JP7274433B2 - Operating state diagnosis device - Google Patents

Description

The present disclosure relates to, for example, an operating state diagnosis device for diagnosing shock absorbers arranged between a vehicle body and a bogie of a railroad vehicle.

2. Description of the Related Art A vehicle is known in which a shock absorber is arranged between a bogie and a vehicle body in order to improve the riding comfort of a railroad vehicle. For example, Patent Literature 1 describes a technique in which a yaw damper as a shock absorber is arranged between a vehicle body and a bogie of a railway vehicle to suppress bending vibration of the vehicle body while suppressing vibration of the bogie.

Since shock absorbers contribute to improving the ride comfort of passengers/crews, it is desirable to be able to diagnose an abnormality before or during operation of a railway vehicle. For example, Patent Literature 2 describes a technique for detecting both bogie vibration and wheelset vibration, and detecting a track abnormality and a bogie abnormality based on the bogie vibration value and the wheelset vibration value. . Patent Literature 3 describes a technique for diagnosing an abnormality by vibrating a railway vehicle in a stopped state. Japanese Patent Laid-Open No. 2002-200002 describes a technique for detecting acceleration in the vertical direction and acceleration in the pitching direction, and detecting an abnormality in a shock absorber based on the phase difference between the vertical translation and the pitching. Furthermore, in Patent Document 5, sensing information detected by a sensor mounted on a railroad vehicle is stored in a database while the railroad vehicle is running, and past sensing information determined to be normal and sensing information during running are stored. A technique for determining whether or not an abnormality has occurred is described by comparing .

JP 2014-198522 A Japanese Patent Application Laid-Open No. 2004-170080 (Patent No. 3779258) JP 2019-27874 A Japanese Patent Application Laid-Open No. 2012-111480 (Patent No. 5662298) JP 2017-88024 A

In the case of the prior art, in addition to existing sensors, additional sensors may be required in order to accurately determine a shock absorber abnormality. In addition, according to the technique of Patent Document 5, in addition to the possibility that the amount of normal data (sensing information determined to be normal) is enormous, under a situation that occurs for the first time, that is, under a situation where there is no corresponding normal data In this case, there is a possibility that an abnormality may be determined in spite of the normality.

An object of an embodiment of the present invention is to provide an operating state diagnosis device capable of improving the accuracy of abnormality determination while suppressing the addition of sensors (measuring means) and the bloat of data.

One embodiment of the present invention is a shock absorber operating state diagnostic device arranged between a vehicle body and a bogie of a railway vehicle, wherein a pressure is applied to a spring means provided between the vehicle body and the bogie. a pressure measuring means for measuring and outputting a value; a spring means displacement calculating device for calculating and outputting a vertical displacement of the spring means using the pressure value of the spring means output from the pressure measuring means; a memory device for temporarily storing information on the pressure value of the spring means output from means; a transmission unit for transmitting the information on the pressure value temporarily stored in the memory device to the outside of the railway vehicle; Vertical displacement of the spring means by using a railway vehicle model arranged outside and modeling the railway vehicle, the position information of the railway vehicle, and the information on the pressure value of the spring means transmitted from the transmission unit. a spring means displacement estimating device for estimating and outputting a spring means displacement estimating device, a receiving unit for receiving the estimated value of the vertical displacement of the spring means output from the spring means displacement estimating device in the railway vehicle, and output from the spring means displacement calculating device a shock absorber abnormality determination device that compares the calculated value of the vertical displacement of the spring means received by the receiving unit with the estimated value of the vertical displacement of the spring means received by the receiving unit, and determines abnormality.

Further, one embodiment of the present invention is an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, comprising vehicle body acceleration measuring means for measuring and outputting vertical acceleration of the vehicle body; pressure measuring means for measuring and outputting pressure values applied to spring means provided between the vehicle body and the bogie; and temporarily storing information on the pressure values of the spring means output from the pressure measuring means. a memory device; a transmission unit that transmits information about the pressure value temporarily stored in the memory device to the outside of the railway vehicle; a railway vehicle model that is placed outside the railway vehicle and that models the railway vehicle; a vehicle body acceleration estimating device for estimating and outputting the vertical acceleration of the vehicle body using vehicle position information and information on the pressure value of the spring means transmitted from the transmission unit; a shock absorber abnormality determination device that compares the measured value of the vertical acceleration of the vehicle body with the estimated value of the vertical acceleration of the vehicle body received by the receiving unit, and determines an abnormality.

According to one embodiment of the present invention, it is possible to improve the accuracy of abnormality determination while suppressing the addition of measurement means (sensors) and the increase in data.

BRIEF DESCRIPTION OF THE DRAWINGS The schematic which shows the operating state diagnostic device by 1st Embodiment with the rail vehicle by which the shock absorber (conventional damper) was mounted. FIG. 2 is a block diagram showing the operating state diagnostic device in FIG. 1; FIG. 2 is a flowchart showing control processing of the diagnostic device in FIG. 1; FIG. FIG. 2 is a flowchart showing control processing of the cloud unit in FIG. 1; FIG. The block diagram which shows the operating state diagnostic apparatus by a modification. The block diagram which shows the operating state diagnostic device by 2nd Embodiment. FIG. 7 is a flowchart showing control processing of the diagnostic device in FIG. 6; FIG. FIG. 7 is a flowchart showing control processing of the cloud unit in FIG. 6; FIG. FIG. 11 is a schematic diagram showing an operating state diagnostic device according to a third embodiment together with a railway vehicle equipped with a shock absorber (semi-active damper); FIG. 10 is a plan view schematically showing the positional relationship of the vehicle body, bogie, shock absorber, acceleration sensor, etc. of the railway vehicle in FIG. 9 ; FIG. 10 is a block diagram showing the operating state diagnosis device in FIG. 9; FIG. 10 is a flowchart showing control processing of the control device in FIG. 9; FIG. FIG. 10 is a flowchart showing control processing of the cloud unit in FIG. 9; FIG. The block diagram which shows the operation state diagnostic device by 4th Embodiment. FIG. 15 is a block diagram showing control processing of the control device in FIG. 14; FIG. 15 is a flowchart showing control processing of the cloud unit in FIG. 14; The block diagram which shows the operating state diagnostic device by 5th Embodiment. FIG. 18 is a flowchart showing control processing of the control device in FIG. 17; FIG. FIG. 18 is a flowchart showing control processing of the cloud unit in FIG. 17; FIG.

Hereinafter, a case in which the operating state diagnosis device according to the embodiment is mounted on a railway vehicle such as an electric train, a diesel car, and a passenger car will be described as an example with reference to the accompanying drawings. It should be noted that the flowcharts in the drawings use the notation "S" for each step (for example, step 1 = "S1"). 1, 9 and 10, the left side of the drawing (one side in the longitudinal direction of the vehicle) is the front side in the traveling direction of the railway vehicle, and the right side of the drawing (the other side in the longitudinal direction of the vehicle) is the railway. It will be described as the rear side in the traveling direction of the vehicle. However, the right side of the drawing may be the front side and the left side of the drawing may be the rear side.

1 to 4 show a first embodiment. In FIG. 1, a railway vehicle 1 (hereinafter referred to as vehicle 1) includes a vehicle body 2 on which crew members such as passengers and crew members ride, and a front bogie 3A and a rear bogie 3B provided below the vehicle body 2. It has These two bogies 3A and 3B are mounted on the front side of the car body 2 (one side in the longitudinal direction of the car body 2, the left side in FIG. 1) and the rear side (the other side in the longitudinal direction of the car body 2, the right side in FIG. 1). are spaced apart. Thereby, the vehicle body 2 of the vehicle 1 is installed on the pair of trucks 3A and 3B. In addition, in FIG. 1, in order to avoid complicating the drawing, one vehicle 1, that is, a train of one-car formation is shown. However, in general, a train in which a plurality of cars 1 are connected, that is, a train composed of a plurality of cars 1 is operated.

The trucks 3A and 3B are provided with wheels 4 and 4 on both longitudinal ends of the axles 5 and 5 (that is, on both sides of the vehicle body 2 in the width direction). 2 each are attached. Thus, each truck 3A, 3B is provided with four wheels 4, 4, respectively. The vehicle 1 runs along the rails R as each wheel 4, 4 rotates on the left and right rails R (only one is shown in FIG. 1). Note that the horizontal direction, which is the width direction of the vehicle body 2, is based on the state facing the traveling direction. That is, the left-right direction corresponds to the width direction of the vehicle body 2 (the axial direction of the axles 5, 5). For example, in FIG.

A plurality of air springs 7A, 7B for elastically supporting the vehicle body 2 on the respective trucks 3A, 3B are provided between the vehicle body 2 of the vehicle 1 and the bogies 3A, 3B. A plurality of dampers 8A, 8B arranged in relation to each other are provided. The air springs 7A, 7B are also called "pillow springs" or "suspension springs", and are provided between the vehicle body 2, etc., which serves as a "sprung mass" and the trucks 3A, 3B, etc., which serve as an "inter-sprung mass". Corresponds to "secondary spring". That is, the air springs 7A, 7B constitute spring means provided between the vehicle body 2 and the bogies 3A, 3B. The "primary springs" are shaft springs (not shown) provided on the trucks 3A, 3B, that is, the wheels 4, 4 (wheelsets 6, 6) and the "mass between the springs", which are the "unsprung masses". It corresponds to the shaft springs provided between the bogie frames of the bogies 3A and 3B. The air springs 7A, 7B are provided, for example, one each on the left and right sides of each of the carriages 3A, 3B. That is, the air springs 7A and 7B are provided, for example, two per bogie and four per vehicle.

Dampers 8A and 8B as shock absorbers are arranged between the vehicle body 2 of the vehicle 1 and the bogies 3A and 3B. The dampers 8A and 8B are, for example, hydraulic shock absorbers configured as conventional dampers (passive dampers) whose damping force changes according to stroke speed. The dampers 8A and 8B, together with the air springs 7A and 7B, constitute a suspension that buffers (attenuates) vertical vibrations between the vehicle body 2 and the bogies 3A and 3B. That is, the dampers 8A and 8B, which are vertical dampers, generate a damping force that reduces the vertical vibration of the vehicle body 2 with respect to the bogies 3A and 3B. Thereby, the dampers 8A and 8B reduce (suppress) the vibration of the vehicle body 2 in the vertical direction. For example, the dampers 8A and 8B are arranged in parallel with the air springs 7A and 7B, respectively, and one damper is provided on each of the left and right sides of each of the carriages 3A and 3B. That is, two dampers 8A and 8B are provided for each bogie, and four dampers are provided for each vehicle.

Pressure sensors 9A and 9B are provided on air springs 7A and 7B, respectively. The pressure sensors 9A, 9B detect the pressure (internal pressure) of the air springs 7A, 7B. The pressure values measured by the pressure sensors 9A, 9B are used, for example, to control the air springs 7A, 7B. For this reason, the pressure sensors 9A, 9B are connected to a control device (not shown), for example, a control device for controlling the air springs 7A, 7B or a higher-level control device. Further, the pressure values measured by the pressure sensors 9A, 9B are used for diagnosing the operating state of the dampers 8A, 8B as described later. For this reason, the pressure sensors 9A and 9B are connected to the diagnosis device 12 via a control device (not shown) and an in-vehicle communication line 13 . That is, signals corresponding to the pressures measured by the pressure sensors 9A and 9B are output to the diagnostic device 12 via the control device and the in-vehicle communication line 13 (not shown). Thus, the pressure sensors 9A and 9B constitute pressure measuring means for measuring (detecting) the pressure values loaded on the air springs 7A and 7B and outputting signals corresponding to the pressure values to the diagnostic device 12. .

As shown in FIG. 2, the vehicle 1 is provided with a position sensor 10 in addition to the pressure sensors 9A and 9B. The position sensor 10 acquires the travel position (current position) of the vehicle 1 . The position sensor 10 includes, for example, a receiver that receives signals from navigation satellites of a satellite positioning system (SPNT) such as GPS. The position sensor 10 is connected to a control device (not shown), for example, a host control device. As will be described later, the positional information acquired by the position sensor 10 is used for diagnosing the operational states of the dampers 8A and 8B. For this reason, the position sensor 10 is connected to the diagnosis device 12 via a control device (not shown) and an in-vehicle communication line 13 . That is, a signal corresponding to the positional information acquired by the position sensor 10 is output to the diagnostic device 12 via the control device (not shown) and the in-vehicle communication line 13 .

Thus, the position sensor 10 constitutes position detection means for acquiring the position information of the trucks 3A and 3B as the running position of the vehicle 1 and outputting a signal corresponding to the position to the diagnosis device 12. FIG. The running position of the vehicle 1 (the position of the bogies 3A and 3B) is obtained from a railway signal system used as, for example, an automatic train stop device, an automatic train control device, a signal security device, etc., instead of the position sensor 10. good too. That is, the position detection means may be configured by a railway signal system. In this case, the control device for the railway signal system mounted on the vehicle 1 corresponds to the position detection means.

By the way, in order to improve the riding comfort of railway vehicles, damping devices are arranged between bogies and car bodies (for example, Patent Documents 1 to 4). Vibration damping devices are intended to suppress vibrations in the vertical or horizontal direction. There is one using a control actuator (full active damper) that generates a control force to suppress vibration. Since such a damping device contributes to the improvement of ride comfort for passengers/crews, it is desirable to be able to diagnose an abnormality before or during operation of a railway vehicle.

That is, along with the increase in speed and added value of railway vehicles, techniques for reducing vehicle body vibration have been developed. Among them, a technique for diagnosing an abnormality (failure) of a damping force adjustable damper (variable damping damper) using hydraulic pressure is known. When diagnosing an abnormality in a railway vehicle, it is preferable to distinguish between an abnormality in the track, an abnormality in the bogie, and an abnormality in the shock absorber. For example, Patent Literature 2 describes a technique for detecting anomalies in tracks and carriages. Specifically, the acceleration sensors installed on multiple trucks detect the acceleration (vibration value) of the truck, and the acceleration sensors installed on multiple wheelsets detect the acceleration (vibration value) of the wheelsets. Detects bogie abnormalities.

Patent Literature 3 describes a technique for diagnosing an abnormality in each device (bogie frame, wheel set, actuator, etc.) of the vehicle by vibrating the railway vehicle in a stopped state. Furthermore, Patent Document 4 describes a technique for detecting vertical acceleration and pitching acceleration, and detecting an abnormality in a shock absorber from the phase difference between vertical translation and pitching. However, in order to detect abnormalities in the shock absorbers installed between the bogie and the car body with high accuracy, not only the existing sensors but also additional sensors such as sensors for detecting vibration of the wheelset are required. there is a possibility. In addition to incurring additional costs, this can increase system scale.

On the other hand, in Patent Document 5, vehicle information (sensing information) is stored in a database. ) to determine abnormality. However, in the case of this technique, if normal data is not stored in the database, it may not be possible to determine whether there is an abnormality. For example, if there is no corresponding normal data, such as under a new situation or under a new environment, there is a possibility that abnormality cannot be determined. Therefore, it is considered necessary to acquire a huge amount of normal data in order to compare with the normal data stored in the database. In this case, railroad vehicles have greatly different occupancy rates depending on the time, day of the week, and season, and it is necessary to consider speed restrictions due to bad weather, train delays due to accidents, alternate transportation, and the like.

To explain in more detail, although the running speed of railway vehicles is regulated, the number of passengers on each vehicle differs, making it difficult to compare the same data. For example, the traveling speed and the number of passengers differ greatly between the morning and evening rush hours and the early morning and late night. Also, for example, when alternative transport, suspension of service, or speed limit is imposed due to an accident, sudden bad weather, etc., it becomes difficult to compare the same data. As a result, there is a possibility that the accuracy of abnormality determination cannot be sufficiently ensured.

On the other hand, for example, a "vehicle model that models a railroad vehicle" and "information on the track on which the railroad vehicle runs (track information)" can be used to diagnose the operating state of the shock absorber (determine whether the shock absorber is abnormal). ) can be considered. In this case, for example, it is conceivable to store track information and a vehicle model used for diagnosis in each of a plurality of railway vehicles, and perform diagnosis using the track information and the vehicle model. However, in the case of this configuration, when the track information is changed due to track maintenance work or the like, it is necessary to update the track information for each railway vehicle, and this update work may be troublesome. Moreover, in the case of such a configuration, an abnormality is determined for each railway vehicle, that is, for each railway vehicle alone. For this reason, for example, if other railway vehicles are similarly judged to have a damper abnormality at a point where a damper abnormality has been determined, there is a possibility that there is a track abnormality, but this information cannot be shared. , there is a possibility that it is not possible to sufficiently ensure the accuracy of determination of track anomalies.

Therefore, the operating state diagnostic device 11 of the first embodiment is configured to be able to determine (diagnose) an abnormality with high accuracy using an existing sensor without requiring additional sensors and a large amount of data. . The operating state diagnostic device 11 of the first embodiment will be described below.

The operating state diagnosis device 11 diagnoses the operating state of the dampers 8A and 8B, which are conventional dampers. In addition to the pressure sensors 9A and 9B and the position sensor 10 described above, the operating state diagnostic device 11 includes a diagnostic device 12 as an in-vehicle arithmetic processing device that performs diagnostic arithmetic processing in the vehicle 1, and a communication unit 20 (transmitting unit 20A , a receiving unit 20B), and a cloud unit 21 as an external arithmetic processing device that performs diagnostic arithmetic processing in cooperation with the diagnostic device 12 outside the vehicle 1. FIG. The diagnostic device 12 is arranged in the vehicle 1 together with the pressure sensors 9A, 9B and the position sensor 10, and the cloud section 21 is arranged at a position away from the vehicle 1. The pressure of the air springs 7A and 7B from the pressure sensors 9A and 9B and the traveling position (current position) of the vehicle 1 from the position sensor 10 are input to the diagnostic device 12 in real time via the in-vehicle communication line 13 .

For this purpose, the diagnosis device 12 is connected to a host control device (not shown) via an in-vehicle communication line 13 . The diagnostic device 12 is also connected to a communication unit 20 having a transmission unit 20A and a reception unit 20B in order to transmit and receive information (data) to and from the cloud unit 21 as will be described later. As a result, the vehicle information of the vehicle 1 (that is, the vehicle information including the pressure of the air springs 7A and 7B and the traveling position) is input to the diagnostic device 12 via the in-vehicle communication line 13 as an upper signal. Information (an air spring displacement estimated value to be described later) from the cloud unit 21 is also input to the diagnostic device 12 via the receiving unit 20B and the in-vehicle communication line 13 . Further, the diagnostic device 12 outputs information (current position and mass change, which will be described later) to the cloud unit 21 via the in-vehicle communication line 13 and the transmission unit 20A. The pressure sensors 9A and 9B, the position sensor 10 and the communication unit 20 may be directly connected to the diagnostic device 12. FIG.

The diagnostic device 12 is installed at a predetermined position of the vehicle 1 (for example, a position substantially in the center of the vehicle body 2). The diagnostic device 12 includes, for example, a microcomputer. The diagnostic device 12 has a memory 12A as a storage unit composed of ROM, RAM, non-volatile memory, and the like. The memory 12A stores, for example, a processing program for executing a processing flow shown in FIG. 3 which will be described later, that is, a processing program used for diagnosing the operating states of the dampers 8A and 8B. The memory 12A also stores reference values (for example, reference pressure) and judgment values (judgment criteria, thresholds) used for diagnosing the operating state.

Further, the pressure of the air springs 7A and 7B and the running position of the vehicle 1 are stored in the memory 12A in real time. In this case, as shown in later-described FIG. 2, the memory 12A includes a transmission data temporary storage unit 12A1 (FIG. 2) as a data storage unit that temporarily stores information (data) to be transmitted from the vehicle 1 to the cloud unit 21. ing. As will be described later, the transmission data temporary storage unit 12A1 receives the change in mass of the vehicle body 2 as information on the pressure values of the air springs 7A and 7B and the current position (driving position) as positional information of the vehicle 1. be. As a result, the memory 12A (transmission data temporary storage unit 12A1) stores "information about the pressure values of the air springs 7A and 7B output from the pressure sensors 9A and 9B" and "position information output from the position sensor 10 (vehicle 1 It constitutes a memory device that temporarily stores the running position of the

On the other hand, the cloud unit 21 includes, for example, a management server 23 provided in a management center (data center) of a railway company, and a communication network 22 for transmitting and receiving data (information) between the vehicle 1 and the management server 23. is composed of The communication network 22 includes, for example, a dedicated line of a railway company, a public line, an Internet line, an optical line, a telephone line, a wired line, a wireless line, a satellite line, a mobile line (mobile phone line), and various other communication facilities and various Corresponds to a computer network with computer equipment. The communication network 22 includes a vehicle-exterior receiving unit 22A and a transmitting unit 22B for transmitting and receiving data (information) to and from the communication unit 20 of the vehicle 1 . The management server 23 is composed of a large computer such as a server computer, a host computer, a mainframe, or a general-purpose computer, for example.

The management server 23 is provided with a storage device (not shown) consisting of a large-capacity storage medium such as an HDD (hard disk drive) and constituting a database (DB). The storage device of the management server 23 stores, for example, a processing program for executing a processing flow shown in FIG. . Further, the storage device of the management server 23 stores a vehicle model such as a state equation used for calculating the state of a railroad vehicle as described in Patent Document 1. Further, in the storage device of the management server 23, information (data) for obtaining the vertical displacement (height position) of the track (track) at the running position from the running position of the vehicle 1, that is, the running position and the running position The relationship between the vertical displacement of the left and right tracks corresponding to is stored as a map (track map of each left and right wheel). This information (track information) can be rewritten to the latest information when track inspection work, track maintenance work, change work, or the like is performed, for example.

The diagnostic device 12 acquires pressure value signals from the pressure sensors 9A and 9B and a running position signal from the position sensor 10 in real time while the vehicle 1 is running. As for the travel position, a travel position signal from the railway signal system may be used. Based on these signals, the diagnostic device 12 cooperates with the cloud unit 21 (more specifically, the management server 23) to determine abnormality of the dampers 8A, 8B. That is, the diagnostic device 12 and the cloud unit 21 (management server 23) perform internal calculations based on the pressure values of the air springs 7A and 7B and the traveling position of the vehicle 1, and diagnose the operating states of the dampers 8A and 8B. process.

In this case, the diagnostic device 12 calculates the vertical displacement of the air springs 7A, 7B from the pressure values of the air springs 7A, 7B. Further, the diagnostic device 12 calculates the amount of change in the mass of the vehicle body 2 from the pressure values of the air springs 7A and 7B, and transmits the "positional information of the vehicle 1" and the "change in mass of the vehicle body 2" to the cloud unit 21. . The cloud unit 21 (management server 23) uses the "railway vehicle model" from the "vertical displacement of the track (track information) obtained from the position information" and the "mass change of the vehicle body 2" to determine the air springs 7A and 7B. Estimate the vertical displacement of The cloud unit 21 (management server 23) transmits the estimated values of the vertical displacements of the air springs 7A and 7B to the diagnostic device 12. FIG. The diagnostic device 12 estimates the vertical displacements of the air springs 7A and 7B calculated in the vehicle 1 and the vertical displacements of the air springs 7A and 7B estimated by the cloud unit 21 (management server 23) outside the vehicle 1. values to determine whether the dampers 8A and 8B are abnormal.

That is, in the first embodiment, the diagnostic device 12 uses the pressure sensor values of the air springs 7A and 7B, the pressure receiving areas of the air springs 7A and 7B, and the spring constants, which are distributed in real time to various devices in the vehicle 1, to determine: The displacements of the air springs 7A and 7B are calculated as calculated values (displacement calculated values). Further, the diagnostic device 12 calculates the change in vehicle mass by subtracting the reference pressure based on the pressure sensor values of the air springs 7A and 7B. The diagnostic device 12 temporarily stores the current position of the vehicle 1, which is delivered to various devices in the vehicle 1 in real time, and the change in vehicle mass in the memory 12A (transmission data temporary storage unit 12A1).

Diagnosis device 12 transmits the change in vehicle mass and the current position temporarily stored in memory 12A (transmission data temporary storage unit 12A1) to cloud unit 21 when communication with cloud unit 21 is normal. The cloud unit 21 receives the vehicle mass change and the current position from the diagnostic device 12 . The management server 23 of the cloud unit 21 calculates the vehicle of the vehicle 1 from the "vertical displacement of the track obtained from the received position information and the track information stored in the management server 23" and the "received vehicle mass change amount". Using the model, the displacements of the air springs 7A and 7B are calculated as estimated values (displacement estimated values). The cloud unit 21 (management server 23 ) transmits the estimated value, which is the calculation result, to the diagnostic device 12 . The diagnostic device 12 compares the calculated value of the displacement of the air springs 7A, 7B calculated by the diagnostic device 12 with the estimated value of the displacement of the air springs 7A, 7B received from the cloud unit 21, and determines whether the dampers 8A, 8B are abnormal. judge.

In order to make such a determination, the diagnosis device 12 includes a transmission data temporary storage section 12A1 and an abnormality diagnosis section 14, as shown in FIG. Further, the diagnostic device 12 is connected to a communication unit 20 (transmitting unit 20A, receiving unit 20B) arranged in the vehicle 1 so as to transmit and receive data (information) to and from the cloud unit 21. . On the other hand, the cloud unit 21 arranged outside the vehicle 1 includes a communication network 22 (receiving unit 22A, transmitting unit 22B) and a management server 23 .

The abnormality diagnosis unit 14 of the diagnosis device 12 includes a reference pressure output unit 15, a subtraction unit 16, a spring displacement calculation unit 17 constituting a spring means displacement calculation device, a spring reaction force calculation unit 18, and a mass change calculation unit. 19 and a damper abnormality determination unit 24 as a buffer abnormality determination device.

The reference pressure output unit 15 outputs the reference pressure P ₀ [Pa] of the air springs 7A and 7B pre-stored in the memory 12A to the subtraction unit 16 . The pressures of the air springs 7A and 7B (for example, the respective pressures of the four air springs 7A and 7B) are input to the subtraction unit 16 from the pressure sensors 9A and 9B, and the reference pressure output unit 15 outputs a reference pressure (for example, Reference pressure of each of the four air springs 7A, 7B) is input. The subtraction unit 16 subtracts the reference pressure _P0 from the pressure P [Pa] of the air springs 7A and 7B (that is, the real-time pressure P) measured (detected) by the pressure sensors 9A and 9B. A differential pressure ΔP from a certain reference pressure P ₀ is obtained. That is, the subtraction unit 16 performs the calculation of the following equation (1).

The subtractor 16 outputs the calculated differential pressure ΔP (for example, the differential pressure ΔP of the four air springs 7A and 7B) to the spring displacement calculator 17 and the spring reaction force calculator 18 . The differential pressure ΔP is input from the subtractor 16 to the spring displacement calculator 17 . The spring displacement calculator 17 calculates the vertical displacement of the air springs 7A and 7B using the pressure values (more specifically, differential pressure ΔP) of the air springs 7A and 7B output from the pressure sensors 9A and 9B, The calculated value is output to the damper abnormality determination section 24 . In this case, the spring displacement calculator 17 calculates the air spring displacement ΔX by dividing the product of the differential pressure ΔP of the air springs 7A and 7B and the pressure receiving area A [m ² ] by the air spring constant K [N/m]. Find [m]. That is, the spring displacement calculator 17 performs the calculation of the following equation (2).

The spring displacement calculator 17 uses the calculated air spring displacement ΔX (for example, the air spring displacement ΔX of each of the four air springs 7A and 7B) as a calculated value of the vertical displacement of the air springs 7A and 7B to the damper abnormality determination unit. 24. The differential pressure ΔP is input from the subtractor 16 to the spring reaction force calculator 18 . The spring reaction force calculator 18 calculates the vertical reaction force of the air springs 7A and 7B using the pressure values (more specifically, differential pressure ΔP) of the air springs 7A and 7B output from the pressure sensors 9A and 9B. is calculated, and the calculated value is output to the mass change calculation unit 19 . In this case, the spring reaction force calculator 18 multiplies the differential pressure ΔP and the pressure receiving area A to obtain the air spring reaction force ΔF[N]. That is, the spring reaction force calculator 18 performs the calculation of the following formula (3).

The spring reaction force calculator 18 calculates the calculated air spring reaction force ΔF (for example, the air spring reaction force ΔF of each of the four air springs 7A and 7B) as first information regarding the pressure value P of the air springs 7A and 7B. , and is output to the mass change calculation unit 19 . The mass change calculator 19 receives the air spring reaction force ΔF from the spring reaction force calculator 18 . The mass change calculation unit 19 calculates the mass change ΔM using the first information (air spring reaction force ΔF) regarding the pressure value P of the air springs 7A and 7B output from the spring reaction force calculation unit 18. The calculated value is output to transmission data temporary storage unit 12A1. In this case, the mass change calculator 19 obtains the mass change ΔM of the vehicle body 2 from the reference value by dividing the air spring reaction force ΔF by the gravitational acceleration g. That is, the mass change calculation unit 19 performs the calculation of the following equation (4).

The mass change calculator 19 calculates the calculated mass change ΔM (for example, the mass change ΔM of each of the four air springs 7A and 7B) as a second It is output as information to the transmission data temporary storage unit 12A1. The mass change ΔM is input from the mass change calculation unit 19 to the transmission data temporary storage unit 12A1. Position information (current position) of the vehicle 1 output from the position sensor 10 is input to the transmission data temporary storage unit 12A1. The transmission data temporary storage unit 12A1 temporarily stores (temporarily stores) the mass change ΔM and the position information. Transmission data temporary storage section 12A1 outputs mass change ΔM and position information to transmission unit 20A when communication with cloud section 21 is normal.

The transmission unit 20A constitutes the communication unit 20 together with the reception unit 20B. A communication unit 20 is arranged in the vehicle 1 . The communication unit 20 wirelessly transmits and receives information (data) between, for example, the diagnostic device 12 inside the vehicle 1 and the cloud unit 21 outside the vehicle 1 . The transmission unit 20A transmits the “information on the pressure value P (mass change amount ΔM)” and the “position information (current position L)” temporarily stored in the transmission data temporary storage unit 12A1 outside the vehicle 1, that is, the cloud unit 21 Send to

The communication network 22 of the cloud section 21 is configured including a receiving unit 22A and a transmitting unit 22B. Information on the pressure value P (mass change ΔM) and position information (current position L) output from the transmission unit 20A of the vehicle 1 are input to the reception unit 22A on the cloud part 21 side. Information on the pressure value P (mass change ΔM) and position information (current position L) are input to the management server 23 via the communication network 22 . The management server 23 includes a spring displacement estimator 23A as a spring means displacement estimator.

The "mass change ΔM of the vehicle body 2" and the "position information of the vehicle 1" are input from the diagnostic device 12 in the vehicle 1 to the spring displacement estimator 23A. The spring displacement estimator 23A is arranged outside the vehicle 1 . The spring displacement estimator 23A obtains the vertical displacement of the track from the current position L of the vehicle 1 acquired from the position sensor 10 prior to calculating the estimated value of the vertical displacement of the air springs 7A and 7B. Specifically, the spring displacement estimating unit 23A, from the current position L of the vehicle 1, based on the track MAP (track information) of each of the left and right wheels (wheels 4) stored in the storage device of the management server 23, "Track vertical displacement S _f (left front track vertical displacement S _fl , right front track vertical displacement S _fr ) at front axle position of vehicle 1 (for example, position of bogie 3A on the front side in the traveling direction)" and "rear axle position (for example, , the position of the truck 3B on the rear side in the _{traveling direction) of the track (left rear track vertical displacement S rl ,} right rear track vertical displacement S _rr )”.

Here, when the track MAP (track information) is called, the spring displacement estimator 23A can read the data (information) as it is if the track on which the vehicle 1 travels is a single track. However, if the route is a double track, the spring displacement estimator 23A preferably differentiates the current position L to calculate the traveling direction of the train, and divides the track information into inbound and outbound tracks according to the direction of travel. That is, it is preferable to store the track information of the up line and the track information of the down line in the storage device of the management server 23 and use the track information according to the traveling direction at that time. The reason for this is that the track of the vehicle 1 is not completely the same on the inbound line and the outbound line, and for example, the positions and structures of branch roads may differ between the inbound line and the outbound line. Furthermore, depending on the type of train, for example, the same inbound track may pass through a siding track or a passing track, so depending on the position information and speed, it may be a local train or a superior train (rapid, express, semi-express, limited express). ), and the trajectory information corresponding thereto may be stored in the storage device of the management server 23 .

In any case, the spring displacement estimator 23A calculates the vertical displacement S _f (S _fl , S _fr ) of the track at the position of the front axle of the vehicle 1 and the vertical displacement S _r (S _rl , S _rr ) of the track at the position of the rear axle. )”. In this case, the vertical displacement S _f (S _fl , S _fr ) of the track at the front axle position of the vehicle 1 is obtained based on the track MAP (track information), and the vertical displacement S _r (S _rl ) of the track at the rear axle position is obtained. , S _rr ) can be obtained (calculated) using a velocity value (running velocity V) calculated from the position information (current position L). That is, the spring displacement estimator 23A divides the distance D [m] between the axles of the vehicle 1 (for example, the distance between the front bogie 3A and the rear bogie 3B) by the traveling speed V [m/s]. Thus, the delay time τ between the front axle position and the rear axle position is obtained. The spring displacement estimator 23A calculates the vertical displacement Sr ( _Srl , _Srr ) of the track at the rear axle position from the vertical displacement _Sf ( _Sfl , _Sfr ) of _the track at the front axle position and the delay time τ. .

The spring displacement estimator 23A calculates "vertical displacement S _f (S _fl , S _fr ) of the track at the position of the front axle and vertical displacement S _r (S _rl , S _rr ) of the track at the position of the rear axle" and "mass of the vehicle body 2 The amount of change ΔM" is input, and the vertical displacement of the air springs 7A and 7B is estimated by calculation in the vehicle model. The spring displacement estimator 23A outputs the estimated value to the damper abnormality determiner 24 as an estimated air spring displacement ΔX _c (for example, the estimated air spring displacement ΔX _c of each of the four air springs 7A and 7B).

That is, the spring displacement estimating unit 23A uses "a railway vehicle model that models the vehicle 1" and "position information of the vehicle 1 (more specifically, vertical displacements S _f and S _r of the track obtained from the position information)". and "the pressure value P of the air springs 7A, 7B (more specifically, the mass change amount ΔM calculated from the pressure value P)" is used to estimate the vertical displacement of the air springs 7A, 7B, and the transmission unit 22B output to More specifically, the spring displacement estimator 23A uses the "railway vehicle model", "position information (vertical displacement S _f , S _r ) transmitted from the transmission unit 20A on the vehicle 1 side", and "transmission unit 20A on the vehicle 1 side. The vertical displacement of the air springs 7A and 7B is estimated by calculation from the second information (the amount of change in mass ΔM) regarding the pressure value P transmitted from ". The spring displacement estimator 23A transmits the estimated vertical displacement of the air springs 7A and 7B, that is, the estimated value of the vertical displacement of the air springs 7A and 7B, _ΔXc , to the cloud unit 21 side transmission unit. 22B, and outputs to the damper abnormality determination section 24 of the abnormality diagnosis section 14 via the receiving unit 20B on the vehicle 1 side.

Here, for the railway vehicle model, for example, a "vehicle model" as described in Patent Literature 1 can be used. That is, the spring displacement estimator 23A estimates the vertical displacements of the air springs 7A and 7B using the railroad vehicle model (state equation) as described in paragraph [0036] and later of Patent Document 1 and in FIG. It is possible to calculate an air spring displacement estimated value ΔX _c . Note that the spring displacement estimator 23A may use a railway vehicle model (state equation) other than that of Patent Document 1. For example, it is possible to use a vehicle model (state equation) capable of more accurately determining the estimated values of the vertical displacements of the air springs 7A and 7B, in other words, a vehicle model (state equation) corresponding to the structure of the vehicle 1. .

The transmission unit 22B on the cloud section 21 side receives the air spring displacement estimated value ΔX _c from the spring displacement estimating section 23A. The transmission unit 22B transmits the air spring displacement estimated value ΔX _c , which is the estimated value of the vertical displacement of the air springs 7A and 7B output from the spring displacement estimator 23A, to the reception unit 20B on the vehicle 1 side. The receiving unit 20B receives the estimated vertical displacement of the air springs 7A and 7B (estimated air spring displacement ΔX _c ) output from the spring displacement estimating unit 23A of the cloud unit 21 via the communication network 22 (transmitting unit 22B). Received by vehicle 1. The receiving unit 20B outputs the air spring displacement estimated value ΔX _c output from the spring displacement estimating section 23A to the damper abnormality determining section 24 of the abnormality diagnosing section 14 .

The damper abnormality determination unit 24 receives the air spring displacement ΔX from the spring displacement calculation unit 17, and receives the air spring displacement estimated value ΔX _c from the spring displacement estimation unit 23A of the cloud unit 21 via the reception unit 20B on the vehicle 1 side. is entered. A damper abnormality determination unit 24 compares the air spring displacement ΔX and the air spring displacement estimated value _ΔXc to determine whether the dampers 8A and 8B are normal or abnormal. That is, the damper abnormality determination unit 24 determines the air spring displacement ΔX, which is the calculated value of the vertical displacement of the air springs 7A and 7B output from the spring displacement calculation unit 17, and the displacement of the air springs 7A and 7B received by the receiving unit 20B. The air spring displacement estimated value ΔX _c , which is an estimated vertical displacement value, is compared to determine abnormality. The damper abnormality determination unit 24 determines that the dampers 8A and 8B are abnormal when, for example, the difference between the air spring displacement ΔX and the air spring displacement estimated value _ΔXc is equal to or greater than a preset threshold value X1. be able to. The threshold value X1 is a threshold value that serves as a criterion for determining whether the dampers 8A and 8B are normal or abnormal, and is stored in advance in the memory 12A. The threshold value X1 can be obtained in advance by calculation, experiment, simulation, or the like, and is set as a value that enables accurate determination.

The damper abnormality determination unit 24 outputs (notifies) the result of determination as to whether the dampers 8A and 8B are normal, that is, the detection result of the vertical motion damper abnormality as diagnostic information of the diagnostic device 12 to a higher control device. As a result, the host control device can acquire the vertical motion damper abnormality detection result (whether or not the dampers 8A and 8B are normal). For example, when the host control device acquires a determination result indicating that there is an abnormality, it notifies the driver by displaying a warning on a monitor or the like provided in the driver's cab of the vehicle 1 . Note that the damper abnormality determination unit 24 may separate the damper abnormality from the track abnormality when it is determined that the difference value between the air spring displacement ΔX and the air spring displacement estimated value ΔX _c is equal to or greater than the threshold value X1. For example, an abnormality determination section is set long, and if there is abnormality only in a specific section of the travel route (difference value is greater than or equal to threshold X1), it is determined that the track is abnormal, and the entire travel route is abnormal (difference value is greater than or equal to threshold X1). In the case of , it may be determined that the damper is abnormal.

The vehicle 1 and the operating state diagnosis device 11 mounted on the vehicle 1 according to the first embodiment have the configuration as described above. Next, the operation thereof will be described.

The vehicle 1 runs, for example, toward the left side in FIG. 1 along the rail R (track). When the vehicle 1 is running and vibration such as roll (horizontal sway) or pitch (back and forth sway) occurs, the dampers 8A and 8B reduce the upward and downward vibrations at this time. damping force. As a result, vertical vibration of the vehicle body 2 can be reduced (suppressed). Further, while the vehicle 1 is running, the vehicle information of the vehicle 1, namely, the pressure values P of the air springs 7A and 7B and the current position L of the vehicle 1, is sent to the diagnosis device 12 from the host control device via the in-vehicle communication line 13. is input as the upper signal. The diagnostic device 12 and the cloud unit 21 diagnose the operational states of the dampers 8A and 8B based on the pressure value P and the current position L acquired in real time. That is, the diagnostic device 12 determines abnormality of the dampers 8A and 8B while the vehicle 1 is running in cooperation with the cloud unit 21 .

The flow chart of FIG. 3 shows the processing performed by diagnostic device 12 . The processing in FIG. 3 is repeatedly executed at a predetermined control period (eg, 10 msec). The flowchart in FIG. 4 shows the processing performed by the cloud unit 21 (management server 23). The process of FIG. 4 is also repeatedly executed at a predetermined control period (for example, 10 msec). "DB (database)" in FIG. 3 corresponds to the cloud unit 21 (management server 23) (the same applies to FIGS. 7, 12, 15, and 18).

First, the processing performed by the diagnostic device 12 will be described with reference to FIG. When the process of FIG. 3 is started, the diagnostic device 12 acquires information from the upper signal in S1. That is, in S1, the vehicle information of the vehicle 1, specifically, the position information (current position L) of the vehicle 1, the internal pressure of the air springs 7A and 7B, is received from a host controller (not shown) via the in-vehicle communication line 13. A pressure value P is obtained. In S1, "mass change ΔM" and "air spring displacement ΔX" are calculated based on the acquired vehicle information (pressure value P).

In S2, the transmission information (transmission data) is stored in the memory 12A (transmission data temporary storage unit 12A1) of the diagnosis device 12, which is an internal memory. That is, in S2, the transmission information (current position L, mass change ΔM) to be transmitted to the cloud section 21 is temporarily stored in the transmission data temporary storage section 12A1. In S3 following S2, it is determined whether or not a communication abnormality has occurred, that is, whether or not the communication unit 20 is normal. In other words, in S3, it is determined whether or not the communication status is normal. This determination can be made using a test signal (test data). For example, a test signal is transmitted from the diagnostic device 12 to the cloud unit 21 (management server 23). The cloud unit 21 (management server 23 ) returns (transmits) the received test signal to the diagnostic device 12 . The diagnostic device 12 can compare the transmitted test signal with the signal received from the cloud unit 21 and determine normal if they are the same and abnormal if they are different. Further, for example, data (data as it is) received from the diagnostic device 12 is included in the data (information) transmitted from the cloud unit 21 to the diagnostic device 12. or abnormal. That is, the determination as to whether the communication unit 20 is normal is not limited to the above, and various types of communication abnormality determination processing can be used.

If "NO" in S3, that is, if it is determined that the communication unit 20 is abnormal, the process proceeds to S14. In S14, it is determined whether or not the amount of data (storage size) temporarily stored in the transmission data temporary storage unit 12A1 is greater than or equal to the threshold value F1. That is, when the data (transmission information) temporarily stored in the transmission data temporary storage unit 12A1 cannot be transmitted due to a communication error and increases, the communication error continues for a long time, and there is a high possibility of the communication error. Therefore, in S14, it is determined whether the amount of data temporarily stored in the transmission data temporary storage unit 12A1, that is, the amount of data (information amount) accumulated in the transmission data temporary storage unit 12A1 due to transmission failure is equal to or greater than the threshold value F1. is determined to determine whether or not there is a communication abnormality. The threshold value F1 is set in advance as a determination value that can appropriately determine (determine) whether or not communication is abnormal.

If "NO" in S14, that is, if it is determined that the amount of data is smaller than the threshold value F1, the process returns to the start and repeats the processes after S1. On the other hand, if "YES" in S14, that is, if it is determined that the data amount is equal to or greater than the threshold value F1, the process proceeds to S15, and it is determined (confirmed) that there is a communication abnormality. In S16 subsequent to S15, the diagnostic device 12 outputs (notifies) a "communication abnormality" signal to the upper controller via the in-vehicle communication line 13, and ends (returns). That is, it returns to the start via the end, and repeats the processing from S1 onwards.

On the other hand, if "YES" in S3, that is, if it is determined that the communication unit 20 is normal, the process proceeds to S4. In S4, the transmission information (current position L, mass change ΔM) temporarily stored in the transmission data temporary storage unit 12A1 is transmitted to the management server 23 (DB: database) of the cloud unit 21 . In S5, the air spring displacement estimated value ΔX _c is received from the cloud unit 21 (management server 23). That is, in S5, the air spring displacement estimated value ΔX _c calculated by the cloud unit 21 (management server 23) through the processing shown in FIG. 4 is received.

In S6, it is determined whether the dampers 8A and 8B are normal. In this case, in S6, the air spring displacement estimated value _ΔXc calculated by the cloud unit 21 (management server 23) is compared with the air spring displacement ΔX calculated in S1. That is, in S6, for example, it is determined whether or not the difference value between the air spring displacement estimated value _ΔXc and the air spring displacement ΔX is equal to or greater than the threshold value X1. If "NO" in S6, that is, if it is determined that the difference value between the air spring displacement estimated value _ΔXc and the air spring displacement ΔX is smaller than the threshold value X1, the process proceeds to S7. In S7, it is determined that the dampers 8A and 8B are normal, and the process proceeds to S8. In S8, the damper abnormality determination unit 24 outputs (notifies) a signal indicating that the damper is normal as diagnostic information to the host controller, and the process ends (returns).

On the other hand, if "YES" in S6, that is, if it is determined that the difference value between the air spring displacement estimated value _ΔXc and the air spring displacement ΔX is equal to or greater than the threshold value X1, the process proceeds to S9. In S9, a distinction is made between damper abnormality and track abnormality. To distinguish between damper abnormality and track abnormality, for example, a section for determining abnormality is set long, and if only a specific section (short section) in the running route is abnormal (the difference value is equal to or greater than the threshold value X1), it is determined that the track is abnormal, and the vehicle travels. If there is an abnormality (the difference value is equal to or greater than the threshold value X1) throughout the route, it can be determined that the damper is abnormal. For this reason, in S9, it is determined whether or not an abnormality has been detected over the entire travel route. If "YES" in S9, that is, if it is determined that an abnormality has been detected over the entire travel route, the process proceeds to S10. If "NO" in S9, that is, if it is determined that the abnormality is detected only in the specific section of the traveled route, the process proceeds to S12.

In S10, it is determined that the dampers 8A and 8B are abnormal, and the process proceeds to S11. In S11, the damper abnormality determination unit 24 outputs (notifies) a signal indicating "damper abnormality" as diagnostic information to the upper controller, and ends (returns). In S12, it is determined that the track (rail R) is abnormal, and the process proceeds to S13. In S13, the damper abnormality determination unit 24 outputs (notifies) a signal indicating "track abnormality" as diagnostic information to the host controller, and ends (returns). Note that the notification of "damper normal" in S8 may be omitted. That is, only when the damper abnormality determination unit 24 determines that "the dampers 8A and 8B are abnormal" or "the track is abnormal", the abnormality signal (damper abnormality, track abnormality) is sent as diagnostic information to a higher-level control. It may be configured to output to a device.

Further, in the process of S6, that is, when comparing the air spring displacement ΔX and the air spring displacement estimated value ΔX _c in the damper abnormality determination section 24, the comparison may be performed constantly in real time, or a preset time (regulation time) may be compared. Furthermore, the damper abnormality determination unit 24 may determine that there is an abnormality when the integrated value of the difference between the air spring displacement ΔX and the air spring displacement estimated value _ΔXc is equal to or greater than a specified value. In other words, the numerical processing related to abnormality determination (diagnosis of operating state) is not limited to the processing described above.

Further, the division between damper abnormality and track abnormality may be determined by the cloud unit 21 (management server 23), for example. In this case, for example, the diagnostic device 12 transmits to the cloud unit 21 (management server 23) the determination result, that is, the information of the section in which the abnormality (the difference value is equal to or greater than the threshold value X1) occurs. The cloud unit 21 (management server 23) compares the determination results of other railroad vehicles with the determination results of the vehicle, and can determine that there is a track abnormality when a plurality of vehicles has an abnormal result only in a specific section. . When the cloud unit 21 determines that the track is abnormal, the cloud unit 21 notifies the diagnostic device 12 of the vehicle 1 of the fact.

Also, for example, consider a case where it is determined in S6 that the difference value between the air spring displacement estimated value _ΔXc of all the air springs 7A and 7B and the air spring displacement ΔX is equal to or greater than the threshold value X1. In this case, it is conceivable that all of the dampers 8A and 8B (four dampers) are in an abnormal state at the same time, but such an abnormal state is unlikely. Therefore, in such a case, it may be determined that the vehicle body 2 has a track abnormality. For example, a process of making such a determination may be added after the process of S6 in FIG. In any case, in the first embodiment, when the vehicle 1 is running, based on the information (position information, pressure information) that is constantly flowing to the vehicle 1 as a high-order signal, the abnormality of the dampers 8A and 8B is detected. Judgment (operating state diagnosis) can be performed in real time with high accuracy.

Next, processing performed by the cloud unit 21 will be described with reference to FIG. When the process of FIG. 4 is started, the cloud unit 21 determines in S21 whether or not transmission information (current position L, mass change ΔM) has been received from the vehicle 1 . If "YES" in S21, that is, if it is determined that the transmission information (transmission data) has been received, the process proceeds to S22. If "NO" in S21, that is, if it is determined that the transmission information has not been received, the process ends (returns) without going through S22 and S23. That is, it returns to the start via the end, and repeats the processing after S21.

In S22, an air spring displacement estimated value ΔX _c is calculated based on the railroad vehicle model. That is, in step S22, the transmission information (current position L, mass change ΔM) received in step S21 is used to determine the "vertical displacement S _f (S _fl , S _fr ) of the track at the position of the front axle" and the "vertical displacement of the track at the position of the rear axle." Displacement S _r (S _rl , S _rr )” is obtained, and an air spring displacement estimated value ΔX _c is calculated based on the railway vehicle model. In S23, the air spring displacement estimated value ΔX _c calculated in S22 is transmitted to the vehicle 1, and the process ends (returns).

In such a first embodiment, the damper abnormality and the track abnormality of the vehicle 1 can be determined without requiring an additional measuring means (sensor). Further, by performing calculations with a high computational load in the cloud unit 21 (management server 23) outside the vehicle 1, the computational load of the diagnostic device 12 mounted on the vehicle 1 can be reduced, and the diagnostic device 12 can be miniaturized. Furthermore, in the first embodiment, the communication between the cloud unit 21 (management server 23) and the diagnostic device 12 is only the mass change ΔM of the vehicle body 2 and the current position L, and the abnormality can be determined with a small communication load. It becomes possible. Then, the diagnosis device 12 mounted on the vehicle 1 separates the damper abnormality, the communication abnormality, and the track abnormality, and notifies the upper control device from the diagnosis device 12, so that the highly accurate information is immediately notified to the crew, and the vehicle 1 operation can be minimized. Furthermore, by using the cloud unit 21, it is also possible to compare with other train travel records, compare with past information, and update data to the latest version. It is also possible to record changes in the vehicle 1 and the track condition, and to estimate the maintenance timing.

As described above, according to the first embodiment, "air spring displacement ΔX that is a calculated value of the vertical displacement of the air springs 7A and 7B" and "air spring displacement ΔX that is an estimated value of the vertical displacement of the air springs 7A and 7B" Displacement estimated value ΔX _c ” is compared to determine abnormality. In this case, the spring displacement calculator 17 can calculate the air spring displacement ΔX using the pressure value P measured by the existing pressure sensors 9A and 9B. In addition, the spring displacement estimator 23A uses the pressure value P measured by the existing pressure sensors 9A and 9B and the position information of the vehicle 1 acquired from the position sensor 10, which is an existing facility, to estimate the air spring displacement. ΔX _c can be estimated. Furthermore, the spring displacement estimator 23A can estimate the air spring displacement estimated value ΔX _c using a railway vehicle model from the track information (vertical displacement of the track) at the position obtained from the position information. Therefore, the accuracy of the air spring displacement estimated value ΔX _c can be ensured without preparing a huge amount of normal data (sensing information). In this case the position information is obtained by an existing position sensor 10 arranged on the vehicle 1 . As a result, it is possible to improve the accuracy of abnormality determination while suppressing the addition of sensors and the increase in data. Moreover, since the spring displacement estimating unit 23A is arranged outside the vehicle 1, the common spring displacement estimating unit 23A estimates the vertical displacements of the air springs 7A and 7B of a plurality of railway vehicles using common track information. can also As a result, when track information is changed due to track maintenance work or the like, it is easier to update the track information than in the case where a spring means displacement estimating device is arranged in each of a plurality of railroad cars, for example. can be done (it is not necessary to perform update work for each railway vehicle).

In the first embodiment, the case where the diagnostic device 12 that performs arithmetic processing for determining abnormality of the dampers 8A and 8B is provided separately from the host control device has been described as an example. It may be incorporated into the device. That is, the shock absorber abnormality determination may be performed by a dedicated arithmetic processing unit (microcomputer) for this determination, or may be incorporated in an arithmetic processing unit (microcomputer) for performing other control processing.

In the first embodiment, the spring displacement estimator 23A calculates the vertical displacement S _f (S _fl , S _fr ) of the track at the position (front axle position) corresponding to the front bogie 3A of the vehicle 1 and the rear bogie 3B. The case where the air spring displacement estimated value ΔX _c is estimated using the vertical displacement S _r (S _rl , S _rr ) of the track at the position corresponding to (rear axle position) has been described as an example. In this case, in the first embodiment, the vertical displacement S _r (S _rl , S _rr ) are calculated. _However , the present invention is not limited to this. For example, as in the modification shown in FIG _. , S _rr ).

That is, in the modification shown in FIG. 5, the vehicle 1 is provided with a vehicle speed sensor 25 . The vehicle speed sensor 25 detects the running speed (vehicle speed) of the vehicle 1 . The vehicle speed sensor 25 is connected to the diagnostic device 12 via, for example, a host controller (not shown) and the in-vehicle communication line 13 . A signal corresponding to the vehicle speed measured by the vehicle speed sensor 25 is output to the diagnostic device 12 via the in-vehicle communication line 13 . Thus, the vehicle speed sensor 25 constitutes speed measuring means for measuring (detecting) the speed value of the vehicle 1 and outputting a signal corresponding to the speed value to the diagnostic device 12 .

The transmission data temporary storage unit 12A1 of the diagnostic device 12 receives the mass change ΔM from the mass change calculation unit 19, the position information (current position) of the vehicle 1 from the position sensor 10, and the vehicle speed sensor 25. A velocity value of 1 is entered. The transmission data temporary storage unit 12A1 temporarily stores the mass change ΔM, the position information, and the velocity value. The transmission unit 20A transmits the “mass change ΔM”, the “position information of the vehicle 1”, and the “velocity value of the vehicle 1” temporarily stored in the transmission data temporary storage unit 12A1 to the outside of the vehicle 1, that is, to the cloud unit 21. do. The spring displacement estimation unit 23A of the cloud unit 21 (management server 23) uses the speed value (running speed V) output from the vehicle speed sensor 25 to calculate the vertical displacement _Sr ( _Srl , _Srr ) of the track at the rear axle position. Calculate According to this modification, as in the first embodiment, the vertical displacement S _f (S _fl , S _fr ) of the track at the front axle position of the vehicle 1 and the vertical displacement S _r ( S _rl , S _rr ) can be used to estimate the air spring displacement estimate ΔX _c . Therefore, as in the first embodiment, the estimation accuracy of the air spring displacement estimated value _ΔXc can be improved.

In the first embodiment and the modified example, position information (current position L) and speed value (running speed V) are used to determine the top and bottom of the track at the position corresponding to the front axle (front carriage 3A) in the direction of travel. When configured to acquire the displacement S _f (S _fl , S _fr ) and the vertical displacement S _r (S _rl , S _rr ) of the track at the position corresponding to the axle on the rear side in the direction of travel (the carriage 3B on the rear side) was described as an example. However, the present invention is not limited to this, and for example, a configuration may be adopted in which the vertical displacement of the track is acquired without using the velocity value. That is, from the current position (position information) of the railway vehicle, the track information (track map) of the route on which the railway vehicle is running, and the dimensions of the railway vehicle, the position corresponding to the front axle (front bogie) in the traveling direction is determined. The vertical displacement of the track and the vertical displacement of the track at the position corresponding to the axle on the rear side in the direction of travel (the truck on the rear side) may be obtained.

Next, FIGS. 6 and 7 show a second embodiment. A feature of the second embodiment is that a vehicle speed sensor is provided on the railway vehicle side, and a received data abnormality determination unit for determining whether or not the information transmitted from the transmission unit on the railway vehicle side is a normal value is provided on the railway vehicle. The reason is that it is configured to be provided outside (on the cloud side). In addition, in the second embodiment, the same reference numerals are assigned to the same components as in the first embodiment and the modified example, and the description thereof will be omitted.

In the above-described first embodiment, the diagnostic device 12 of the vehicle 1 transmits the acquired data (positional information and information on the pressure of the air springs 7A and 7B) in real time to the cloud section 21 (management server 23). The cloud unit 21 (management server 23 ) performs computation using the transmitted data, and transmits an estimated value (air spring displacement estimated value ΔX _c ) as the computation result to the diagnostic device 12 of the vehicle 1 . The diagnostic device 12 compares the calculated value (air spring displacement ΔX) as actual data with the estimated value (air spring displacement estimated value ΔX _c ) received from the cloud unit 21 (management server 23), thereby determining the damper 8A, Abnormal judgment of 8B is performed. However, when data (information) cannot be properly transmitted from the diagnostic device 12 of the vehicle 1 to the cloud unit 21 (management server 23) (for example, when large noise is superimposed on the received data), the cloud unit 21 ( An error may occur in the calculation result of the management server 23), and as a result, the dampers 8A and 8B may be erroneously determined to be abnormal even though they are normal.

Therefore, in the second embodiment, the management server 23 of the cloud unit 21 has a received data abnormality determination unit 26 . Prior to the information transmitted from the transmission unit 20A of the vehicle 1 being input to the damper abnormality determination unit 24, the reception data abnormality determination unit 26 determines the information transmitted from the transmission unit 20A (mass change amount ΔM, position information , velocity) are normal values. That is, data (mass change amount ΔM, position information, velocity value) is input from the diagnostic device 12 in the vehicle 1 to the received data abnormality determination unit 26 . When receiving data from the diagnostic device 12 of the vehicle 1, the received data abnormality determination unit 26 determines (confirms) whether correct data has been received. As for the determination method, for example, a threshold value can be set in advance, and if the received data is within the threshold range, it can be determined to be normal. A threshold value is set as a determination that can appropriately determine whether or not the data is correct. Alternatively, for example, the received data may be returned to the diagnostic device 12 of the vehicle 1 once, and the diagnostic device 12 and the management server 23 may confirm the consistency of the transmitted and received data. When the reception data abnormality determination section 26 determines that the correct data has been received, it outputs the data (mass change amount ΔM, position information, velocity value) from the diagnosis device 12 to the spring displacement estimation section 23A. If the reception data abnormality determination section 26 determines that the correct data is not received, it outputs a reception data abnormality signal to the transmission unit 22B. A received data abnormality signal is input to the diagnostic device 12 via the transmitting unit 22B and the receiving unit 20B on the vehicle 1 side. The diagnostic device 12 outputs (notifies) the communication abnormality information (receiving data abnormality signal) to the host control device.

The flowchart of FIG. 7 shows the processing performed by the diagnostic device 12, and the flowchart of FIG. 8 shows the processing performed by the cloud unit 21 (management server 23). 7 and 8, the same step numbers are assigned to the same processes as those shown in FIGS. 3 and 4 of the first embodiment, and descriptions thereof are omitted. .

First, processing performed by the cloud unit 21 (management server 23) will be described with reference to FIG. If determined as "YES" in S21 of FIG. 8, the process proceeds to S41. In S41, it is determined whether or not the data (mass change ΔM, position information, velocity value) from the diagnostic device 12 are normal. If "YES" in S41, that is, if the data from the diagnostic device 12 is determined to be normal, the process proceeds to S22. On the other hand, if "NO" in S41, that is, if it is determined that the data from the diagnostic device 12 is not normal, the process proceeds to S42. In S<b>42 , communication abnormality information (received data abnormality signal) is transmitted to the diagnostic device 12 of the vehicle 1 . Here, as a method of transmitting the communication abnormality, for example, when transmitting data from the management server 23 to the diagnostic device 12, one bit can be increased to transmit a signal indicating normal communication or abnormal communication. Further, for example, the estimated value ΔX _c of the air spring displacement may be a numerical value of the dampers 8A, 8B that should not be physically generated, for example, a numerical value greater than the value when the dampers 8A, 8B are fully extended, or a numerical value of the dampers 8A, 8B. A numerical value equal to or less than the value when 8B is fully shrunk may be transmitted to the diagnostic device 12 .

Next, processing performed by the diagnostic device 12 will be described with reference to FIG. In S31 subsequent to S4 in FIG. 7, it is determined whether or not the communication abnormality information (received data abnormality signal) has been received from the cloud unit 21 (management server 23). If "NO" in S31, that is, if it is determined that the communication abnormality information has not been received, the process proceeds to S5. On the other hand, if "YES" in S31, that is, if it is determined that the communication abnormality information has been received, the process proceeds to S15. As a result, for example, even though the diagnostic device 12 normally acquires data (vehicle information), a communication error between the diagnostic device 12 and the cloud section 21 (management server 23) causes the cloud section 21 (management server 23) to It is possible to prevent the server 23) from performing calculations based on erroneous data. In addition, the diagnostic device 12 can prevent abnormality from being determined using the result of calculation based on erroneous data transmitted from the cloud unit 21 (management server 23). This makes it possible to more accurately determine the abnormality, that is, distinguish between the damper abnormality, the track abnormality, and the communication abnormality.

In the second embodiment, communication abnormality is determined by the reception data abnormality determining section 26 as described above, and its basic operation is not particularly different from that of the first embodiment and the modified example. In particular, according to the second embodiment, when the information (data) transmitted from the transmission unit 20A to the cloud unit 21 is not a normal value due to a communication abnormality, the air spring displacement estimated value ΔX _c is calculated based on the abnormal value. can be suppressed from being calculated (estimated). As a result, the accuracy of abnormality determination can be improved also from this aspect.

9 to 13 show a third embodiment. The feature of the third embodiment is that the damper between the bogie and the wheels is a damping force adjustable damper (semi-active damper), and a control device for controlling the damping force of the damping force adjustable damper is activated. The reason is that it is configured to perform diagnosis (abnormality determination processing). In addition, in 3rd Embodiment, the same code|symbol is attached|subjected to the same component as 1st Embodiment, and the description is abbreviate|omitted.

Between the vehicle body 2 of the vehicle 1 and the bogies 3A and 3B, dampers 31A to 31D are arranged as shock absorbers. The dampers 31A to 31D are damping force adjustable dampers (semi-active dampers) whose damping force can be adjusted, and suppress vibrations of the carriages 3A and 3B. In this case, dampers 31A-31D are provided with control valves 37A-37D, such as, for example, solenoid valves. The dampers 31A-31D adjust the valve opening pressures of the control valves 37A-37D by supplying electric power (driving current) from the control device 34, thereby changing the damping characteristics from hard characteristics (hard characteristics) to soft characteristics ( soft properties) can be adjusted continuously.

The dampers 31A to 31D are not limited to continuously adjusting damping characteristics, and may be adjustable in two steps or in a plurality of steps. Also, the dampers 31A to 31D may be damping force adjustable dampers (for example, dampers containing functional fluids such as electrorheological fluids and magnetic fluids) that adjust the damping force according to voltage and current. . That is, the dampers 31A-31D can use various damping force adjustable dampers that can variably adjust (increase or decrease) the damping force at the same piston speed. As shown in FIG. 10, the dampers 31A to 31D are arranged on two axes with respect to one truck 3A, 3B, and are arranged on four axes with respect to one vehicle 1 (two trucks 3A, 3B). That is, the dampers 31A-31D, which serve as vertical motion dampers, are arranged in parallel with the air springs 7A-7D, like the dampers 8A and 8B of the first embodiment.

Further, as shown in FIG. 10, at four corners of the vehicle body 2, i.e., at four positions spaced apart in the longitudinal direction and the lateral direction of the vehicle body 2, vertical acceleration (vibration) of the vehicle body 2 is applied at each position. A total of four acceleration sensors 32A-32D are provided to measure. The acceleration sensors 32A to 32D are sensors (behavior sensors) mounted at different locations on the vehicle 1 to detect the behavior of the vehicle 1 (more specifically, the vibration state of the vehicle body 2). Acceleration sensors 32A to 32D can be various acceleration sensors such as piezoelectric, servo, and piezoresistive analog acceleration sensors.

The acceleration (vertical acceleration) measured by the acceleration sensors 32A-32D is used for controlling the dampers 31A-31D and for diagnosing the operating state of the dampers 31A-31D. For this purpose, the acceleration sensors 32A-32D are connected to the controller 34. FIG. The acceleration sensors 32A-32D constitute vehicle acceleration measuring means for measuring the vertical acceleration of the vehicle body 2 and outputting a signal corresponding to the acceleration to the control device 34. FIG. Note that the acceleration sensors 32A to 32D are not limited to the front left side, front right side, rear left side, and rear right side of the vehicle body 2. For example, the acceleration sensors 32A to 32D are arranged at the front center, center left side, center right side, and rear center of the vehicle body 2. Etc., the arrangement of the sensors on the vehicle body 2 may take any form. Also, the number of acceleration sensors 32A-32D is not limited to four, and may be freely selected according to the purpose of measurement and control. For example, the vehicle body 2 may be provided with 2, 3, or 5 or more.

Next, the control device 34 for variably controlling (adjusting) the damping force of each of the dampers 31A to 31D will be described.

The control device 34 is installed at a predetermined position of the vehicle 1 (for example, a position substantially in the center of the vehicle body 2). The control device 34 includes, for example, a microcomputer and a drive circuit. The input side of controller 34 is connected to acceleration sensors 32A-32D. The output side of controller 34 is connected to dampers 31A-31D (more specifically, respective control valves 37A-37D). The control device 34 has a memory 34A as a storage unit composed of ROM, RAM, non-volatile memory, and the like. The memory 34A stores, for example, a processing program for controlling the damping forces of the dampers 31A-31D. The control device 34 is also connected to a host control device (not shown) via the in-vehicle communication line 13 . Vehicle information of the vehicle 1 (for example, the current position L of the vehicle, etc.) is input as a host signal from a host control device to the control device 34 via the in-vehicle communication line 13 . Note that the acceleration sensors 32A to 32D may be connected to a host control device, and the vertical acceleration may also be input to the control device 34 as a host signal.

The control device 34 internally performs calculations based on the sensor signals obtained from the acceleration sensors 32A-32D and the host signals obtained via the in-vehicle communication line 13, and controls the dampers 31A-31D (more specifically, each damper 31A-31D). It outputs a driving current as a command signal to the control valves 37A-37D). That is, the control device 34 reads detection signals and the like from the acceleration sensors 32A to 32D at each sampling time, and responds to the damping force to be generated by each of the dampers 31A to 31D according to a predetermined control rule (vibration suppression control logic). Calculate the drive current. Further, the control device 34 outputs drive currents to the control valves 37A-37D individually to variably control the forces generated by the dampers 31A-31D. As the control law for each of the dampers 31A-31D, for example, skyhook control law, LQG control law, H∞ control law, or the like can be used.

Next, the operating state diagnostic device 33 for diagnosing the operating state of each damper 31A-31D will be described with reference to FIG. In addition, in the following description, the parts different from the operating state diagnosis device 11 of the first embodiment will be mainly described, and the detailed description of the same parts will be omitted.

The operating state diagnosis device 33 of the third embodiment diagnoses the operating state of the dampers 31A to 31D, which are semi-active dampers. The operating state diagnosis device 33 includes pressure sensors 9A to 9D, a position sensor 10, acceleration sensors 32A to 32D, a control device 34 as an in-vehicle arithmetic processing device that performs diagnostic arithmetic processing in the vehicle 1, and a communication unit 20. (transmitting unit 20A, receiving unit 20B), and a cloud unit 21 as an external arithmetic processing device that performs diagnostic arithmetic processing in cooperation with the control device 34 outside the vehicle 1 . The control device 34 serves not only as a control device that performs arithmetic processing for controlling the damping forces of the dampers 31A-31D, but also as a diagnostic device that performs arithmetic processing for diagnosing the operating states of the dampers 31A-31D. Therefore, in the memory 34A of the control device 34, in addition to the processing program used for controlling the damping force of the dampers 31A-31D, the processing program for executing the processing flow shown in FIG. Also stored is a processing program used for diagnosing the operating state of the. Further, the memory 34A of the control device 34 stores reference values, determination values, etc. used for diagnosis of the operating state, as in the first embodiment. The memory 34A also includes a transmission data temporary storage unit 34A1, as in the first embodiment.

The pressure of the air springs 7A-7D from the pressure sensors 9A-9D and the running position (current position) of the vehicle 1 from the position sensor 10 are inputted in real time to the control device 34 via the in-vehicle communication line 13. . In addition, the vertical acceleration of the vehicle body 2 from the acceleration sensors 32A to 32D is also input to the control device 34 in real time. That is, while the vehicle 1 is running, the control device 34 receives pressure value signals from the pressure sensors 9A to 9D, running position signals from the position sensor 10, and vertical acceleration signals from the acceleration sensors 32A to 32D. is obtained in real time. Based on these signals, the control device 34 cooperates with the cloud section 21 (management server 23) to determine abnormality of the dampers 31A-31D. That is, the control device 34 and the cloud unit 21 (management server 23) internally perform calculations based on the pressure values of the air springs 7A-7D, the traveling position of the vehicle 1, and the vertical acceleration of the vehicle body 2, and the dampers 31A-31D. perform processing for diagnosing the operating state of

In this case, the control device 34 transmits the “position information of the vehicle 1” and the “mass change amount of the vehicle body 2” to the cloud unit 21 . The cloud unit 21 (management server 23) calculates the vertical acceleration of the vehicle body 2 using the "railway vehicle model" based on the "vertical displacement of the track (track information) obtained from the position information" and the "change in mass of the vehicle body 2". to estimate The cloud unit 21 (management server 23 ) transmits the estimated value of the vertical acceleration of the vehicle body 2 to the control device 34 . The control device 34 estimates the vertical acceleration of the vehicle body 2 measured by the acceleration sensors 32A to 32D inside the vehicle 1 and the vertical acceleration of the vehicle body 2 estimated by the cloud unit 21 (management server 23) outside the vehicle 1. values to determine whether the dampers 31A-31D are abnormal.

That is, in the third embodiment, the control device 34 calculates the change in vehicle mass by subtracting the reference pressure based on the pressure sensor values of the air springs 7A to 7D distributed to various devices in the vehicle 1 in real time. do. The control device 34 temporarily stores the current position of the vehicle 1 delivered to various devices in the vehicle 1 in real time and the change in vehicle mass in the memory 34A (transmission data temporary storage unit 34A1). The control device 34 transmits the temporarily stored change in vehicle mass and the current position to the cloud unit 21 when the communication with the cloud unit 21 is normal. The cloud unit 21 receives the vehicle mass change and the current position from the control device 34 . The management server 23 of the cloud unit 21 calculates the vehicle of the vehicle 1 from the "vertical displacement of the track obtained from the received position information and the track information stored in the management server 23" and the "received vehicle mass change amount". Using the model, the vertical acceleration of the vehicle body 2 is calculated as an estimated value (acceleration estimated value). The cloud unit 21 (management server 23 ) transmits the estimated value, which is the calculation result, to the control device 34 . The control device 34 compares the vertical acceleration measurement values (acceleration measurement values) of the vehicle body 2 measured by the acceleration sensors 32A to 32D with the estimated vertical acceleration values of the vehicle body 2 received from the cloud unit 21, and controls the dampers 31A to 32D. 31D abnormality is determined.

For this reason, as shown in FIG. A damper abnormality determination unit 36 is provided as a device abnormality determination device. On the other hand, the management server 23 of the cloud unit 21 has an acceleration estimating unit 35 as a vehicle body acceleration estimating device.

The acceleration estimator 35 is arranged outside the vehicle 1 . The acceleration estimator 35 receives input from the control device 34 in the vehicle 1 of "a mass change ΔM of the vehicle body 2" and "positional information of the vehicle 1". As with the spring displacement estimator 23A of the first embodiment, the control device 34 calculates the trajectory map of each of the left and right wheels (wheels 4) stored in the storage device of the management server 23 from the current position L of the vehicle 1. Based on (track information), the vertical displacement _Sf of the track at the position of the front axle and the vertical displacement _Sr of the track at the position of the rear axle are obtained. The acceleration estimator 35 receives the mass change ΔM of the vehicle body 2, the vertical displacement _Sf of the track at the position of the front axle, and the vertical displacement _Sr of the track at the position of the rear axle, and calculates the vertical acceleration of the vehicle body 2 using the vehicle model. estimated by The acceleration estimator 35 outputs the estimated value as the vehicle body vertical acceleration estimated value _Gc from the cloud unit 21 side to the damper abnormality determination unit 36 of the abnormality diagnosis unit 14 on the vehicle 1 side.

That is, the acceleration estimating unit 35 uses "a railway vehicle model that models the vehicle 1" and "position information of the vehicle 1 (more specifically, vertical displacement S _f and S _r of the track obtained from the position information)". The vertical acceleration of the vehicle body 2 is estimated using "the pressure value P of the air springs 7A and 7B (more specifically, the mass change amount ΔM calculated from the pressure value P)" and is output to the transmission unit 22B. More specifically, the acceleration estimating unit 35 uses the “railway vehicle model”, the “vertical displacements S _f and S _r of the track obtained from the position information transmitted from the transmission unit 20A on the vehicle 1 side”, and the “transmission from the vehicle 1 side”. The vertical acceleration of the vehicle body 2 is estimated by calculation from the second information (the amount of change in mass ΔM) regarding the pressure value P transmitted from the unit 20A. The acceleration estimating unit 35 transmits the estimated vertical acceleration of the vehicle body 2, that is, the vehicle vertical acceleration estimated value _Gc , which is an estimated value of the vertical acceleration of the vehicle body 2, to the transmitting unit 22B on the cloud unit 21 side and the receiving unit 22B on the vehicle 1 side. It is output to the damper abnormality determination section 36 of the control device 34 via the unit 20B.

Here, for the railway vehicle model, for example, a "vehicle model" as described in Patent Literature 1 can be used. That is, the acceleration estimating unit 35 estimates the vertical acceleration of the vehicle body 2 (vehicle vertical acceleration estimation The value _Gc can be computed). Note that the acceleration estimating unit 35 may use a railway vehicle model (state equation) other than that of Patent Document 1. For example, it is possible to use a vehicle model (state equation) capable of more accurately obtaining an estimated value of the vertical acceleration of the vehicle body 2 , in other words, a vehicle model (state equation) corresponding to the structure of the vehicle 1 .

The transmission unit 22B on the cloud section 21 side receives the vehicle body vertical acceleration estimated value _Gc from the acceleration estimating section 35 . The transmitting unit 22B transmits the vehicle vertical acceleration estimated value _Gc , which is the estimated value of the vertical acceleration of the vehicle body 2 output from the acceleration estimating section 35, to the receiving unit 20B on the vehicle 1 side. The receiving unit 20B receives the estimated value of the vertical acceleration of the vehicle body 2 (vehicle vertical acceleration estimated value G _c ) output from the acceleration estimating unit 35 of the cloud unit 21 via the communication network 22 (transmitting unit 22B) in the vehicle 1. do. The receiving unit 20B outputs the vehicle body vertical acceleration estimated value G _c output from the acceleration estimating section 35 to the damper abnormality determining section 36 of the abnormality diagnosing section 14 .

The measured value of the vertical acceleration of the vehicle body 2 measured by the acceleration sensors 32A to 32D in the vehicle 1, that is, the actual vertical acceleration _Gr is input to the damper abnormality determination unit 36. FIG. Further, the damper abnormality determination unit 36 receives an estimated vehicle body vertical acceleration value _Gc from outside the vehicle 1, that is, from the acceleration estimation unit 35 of the cloud unit 21 (management server 23) via the reception unit 20B on the vehicle 1 side. be. A damper abnormality determination unit 36 compares the actual vertical acceleration G _r with the vehicle body vertical acceleration estimated value G _c to determine whether the dampers 31A-31D are normal or abnormal. That is, the damper abnormality determination unit 36 determines the actual vertical acceleration _Gr , which is the measured value of the vertical acceleration of the vehicle body 2 output from the acceleration sensors 32A to 32D, and the estimated value of the vertical acceleration of the vehicle body 2 received by the receiving unit 20B. is compared with the vehicle body vertical acceleration estimated value _Gc , and an abnormality is determined. The damper abnormality determination unit 36 determines that the dampers 31A to 31D are abnormal when, for example, the difference value between the actual vertical acceleration _Gr and the vehicle body vertical acceleration estimated value _Gc is equal to or greater than a preset threshold value G1. can do. The threshold value G1 is obtained in advance by calculation, experiment, simulation, or the like so that it can be accurately determined whether the dampers 31A to 31D are normal or abnormal. The damper abnormality determination unit 36 outputs the result of determination as to whether or not the dampers 31A to 31D are normal, that is, the result of detection of vertical motion damper abnormality to a higher-level control device as diagnostic information for the control device 34 . As a result, the host control device can acquire the vertical motion damper abnormality detection result (whether or not the dampers 31A to 31D are normal).

The flowchart of FIG. 12 shows the processing performed by the control device 34, and the flowchart of FIG. 13 shows the processing performed by the cloud unit 21 (management server 23). 12 and 13, processes similar to those shown in FIGS. 3 and 4 of the first embodiment are assigned the same step numbers, and descriptions thereof are omitted. .

First, processing performed by the cloud unit 21 (management server 23) will be described with reference to FIG. If determined as "YES" in S21 of FIG. 13, the process proceeds to S61. In S61, the vehicle body vertical acceleration estimated value _Gc is calculated based on the railway vehicle model. That is, in step S61, the transmission information (current position L, mass change ΔM) received in step S21 is used to determine the "vertical displacement S _f (S _fl , S _fr ) of the track at the position of the front axle" and the "vertical displacement of the track at the position of the rear axle." Displacement S _r (S _rl , S _rr )” is obtained, and an estimated vehicle body vertical acceleration value G _c is calculated based on the railway vehicle model. In S62, the vehicle body vertical acceleration estimated value _Gc calculated in S61 is transmitted to the vehicle 1, and the process ends (returns).

Next, processing performed by the control device 34 will be described with reference to FIG. In S51 following S4 in FIG. 12, the vehicle vertical acceleration estimated value _Gc is received from the cloud unit 21 (management server 23). That is, in S51, the vehicle body vertical acceleration estimated value _Gc calculated by the cloud unit 21 (management server 23) by the processing shown in FIG. 13 is received. In S52, the actual vertical acceleration _Gr measured by the acceleration sensors 32A-32D is acquired. In S53, it is determined whether or not the dampers 8A and 8B are normal. In this case, in S53, the vehicle vertical acceleration estimated value _Gc calculated by the cloud section 21 (management server 23) is compared with the actual vertical acceleration _Gr acquired in S52. That is, in S53, for example, it is determined whether or not the difference value between the vehicle body vertical acceleration estimated value _Gc and the actual vertical acceleration _Gr is greater than or equal to the threshold value G1. If "NO" in S53, that is, if it is determined that the difference value between the vehicle body vertical acceleration estimated value _Gc and the actual vertical acceleration _Gr is smaller than the threshold value G1, the process proceeds to S7. On the other hand, if "YES" in S53, that is, if it is determined that the difference value between the vehicle body vertical acceleration estimated value _Gc and the actual vertical acceleration _Gr is equal to or greater than the threshold value G1, the process proceeds to S9.

When the process of S53, that is, the damper abnormality determination unit 36 compares the vehicle body vertical acceleration estimated value _Gc and the actual vertical acceleration _Gr , the comparison may be performed constantly in real time, or for a preset time ( The average value within a specified time) may be compared. Further, the damper abnormality determination section 36 may determine that there is an abnormality when the integrated value of the difference between the vehicle body vertical acceleration estimated value _Gc and the actual vertical acceleration _Gr exceeds a specified value. That is, the numerical value processing related to abnormality determination (diagnosis of operating state) is not limited to the above-described processing such as acceleration value averaging processing, effective value processing, and difference value integration.

Further, the division between damper abnormality and track abnormality may be determined by the cloud unit 21 (management server 23), for example. In this case, for example, the control device 34 transmits to the cloud unit 21 (management server 23) the determination result, that is, the information of the section in which the abnormality (the difference value is equal to or greater than the threshold value G1) occurs. The cloud unit 21 (management server 23) compares the determination results of other railroad vehicles with the determination results of the vehicle, and can determine that there is a track abnormality when a plurality of vehicles has an abnormal result only in a specific section. . When the cloud unit 21 determines that the track is abnormal, the cloud unit 21 notifies the controller 34 of the vehicle 1 of the fact.

Further, for example, when all (four) of the dampers 31A to 31D are determined to be abnormal at the same time, the possibility of such an abnormal state is low, so it may be determined that the track of the vehicle body 2 is abnormal. In any case, in the third embodiment, when the vehicle 1 is running, the information (position information, pressure information) that is constantly flowing to the vehicle 1 as the upper signal and the dampers 31A to 31D for damping control Based on the acceleration information required for the dampers 31A to 31D, it is possible to perform real-time, high-precision determination of abnormality (operating state diagnosis) of the dampers 31A to 31D.

The third embodiment determines abnormality of the dampers 31A-31D by the control device 34 and the cloud unit 21 (management server 23) as described above, and its basic operation is the same as that of the first embodiment. There is no particular difference. In particular, according to the third embodiment, the "actual vertical acceleration G _r that is the measured value of the vertical acceleration of the vehicle body 2" and the "estimated vehicle vertical acceleration value _Gc that is the estimated value of the vertical acceleration of the vehicle body 2" are Compare and determine anomalies. In this case, as the measured value of the vertical acceleration of the vehicle body 2, the measured value output from the existing acceleration sensors 32A-32D can be used. Further, the acceleration estimating unit 35 uses the pressure value P measured by the existing pressure sensors 9A to 9D and the position information of the vehicle 1 acquired from the position sensor 10, which is an existing facility, to estimate the vehicle body vertical acceleration G _c can be estimated. Furthermore, the acceleration estimating unit 35 can estimate the vehicle body vertical acceleration estimated value G _c from the track information (track vertical displacement S _f , S _r ) at the position obtained from the position information using the railway vehicle model. . Therefore, the accuracy of the vehicle body vertical acceleration estimated value _Gc can be ensured without preparing a huge amount of normal data (sensing information). In this case the position information is obtained by an existing position sensor 10 arranged on the vehicle 1 . As a result, it is possible to improve the accuracy of abnormality determination while suppressing the addition of sensors and the increase in data. Moreover, since the acceleration estimating unit 35 is arranged outside the vehicle 1, the vertical displacement of the air springs 7A to 7D of a plurality of railway vehicles can be estimated by the common acceleration estimating unit 35 using common track information. can. As a result, compared to the case where the acceleration estimating unit 35 is arranged in each of the plurality of vehicles 1, for example, when the track information is changed due to track maintenance work or the like, the track information can be easily updated. (It is not necessary to perform update work for each vehicle).

In the third embodiment, as in the first embodiment, the acceleration estimator 35 uses the velocity value (running velocity V) calculated from the position information (current position L) of the position sensor 10 to A vertical displacement S _r (S _rl , S _rr ) of the track at the axle position is calculated. However, not limited to this, as in the above-described modified example, a vehicle speed sensor 25 (see FIG. 5) is provided on the vehicle 1 side, and the speed value (travel speed V) output from this vehicle speed sensor 25 is used to calculate the cloud The unit 21 (acceleration estimating unit 35) may be configured to calculate the vertical displacement S _r (S _rl , S _rr ) of the track at the rear axle position.

In the third embodiment, the case where the control device 34 for controlling the damping forces of the dampers 31A to 31D also performs arithmetic processing for determining abnormality of the dampers 31A to 31D has been described as an example. However, the present invention is not limited to this, and a control device that performs arithmetic processing for controlling the damping force of the shock absorber and a control device that performs arithmetic processing for determining abnormality of the shock absorber may be provided separately.

14 to 16 show a fourth embodiment. A feature of the fourth embodiment is that a vehicle speed sensor is provided on the railway vehicle side, and an abnormality is determined using both an estimated vertical displacement of the spring means and an estimated vertical acceleration of the vehicle body. be. In addition, in the fourth embodiment, the same reference numerals are given to the same components as those in the first embodiment, the modified example, and the third embodiment, and the description thereof will be omitted.

The operating state diagnosis device 33 of the fourth embodiment diagnoses the operating state of dampers 31A to 31D, which are semi-active dampers, as in the third embodiment. As in the first embodiment, even in the vehicle 1 equipped with the dampers 8A and 8B, which are conventional dampers, the operational states of the dampers 8A and 8B can be diagnosed by providing the vehicle 1 with the acceleration sensors 32A to 32D. can also In the fourth embodiment, the vehicle 1 is provided with a vehicle speed sensor 25 as in the modified example. The transmission data temporary storage unit 34A1 of the control device 34 receives the mass change ΔM from the mass change calculation unit 19, the position information (current position) of the vehicle 1 from the position sensor 10, and the vehicle speed sensor 25. A velocity value of 1 is entered. The transmission data temporary storage unit 34A1 temporarily stores the mass change ΔM, the position information, and the velocity value. The transmission unit 20A transmits the “mass change ΔM”, the “position information of the vehicle 1”, and the “velocity value of the vehicle 1” temporarily stored in the transmission data temporary storage unit 34A1 to the outside of the vehicle 1, that is, to the cloud unit 21. do.

The management server 23 of the cloud section 21 includes a spring displacement estimating section 23A and an acceleration estimating section 35 . The spring displacement estimating section 23A outputs the air spring displacement estimated value ΔX _c to the transmitting unit 22B of the cloud section 21, and the acceleration estimating section 35 outputs the vehicle vertical acceleration estimated value G _c to the transmitting unit 22B of the cloud section 21. . That is, the management server 23 of the cloud unit 21 transmits the estimated air spring displacement ΔX _c and the estimated vehicle vertical acceleration to the control device 34 of the vehicle 1 via the transmission unit 22B of the cloud unit 21 and the reception unit 20B of the vehicle 1 side. Output _Gc . The air spring displacement estimated value ΔX _c and the vehicle body vertical acceleration estimated value G _c are input to the damper abnormality determination section 41 of the abnormality diagnosis section 14 .

The damper abnormality determining section 41 receives the air spring displacement ΔX from the spring displacement calculating section 17 and the estimated air spring displacement ΔX _c from the spring displacement estimating section 23A of the cloud section 21 . Further, the damper abnormality determination unit 41 receives the actual vertical acceleration _Gr , which is the measured value of the vertical acceleration of the vehicle body 2, from the acceleration sensors 32A to 32D in the vehicle 1, An acceleration estimate _Gc is input. The damper abnormality determination unit 41 compares the air spring displacement ΔX with the estimated air spring displacement ΔX _c , and also compares the actual vertical acceleration G _r with the vehicle body vertical acceleration estimated value G _c to determine the dampers 31A-31D. is normal or abnormal.

The flowchart of FIG. 15 shows the processing performed by the control device 34, and the flowchart of FIG. 16 shows the processing performed by the cloud unit 21 (management server 23). 15 and 16 are the same as the processes shown in FIGS. 3 and 4 of the first embodiment and the processes shown in FIGS. 12 and 13 of the third embodiment. The same step numbers are given to the processing of , and the description thereof is omitted.

First, the processing performed by the cloud unit 21 (management server 23) will be described with reference to FIG. If determined as "YES" in S21 of FIG. 16, the process proceeds to S81. In S81, the air spring displacement estimated value _ΔXc is calculated based on the railway vehicle model, and the vehicle body vertical acceleration estimated value _Gc is calculated based on the railway vehicle model. In S82, the air spring displacement estimated value ΔX _c and vehicle body vertical acceleration estimated value G _c calculated in S81 are transmitted to the vehicle 1, and the process ends (returns).

Next, processing performed by the control device 34 will be described with reference to FIG. In S71 following S4 in FIG. 15, the vehicle vertical acceleration estimated value G _c and the air spring displacement estimated value ΔX _c are received from the cloud unit 21 (management server 23). That is, in S71, the air spring displacement estimated value ΔX _c and the vehicle body vertical acceleration estimated value G _c calculated by the cloud unit 21 (management server 23) by the processing shown in FIG. 16 are received. In S72 following S52, an abnormality is determined. In this case, in S72, the air spring displacement estimated value _ΔXc calculated by the spring displacement estimator 23A and the air spring displacement ΔX calculated by the spring displacement calculator 17 are compared, and the acceleration estimator 35 calculates Estimated vehicle body vertical acceleration _Gc is compared with actual vertical acceleration _Gr measured by acceleration sensors 32A-32D. In S72, if the difference between the estimated air spring displacement value _ΔXc and the air spring displacement ΔX is equal to or greater than the threshold value X1, or if the difference value between the estimated vehicle body vertical acceleration value _Gc and the actual vertical acceleration _Gr is equal to or greater than the threshold value G1. If it is determined that there is, the process proceeds to S9.

The fourth embodiment determines abnormality of the dampers 31A-31D by the control device 34 and the cloud unit 21 (management server 23) as described above, and its basic operation is the same as that of the third embodiment. There is no particular difference. In particular, according to the third embodiment, both the air spring displacement estimated value ΔX _c and the vehicle body vertical acceleration estimated value G _c are used to determine the abnormality, so the determination accuracy can be further improved.

17 to 19 show a fifth embodiment. The feature of the fifth embodiment is that a vehicle speed sensor is provided on the railway vehicle, an abnormality is determined using both the estimated vertical displacement of the spring means and the estimated vertical acceleration of the vehicle body, and furthermore, the received data The configuration is such that the abnormality determination unit is provided outside the railway vehicle (on the cloud unit side). In other words, the fifth embodiment corresponds to a combination of the fourth embodiment and the second embodiment. In addition, in 5th Embodiment, the same code|symbol is attached|subjected to the component same as 4th Embodiment, and the description is abbreviate|omitted.

In the fifth embodiment, the management server 23 of the cloud section 21 has the received data abnormality determination section 51, as in the second embodiment. Prior to the information transmitted from the transmission unit 20A of the vehicle 1 being input to the spring displacement estimation unit 23A and the acceleration estimation unit 35, the reception data abnormality determination unit 51 determines the information (mass change) transmitted from the transmission unit 20A. minute ΔM, position information, speed value) are normal values. That is, data (mass change amount ΔM, position information, speed value) is input to the reception data abnormality determination unit 51 from the control device 34 in the vehicle 1 . When receiving data from the control device 34 of the vehicle 1, the received data abnormality determination unit 51 determines (confirms) whether correct data has been received. When the received data abnormality determination unit 51 determines that the correct data has been received, it outputs the data (mass change amount ΔM, position information, velocity value) from the control device 34 to the spring displacement estimation unit 23A and the acceleration estimation unit 35. do. When the reception data abnormality determination section 51 determines that the correct data is not received, it outputs a reception data abnormality signal to the transmission unit 22B. A received data abnormality signal is input to the control device 34 via the transmitting unit 22B and the receiving unit 20B on the vehicle 1 side.

The flowchart of FIG. 18 shows the processing performed by the control device 34, and the flowchart of FIG. 19 shows the processing performed by the cloud unit 21 (management server 23). 18 and 19, processes similar to the processes shown in FIGS. 15 and 16 of the fourth embodiment are assigned the same step numbers, and descriptions thereof are omitted. .

First, the processing performed by the cloud unit 21 (management server 23) will be described with reference to FIG. If determined as "YES" in S21 of FIG. 19, the process proceeds to S41. In S41, similarly to S41 of the second embodiment, it is determined whether or not the data (mass change amount ΔM, position information, velocity value) from the control device 34 is normal. If "YES" in S41, that is, if the data from the control device 34 is determined to be normal, the process proceeds to S81. On the other hand, if "NO" in S41, that is, if it is determined that the data from the control device 34 is not normal, the process proceeds to S42. In S<b>42 , communication abnormality information (received data abnormality signal) is transmitted to the control device 34 of the vehicle 1 .

Next, processing performed by the control device 34 will be described with reference to FIG. In S31 subsequent to S4 in FIG. 18, similarly to S31 in the second embodiment, it is determined whether or not communication abnormality information (received data abnormality signal) has been received from the cloud unit 21 (management server 23). If "NO" in S31, that is, if it is determined that the communication abnormality information has not been received, the process proceeds to S71. On the other hand, if "YES" in S31, that is, if it is determined that the communication abnormality information has been received, the process proceeds to S15.

In the fifth embodiment, a communication abnormality is determined by the received data abnormality determining section 51 as described above. do not have. That is, according to the fifth embodiment, when the information transmitted from the transmission unit is not a normal value due to a communication abnormality, the air spring displacement estimated value ΔX _c is calculated (estimated) based on the abnormal value, and the vertical movement of the vehicle body is calculated (estimated). It is possible to suppress the calculation (estimation) of the acceleration estimated value _Gc . As a result, the accuracy of abnormality determination can be improved also from this aspect.

In the first embodiment, the case where the abnormality determination is always performed in real time while the vehicle 1 is running has been described as an example. However, the configuration is not limited to this, and for example, when the vehicle 1 is traveling in a preset traveling section (between L1 and L2), the abnormality determination (operating state diagnosis) may be performed. Further, for example, when the vehicle 1 is traveling at a preset traveling speed (between V1 and V2), the abnormality determination (operating state diagnosis) may be performed. Further, for example, a configuration may be adopted in which abnormality determination (operating state diagnosis) is performed at a preset time (between t1 and t2). Further, for example, using the estimated values (air spring displacement estimated value ΔX _c , vehicle body vertical acceleration estimated value G _c ) when the pressure P of the air springs 7A and 7B is within a preset range (P1<P<P2) It is good also as a structure which performs abnormality determination (operating state diagnosis). Further, depending on the traveling direction of the vehicle 1, for example, when the vehicle 1 is traveling on the up line (outer loop) or traveling on the down line (inner loop), an abnormality determination (operating state diagnosis). These are the same for the second to fifth embodiments and modifications.

In the first embodiment, information about the pressure value P temporarily stored in the memory 12A (transmission data temporary storage unit 12A1) of the diagnostic device 12 (that is, the pressure value P transmitted to the cloud unit 21 via the transmission unit 20A A case where the information related to the mass of the vehicle body 2 is used as the mass change amount ΔM has been described as an example. However, the information regarding the pressure value temporarily stored in the memory device (that is, the information regarding the pressure value transmitted from the transmission unit on the vehicle body side) is not limited to this, and may be the pressure value of the air spring, the differential pressure, or the pressure value of the air spring. It can be a reaction force. This also applies to the second to fifth embodiments and modifications. That is, the information about the pressure value may be the pressure value itself, or may be a calculated value (differential pressure, air spring reaction force, mass change) obtained by performing necessary calculations based on the pressure value. The spring means displacement estimator and/or the vehicle body acceleration estimator can perform the necessary calculations on the basis of the information about the pressure value transmitted from the transmission unit.

In the first embodiment, the dampers 8A and 8B are vertically arranged between the vehicle body 2 and the bogies 3A and 3B, that is, the dampers 8A and 8B are vertical dampers. However, not limited to this, for example, the shock absorber may be a lateral motion damper arranged in the lateral direction between the vehicle body and the bogie, a yaw damper arranged in the longitudinal direction (advance direction) between the vehicle body and the bogie, etc. Various shock absorbers arranged between the truck can be used. This also applies to the second to fifth embodiments and modifications.

In the first embodiment, the air springs 7A to 7D are used as the spring means provided between the vehicle body 2 and the trucks 3A and 3B. However, the spring means is not limited to this, and for example, spring means (various springs, elastic members) other than air springs, such as coil springs, may be used. For example, when the spring means is a coil spring, the pressure value (stress value) applied to the spring means can be measured using pressure measuring means such as a load sensor (strain sensor, strain gauge). This also applies to the second to fifth embodiments and modifications.

In the third embodiment, the case where the acceleration sensors 32A to 32D are provided on the vehicle body 2 has been described as an example. However, without being limited to this, for example, an acceleration sensor may be provided on the truck. Alternatively, the acceleration sensors may be provided on both the vehicle body and the bogie. This also applies to the fourth and fifth embodiments.

In the first embodiment, the vehicle 1 is provided with the position sensor 10, and the position information is transmitted from the vehicle 1 to the cloud unit 21 outside the vehicle 1 via the transmission unit 20A. However, not limited to this, for example, the cloud unit 21 (spring displacement estimating unit 23A) may be configured to acquire position information from a signal system arranged outside the vehicle 1 . This also applies to the second to fifth embodiments and modifications. That is, the spring means displacement estimating device and/or the vehicle body acceleration estimating device may acquire the position information from outside the railway vehicle.

Furthermore, each embodiment and each modification are examples, and it goes without saying that partial replacement or combination of configurations shown in different embodiments is possible.

As an operating state diagnosis device based on the embodiment described above, for example, the following modes are conceivable.

As a first aspect, there is provided an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, wherein the pressure value applied to a spring means provided between the vehicle body and the bogie is a spring means displacement calculator for calculating and outputting the vertical displacement of the spring means using the pressure value of the spring means output from the pressure measuring means; and the pressure measuring means a memory device for temporarily storing information on the pressure value of the spring means output from a transmission unit for transmitting the information on the pressure value temporarily stored in the memory device to the outside of the railway vehicle; and using a railway vehicle model that models the railway vehicle, the position information of the railway vehicle, and the information on the pressure value of the spring means transmitted from the transmission unit to determine the vertical displacement of the spring means. a spring means displacement estimating device for estimating and outputting; a receiving unit for receiving the estimated value of the vertical displacement of the spring means output from the spring means displacement estimating device in the railway vehicle; a shock absorber abnormality determination device that compares the calculated value of the vertical displacement of the spring means with the estimated value of the vertical displacement of the spring means received by the receiving unit, and determines abnormality.

According to this first aspect, the shock absorber abnormality determination device compares the calculated value of the vertical displacement of the spring means output from the spring means displacement calculation device with the estimated value of the vertical displacement of the spring means received by the receiving unit. , to determine anomalies. In this case, the spring means displacement calculator can calculate the vertical displacement of the spring means using the pressure value measured by the existing pressure measuring means. Further, the spring means displacement estimating device can estimate the vertical displacement of the spring means using the pressure value measured by the existing pressure measuring means and the position information of the railway vehicle acquired from the existing equipment. Furthermore, the spring means displacement estimating device can estimate the vertical displacement of the spring means from the track information (vertical displacement of the track) at the position obtained from the position information using the railway vehicle model. Therefore, the accuracy of the estimated value of the vertical displacement of the spring means can be ensured without preparing a large amount of normal data (sensing information). As a result, it is possible to improve the accuracy of abnormality determination while suppressing the addition of measurement means (sensors) and an increase in the amount of data. Moreover, since the spring means displacement estimating device is arranged outside the railway vehicle, the vertical displacement of the spring means of a plurality of railway vehicles can be estimated by the common spring means displacement estimating device using common track information. . As a result, when track information is changed due to track maintenance work or the like, it is easier to update the track information than in the case where a spring means displacement estimating device is arranged in each of a plurality of railroad cars, for example. can be done (it is not necessary to perform update work for each railway vehicle).

As a second aspect, in the first aspect, the railway vehicle is provided with position detection means for acquiring and outputting the position information of the railway vehicle, and the memory device includes the pressure measurement means. The information relating to the pressure value of the spring means output from and the position information output from the position detecting means are temporarily stored, and the transmission unit stores the information relating to the pressure value temporarily stored in the memory device and The position information and the position information are transmitted to the outside of the railway vehicle, and the spring means displacement estimating device uses the information on the pressure value of the spring means transmitted from the railway vehicle model and the transmission unit and the position information. A vertical displacement of the spring means is estimated. According to this second aspect, the spring means displacement estimating device obtains the track information (vertical displacement of the track) of the position using the position information acquired by the existing position detecting means arranged in the railway vehicle. can be done.

As a third aspect, in the first or second aspect, before the information transmitted from the transmission unit is input to the spring means displacement estimating device, the transmission unit is installed outside the railway vehicle. It further has a received data abnormality determination unit that determines whether or not the information transmitted from is a normal value. According to this third aspect, when the information transmitted from the transmission unit is not a normal value due to a communication error, it is possible to prevent the vertical displacement of the spring means from being estimated based on the abnormal value. As a result, the accuracy of abnormality determination can be improved also from this aspect.

As a fourth aspect, there is provided an operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railway vehicle, comprising: vehicle body acceleration measuring means for measuring and outputting vertical acceleration of the vehicle body; pressure measuring means for measuring and outputting the pressure value applied to the spring means provided between the truck and the memory device for temporarily storing information on the pressure value of the spring means output from the pressure measuring means; a transmission unit for transmitting information about the pressure value temporarily stored in the memory device to the outside of the railway vehicle; and a railway vehicle model arranged outside the railway vehicle, modeling the railway vehicle, and the position of the railway vehicle. a vehicle body acceleration estimating device for estimating and outputting the vertical acceleration of the vehicle body using the information and the information regarding the pressure value of the spring means transmitted from the transmission unit; a shock absorber abnormality determination device that compares the measured value of the vertical acceleration with the estimated value of the vertical acceleration of the vehicle body received by the receiving unit and determines abnormality.

According to the fourth aspect, the shock absorber abnormality determination device compares the measured value of the vertical acceleration of the vehicle body output from the vehicle acceleration measuring means with the estimated value of the vertical acceleration of the vehicle body received by the receiving unit, Determine abnormalities. In this case, as the measured value of the vertical acceleration of the vehicle body, the measured value output from the existing vehicle body acceleration measuring means can be used. Further, the vehicle body acceleration estimating device can estimate the vertical acceleration of the vehicle body using the pressure value measured by the existing pressure measuring means and the position information of the railway vehicle acquired from the existing equipment. Furthermore, the vehicle body acceleration estimating device can estimate the vertical acceleration of the vehicle body using the railway vehicle model from the track information (vertical displacement of the track) at the position obtained from the position information. Therefore, the accuracy of the estimated value of the vertical acceleration of the vehicle body can be ensured without preparing a large amount of normal data (sensing information). As a result, it is possible to improve the accuracy of abnormality determination while suppressing the addition of measurement means (sensors) and an increase in the amount of data. Moreover, since the vehicle body acceleration estimating device is arranged outside the railway vehicle, the vertical acceleration of a plurality of railway vehicles can be estimated by the common vehicle body acceleration estimating device using common track information. As a result, when track information is changed due to track maintenance work or the like, it is easier to update the track information, compared to the case where a vehicle body acceleration estimation device is arranged in each of a plurality of railway cars, for example. (It is not necessary to perform updating work for each railway vehicle).

As a fifth aspect, in the fourth aspect, the railway vehicle is provided with position detection means for acquiring and outputting the position information of the railway vehicle, and the memory device includes the pressure measurement means. The information relating to the pressure value of the spring means output from and the position information output from the position detecting means are temporarily stored, and the transmission unit stores the information relating to the pressure value temporarily stored in the memory device and The position information and the position information are transmitted to the outside of the railway vehicle, and the vehicle body acceleration estimating device uses the information regarding the pressure value of the spring means transmitted from the railway vehicle model and the transmission unit and the position information. Estimate the vertical acceleration of the vehicle body. According to the fifth aspect, the vehicle body acceleration estimating device can obtain the track information (vertical displacement of the track) at the position by using the position information acquired by the existing position detecting means arranged on the railway vehicle. can.

As a sixth aspect, in the fourth or fifth aspect, before the information transmitted from the transmission unit is input to the spring means displacement estimating device, the transmission unit is installed outside the railway vehicle. It further has a received data abnormality determination unit that determines whether or not the information transmitted from is a normal value. According to the sixth aspect, when the information transmitted from the transmission unit is not a normal value due to a communication error, it is possible to prevent the vertical acceleration of the vehicle body from being estimated based on the abnormal value. As a result, the accuracy of abnormality determination can be improved also from this aspect.

1 vehicle 2 vehicle body 3A, 3B bogie 7A-7D air spring (spring means)
8A, 8B, 31A-31D Damper
9A-9D Pressure sensor (pressure measuring means)
10 position sensor (position detection means)
11, 33 operating state diagnosis device 12A, 34A memory (memory device)
12A1, 34A1 Transmission data temporary storage unit (memory device)
17 spring displacement calculator (spring means displacement calculator)
20A transmission unit 20B reception unit 23A spring displacement estimator (spring means displacement estimator)
24, 36, 41 damper abnormality determination unit (buffer abnormality determination device)
26, 51 Received data abnormality determination unit 32A-32D Acceleration sensor (body acceleration measurement means)
35 acceleration estimator (body acceleration estimator)
ΔF Air spring reaction force (information on pressure value, information)
G _c Vehicle vertical acceleration estimated value (estimated value)
G _r Actual vertical acceleration (measured value)
L Current position (location information, information)
ΔM mass change (information on pressure value, information)
P pressure (pressure value, information about pressure value, information)
V travel speed (information)
ΔX Air spring displacement (calculated value)
ΔX _c air spring displacement estimated value (estimated value)

Claims (6)

An operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railroad vehicle,
pressure measuring means for measuring and outputting a pressure value applied to a spring means provided between the vehicle body and the bogie;
a spring means displacement calculation device for calculating and outputting the vertical displacement of the spring means using the pressure value of the spring means output from the pressure measuring means;
a memory device for temporarily storing information about the pressure value of the spring means output from the pressure measuring means;
a transmission unit that transmits the information about the pressure value temporarily stored in the memory device to the outside of the railway vehicle;
Using a railway vehicle model arranged outside the railway vehicle and modeling the railway vehicle, location information of the railway vehicle, and information on the pressure value of the spring means transmitted from the transmission unit, a spring means displacement estimating device for estimating and outputting vertical displacement;
a receiving unit for receiving the estimated value of the vertical displacement of the spring means output from the spring means displacement estimating device in the railway vehicle;
A shock absorber abnormality determination device that compares the calculated value of the vertical displacement of the spring means output from the spring means displacement calculation device with the estimated value of the vertical displacement of the spring means received by the receiving unit, and determines abnormality. and,
operating state diagnostic device. The operating state diagnostic device according to claim 1,
Position detection means for acquiring and outputting the position information of the railway vehicle is arranged in the railway vehicle,
The memory device temporarily stores information about the pressure value of the spring means output from the pressure measuring means and the position information output from the position detecting means,
The transmission unit transmits the information on the pressure value temporarily stored in the memory device and the position information to the outside of the railway vehicle,
The spring means displacement estimating device is an operating state diagnosis device for estimating the vertical displacement of the spring means using the information regarding the pressure value of the spring means and the position information transmitted from the railway vehicle model and the transmitting unit. . The operating state diagnostic device according to claim 1 or 2,
Before the information transmitted from the transmission unit is input to the spring means displacement estimator, it is determined whether the information transmitted from the transmission unit is a normal value outside the railway vehicle. an operating state diagnostic device further comprising a received data abnormality determination unit for An operating state diagnostic device for a shock absorber disposed between a vehicle body and a bogie of a railroad vehicle,
vehicle body acceleration measuring means for measuring and outputting vertical acceleration of the vehicle body;
pressure measuring means for measuring and outputting a pressure value applied to a spring means provided between the vehicle body and the bogie;
a memory device for temporarily storing information about the pressure value of the spring means output from the pressure measuring means;
a transmission unit that transmits the information about the pressure value temporarily stored in the memory device to the outside of the railway vehicle;
The upper and lower sides of the vehicle body using a railway vehicle model arranged outside the railway vehicle and modeling the railway vehicle, the position information of the railway vehicle, and the information regarding the pressure value of the spring means transmitted from the transmission unit. a vehicle body acceleration estimation device for estimating and outputting acceleration;
a receiving unit for receiving an estimated vertical acceleration of the vehicle body output from the vehicle body acceleration estimating device in the railway vehicle;
a shock absorber abnormality determination device that compares the measured value of the vertical acceleration of the vehicle body output from the vehicle acceleration measuring means with the estimated value of the vertical acceleration of the vehicle body received by the receiving unit, and determines an abnormality;
operating state diagnostic device. The operating state diagnostic device according to claim 4,
Position detection means for acquiring and outputting the position information of the railway vehicle is arranged in the railway vehicle,
The memory device temporarily stores information about the pressure value of the spring means output from the pressure measuring means and the position information output from the position detecting means,
The transmission unit transmits the information on the pressure value temporarily stored in the memory device and the position information to the outside of the railway vehicle,
The vehicle body acceleration estimating device is an operating state diagnostic device for estimating the vertical acceleration of the vehicle body using the railway vehicle model, the information regarding the pressure value of the spring means transmitted from the transmission unit, and the position information. The operating state diagnostic device according to claim 4 or 5,
Before the information transmitted from the transmission unit is input to the vehicle body acceleration estimating device outside the railway vehicle, it is determined whether the information transmitted from the transmission unit is a normal value. An operating state diagnostic device further comprising a received data abnormality determination unit.

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