JP6876137B2 - Vibration control device for railway vehicles - Google Patents

Description

The present invention relates to a vibration control device for a railway vehicle, which is suitably used for reducing vibration of a railway vehicle, for example.

Generally, for a railroad vehicle having a long overall body size, a total of four spring accelerations of the vehicle body are detected at each position at four corners separated from each other in the front and rear directions and the left and right directions of the vehicle body. An acceleration sensor and a plurality of variable damping force dampers for which the generated damping force is variably adjusted are provided. The control device variably controls the generated damping force of each damper based on the detection signal detected by each of the acceleration sensors (see, for example, Patent Documents 1 and 2).

Japanese Unexamined Patent Publication No. 2000-6807 Japanese Patent No. 56504843

In the technique described in Patent Document 1, acceleration sensors are provided on a plurality of carriages, and acceleration detection signals from these sensors are compared to determine the presence or absence of sensor abnormality. In the technique described in Patent Document 2, the sensor abnormality is determined based on the output code of the three-axis acceleration sensor. That is, these conventional techniques only determine abnormalities and failures of the acceleration sensor, and do not perform failure diagnosis (determination of normality or not) for a plurality of variable damping force dampers (force generation mechanisms). ..

An object of the present invention is to provide a vibration control device for a railway vehicle capable of performing a failure diagnosis of a force generating mechanism and taking prompt countermeasures.

The vibration control device for a railroad vehicle according to an embodiment of the present invention includes a plurality of force generating mechanisms provided between a carriage on which wheels are mounted and a vehicle body and generating a force that can be adjusted in the vertical direction, and the force. a control device for controlling the force generated by the generating mechanism, said force abnormality detection estimator for abnormality detection estimates of the generating mechanism, Bei example, said abnormality detecting estimating unit roll data in accordance with said vehicle body roll a roll data output device for outputting, specific force generating mechanism from a certain plurality by comparing the failure determination value in the roll data and Jo Tokoro driving conditions outputted from the roll data output device the force generating mechanism It is characterized by being provided with a failure determination device for determining whether or not it is a failure.

According to one embodiment of the present invention, it is possible to detect an abnormality in the force generating mechanism and minimize a decrease in riding comfort due to this abnormality.

It is a front view which shows the railroad vehicle to which the vibration control device for a railroad vehicle according to the embodiment of this invention is applied. It is a top view which looked at the inside of the railroad vehicle from the upper side in order to explain the arrangement relation of each variable damping force damper and each acceleration sensor in FIG. It is a control block diagram which shows the control device in FIG. It is a flow chart which shows the failure diagnosis process of the variable damper by 1st Embodiment. It is a flow chart which shows the failure diagnosis process of the variable damper by 2nd Embodiment. It is a flow chart which shows the failure diagnosis process of the variable damper by the 3rd Embodiment. It is a flow chart which shows the failure diagnosis process of the variable damper following FIG. It is a flow chart which shows the failure diagnosis process of the variable damper by 4th Embodiment. It is a flow chart which shows the failure diagnosis process of the variable damper following FIG. It is a flow chart which shows the failure diagnosis process of the variable damper following FIG.

Hereinafter, a case where the vibration control device for a railway vehicle according to the embodiment of the present invention is mounted on a railway vehicle such as a train will be taken as an example, and the details will be described with reference to the accompanying drawings.

Here, FIGS. 1 to 4 show the first embodiment of the present invention. In FIG. 1, the railroad vehicle 1 includes, for example, a vehicle body 2 on which passengers, occupants, etc. ride, and front and rear bogies 3 provided on the lower side of the vehicle body 2. These bogies 3 are arranged apart from each other on the front side and the rear side of the vehicle body 2, and each bogie 3 is provided with four wheels 4. The railroad vehicle 1 is driven to travel along the rail 5 by rolling (rotating) each wheel 4 on the left and right rails 5 (only one of them is shown), for example, in the direction of arrow A when moving forward.

Between the vehicle body 2 and each carriage 3, a plurality of suspension springs 6 that elastically support the vehicle body 2 on each carriage 3 and a plurality of suspension springs 6 arranged so as to form a parallel relationship with the suspension springs 6. A variable damping force damper 7 (hereinafter referred to as a variable damper 7) is provided. These variable dampers 7 are provided between the bogie 3 and the vehicle body 2 and form a force generation mechanism that generates a force that can be adjusted in the vertical direction.

The variable damper 7 has two shafts for one bogie 3, that is, four shafts for one vehicle. In FIG. 2, these variable dampers 7 are arranged on the left and right sides (FL, FR side) of the front bogie 3 located on the front side of the vehicle body 2, respectively, with the 1-axis damper 7A and the 2-axis damper 7B. And, it is illustrated as a 3-axis damper 7C and a 4-axis damper 7D arranged on the left and right sides (RL, RR side) of the rear bogie 3 located on the rear side, respectively.

These variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) use a cylinder device (for example, a damping force-adjustable hydraulic shock absorber called a semi-active damper) in which each damping force can be adjusted individually. It is configured. Each variable damper 7 is provided with a damping force adjusting valve (not shown) composed of, for example, a proportional solenoid, and the damping force adjusting valve has hard and soft damping force characteristics in order to reduce vibration of the vehicle body 2. It is configured to adjust to any characteristics between and.

That is, each variable damper 7 follows a control signal individually output from the control device 9 described later so as to individually buffer and reduce the vibration of the vehicle body 2 with respect to the front and rear bogies 3 in the left and right directions, respectively. The damping force is variably controlled. In this case, the variable damper 7 may be configured to continuously adjust the damping force characteristic between the hard characteristic and the soft characteristic, or may be configured to be adjustable in two steps or a plurality of steps.

The damping force characteristic of the variable damper 7 is variably adjusted from soft to hard according to the current value supplied (energized) from the control device 9 to the solenoid (not shown) of each variable damper 7. The variable damper 7 cuts off the energizing current to the solenoid, and in a state where the current value is 0 A (zero amperes), the damping force is equivalent to the middle (the generated damping force of the variable damper 7 is about halfway between hard and soft) as described later. It is configured to be a force. Therefore, the variable damper 7 at the time of failure is fixed to the damping force characteristic corresponding to the middle by turning off (cutting off) the energizing current from the control device 9.

As shown in FIG. 2, the vehicle body 2 detects the acceleration in the upward and downward directions of the vehicle body 2 as the spring acceleration at the positions on the four corners separated from the front and rear directions and the left and right directions at each position. A total of four acceleration sensors 8A, 8B, 8C, and 8D are provided. These acceleration sensors 8A to 8D are mounted on a plurality of different locations of the railway vehicle 1 to form a plurality of sensors (behavior sensors) for detecting the behavior of the railway vehicle 1. As the acceleration sensors 8A to 8D, for example, analog type acceleration sensors such as a piezoelectric type and a piezoresistive type are used, and it is particularly preferable to use an acceleration sensor having excellent water resistance and heat resistance.

Here, the acceleration sensor 8A is arranged at a position close to the FL 1-axis damper 7A on the front left side of the vehicle body 2, and the acceleration sensor 8B is located at a position close to the FR 2-axis damper 7B on the front right side of the vehicle body 2. Have been placed. The acceleration sensor 8C is arranged on the rear left side of the vehicle body 2 at a position close to the RL 3-axis damper 7C, and the acceleration sensor 8D is arranged on the rear right side of the vehicle body 2 near the RR 4-axis damper 7D. The acceleration sensors 8A to 8D output the acceleration detection signals detected at the respective positions to the control device 9 described later as different detection signals.

The acceleration sensors 8A to 8D (referred to as acceleration sensors 8 as a whole) are not limited to the front left side, front right side, rear left side, and rear right side of the vehicle body 2, and are, for example, the front center, the center left side, and the center of the vehicle body 2. The sensor arrangement on the vehicle body 2 may take any shape, such as the arrangement on the right side of the portion and the center of the rear portion. Further, the number of acceleration sensors 8 is not limited to four, and may be freely selected according to the purpose of measurement / control. However, it is desirable to arrange at least two.

Next, a control device 9 as a control unit that variably controls the generated damping force of each variable damper 7 will be described. The control device 9 is installed at a predetermined position of the railway vehicle 1 (for example, a position substantially at the center of the vehicle body 2 as shown in FIG. 2). The control device 9 is composed of, for example, a microcomputer or the like, and acceleration sensors 8A to 8D are connected to the input side thereof via cables 15A to 15D (referred to as a cable 15 as a whole) described later. On the output side of the control device 9, a 1-axis damper 7A on the front left side (FL) of the vehicle body 2, a 2-axis damper 7B on the front right side (FR), a 3-axis damper 7C on the rear left side (RL), and a rear right side (RL) The 4-axis dampers 7D of RR) are connected via cables 16A to 16D (collectively referred to as cable 16).

Further, the control device 9 is connected to another vehicle body control device (not shown) connected (connected) to the vehicle body 2 shown in FIG. 1 via, for example, a communication line 10, and vehicle information of the railway vehicle 1 is provided. (For example, the traveling position of the vehicle, the traveling speed, etc.) are input / output via the communication line 10. One control device 9 is arranged on one vehicle body 2, communicates with the upper part of the vehicle via the communication line 10, performs internal calculation based on the sensor signal, and commands damping force to each variable damper 7. In addition to energizing the current based on the above, for example, failure diagnosis and abnormality detection of each variable damper 7 are performed.

Here, the control device 9 has a memory 9A as a storage unit including, for example, a ROM, a RAM, a non-volatile memory, and the like, and in the memory 9A, for example, for failure diagnosis processing of the variable damper 7 shown in FIG. The program and failure judgment value etc. are stored. This failure determination value is a threshold value for determining whether or not the operating state of the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) is within the normal range. Specifically, the roll data storage unit 14C (see FIG. 3), which forms a part of the memory 9A, can be updated with a judgment value (that is, a failure judgment value) for making a normal judgment or a failure judgment of the variable damper 7. It is stored. The control device 9 determines whether or not the roll data obtained from the roll data output device including the acceleration sensor 8, the gyro sensor, the vehicle height sensor (not shown), and the like attached to the vehicle body 2 is within the normal range, and determines whether or not the roll data is within the normal range, and the variable damper. Failure diagnosis of 7 (1-axis to 4-axis dampers 7A to 7D) can be performed.

As shown in FIG. 3, the control device 9 includes a damper control device 11 as a control unit that variably controls the generated damping force of the 1-axis to 4-axis dampers 7A to 7D, and a force generating mechanism (1-axis to 4-axis damper). It is configured to include an abnormality detection and estimation unit 12 for detecting and estimating an abnormality of 7A to 7D). The abnormality detection and estimation unit 12 includes a roll data calculation unit 13 as a roll data output device that outputs roll data that changes depending on the roll (swing in the left and right directions) of the vehicle body 2, and the roll data calculation unit 13 (roll data output). The roll data output from the device) is compared with the failure judgment value (stored in the memory 9A) under a predetermined running condition to determine whether or not the 1-axis to 4-axis dampers 7A to 7D are faulty. The device 14 and the like are provided.

The damper control device 11 of the control device 9 has a detection signal or the like from the acceleration sensors 8A to 8D for each sampling time in order to reduce vibrations such as roll (rolling) and pitch (forward and backward shaking) of the vehicle body 2. For example, the control signal (current value of the control command) is obtained by calculation according to the skyhook theory (skyhook control law), and the control signal at this time is obtained by the variable damper 7 (1-axis to 4-axis dampers 7A to 7D). The damping force characteristics of each variable damper 7 are variably controlled by outputting them individually. The control law of the variable damper 7 is not limited to the skyhook control law, and may be configured to use, for example, the LQG control law or the H∞ control law.

The failure determination device 14 of the control device 9 includes a vehicle position detection unit 14A for detecting the traveling position of the railway vehicle 1, a vehicle speed detecting unit 14B for detecting the traveling speed of the railway vehicle 1, and roll data under the predetermined traveling conditions. The roll data storage unit 14C that stores the roll data output from the calculation unit 13 and the failure judgment value calculation unit 14D that calculates the failure judgment value as the threshold value from the running position, the running speed, and the roll data. It is configured to include.

The vehicle position detection unit 14A and the vehicle speed detection unit 14B can detect the traveling position and traveling speed of the railroad vehicle 1 moving along the track (rail 5) based on the vehicle information via the communication line 10. it can. The roll data storage unit 14C is composed of, for example, the memory 9A of the control device 9. The failure judgment value calculated by the failure judgment value calculation unit 14D is the failure judgment device 14 that determines (determines) whether or not the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally. It is also a determination value to be updated, and is stored updatable in the roll data storage unit 14C.

The failure judgment value, which is also the threshold value of normal and abnormal, is sequentially output from the roll data calculation unit 13 by repeating the running test of the railway vehicle 1 when the variable damper 7 (1-axis to 4-axis dampers 7A to 7D) is normal, for example. The roll data is stored in the roll data storage unit 14C, and is determined based on these normal roll data. The failure determination value calculation unit 14D determines whether or not the roll data output from the roll data calculation unit 13 under predetermined running conditions (for example, a predetermined running position and running speed) is within the range of the above-mentioned normal roll data. The failure judgment value as a threshold value is calculated according to the above. At this time, it is preferable to determine an appropriate evaluation section and evaluation speed in advance based on the signal from the vehicle position detection unit 14A and the signal from the vehicle speed detection unit 14B.

Specifically, when the railway vehicle 1 is traveling in a predetermined evaluation section, the roll data of the vehicle body 2 is normal while the traveling speed of the railway vehicle 1 is within the specified evaluation speed range. By determining whether or not it is within the range of, the failure determination device 14 correctly determines whether the operation of each variable damper 7 (1-axis to 4-axis dampers 7A to 7D) is normal or abnormal. be able to. The failure determination value calculation unit 14D integrates and associates the roll data stored in the roll data storage unit 14C with the signals from the vehicle position detection unit 14A and the vehicle speed detection unit 14B, and from the roll data at this time. The failure judgment value as a threshold value for whether or not it is within the normal range is calculated.

Further, the failure diagnosis of each variable damper 7 by the failure determination device 14 may be performed by comparing the roll data of one of the plurality of vehicle bodies 2 connected to each other and the other vehicle body 2. When comparing in real time, the roll data of the vehicle body 2 traveling on the curved section is large, but the roll data of the vehicle body 2 traveling on the entrance side or the exit side of the curved section is low, and false detection is performed. There is a risk. Therefore, it is preferable to make a comparison based on the position information of the railroad vehicle 1 traveling on the predetermined track (rail 5). Furthermore, since the weight of the vehicle body 2 and the number of passengers are different for each vehicle body 2, it is preferable to set the threshold value for abnormality determination in consideration of these.

The roll data output device includes a plurality of sensors (accelerometer 8) provided on the vehicle body 2 for detecting vehicle body behavior, and a roll data calculation unit 13 for calculating the roll data from values derived by the acceleration sensor 8. , Is included. However, the roll data output device is not limited to this, and the roll data output device may be configured by a roll detector from, for example, a gyro sensor or the like. Further, as a plurality of sensors for detecting vehicle body behavior, for example, a vehicle height sensor or the like may be used.

As shown in FIG. 2, the input side of the control device 9 is connected to the acceleration sensors 8A to 8D via long cables 15A to 15D (referred to as cables 15 as a whole) as wiring. The output side of the control device 9 is connected to variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) and the like via cables 16A to 16D (referred to as cables 16 as a whole).

The vibration control device for a railway vehicle according to the first embodiment has the above-described configuration, and its operation will be described next.

When the railroad vehicle 1 is traveling along the rail 5 in the direction of arrow A in FIGS. 1 and 2, for example, when vibration such as roll (rolling) or pitch (forward and backward shaking) occurs. At this time, the upward and downward vibrations are detected by the acceleration sensors 8A to 8D. That is, the acceleration sensor 8A detects the vibration on the front left side (FL) of the vehicle body 2, and the acceleration sensor 8B detects the vibration on the front right side (FR) of the vehicle body 2. The acceleration sensor 8C detects the vibration on the rear left side (RL) of the vehicle body 2, and the acceleration sensor 8D detects the vibration on the rear right side (RR) of the vehicle body 2.

The damper control device 11 of the control device 9 discriminates the signals detected by the acceleration sensors 8A to 8D as individual acceleration detection signals, and suppresses the vibration of the railroad vehicle 1, for example, FL, FR, RL, RR. The target damping force to be generated by each of the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) on the side is calculated. Then, the 1-axis to 4-axis dampers 7A to 7D are variably controlled so that their generated damping forces have characteristics in line with the target damping force according to the control signals individually output from the damper control device 11.

By the way, in the railroad vehicle 1, failure diagnosis of acceleration sensors 8A to 8D and the like is known, but failure diagnosis and abnormality detection of variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are not always effective. No means provided. Therefore, in the first embodiment, for example, in the failure determination device 14 of the control device 9 shown in FIG. 3, the failure diagnosis of each variable damper 7 is performed according to the processing procedure shown in FIG.

When the process of FIG. 4 is started, in step 1, the roll data output from the roll data calculation unit 13 is read. In the next step 2, the failure determination value (for example, stored in advance in the roll data storage unit 14C shown in FIG. 3) under a predetermined running condition is compared with the roll data, and the roll data at this time is within the normal range. Judge whether or not.

While the result of "YES" in step 2, the roll data is within the normal range, and the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally. As a result, it can be determined that the roll control of the railroad vehicle 1 is stable, so the process returns to step 1 and the subsequent processes are executed. However, when it is determined as "NO" in step 2, the roll data is out of the normal range and becomes an abnormal value.

Therefore, in the next step 3, it can be determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are malfunctioning and are out of order. After determining an abnormality in step 3, for example, the vibration damping control may be stopped for each vehicle body 2 (that is, the control device 9), and the fail mode may be set. In addition, if there is a large difference in ride quality from other rolling stock (body 2) due to the abnormality of only one rolling stock 2, the railway rolling stock 1 (plural number of rolling stock 2) connected to each other. Control may be stopped. In this case, since each variable damper 7 of the railroad vehicle 1 is determined to be out of order, the energizing current is cut off and fixed to the damping force characteristic equivalent to the middle, so that the vibration damping action equivalent to the middle is ensured. Can be done.

Further, in this case, the driver's seat (for example, the control device 9) indicates that the variable damper 7 (any of the 1-axis to 4-axis dampers 7A to 7D) has failed in the vibration damping system and an abnormality has occurred. May notify the upper railway management system via the communication line 10). By notifying the upper part in this way, it becomes possible to promptly carry out repairs. Therefore, according to the present embodiment, the abnormality of the variable damper 7 can be appropriately determined. After the abnormality is detected in the variable damper 7, for example, the control of the variable damper 7 can be turned off and an appropriate measure such as setting the variable damper 7 to the fail mode (that is, fixing the variable damper 7 to the damping force characteristic corresponding to the middle) can be taken.

Regarding the abnormality determination of the roll data, an appropriate evaluation section may be extracted from the traveling section, traveling speed, and track condition of the vehicle. In the present embodiment, for example, since the failure judgment value (threshold) of the roll data is obtained by the failure judgment value calculation unit 14D, the evaluation section is set as a large curve section traveling at high speed, and the failure judgment device 14 is set only within the corresponding curve section. Perform failure diagnosis and abnormality detection. At this time, it is better to combine the traveling section and the traveling speed. In the railcar 1, the traveling place and the traveling speed are basically determined, and it is more effective to make an abnormality diagnosis only when the traveling section and the traveling speed are within the specified values. Abnormality detection can be realized.

The failure judgment device 14 determines the evaluation section and the running speed by, for example, a plurality of running tests, analyzes the running data when each abnormality is simulated, and uses this as the failure judgment value (threshold) in the memory of the control device 9. 9A (roll data storage unit 14C) stores the data so that it can be updated. As a result, when the corresponding abnormality occurs, since an appropriate threshold value is set in the evaluation section and the corresponding speed, the abnormality detection (that is, the failure diagnosis of the variable damper 7) becomes possible without erroneous detection. Here, even within the same evaluation section, it is possible to set so that an abnormality is not detected when the traveling speed is different. As an example, if the driving conditions are different, the operation itself may not be performed properly due to an operation delay, a vehicle failure, or the like, and it may be necessary to prioritize the operation of the vehicle over the abnormality detection.

As another aspect regarding the abnormality determination of the roll data (that is, the failure diagnosis of the variable damper 7), the roll data of one vehicle body 2 and the other vehicle body 2 may be compared. For example, the threshold value for determining the abnormality of the target vehicle body 2 is determined to be abnormal when the roll data between the adjacent vehicle bodies 2 is compared and the roll data of the target vehicle body 2 is larger than the specified value. However, when compared in real time, for example, if the vehicle body 2 in the roll entering the curved section is compared with another vehicle body 2 at the entrance of the curved section, the difference in the roll data becomes large and it is determined to be abnormal. Therefore, it is preferable to compare after referring to the traveling position based on, for example, vehicle position data.

Next, FIG. 5 shows a second embodiment of the present invention. In the present embodiment, the same components as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted. However, the feature of the second embodiment is that when the variable damper 7 malfunctions and the roll data deviates from the normal range, the cause is incorrect wiring, that is, the variable damper 7 (1-axis to 4-axis damper 7A). ~ 7D) is configured to determine whether or not the wiring (for example, cables 16A to 16D) connecting the control device 9 is erroneously wired due to misplacement.

When the process of FIG. 5 is started, the roll data is read in step 11 as in step 1 of FIG. 4 according to the first embodiment, and in the next step 12, a failure determination value under a predetermined running condition ( For example, it is stored in the roll data storage unit 14C shown in FIG. 3) and the roll data is compared, and it is determined whether or not the roll data at this time is within the normal range. While it is determined as "YES" in step 12, it can be determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally. Execute the process.

However, when it is determined as "NO" in step 12, the roll data is out of the normal range and becomes an abnormal value, so that the mode shifts to the "abnormal diagnosis mode" in the next step 13. In this "abnormality diagnosis mode", first, in order to inspect the presence or absence of incorrect wiring of the variable damper 7, the 1-axis and 2-axis dampers 7A and 7B arranged on the left and right (FL, FR) of the same bogie 3 are used. The controls are swapped (step 14). As a result, the damping force command or current output from the control device 9 to the 1-axis damper 7A can be replaced with the 2-axis damper 7B and output. Similarly, the damping force command or current output from the control device 9 to the 2-axis damper 7B can be replaced with the 1-axis damper 7A and output.

In other words, when the failure determination device 14 determines that the force generation mechanism (variable damper 7) has failed, the control device 9 has a uniaxial damper 7A and a two-axis damper as the force generation mechanism in step 14. The control is replaced with 7B as a reverse operation control that operates in the opposite direction to the normal state (actually, when a failure occurs).

In the next step 15, the roll data in a state where the controls of the 1-axis and 2-axis dampers 7A and 7B are exchanged is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle). In the next step 16, the failure determination value (stored in the roll data storage unit 14C in advance) under a predetermined running condition is compared with the roll data, and it is determined whether or not the roll data at this time is within the normal range. .. While "YES" is determined in step 16, the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally.

Therefore, in the next step 17, it is determined that the wirings (cables 16A and 16B) of the 1-axis and 2-axis dampers 7A and 7B have been replaced. Then, in the next step 18, the control of the 1-axis and 2-axis dampers 7A and 7B is exchanged and stored. As a result, the subsequent control of the 1-axis and 2-axis dampers 7A and 7B can continue the vibration damping control of the vehicle body 2 with the erroneous wiring of the cables 16A and 16B repaired (corrected).

Further, when it is determined as "NO" in step 16, it is determined that the roll data has not returned to the normal range, and in the next step 19, the control of the 1-axis and 2-axis dampers 7A and 7B is restored. As a result, the damping force command or current output from the control device 9 to the uniaxial damper 7A is output and controlled as in a normal case. Similarly, the damping force command or the current output from the control device 9 to the 2-axis damper 7B is output and controlled as in a normal case. Then, in the next step 20, the controls of the 3-axis and 4-axis dampers 7C and 7D arranged on the left and right (RL, RR) of the same bogie 3 are exchanged. As a result, the damping force command or current output from the control device 9 to the 3-axis damper 7C can be replaced with the 4-axis damper 7D and output. Similarly, the damping force command or current output from the control device 9 to the 4-axis damper 7D can be replaced with the 3-axis damper 7C and output. If it is determined that there is no erroneous wiring between the 3-axis damper 7C and the 4-axis damper 7D, it is better to undo the replacement of control between the 3-axis and 4-axis dampers 7C and 7D. ..

In other words, when the failure determination device 14 determines that the force generation mechanism (variable damper 7) has failed, the control device 9 has a 3-axis damper 7C and a 4-axis damper as the force generation mechanism in step 20. The control is replaced with the 7D as a reverse operation control that operates in the direction opposite to that in the normal state (actually, in the case of failure).

In the next step 21, the roll data in a state where the controls of the 3-axis and 4-axis dampers 7C and 7D are exchanged is read from the roll data calculation unit 13. In the next step 22, the failure determination value (stored in the roll data storage unit 14C in advance) under a predetermined running condition is compared with the roll data, and it is determined whether or not the roll data at this time is within the normal range. .. While "YES" is determined in step 22, the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally.

Therefore, in the next step 23, it is determined that the wirings (cables 16C, 16D) of the 3-axis and 4-axis dampers 7C and 7D have been replaced. Then, in the next step 24, the control of the 3-axis and 4-axis dampers 7C and 7D is exchanged and saved. As a result, the subsequent control of the 3-axis and 4-axis dampers 7C and 7D can continue the vibration damping control of the vehicle body 2 with the erroneous wiring of the cables 16C and 16D repaired (corrected).

In the next step 25, it is determined whether or not "wiring replacement" has occurred between the 1-axis damper 7A and the 2-axis damper 7B or between the 3-axis damper 7C and the 4-axis damper 7D. When it is determined as "YES" in step 25, the control is switched between the 1-axis damper 7A and the 2-axis damper 7B or between the 3-axis damper 7C and the 4-axis damper 7D, so that the original state is restored. In the next step 26, the mode shifts to the "normal control mode", and the processing after step 11 is continued.

On the other hand, when it is determined as "NO" in step 25, it is determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are malfunctioning and are out of order in the next step 27. That is, the cause of the operation abnormality of the variable damper 7 is erroneous wiring, that is, erroneous wiring due to misplacement of wiring (for example, cables 16A to 16D) connecting the variable damper 7 (1-axis to 4-axis dampers 7A to 7D) to the control device 9. It is determined that this is not the case, and for example, the vibration damping control is stopped for each vehicle body 2 (that is, the control device 9), and the fail mode is set. In this case, since each variable damper 7 of the railroad vehicle 1 is determined to be out of order, the energizing current is cut off and fixed to the damping force characteristic corresponding to the middle, and the vibration damping action due to this can be ensured.

Thus, according to the second embodiment configured as described above, erroneous wiring between the 1-axis damper 7A and the 2-axis damper 7B or between the 3-axis damper 7C and the 4-axis damper 7D is detected. However, when the wiring is replaced, the control is switched between the 1-axis damper 7A and the 2-axis damper 7B, or between the 3-axis damper 7C and the 4-axis damper 7D. As a result, erroneous wiring of each variable damper 7 can be detected, and when an abnormality is detected, the output is controlledly changed to the correct axis, so that an appropriate riding comfort in the railway vehicle 1 can be ensured.

Therefore, according to the second embodiment, it is possible to detect erroneous wiring between the variable dampers 7. Then, when it is detected (judged) as an incorrect wiring, the control of the left and right dampers is replaced as a reverse operation control that operates in the opposite direction to the normal state (actually, when a failure occurs), or the incorrect wiring is controlled. By modifying the vehicle body 2, the vibration damping control of the vehicle body 2 can be continued, and the operation of the railway vehicle 1 can be safely maintained with high reliability.

In the second embodiment, a case where it is first determined whether or not there is erroneous wiring between the 1-axis damper 7A and the 2-axis damper 7B has been described as an example according to the processing procedure shown in FIG. However, the present invention is not limited to this, and first determines the presence or absence of erroneous wiring between the 3-axis damper 7C and the 4-axis damper 7D, and then determines the presence or absence of erroneous wiring between the 1-axis damper 7A and the 2-axis damper 7B. It may be configured to be used.

Next, FIGS. 6 and 7 show a third embodiment of the present invention. In the present embodiment, the same components as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted. However, a feature of the third embodiment is that when the variable damper 7 malfunctions and the roll data deviates from the normal range, any of the 1-axis to 4-axis dampers 7A to 7D of the variable damper 7 is a damper. It is designed to identify whether it is abnormal by diagnosing the failure.

When the process of FIG. 6 is started, the roll data is read in step 31 as in step 1 of FIG. 4 according to the first embodiment, and in the next step 32, a failure determination value under a predetermined running condition ( For example, it is stored in the roll data storage unit 14C shown in FIG. 3) and the roll data is compared, and it is determined whether or not the roll data at this time is within the normal range. While it is determined as "YES" in step 32, it can be determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally. Execute the process.

However, when it is determined as "NO" in step 32, the roll data is out of the normal range and becomes an abnormal value, so that the mode shifts to the "abnormal diagnosis mode" in the next step 33. In this "abnormality diagnosis mode", it is specified which of the 1-axis to 4-axis dampers 7A to 7D of the variable damper 7 has a damper abnormality. For this purpose, first, in step 34, the damping fixed to the middle (intermediate) characteristic from the damper control device 11 of the control device 9 to all the axes of the variable damper 7 (all of the 1-axis to 4-axis dampers 7A to 7D). Outputs a force command (that is, zero current value).

As a result, all the variable dampers 7 of one vehicle are cut off from the energizing current from the control device 9, and are fixed to the damping force characteristics corresponding to the middle. In this case, the damping force command corresponding to the middle may be fixed so that the current value supplied to the solenoids of the 1-axis to 4-axis dampers 7A to 7D becomes a predetermined intermediate value, for example. Here, the section used as the middle damping force command may be limited to within a specific evaluation section determined in advance and before and after.

In the next step 35, the roll data in this state is read from the roll data calculation unit 13 within the predetermined evaluation section (traveling section of the vehicle). In the next step 36, the roll data in this state is stored as a temporary "stored value" in the roll data storage unit 14C of the failure determination device 14.

In the next step 37, for example, the damper control device 11 of the control device 9 outputs a damping force command to the uniaxial damper 7A so as to temporarily fix the uniaxial damper 7A to the damping force characteristic equivalent to the software. At this time, the other variable dampers 7 (2-axis to 4-axis dampers 7B to 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 38, the roll data under the set conditions of step 37 is read from the roll data calculation unit 13 (roll data output device) within the predetermined evaluation section (traveling section of the vehicle).

In the next step 39, it is determined whether or not the roll data read in step 38 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 39, it is equivalent to the "stored value" of all-axis middle fixed (see steps 34 to 36), and the 1-axis damper 7A is equivalent to software according to the damping force command from the control device 9. Not adjusted to the damping force characteristics of. Therefore, in the next step 40, it is diagnosed that the uniaxial damper 7A is out of order.

On the other hand, when it is determined as "NO" in step 39, in the next step 41, for example, in order to temporarily fix the 2-axis damper 7B to the damping force characteristic equivalent to the software, the damper control devices 11 to 2 axes of the control device 9 are used. A damping force command is output to the damper 7B. At this time, the other variable dampers 7 (1-axis, 3-axis, 4-axis dampers 7A, 7C, 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 42, the roll data under the setting conditions of step 41 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 43, it is determined whether or not the roll data read in step 42 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 43, it is equivalent to the "memory value" of all-axis middle fixed (see steps 34 to 36), and the 2-axis damper 7B is equivalent to software according to the damping force command from the control device 9. Not adjusted to the damping force characteristics of. Therefore, in the next step 44, it is diagnosed that the 2-axis damper 7B is out of order.

When a determination of "NO" is made in step 43, in the next step 45 shown in FIG. 7, for example, the damper control device 11 of the control device 9 is set so as to temporarily fix the 3-axis damper 7C to the damping force characteristic equivalent to the software. Outputs a damping force command to the 3-axis damper 7C. At this time, the other variable dampers 7 (1-axis, 2-axis, 4-axis dampers 7A, 7B, 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 46, the roll data under the set conditions of step 45 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 47, it is determined whether or not the roll data read in step 46 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 47, it is equivalent to the "memory value" of all-axis middle fixed (see steps 34 to 36), and the 3-axis damper 7C is equivalent to software according to the damping force command from the control device 9. Not adjusted to the damping force characteristics of. Therefore, in the next step 48, it is diagnosed that the 3-axis damper 7C is out of order.

On the other hand, when it is determined as "NO" in step 47, in the next step 49, for example, in order to temporarily fix the 4-axis damper 7D to the damping force characteristic equivalent to the software, the damper control devices 11 to 4 axes of the control device 9 are used. A damping force command is output to the damper 7D. At this time, the other variable dampers 7 (1-axis to 3-axis dampers 7A to 7C) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 50, the roll data under the set conditions of step 49 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 51, it is determined whether or not the roll data read in step 50 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 51, it is equivalent to the "stored value" of all-axis middle fixed (see steps 34 to 36), and the 4-axis damper 7D is equivalent to software according to the damping force command from the control device 9. Not adjusted to the damping force characteristics of. Therefore, in the next step 52, it is diagnosed that the 4-axis damper 7D is out of order.

On the other hand, when it is determined as "NO" in step 51, the process proceeds to the next step 53, and in the "abnormality diagnosis mode" after step 33, is there any of the 1-axis to 4-axis dampers 7A to 7D that is out of order? Judge whether or not. When it is determined as "YES" in step 53, it is determined that at least one of the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) is malfunctioning and has failed in the next step 54. Notifies you to remove and replace the identified damper as soon as possible. On the other hand, when it is determined as "NO" in step 53, the faulty abnormal axis has not been identified. Therefore, in the next step 55, the mode shifts to the "normal control mode", and the processes after step 31 are continued.

Thus, according to the third embodiment configured as described above, when the variable damper 7 malfunctions and the roll data deviates from the normal range, any of the 1-axis to 4-axis dampers 7A to 7D It is possible to diagnose and identify whether the variable damper 7 of the above is a damper abnormality. Therefore, until now, the damper can be removed to identify the abnormal axis, and the work of identifying the abnormal axis such as confirmation of the damping force characteristic can be simplified, and the damper can be replaced promptly when an abnormality occurs.

Next, FIGS. 8 to 10 show a fourth embodiment of the present invention. In the present embodiment, the same components as those in the first embodiment described above are designated by the same reference numerals, and the description thereof will be omitted. However, the feature of the fourth embodiment is that when the variable damper 7 malfunctions and the roll data deviates from the normal range, first, it is confirmed whether there is an erroneous wiring abnormality of the left and right dampers. When no abnormality is confirmed, any of the 1-axis to 4-axis dampers 7A to 7D of the variable damper 7 is configured to identify the damper abnormality.

When the process of FIG. 8 is started, the roll data is read in step 61 in the same manner as in step 1 of FIG. 4 according to the first embodiment, and in the next step 62, a failure determination value under a predetermined running condition ( For example, it is stored in the roll data storage unit 14C shown in FIG. 3) and the roll data is compared, and it is determined whether or not the roll data at this time is within the normal range. While it is determined as "YES" in step 62, it can be determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally. Execute the process.

However, when it is determined as "NO" in step 62, the mode shifts to the "abnormality diagnosis mode" in the next step 63. In this "abnormality diagnosis mode", first, in step 64, the 1-axis and 2-axis dampers 7A arranged on the left and right (FL, FR) of the same carriage 3 are inspected for the presence or absence of incorrect wiring of the variable damper 7. , 7B control is replaced. As a result, the damping force command or current output from the control device 9 to the 1-axis damper 7A can be replaced with the 2-axis damper 7B and output. Similarly, the damping force command or current output from the control device 9 to the 2-axis damper 7B can be replaced with the 1-axis damper 7A and output.

In other words, when the failure determination device 14 determines that the force generation mechanism (variable damper 7) has failed, the control device 9 determines in step 64 that the uniaxial damper 7A and the two-axis damper as the force generation mechanism. The control is replaced with 7B as a reverse operation control that operates in the opposite direction to the normal state (actually, when a failure occurs).

In the next step 65, the roll data in a state where the controls of the 1-axis and 2-axis dampers 7A and 7B are exchanged is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle). In the next step 66, the failure determination value (stored in the roll data storage unit 14C in advance) under a predetermined running condition is compared with the roll data, and it is determined whether or not the roll data at this time is within the normal range. .. While "YES" is determined in step 66, the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally.

Therefore, in the next step 67, it is determined that the wirings (cables 16A, 16B) of the 1-axis and 2-axis dampers 7A and 7B have been replaced. Then, in the next step 68, the control of the 1-axis and 2-axis dampers 7A and 7B is exchanged and stored. As a result, the subsequent control of the 1-axis and 2-axis dampers 7A and 7B can continue the vibration damping control of the vehicle body 2 with the erroneous wiring of the cables 16A and 16B repaired (corrected).

Further, when it is determined as "NO" in step 66, it is determined that the roll data has not returned to the normal range, and in the next step 69, the control of the 1-axis and 2-axis dampers 7A and 7B is restored. Then, in the next step 70, the controls of the 3-axis and 4-axis dampers 7C and 7D arranged on the left and right (RL, RR) of the same bogie 3 are exchanged. As a result, the damping force command or current output from the control device 9 to the 3-axis damper 7C can be replaced with the 4-axis damper 7D and output. Similarly, the damping force command or current output from the control device 9 to the 4-axis damper 7D can be replaced with the 3-axis damper 7C and output.

In other words, when the failure determination device 14 determines that the force generation mechanism (variable damper 7) has failed, the control device 9 has a 3-axis damper 7C and a 4-axis damper as the force generation mechanism in step 70. The control is replaced with the 7D as a reverse operation control that operates in the direction opposite to that in the normal state (actually, in the case of failure).

In the next step 71, the roll data in a state where the controls of the 3-axis and 4-axis dampers 7C and 7D are exchanged is read from the roll data calculation unit 13. In the next step 72, the failure determination value (stored in the roll data storage unit 14C in advance) under a predetermined running condition is compared with the roll data, and it is determined whether or not the roll data at this time is within the normal range. .. While "YES" is determined in step 72, the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are operating normally.

Therefore, in the next step 73, it is determined that the wirings (cables 16C, 16D) of the 3-axis and 4-axis dampers 7C and 7D have been replaced. Then, in the next step 74, the control of the 3-axis and 4-axis dampers 7C and 7D is exchanged and saved. As a result, the subsequent control of the 3-axis and 4-axis dampers 7C and 7D can continue the vibration damping control of the vehicle body 2 with the erroneous wiring of the cables 16C and 16D repaired (corrected).

In the next step 75, it is determined whether or not "wiring replacement" has occurred between the 1-axis damper 7A and the 2-axis damper 7B or between the 3-axis damper 7C and the 4-axis damper 7D. When it is determined as "YES" in step 75, the control is switched between the 1-axis damper 7A and the 2-axis damper 7B or between the 3-axis damper 7C and the 4-axis damper 7D, so that the original state is restored. In the next step 76, the mode shifts to the "normal control mode", and the processing after step 61 is continued.

On the other hand, when it is determined as "NO" in step 75, it is determined that the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) are malfunctioning and are out of order. Then, the process proceeds to step 77 shown in FIG. 9, and it is specified which of the 1-axis to 4-axis dampers 7A to 7D is the damper abnormality. That is, first, in step 77, the damping force fixed to the middle (intermediate) characteristic from the damper control device 11 of the control device 9 to all the axes of the variable damper 7 (all of the 1-axis to 4-axis dampers 7A to 7D). Output a command (that is, zero current value).

As a result, all the variable dampers 7 of one vehicle are cut off from the energizing current from the control device 9, and are fixed to the damping force characteristics corresponding to the middle. In this case, the damping force command corresponding to the middle may fix the current value supplied to the solenoids of the 1-axis to 4-axis dampers 7A to 7D to a predetermined intermediate value, for example. Here, the section used as the middle damping force command may be limited to within a specific evaluation section determined in advance and before and after.

In the next step 78, the roll data in this state is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle). In the next step 79, the roll data in this state is stored as a temporary "stored value" in the roll data storage unit 14C of the failure determination device 14.

In the next step 80, for example, the damper control device 11 of the control device 9 outputs a damping force command to the uniaxial damper 7A so as to temporarily fix the uniaxial damper 7A to the damping force characteristic corresponding to the software. At this time, the other variable dampers 7 (2-axis to 4-axis dampers 7B to 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 81, the roll data under the setting conditions of step 80 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 82, it is determined whether or not the roll data read in step 81 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 82, it is equivalent to the "memory value" of all-axis middle fixed (see steps 77 to 79), and the 1-axis damper 7A is not adjusted to the damping force characteristic equivalent to the software. .. Therefore, in the next step 83, it is diagnosed that the uniaxial damper 7A is out of order.

On the other hand, when it is determined as "NO" in step 82, in the next step 84, for example, in order to temporarily fix the 2-axis damper 7B to the damping force characteristic equivalent to the software, the damper control devices 11 to 2 axes of the control device 9 are used. A damping force command is output to the damper 7B. At this time, the other variable dampers 7 (1-axis, 3-axis, 4-axis dampers 7A, 7C, 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 85, the roll data under the set conditions of step 84 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 86, it is determined whether or not the roll data read in step 85 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 86, it is equivalent to the "memory value" of all-axis middle fixed (see steps 77 to 79), and the 2-axis damper 7B is not adjusted to the damping force characteristic equivalent to the software. .. Therefore, in the next step 87, it is diagnosed that the 2-axis damper 7B is out of order.

When a determination of "NO" is made in step 86, in the next step 88 shown in FIG. 10, for example, the damper control device 11 of the control device 9 is set so as to temporarily fix the 3-axis damper 7C to the damping force characteristic corresponding to the software. Outputs a damping force command to the 3-axis damper 7C. At this time, the other variable dampers 7 (1-axis, 2-axis, 4-axis dampers 7A, 7B, 7D) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 89, the roll data under the set conditions of step 88 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 90, it is determined whether or not the roll data read in step 89 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 90, it is equivalent to the "memory value" of all-axis middle fixed (see steps 77 to 79), and the 3-axis damper 7C is not adjusted to the damping force characteristic equivalent to the software. .. Therefore, in the next step 91, it is diagnosed that the 3-axis damper 7C is out of order.

On the other hand, when it is determined as "NO" in step 90, in the next step 92, for example, in order to temporarily fix the 4-axis damper 7D to the damping force characteristic equivalent to the software, the damper control devices 11 to 4 axes of the control device 9 are used. A damping force command is output to the damper 7D. At this time, the other variable dampers 7 (1-axis to 3-axis dampers 7A to 7C) are kept fixed to the damping force characteristics corresponding to the middle described above. In the next step 93, the roll data under the setting conditions of step 92 is read from the roll data calculation unit 13 within a predetermined evaluation section (traveling section of the vehicle).

In the next step 94, it is determined whether or not the roll data read in step 93 has a roll value equivalent to the temporary “stored value” described above. When "YES" is determined in step 94, it is equivalent to the "memory value" of all-axis middle fixed (see steps 77 to 79), and the 4-axis damper 7D is not adjusted to the damping force characteristic equivalent to the software. .. Therefore, in the next step 95, it is diagnosed that the 4-axis damper 7D is out of order.

When it is determined as "NO" in step 94, it is determined in the next step 96 whether or not any of the 1-axis to 4-axis dampers 7A to 7D is out of order in the "abnormality diagnosis mode" after step 33. To do. When it is determined as "YES" in step 96, at least one of the variable dampers 7 (1-axis to 4-axis dampers 7A to 7D) is judged to be malfunctioning and has failed in the next step 97. Notifies you to remove and replace the identified damper as soon as possible. On the other hand, when it is determined as "NO" in step 96, the faulty abnormal axis has not been identified. Therefore, in the next step 98, the mode shifts to the "normal control mode" and the processing after step 61 is continued again. To do.

Thus, according to the fourth embodiment configured in this way, when the variable damper 7 becomes an operation abnormality and the roll data deviates from the normal range, first, an erroneous wiring abnormality of the left and right dampers occurs. If no abnormality is confirmed, it is possible to diagnose and identify which of the 1-axis to 4-axis dampers 7A to 7D, the variable damper 7 is, has a damper abnormality. Therefore, it is possible to comprehensively identify erroneous wiring abnormalities and abnormal axes of the left and right dampers, and it is possible to quickly replace the dampers when an abnormality occurs.

In the first embodiment, a case where the force generation mechanism is configured by a variable damper 7 composed of a damping force adjusting type hydraulic shock absorber provided between the vehicle body 2 and each carriage 3 is given as an example. I explained. However, the present invention is not limited to this, and for example, an electromagnetic linear actuator, an electromagnetic damper, an air suspension, or the like constitutes a force generating mechanism provided between the bogie and the vehicle body to generate a force that can be adjusted in the vertical direction. You may. This point is the same in the second to fourth embodiments.

As the vibration control device for a railway vehicle based on the embodiment described above, for example, the one described below can be considered. As a first aspect, a force generating mechanism provided between a carriage on which wheels are mounted and a vehicle body and generating a force that can be adjusted in the vertical direction, and a control unit that controls the generated force of the force generating mechanism. A vibration control device for railway vehicles including an abnormality detection and estimation unit that detects and estimates an abnormality of the force generation mechanism, and the abnormality detection and estimation unit is a roll that outputs roll data that changes depending on the roll of the vehicle body. A failure determination device that determines whether or not the force generating mechanism is a failure by comparing the data output device, the roll data output from the roll data output device, and a failure determination value under a predetermined running condition. It is characterized by having. Thereby, it is possible to determine the failure of the force generating mechanism.

As a second aspect of the vibration control device for a railroad vehicle, in the first aspect, the roll data output device is derived by a sensor for detecting one or a plurality of vehicle body behaviors provided on the vehicle body and the sensor. It is characterized by having a roll data calculation unit for calculating the roll data from the above values. As a result, more effective failure diagnosis and abnormality detection can be realized. As a third aspect, in the first or second aspect, the failure determination device includes a vehicle position detection unit that detects the traveling position of the vehicle, a vehicle speed detecting unit that detects the traveling speed of the vehicle, and the above. A failure judgment value that calculates the failure judgment value from the roll data storage unit that stores the roll data output from the roll data output device under predetermined running conditions, the running position, the running speed, and the roll data. It is characterized by having a calculation unit. This makes it possible to detect an abnormality in the force generating mechanism without erroneous detection.

As a fourth aspect, in the third aspect, the abnormality detection estimation unit is provided on one or a plurality of other vehicle bodies connected to the vehicle body, and the failure determination value calculation unit is the other vehicle body. It is characterized in that the failure determination value is calculated from the roll data of the vehicle body. This makes it possible to detect an abnormality in the force generation mechanism without false detection. As a fifth aspect, in any of the first to fourth aspects, when the failure determining device determines that the force generating mechanism is out of order, the control unit uses the force generating mechanism of the force generating mechanism. It is characterized by turning off the control. As a result, the operation of the railway vehicle can be maintained safely and with high reliability.
As a sixth aspect, in any of the first to fourth aspects, when the failure determining device determines that the force generating mechanism is out of order, the control unit sends the force generating mechanism to the force generating mechanism. It is characterized by reverse operation control that operates in the opposite direction to the normal state. In this case, if the cause of the failure is incorrect wiring of the damper, the deterioration of the riding comfort due to the abnormality can be minimized by switching the control to the reverse operation control.

As a seventh aspect, in any of the first to fourth aspects, when the failure determining device determines that the force generating mechanism is out of order, the control unit uses the force generating mechanism of the force generating mechanism. It is characterized by controlling the generated force in the middle. As a result, when a damper failure occurs, the abnormal axis can be identified in advance, and the total time from the identification of the abnormal axis to the replacement of the damper can be shortened.

The present invention is not limited to the above-described embodiment, and includes various modifications. For example, the above-described embodiment has been described in detail in order to explain the present invention in an easy-to-understand manner, and is not necessarily limited to the one including all the described configurations. Further, it is possible to replace a part of the configuration of one embodiment with the configuration of another embodiment, and it is also possible to add the configuration of another embodiment to the configuration of one embodiment. Further, it is possible to add / delete / replace a part of the configuration of each embodiment with another configuration.

The present application claims priority based on Japanese Patent Application No. 2017-186283 filed on September 27, 2017. The entire disclosure, including the specification, claims, drawings, and abstract of Japanese Patent Application No. 2017-186283 filed on September 27, 2017, is incorporated herein by reference in its entirety.

1 Railcar 2 Body 3 Carriage 4 Wheels 5 Rail 6 Suspension spring 7 Variable damping force damper (force generation mechanism) 7A 1-axis damper 7B 2-axis damper 7C 3-axis damper 7D 4-axis damper 8A, 8B, 8C, 8D Acceleration sensor ( Sensor that detects vehicle body behavior) 9 Control device (control circuit) 11 Damper control device (control unit) 12 Abnormality detection estimation unit 13 Roll data calculation unit (roll data output device) 14 Failure judgment device 14A Vehicle position detection unit 14B Vehicle speed Detection unit 14C Roll data storage unit 14D Failure judgment value calculation unit

Claims (3)

A plurality of force generation mechanisms installed between the bogie on which the wheels are mounted and the vehicle body to generate a force that can be adjusted in the vertical direction, and
A control device that controls the generated force of the force generating mechanism, and
An abnormality detection and estimation unit that detects and estimates an abnormality in the force generation mechanism,
With
The abnormality detection and estimation unit includes a roll data output device that outputs roll data that changes depending on the roll of the vehicle body, and a roll data output device.
The roll data output from the roll data output device is compared with a failure determination value under a predetermined running condition to determine whether or not a specific force generation mechanism is a failure from among a plurality of the force generation mechanisms. Failure judgment device and
Vibration control device for railway vehicles equipped with. The vibration control device for a railway vehicle according to claim 1.
When the roll data output from the roll data output device is compared with a failure determination value under a predetermined running condition and the predetermined roll data deviates from the normal range, the control device generates a plurality of the forces. Inversion operation control that switches the control to the mechanism and operates
An abnormality diagnosis mode for determining whether or not wiring is incorrect by the reverse operation control, and
Vibration control device for railway vehicles equipped with. The vibration control device for a railway vehicle according to claim 2.
A vibration control device for a railway vehicle that saves the state of reverse operation control and corrects the wrong wiring with the control device when it is determined by the abnormality diagnosis mode that the wiring is incorrect.

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