in the left-right direction, the thrust of the actuators 6F, 6R is controlled so as to absorb the vibration in the left-right direction of the carts 4F, 4R and to suppress the vibration in the left-right direction of the vehicle body 2. As a result, the lateral vibration of the vehicle body 2 is suppressed against the input of disturbances to the carts 4F, 4R due to an irregular track and the disturbance input to the vehicle body 2 due to aerodynamic vibration, thereby improving ride comfort and running stability. Improves performance and enables high-speed driving.

  The controller 13 also has a self-diagnosis mode for diagnosing the soundness of each element of the control system including the actuator 6, the damping force variable damper 7, the stroke sensor 11, and the acceleration sensor 12. In the self-diagnosis mode, (1) Actuator thrust polarity diagnosis for diagnosing the soundness of the thrust polarity (thrust direction) with respect to the drive signal of the actuator 6 and (2) Operation state with respect to the drive signal of the actuator 6 ( (3) Damping force diagnosis for diagnosing the soundness of the generated damping force of the damping force variable damper 7 and (4) Vibration for diagnosing the soundness of the active control by the controller 13 Perform control polarity diagnostics.

  The overall flow of the self-diagnosis mode will be described with reference to FIG. When the vehicle is in a stopped state and is in a state where the vehicle body 2 can be vibrated by the actuator 6 (a state where the vehicle body 2 does not come into contact with surrounding structures by the vibration, etc.), at step S1 (1) The presence / absence of an execution command for the actuator thrust polarity diagnosis is determined, and in step S2, (2) the presence / absence of an execution command for the actuator operation diagnosis is determined. In step S4, the presence or absence of a command for (4) vibration control polarity diagnosis is determined, and the diagnoses (1) to (4) are executed in accordance with these execution commands.

(1) Actuator thrust polarity diagnosis Actuator thrust polarity diagnosis is performed in a state in which the actuator 6 is stopped and the damping force variable damper 7 is switched to the high damping force side with respect to one of the carts 4F and 4R before and after the vehicle body 2. On the other hand, the damping force variable damper 7 is switched to the low damping force side, and a drive signal is supplied to the actuator 6 to operate the actuator 6 in a fixed direction (here, a positive direction) to vibrate the vehicle body 2. Then, by detecting the relative displacement between the vehicle body 2 and the carriage 4 by the stroke sensor 11 and comparing the relative displacement with a predetermined reference value, the soundness of the thrust polarity (thrust direction) with respect to the drive signal of the actuator 6 is detected. Diagnose. And this diagnosis is sequentially performed about the carts 4F and 4R before and after the vehicle body 2.

Next, the processing flow of the actuator thrust polarity diagnosis will be described with reference to FIG. Referring to FIG. 4, in step S1, the damping force variable dampers 7F and 7R before and after the vehicle body 2 are switched to the high damping force side. In step S2, supply of control signals to the actuator 6F and the damping force variable damper 7F on the cart 4F side at the front of the vehicle body is selected. In step S3, a timer is counted (for 1 second). In the meantime, in step S4, the stroke sensor 11F detects the relative stroke between the carriage 4F at the front of the vehicle body and the vehicle body 2, and averages them to calculate the average stroke value StA. To do. The average stroke value StA in step S5 is compared with a predetermined reference value, when the average stroke value StA more than the reference value, the actuator is excessively stroke, abnormality such as a stroke sensor is broken or short circuit In step S6, error processing is executed, and if it is less than the reference value, the process returns to step S3 to continue counting the timer.

  After the timer counts up in step S3, the front damping force variable damper 7F is switched to the low damping force side in step S7. In step S8, the actuator 6F is commanded to thrust in a certain direction (+ direction), and the vehicle body 2 is vibrated in a certain direction. At this time, if the thrust of the actuator 6F suddenly rises, an impact is accompanied. Therefore, it is preferable to prevent the thrust from suddenly rising by using a trapezoidal wave, a sine wave, or the like as the drive signal. In step S9, a timer is counted (one second), and during that time, in step S10, the stroke sensor 11F detects the relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2. In step 11, the relative stroke StB is compared with a predetermined reference value. If the relative stroke StB is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is disconnected or short-circuited, etc. In step S13, an error process is executed. If the error value is less than the reference value, the relative stroke StB is averaged in step S12 to calculate the average stroke value StC, and the process returns to step S9 to continue counting the timer.

  After the timer counts up in step S9, the operation of the actuator 6F is stopped in step S14, and the damping force variable damper 7F is switched to the high damping force side in step S15. In step 16, the average stroke value StC is compared with a predetermined reference value. If it is within the reference value, the actuator thrust polarity (+ direction) is normal in step S17, and if it is outside the reference value, the actuator thrust polarity (+ Direction) is abnormal.

  Thereafter, a timer is counted in step S19 (for 1 second), and in the meantime, in step S20, the stroke sensor 11F detects the relative stroke between the carriage 4F in the front of the vehicle body and the vehicle body 2, and averages them to obtain an average stroke value StA. Calculate

  After the timer counts up in step S19, the damping force variable damper 7F is switched to the low damping force side in step S21. In step S22, the actuator 6F is commanded to thrust in the opposite direction (− direction) to step S8, and the vehicle body 2 is vibrated in a fixed direction. In step S23, a timer is counted (for 1 second), and during that time, in step S24, the stroke sensor 11F detects the relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2. In step S25, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is disconnected or short-circuited, etc. Judgment is made and error processing is executed in step S27. If it is less than the reference value, the relative stroke StB is averaged in step S26 to calculate the average stroke value StC, and the process returns to step S23 to continue the timer count.

  After the timer counts up in step S23, the operation of the actuator 6F is stopped in step S28, and the damping force variable damper 7F is switched to the high damping force side in step S29. In step 30, the average stroke value StC is compared with a predetermined reference value. If it is within the reference value, the actuator thrust polarity (− direction) is normal in step S31. If it is outside the reference value, the actuator thrust is determined in step S32. Polarity (-direction) abnormality.

  In step S33, it is determined whether or not the diagnosis of the rear actuator 6R has been completed. If it has been completed, the diagnosis flow is completed. If it has not been completed, in step S34, the rear vehicle body 4R side Control signal supply to the actuator 6R and the damping force variable damper 7R is selected, and the same processing as the above-described step S3 to step S33 is executed for the rear actuator 6R.

  In this way, the soundness of the actuator thrust polarity can be diagnosed for the actuators 6F and 6R before and after the vehicle body. At this time, one of the vehicle bodies 2 is vibrated by one actuator 6 and the other is almost stopped, so that the displacement and acceleration can be detected efficiently and the accuracy and reliability of diagnosis can be improved. Can do. The vehicle body 2 can be vibrated more efficiently by switching the damping force variable damper 7 on the non-vibration side to the high damping force side to suppress the displacement of the vehicle body 2. Instead of switching the damping force variable damper 7 to the high damping force side, the vehicle body 2 may be fixed in the left-right direction by the actuator 6 on the non-vibrating side.

  In the above processing flow, in addition to the horizontal displacement of the vehicle body 2 and the cart 4 in the left-right direction, the acceleration of the vehicle body 2 in the left-right direction by the acceleration sensor 12 is compared with a predetermined reference value to diagnose the soundness. You may make it do.

(2) Actuator operation diagnosis Actuator operation diagnosis is performed for one of the carts 4F and 4R before and after the vehicle body 2 with the actuator 6 stopped and the damping force variable damper 7 switched to the high damping force side. On the other hand, the damping force variable damper 7 is switched to the low damping force side, a sinusoidal drive signal is supplied to the actuator 6, the vehicle body 2 is vibrated, and the vehicle body 2 and the cart 4 are relative to each other by the stroke sensor 11. By detecting the stroke, the acceleration sensor 12 detects the lateral acceleration of the vehicle body 2, and comparing the maximum relative stroke and the maximum acceleration with a predetermined reference value, the operation state (thrust, etc.) with respect to the drive signal of the actuator 6 is detected. Diagnose health. And this diagnosis is sequentially performed about the carts 4F and 4R before and after the vehicle body 2.

  Next, the processing flow of the actuator operation diagnosis will be described with reference to FIG. Referring to FIG. 5, in step S1, the front and rear damping force variable dampers 7F and 7R of the vehicle body 2 are switched to the high damping force side. In step S2, supply of control signals to the actuator 6F and the damping force variable damper 7F on the cart 4F side at the front of the vehicle body is selected. In step S3, a timer is counted (for 1 second). In the meantime, in step S4, the stroke sensor 11F detects the relative stroke between the carriage 4F at the front of the vehicle body and the vehicle body 2, and averages them to calculate the average stroke value StA. To do. In step S5, the average stroke value StA is compared with a predetermined reference value. If the average stroke value StA is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is broken or short-circuited, etc. In step S7, error processing is executed. If it is less than the reference value, in step S6, the acceleration sensor 12F detects the acceleration in the left-right direction of the vehicle body 2, averages this, calculates the average acceleration value AccA, returns to step S3, and continues counting the timer.

  After the timer counts up in step S3, the front damping force variable damper 7F is switched to the low damping force side in step S8. In step S9, a sinusoidal drive signal is supplied to the actuator 6F to vibrate the vehicle body 2. In step S10, a timer is counted (for 5 seconds), and in the meantime, in step S11, a relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2 is detected by the stroke sensor 11F. In step S12, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is disconnected or short-circuited, etc. Judgment is made and error processing is executed in step S15. If it is less than the reference value, the maximum stroke value StC of the relative stroke StB is updated in step S13, the acceleration in the left-right direction of the vehicle body 2 is detected by the acceleration sensor 12F in step S14, and the maximum acceleration value AccB is updated. Returning to step 10, the timer continues counting.

  After the timer counts up in step S10, the excitation by the actuator 6F is stopped in step S16, and the damping force variable damper 7F is switched to the high damping force side in step S17. In step S18, the absolute value | StC-StA | of the difference between the maximum stroke value StC during vibration and the average stroke value StA before vibration is compared with a predetermined reference value, and the absolute value | StC-StA | If it is equal to or less than the value, the actuator is diagnosed as abnormal in step S21. If it is larger than the reference value, in step S19, the absolute value | AccB−AccA | of the difference between the maximum acceleration value AccB during vibration and the average acceleration value AccA before vibration is compared with a predetermined reference value. If the value | AccB−AccA | is equal to or less than the reference value, an actuator operation abnormality is diagnosed in step S21. If it is larger than the reference value, the actuator is diagnosed as normal in step S20.

  In step S22, it is determined whether or not the diagnosis of the rear actuator 6R has been completed. If completed, the diagnosis flow is completed. If not completed, in step S23, the rear vehicle body 4R side The control signal supply to the actuator 6R and the damping force variable damper 7R is selected, and the same processing as the above-described step S3 to step S22 is executed for the rear actuator 6R.

  In this way, the soundness of the actuator operation can be diagnosed for the actuators 6F and 6R before and after the vehicle body. At this time, one of the vehicle bodies 2 is vibrated by one actuator 6 and the other is almost stopped, so that the displacement and acceleration can be detected efficiently and the accuracy and reliability of diagnosis can be improved. Can do. The vehicle body 2 can be vibrated more efficiently by switching the damping force variable damper 7 on the non-vibration side to the high damping force side to suppress the displacement of the vehicle body 2. Instead of switching the damping force variable damper 7 to the high damping force side, the vehicle body 2 may be fixed in the left-right direction by the actuator 6 on the non-vibrating side. In the above-described actuator operation diagnosis, the amplitude and lateral acceleration of the vehicle body 2 are amplified by setting the excitation frequency of the sinusoidal drive signal supplied to the actuator 6 to be close to the natural frequency of the yaw of the vehicle body 2. , Can improve the diagnostic accuracy.

(3) Damping force diagnosis In the damping force diagnosis, the actuator 6 is stopped and the damping force variable damper 7 is switched to the high damping force side with respect to one of the carts 4F and 4R before and after the vehicle body 2, and On the other hand, a sinusoidal drive signal is supplied to the actuator 6 to vibrate the vehicle body 2, and in this state, the damping force of the variable damping force damper 7 is switched. The soundness of the damping force of the damping force variable damper is diagnosed by detecting the relative stroke and comparing the maximum relative stroke before and after switching of the damping force of the damping force variable damper 7. And this diagnosis is sequentially performed about the carts 4F and 4R before and after the vehicle body 2.

  A processing flow of the damping force variable damping force diagnosis will be described with reference to FIG. Referring to FIG. 6, in step S1, the damping force variable dampers 7F and 7R before and after the vehicle body 2 are switched to the high damping force side. In step S2, supply of control signals to the actuator 6F and the damping force variable damper 7F on the cart 4F side at the front of the vehicle body is selected. In step S3, a timer is counted (for 1 second). In the meantime, in step S4, the stroke sensor 11F detects the relative stroke between the carriage 4F at the front of the vehicle body and the vehicle body 2, and averages them to calculate the average stroke value StA. To do. In step S5, the average stroke value StA is compared with a predetermined reference value. If the average stroke value StA is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is broken or short-circuited, etc. In step S6, error processing is executed. If it is less than the reference value, the process returns to step S3 to continue counting the timer.

  After the timer counts up in step S3, a sinusoidal drive signal is supplied to the actuator 6F to vibrate the vehicle body 2 in step S7. In step S8, a timer is counted (for 5 seconds), and in the meantime, in step S9, the stroke sensor 11F detects the relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2. In step S10, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, an abnormality such as an excessive stroke of the actuator, a broken or shorted stroke sensor, etc. In step S12, an error process is executed. If it is less than the reference value, the maximum stroke value StC of the relative stroke StB is updated in step S11, and the process returns to step S8 to continue counting the timer.

  After the timer counts up in step S8, the damping force variable damper 7F is switched to the low damping force side in step S13. In step S14, a timer is counted (for 5 seconds), and in the meantime, in step S15, the stroke sensor 11F detects the relative stroke StB between the carriage 4F in the front of the vehicle body and the vehicle body 2. In step S16, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, an abnormality such as an excessive stroke of the actuator, a broken or shorted stroke sensor, etc. In step S18, an error process is executed. If it is less than the reference value, the maximum stroke value StD of the relative stroke StB is updated in step S17, and the process returns to step S14 to continue counting the timer.

  After the timer counts up in step S14, the excitation of the actuator 6F is stopped in step S19, and the damping force variable damper 7F is switched to a high damping force in step S20. In step S21, the absolute value | StD−StC | of the difference between the maximum stroke value StD when the damping force variable damper 7F is low and the maximum stroke value StC when the damping force is high is compared with a predetermined reference value. If the value | StD−StC | is equal to or smaller than the reference value, in step S23, it is diagnosed that the damping force variable damper damping force is abnormal. If it is larger than the reference value, it is diagnosed in step S22 that the damping force variable damper damping force is normal.

  In step S24, it is determined whether or not the diagnosis of the rear actuator 6R has been completed. If completed, the diagnosis flow is completed. If not completed, in step S25, the rear vehicle body 4R side The control signal supply to the actuator 6R and the damping force variable damper 7R is selected, and the same processing as the above-described steps S3 to S24 is executed for the rear actuator 6R and the damping force variable damper 7R.

  In this way, the soundness of the damping force can be diagnosed for the damping force variable damper actuators 7F and 7R before and after the vehicle body. In the above-described damping force diagnosis, the amplitude and lateral acceleration of the vehicle body 2 are amplified by setting the excitation frequency of the sinusoidal drive signal supplied to the actuator 6 to be close to the natural frequency of the yaw of the vehicle body 2. Accuracy can be increased. In the above-described damping force diagnosis process, the soundness may be diagnosed by comparing the acceleration of the vehicle body by the acceleration sensor 12 before and after the damping force switching in addition to the relative stroke between the vehicle body and the carriage.

(4) Vibration control polarity diagnosis In the vibration control polarity diagnosis, the damping force variable damper 7 is switched to a low damping force for one of the carts 4F and 4R before and after the vehicle body 2, and a sinusoidal drive signal is applied to the actuator 6. Then, the vehicle body 2 is vibrated, and on the other hand, the damping force variable damper 7 is switched to the low damping force side, and the control signal is supplied to the actuator 6 based on the detection of the acceleration sensor 12 to perform active control. The stroke sensor 11 detects the relative stroke between the vehicle body 2 and the bogie 4 in the case where it is executed and the case where it is not executed, and compares the maximum relative stroke in each case, thereby improving the soundness of the vibration control polarity. Diagnose. And this diagnosis is sequentially performed about the carts 4F and 4R before and after the vehicle body 2.

  A processing flow of the vibration control polarity diagnosis will be described with reference to FIG. FIG. 7 shows a processing flow when the vehicle body 2 is vibrated by the rear actuator 7R and the vibration control polarity diagnosis of the front portion of the vehicle body is performed. Referring to FIG. 7, in step S1, the damping force variable dampers 7F and 7R before and after the vehicle body 2 are switched to the high damping force side. In step S2, a timer is counted (1 second), and in the meantime, in step S3, the stroke sensor 11F detects the relative stroke between the carriage 4F at the front of the vehicle body and the vehicle body 2, and averages this to obtain an average stroke value StA. calculate. In step S4, the average stroke value StA is compared with a predetermined reference value. If the average stroke value StA is equal to or greater than the reference value, the actuator is excessively stroked or the stroke sensor is disconnected or short-circuited. In step S6, error processing is executed. If it is less than the reference value, the lateral acceleration of the vehicle body is detected by the acceleration sensor 12F in step S5, averaged to calculate the average lateral acceleration value AccA, and the process returns to step S2 to continue the timer counting.

  After the timer counts up in step S2, the damping force variable dampers 7F and 7R at the front and rear of the vehicle body are switched to the low damping force side in step S7. In step S8, control (active control) of the actuator 7F at the front of the vehicle body is stopped, and in step S9, a sinusoidal drive signal is supplied to the actuator 6R at the rear of the vehicle body to vibrate the vehicle body 2. In step S10, a timer is counted (for 5 seconds), and in the meantime, in step S11, a relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2 is detected by the stroke sensor 11F. In step S12, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is disconnected or short-circuited, etc. Judgment is made and error processing is executed in step S15. If it is less than the reference value, the maximum stroke value StC of the relative stroke StB is updated in step S13, the acceleration in the left-right direction of the vehicle body 2 is detected by the acceleration sensor 12F in step S14, and the maximum acceleration value AccB is updated. Returning to step S10, the timer continues counting.

  After the timer counts up in step S10, active control of the front part of the vehicle body is started in step S16, and a drive signal is supplied to the actuator 7F based on detection of the acceleration sensor 12. In step S17, a timer is counted (for 5 seconds), and in the meantime, in step S18, a relative stroke StB between the carriage 4F at the front of the vehicle body and the vehicle body 2 is detected by the stroke sensor 11F. In step S19, the relative stroke StB is compared with a predetermined reference value, and if the relative stroke StB is equal to or greater than the reference value, the actuator is excessively stroked, the stroke sensor is disconnected or short-circuited, etc. Judgment is made and error processing is executed in step S22. If it is less than the reference value, the maximum stroke value StC of the relative stroke StB is updated in step S20, the acceleration in the left-right direction of the vehicle body 2 is detected by the acceleration sensor 12F in step S21, and the maximum acceleration value AccC is updated. Returning to step S17, the timer continues counting.

  After the timer counts up in step S17, the excitation by the actuator 6R at the rear of the vehicle body is stopped in step S23, and the damping force variable dampers 7F and 7R in the front and rear of the vehicle body are switched to the high damping force side in step S24. In step 25, the active control of the front part of the vehicle body is stopped, and the supply of the control signal to the actuator 6F is stopped. In step S26, the absolute value | AccB−AccC | of the difference between the maximum acceleration value AccB when the active control is stopped and the maximum acceleration value AccC when the active control is executed is compared with a predetermined reference value, and the absolute value | AccB−AccC If | is less than or equal to the reference value, a vibration control polarity abnormality is diagnosed in step S29. If larger than the reference value, the absolute value | StC-StD | of the difference between the maximum stroke value StC when the active control is stopped and the maximum stroke value StD when the active control is executed is compared with a predetermined reference value, and the absolute value | StC If -StD | is less than or equal to the reference value, a vibration control polarity abnormality is diagnosed in step S29. If it is larger than the reference value, it is diagnosed at step 28 that the vibration control polarity is normal.

  In this way, the soundness of the vibration control polarity can be diagnosed for the front part of the vehicle body. Similarly, the soundness of the vibration control polarity is diagnosed for the rear part of the vehicle body.

1 is a block diagram illustrating a schematic configuration of a railway vehicle vibration control device according to an embodiment of the present invention. It is a top view of the trolley | bogie provided before and behind the vehicle body of the apparatus shown in FIG. It is a flowchart which shows the whole process of the self-diagnosis mode by the controller of the apparatus shown in FIG. It is a flowchart which shows the actuator polarity diagnostic process of the self-diagnosis mode shown in FIG. It is a flowchart which shows the actuator operation | movement diagnostic process of the self-diagnosis mode shown in FIG. It is a flowchart which shows the damping force diagnostic process of the self-diagnosis mode shown in FIG. It is a flowchart which shows the vibration control polarity diagnostic process of the self-diagnosis mode shown in FIG.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 1 Railway vehicle, 2 Car body, 4 Bogie (1st and 2nd bogie), 6 Actuator (1st and 2nd actuator), 7 Damping force variable damper (1st and 2nd damping force variable damper), 11 Stroke sensor ( First and second displacement detection means), 12 acceleration sensor (first and second acceleration detection means), 13 controller

Claims (3)

A vehicle body, first and second carriages disposed at the front and rear parts of the vehicle body to support the vehicle body so as to be displaceable in the left-right direction, and the vehicle body and the first and second carriages, respectively. The first and second actuators, first and second displacement detecting means for detecting displacement of the vehicle body and the first and second carriages, respectively, and the front of the vehicle body by the operation of the first and second actuators. In a railway vehicle vibration control device comprising a controller that executes vibration control to suppress left and right vibrations of the left and right parts,
The controller executes and stops the vibration control by one of the first and second actuators while the vehicle is stopped, and executes and stops the vibration control by the other. The displacement between the vehicle body and the first or second carriage is detected by the first or second displacement detecting means, and the detected value is compared between when the vibration control is being executed and when the vibration control is being stopped. A railway vehicle vibration control device having a self-diagnosis mode for diagnosing the soundness of the vehicle. First and second damping force variable dampers connected between the vehicle body and the first and second carriages, respectively;
2. The controller according to claim 1, wherein the controller switches the first and second damping force variable dampers to a low damping force while the vehicle body is vibrated by one of the first and second actuators. Vibration control device for railway vehicles. The railway vehicle vibration control device according to claim 1, wherein the first and second actuators are electromagnetic actuators.

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