Vibration control device for railway vehicle

Abstract

Vibration control device for a railway vehicle (1), comprising: a plurality of force-generating mechanisms (7) arranged between a chassis (3) on which wheels are mounted and a vehicle body (2), wherein the force-generating mechanism (7) is configured to generate a force that is adjustable in the vertical direction; a control device (9) configured to control the force generated by the force-generating mechanism (7), including the control device (9) an abnormality detection and estimation part (12) configured to detect and estimate an abnormality of the force generation mechanism (7), wherein the abnormality detection and estimation part (12) includes: a rolling data output device configured to output rolling data modified by the rolling (swaying) of the vehicle body (2), and a fault evaluation device (14) configured to evaluate whether a particular one of the plurality of force generation mechanisms (7) has failed by comparing the rolling data output from the rolling data output device with a fault evaluation value under a predetermined driving condition, and, if the rolling data is outside a normal range, the fault evaluation device (14) configured to control the force generation mechanisms (7) such that one of the force generation mechanisms (7) is temporarily fixed to soft damping force characteristic and the other(s) is / are fixed to medium damping force characteristic.

Description

TECHNICAL AREA

[0001] The invention relates to a vibration control device for a railway vehicle, which is used appropriately, for example, to reduce vibrations of railway vehicles and the like. STATE OF THE ART

[0002] In general, a railway vehicle with a long overall body is equipped with four accelerometers and a plurality of variable-force dampers. The accelerometers are arranged far apart from each other in longitudinal and transverse directions and are located near four corners of the vehicle body. The accelerometers detect the spring-loaded acceleration of the vehicle body at their respective locations. The variable-force dampers generate variably adjustable damping forces. The damping forces generated by the dampers are controlled by a control device based on signals detected by the accelerometers (see patent literature 1 and 2 for examples).

[0003] Patent literature 3 describes a control device that controls the damping force characteristic of a damper with variable damping force by using a detection signal from an acceleration sensor without using the detection signal from a force sensor when it detects that the condition is a sensor failure condition. QUOTE LIST PATENT LITERATURE PTL 1: Japanese unexamined patent application, publication (Kokai) No. JP 2000-6807 A PTL 2: Japanese Patent No. JP 5 650 483 B2 PTL 3: JP 2013- 112 313 A SUMMARY OF THE INVENTIONAL PROBLEM

[0004] The technology described in patent literature 1 provides acceleration sensors on a multitude of railcars and compares acceleration detection signals output by these sensors to determine the presence of sensor abnormalities. The technology described in patent literature 2 determines the presence of a sensor abnormality based on a code output by a triaxial acceleration sensor. Essentially, the aforementioned conventional technologies only determine the presence of abnormalities or failures in the acceleration sensors and do not perform fault diagnosis (evaluation of normality or abnormality) of a multitude of variable damping forces (force generation mechanism). PROBLEM SOLVING

[0005] One object of the invention is to provide a vibration control device for a railway vehicle that is capable of performing a fault diagnosis of a power generation mechanism and taking rapid countermeasures.

[0006] The vibration control device for a railway vehicle according to one embodiment of the invention comprises a plurality of force-generating mechanisms arranged between a chassis on which wheels are mounted and a vehicle body, wherein the force-generating mechanism is configured to generate a force that is adjustable in a vertical direction; a control device configured to control the force generated by the force-generating mechanism; the control device including an abnormality detection and estimation unit configured to detect and estimate an abnormality of the force-generating mechanism. The abnormality detection and estimation unit includes a rolling data output device configured to output rolling data generated by rolling or...to output data altered by roll of the vehicle body, and a fault evaluation device configured to evaluate whether a particular one of the multitude of force-generating mechanisms has failed by comparing the roll data output from the roll data output device with a fault evaluation value under a predetermined driving condition, and, if the roll data is outside a normal range, the fault evaluation device is configured to control the force-generating mechanisms such that one of the force-generating mechanisms is temporarily fixed to soft damping force characteristic and the other(s) is / are fixed to medium damping force characteristic.

[0007] One embodiment of the invention makes it possible to detect an abnormality of the force generation mechanism and to suppress to a minimum any deterioration in running comfort attributable to the abnormality. BRIEF DESCRIPTION OF DRAWINGS Fig. Figure 1 is an elevation view of a railway vehicle equipped with a vibration control device for a railway vehicle according to an embodiment of the invention; Fig. Figure 2 is a top-down view of the interior of the railway vehicle to illustrate a layout of variable damping dampers and acceleration sensors. Fig. 1 are illustrated. Fig. 3 is a block diagram that shows the control of the in Fig. 2 illustrated control devices are shown. Fig. Figure 4 is a flowchart showing a process for fault diagnosis of a variable damper according to the first embodiment. Fig. Figure 5 is a flowchart showing a process for fault diagnosis of a variable damper according to a second embodiment. Fig. Figure 6 is a flowchart showing a process for fault diagnosis of a variable damper according to the third embodiment. Fig. 7 is a flowchart showing the process of fault diagnosis of the variable damper, which is based on the flowchart of Fig. 6 continued. Fig. Figure 8 is a flowchart showing a process for fault diagnosis of a variable damper according to a fourth embodiment. Fig. 9 is a flowchart showing the process of fault diagnosis of the variable damper, which is derived from the flowchart of Fig. 8 continued. Fig. Figure 10 is a flowchart showing the process of fault diagnosis for the variable damper, which is derived from the flowchart of Fig. 9 continues. DESCRIPTION OF EXECUTION FORMS

[0008] A vibration control device for a railway vehicle according to embodiments of the invention is discussed in detail below with reference to the attached drawings, taking as an example a case in which the vibration control device is installed in a railway vehicle, such as a train.

[0009] Fig. Figures 1 to 4 illustrate a first embodiment of the invention. Referring to Fig. Figure 1 comprises a railway vehicle 1, a vehicle body 2, which may be occupied, for example, by passengers, crew, and the like, and front and rear bogies 3 arranged beneath the vehicle body 2. The bogies 3 are arranged separately at the front and rear of the vehicle body 2 and each is equipped with four wheels 4. The railway vehicle 1 is propelled, for example, to travel in the direction of an arrow A, by the rolling motion (rotation) of the wheels 4 on the right and left rails 5, with only one of the rails being shown.

[0010] Between the vehicle body 2 and the chassis 3, a plurality of suspension springs 6 are arranged, which elastically support the vehicle body 2 on the respective chassis 3, and a plurality of damping force-variable dampers 7 (hereinafter referred to as variable dampers 7), which are arranged parallel to the suspension springs 6. The variable dampers 7 are arranged between the chassis 3 and the vehicle body 2. Each of the variable dampers 7 forms a force-generating mechanism that is configured to generate a force that is adjustable in a vertical direction.

[0011] Each of the chassis 3 is equipped with two variable dampers 7, and therefore each vehicle has four variable dampers 7. Fig. Figure 2 shows the variable dampers 7 as first axle dampers 7A and second axle dampers 7B, each on left and right sides (FL and FR sides) on the front chassis 3 located on the front of the vehicle body 2, and a third axle damper 7C and a fourth axle damper 7D, each on left and right sides (RL and RR sides) of the rear chassis 3 located on the rear of the vehicle body 2, as exemplified.

[0012] The variable dampers 7 (first to fourth axle dampers 7A to 7B) include cylinder devices (for example, damping force adjustment hydraulic shock absorbers, which are called semi-active dampers) whose damping forces are individually adjustable. Each of the variable dampers 7 includes a damping force adjustment valve (not shown), which comprises, for example, a proportional solenoid or the like. The damping force adjustment valve is configured to adjust damping force characteristics to characteristics freely selectable within a range between a hard and a soft characteristic in order to reduce vibrations of the vehicle body 2.

[0013] More specifically, the damping forces of the variable dampers 7 are variably controlled by means of control signals individually output from a control device 9, which will be discussed later, in order to individually absorb and reduce right and left vibrations of the vehicle body 2 relative to the front and rear chassis 3. In this case, the variable dampers 7 can be configured to adjust the damping force characteristics between the hard and soft characteristics either continuously or in two or more stages.

[0014] The damping force characteristics of the variable dampers 7 are variably adjusted between a soft mode and a hard mode, according to the current supplied (guided) to the solenoids of the variable dampers 7 from the control device 9 (not shown). The variable dampers 7 are configured to produce medium damping forces (meaning that the damping forces produced by the variable dampers 7 are approximately midway between the hard and soft modes), as discussed later, in a state where the current supplied to the solenoids is blocked, and the current value is therefore 0 A (zero amperes). Therefore, if the variable dampers 7 fail, the current supplied to the variable dampers 7 from the control device 9 is switched off (blocked). The variable dampers 7 are thus fixed at a medium damping force characteristic.

[0015] As in Fig. As illustrated in Figure 2, the vehicle body 2 is equipped with four acceleration sensors 8A, 8B, 8C, and 8D, arranged near four corners, separated in the front, rear, right, and left directions. The acceleration sensors 8A, 8B, 8C, and 8D detect vertical acceleration of the vehicle body 2 as spring-loaded acceleration at the corresponding locations. The acceleration sensors 8A to 8D are installed at a variety of different locations within the railway vehicle 1 and form a plurality of sensors (behavioral sensors) for detecting the behavior of the railway vehicle 1. The acceleration sensors 8A to 8D can, for example, include analog acceleration sensors of a piezoelectric type, a piezoresistive type, or another similar type. It is preferred to use an acceleration sensor that exhibits excellent resistance to water and heat.

[0016] The acceleration sensor 8A is located near the first axle damper 7A, which is on the FL side, the left front of the vehicle body 2. The acceleration sensor 8B is located near the second axle damper 7B, which is on the FR side, the right front of the vehicle body 2. The acceleration sensor 8C is located near the third axle damper 7C, which is on the RL side, the left rear of the vehicle body 2. The acceleration sensor 8D is located near the fourth axle damper 7D, which is on the RR side, the right rear of the vehicle body 2. The acceleration sensors 8A to 8D detect accelerations at their respective locations and output the detected signals to the control device 9, which will be discussed later, as individual detected signals.

[0017] The acceleration sensors 8A to 8D (collectively referred to as the acceleration sensors 8) can be arranged in any configuration other than on the left front, right front, left rear, and right rear of the vehicle body 2. For example, the acceleration sensors 8A to 8D can be located at the center of the front, on a left side of a central area, on a right side of the central area, and at the center of the rear of the vehicle body 2, or in any other configuration. The number of acceleration sensors 8A to 8D is also not limited to four and can be freely selected depending on the intended use, such as measurement and control. Nevertheless, it is desirable to arrange at least two acceleration sensors 8A to 8D.

[0018] The following discussion will mention the control device 9, which functions as a control element that variably controls the damping forces generated by the variable dampers 7. The control device 9 is placed at a predetermined position in the railway vehicle 1 (for example, a position such that the control device 9 is essentially located at a center of the vehicle body 2, as in Fig. (2 illustrated). The control device 9 comprises, for example, a microcomputer or the like. An input side of the control device 9 is connected to the acceleration sensors 8A to 8D via cables 15A to 15D (collectively referred to as cable 15), which will be discussed later. An output side of the control device 9 is connected to the first axle damper 7A, located on the left front (FL) side of the vehicle body 2, the second axle damper 7B, located on the right front (FR) side of the vehicle body 2, the third axle damper 7C, located on the left rear (RL) side of the vehicle body 2, and the fourth axle damper 7D on the right rear (RR) side, via cables 16A to 16D (collectively referred to as cable 16).

[0019] The control device 9 is connected to a control device, not shown, of another vehicle body, which is connected to the one in Fig. The vehicle body 2, illustrated in section 1, is connected (coupled), for example, via a communication line 10. Furthermore, vehicle information (e.g., the vehicle's position and speed, and other similar information) is input / output from the railway vehicle 1 via the communication line 10. A control device 9 is arranged on the vehicle body 2. The control device 9 communicates with a higher-order area of ​​the vehicle via the communication line 10, performs calculations based on a sensor signal, and supplies current to the variable dampers 7 based on a damping force command. The control device 9 also performs, for example, fault diagnosis, abnormality detection, and the like with respect to the variable dampers 7.

[0020] The control device 9 includes a memory 9A, which functions as a memory area comprising, for example, a ROM, a RAM, non-volatile memory, and the like. Memory 9A stores, for example, a program to perform a fault diagnosis of the variable dampers 7, as shown in Fig. Figure 4 illustrates an error assessment value and the like. The error assessment value is a threshold for determining whether the operating states of the variable dampers 7 (first to fourth axle dampers 7A to 7D) are within a normal range. More specifically, the assessment value for determining normality or error status with respect to the variable dampers 7 (namely, the error assessment value) is updated in a rolling data memory area 14C (see Figure 4). Fig. 3) stored, which forms part of memory 9A. The control device 9 determines whether the rolling data obtained from a rolling data output device is within a normal range. The rolling data output device includes the acceleration sensors 8A to 8D mounted on the vehicle body 2, a gyroscope sensor, a vehicle height sensor (not shown), and the like. The control device 9 is thus able to perform fault diagnostics of the variable dampers 7 (first to fourth axle dampers 7A to 7D).

[0021] As in Fig. As illustrated in Figure 3, the control device 9 comprises a damper control device 11, which acts as a control area that variably controls the generated damping forces of the first to fourth axle dampers 7A to 7D, and an abnormality detection and estimation part 12, which detects and estimates abnormalities of the force generation mechanisms (first to fourth axle dampers 7A to 7D). The abnormality detection and estimation part 12 includes a rolling data calculation area 13, which functions as a rolling data output device that outputs rolling data modified by rolling (right and left oscillations) of the vehicle body 2, and a fault evaluation device 14, which compares the rolling data output from the rolling data calculation area 13 (rolling data output device) with the fault evaluation value under a predetermined running condition (which is stored in the memory 9A) and evaluates whether the first to fourth axle dampers 7A to 7D have failed.

[0022] To reduce vibrations such as rolling (lateral oscillations), pitching (front and rear oscillations), and other similar vibrations of the vehicle body 2, the damper control device 11 of the control device 9 reads the detected signals output by the acceleration sensors 8A to 8D at each sampling time, determines control signals (current values ​​of a control command) by calculation (for example, based on a "Skyhook" theory (Skyhook control law)), and outputs the determined control signals individually to the variable dampers 7 (first to fourth axle dampers 7A to 7D) in order to variably control the damping force characteristics of each of the variable dampers 7. The control law of the variable dampers 7 is not limited to the Skyhook control law and can, for example, be the LQG control law, the H∞ control law, or the like.

[0023] The fault evaluation device 14 of the control device 9 comprises a vehicle detection area 14A, configured to detect a running position of the railway vehicle 1, a vehicle speed detection area 14B, configured to detect the travel speed of the railway vehicle 1, a rolling data storage area 14C, configured to store the rolling data output from the rolling data calculation area 13 under the predetermined running condition, and a fault evaluation value calculation area 14D, configured to calculate the fault evaluation value as the threshold value from the driving position, the travel speed and the rolling data.

[0024] The vehicle position detection area 14A and the vehicle speed detection area 14B are used to detect the position and speed of the railway vehicle 1 moving on a track (rails 5), based on the vehicle information transmitted via the communication line 10. The rolling data storage area 14C includes, for example, the memory 9A of the control device 9. The fault evaluation value calculated by the fault assessment value calculation area 14D is an evaluation value for the fault evaluation device 14 to determine (evaluate) whether the variable dampers 7 (first to fourth axle dampers 7A to 7D) are functioning normally. The fault evaluation value is stored in the rolling data storage area 14C and can be updated.

[0025] The error assessment value, which is also a normality / abnormality threshold, is determined as follows. For example, the railway vehicle 1 is repeatedly subjected to a running test while the variable dampers 7 (first to fourth axle dampers 7A to 7D) are in normal conditions, in order to accumulate the rolling data output sequentially from the railway vehicle 1 in the rolling data storage area 14C. The error assessment value is determined based on the aforementioned normal-time rolling data. The error assessment value calculation area 14D calculates the error assessment value as a threshold based on whether the rolling data output from the rolling data calculation area 13 falls within a range of normal rolling data under the predetermined driving condition (e.g., predetermined driving position and speed).It is preferred that an appropriate evaluation interval and appropriate evaluation speed be determined beforehand on the basis of a signal sent from the vehicle position detection area 14A and a signal sent from the vehicle speed detection area 14B.

[0026] Specifically, the fault evaluation device 14 is capable of correctly assessing whether each of the variable dampers 7 (first to fourth axle dampers 7A to 7D) is operating normally or abnormally by determining whether the rolling data of the vehicle body 2 falls within the normal-time rolling data range when the travel speed of the railway vehicle 1 is within a predetermined evaluation speed range while the railway vehicle 1 is traveling within a predetermined evaluation interval. The fault evaluation value calculation area 14D combines and relates the rolling data stored in the rolling data memory area 14C and the signals sent from the vehicle position detection area 14A and the vehicle speed detection area 14B to each other.The error assessment value calculation area 14D then calculates the error assessment value from the aforementioned rolling data, which is to be used as the threshold value to determine whether the rolling data is within the normal range.

[0027] The fault diagnosis of the variable dampers 7 by the fault evaluation device 14 can be performed based on a comparison between the rolling data of a plurality of coupled vehicle bodies 2 and the rolling data of another of the vehicle bodies 2. If the comparison is performed in real time, the rolling data of the vehicle body 2 traveling in a curved line interval will be high, while the rolling data of the vehicle body 2 subsequently traveling at an entrance or exit of the curved line interval will be low. This can lead to false detection. To eliminate the possibility of such false detection, it is preferred that the comparison be performed based on information about the position of the railway vehicle 1 traveling on a predetermined track (machine 5).Additionally, the vehicle body weight and number of occupants differ from one vehicle body 2 to another. The threshold for determining abnormality is preferably determined in light of the vehicle body weight and the number of occupants of each of the environmental sensors 2.

[0028] The rolling data output device comprises a plurality of sensors (accelerometers 8) arranged in the vehicle body 2 and configured to detect vehicle body behavior, and the rolling data computing area 13, which is configured to calculate the rolling data from values ​​derived from the accelerometers 8. The rolling data output device need not necessarily be configured in the manner described above. For example, the rolling data output device could include a roll detector, a gyroscope sensor, and the like. The plurality of sensors for detecting vehicle body behavior could, for example, include vehicle height sensors or similar sensors.

[0029] As in Fig. As illustrated in Figure 2, the input side of the control device 9 is connected to the acceleration sensors 8A to 8D via long-length cables 15A to 14D (collectively referred to as cable 15), which act as leads. The output side of the control device 9 is connected to the variable dampers 7 (first to fourth axle dampers 7A to 7D) and the like via cables 16A to 16D (collectively referred to as cable 16).

[0030] The vibration control device for a railway vehicle according to the first embodiment is thus configured. The following discusses the operation of the vibration control device for a railway vehicle according to the first embodiment.

[0031] When vibrations such as rolling (lateral oscillations) and pitching (front and back oscillations) are generated while the railway vehicle 1 is on the rails 5 in the direction of arrow A in Fig. 1 and Fig. When vehicle 2 is moving, vertical vibrations are detected by acceleration sensors 8A to 8D. Specifically, acceleration sensor 8A detects vibrations on the left front (FL) side of vehicle body 2. Acceleration sensor 8B detects vibrations on the right front (FR) side of vehicle body 2. Acceleration sensor 8C detects vibrations on the left rear (RL) side of vehicle body 2. Acceleration sensor 8D detects vibrations on the right rear (RR) side of vehicle body 2.

[0032] The damper control device 11 of the control device 9 isolates the signals detected by the acceleration sensors 8A to 8D as individual, dedicated signals indicative of accelerations. Simultaneously, to suppress the vibrations of the railway vehicle 1, the damper control device 11 calculates, for example, the damping forces to be generated by the variable dampers (first to fourth axle dampers 7A to 7D) located on the FL, FR, RL, and RR sides. The first to fourth axle dampers 7A to 7D are then variably controlled based on the control signals individually output by the damper control device 11, so that the generated damping forces of the first to fourth axle dampers 7A to 7D exhibit characteristics corresponding to the respective target damping forces.

[0033] With regard to the railway vehicle 1, fault diagnosis of the acceleration sensors 8A to 8D and the like was known. However, effective means for fault diagnosis and abnormality detection of the variable dampers 7 (first to fourth axle dampers 7A to 7D) were not available. To solve this, the first embodiment performs fault diagnosis of the variable dampers 7, for example, using the fault evaluation device 14 of the control device 9, which is described in Fig. Figure 3 illustrates the process steps in Fig. 4.

[0034] After the in Fig. As illustrated in step 4, when the process starts, the rolling data output from rolling data calculation area 13 is read in step 1. Next, step 2 compares the error assessment value under the specified driving condition (which was previously stored, for example, in rolling data memory area 14C). Fig. 3 stored values) with the roll data to determine whether the roll data falls within the normal range.

[0035] A “YES” decision in Fig. 2 means that the rolling data is within the normal range and that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally. Therefore, the rolling control via the railway vehicle 1 is assessed as stable. The routine then returns to step 1 and implements the subsequent process. If the determination in step 2 is "NO", the rolling data is outside the normal range and shows an abnormal value.

[0036] The next step, 3, assesses whether the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating abnormally and have failed. After step 3 assesses the variable dampers 7 as operating abnormally, the vibration control via any of the environmental sensors 2 (namely, the control device 9) can be interrupted, and a failure mode can be used. In a case where only one of the environmental sensors 2 is assessed as abnormal, and this causes a large difference in ride comfort compared to the other vehicles (environmental sensors 2), the control via the railway vehicles 1 (the multiple environmental sensors 2) that are coupled together can be suspended. If the variable dampers 7 of the railway vehicle 1 are assessed as failed, the current supplied to the variable dampers is blocked so that the variable dampers 7 are fixed at medium damping force characteristics.This ensures that a medium damping effect is maintained.

[0037] In the above case, a higher-level railway management system can be informed, via a driver's seat (for example, from the control device 9 via the communication line 10), that the variable damper 7 (one of the first to fourth axle dampers 7A to 7D) has failed, causing an abnormality in the damping system. If the higher-level system is thus informed, a rapid repair takes place. According to the present embodiment, a correct diagnosis of an abnormality of the variable dampers 7 can be made. After the abnormality of the variable dampers 7 is detected, it is possible, for example, to switch off the control of the variable dampers 7 and to provide appropriate countermeasures, including the use of the failure mode (in which the variable dampers 7 are fixed at a medium damping force characteristic).

[0038] The correct evaluation interval for determining a rolling data abnormality can be extracted from conditions that include a travel interval and speed of the vehicle and the track. In the present embodiment, the error evaluation value (threshold) of the rolling data is determined by the error evaluation value calculation area 14D, so that the evaluation interval is set, for example, to a large curve interval in which the vehicle travels at high speed. The error evaluation device 14 accordingly performs the error diagnosis and abnormality detection only within a single curve interval. In this case, the travel interval and speed are preferably also taken into account. Essentially, a travel range and the speed of the railway vehicle 1 are roughly preset.In this respect, fault diagnosis and abnormality detection are achieved more effectively if the abnormality determination is only carried out when the driving interval and driving speed fall within a range of predefined values.

[0039] The fault evaluation device 14 functions as described below. The evaluation interval and the driving speed are preset, for example, through a variety of running tests. Driving data obtained during abnormality simulation are then analyzed. The obtained driving data is stored, and can be updated, as the fault evaluation value (threshold) in memory 9A (rolling data memory area 14C) of the control device 9. Since the evaluation interval and a correct speed threshold are set as described above, if an abnormality occurs, the fault evaluation device 14 is able to perform abnormality detection (i.e., fault diagnosis of the variable dampers 7) without false detections. In this context, it is also possible to avoid detecting abnormalities within the aforementioned evaluation interval if the vehicle is traveling at a different speed.For example, if a driving condition differs, there is a possibility that the driving itself will not be executed correctly due to a vehicle delay, a breakdown, or similar issues. In some instances, driving the vehicle will need to be prioritized over abnormality detection.

[0040] According to another mode of the invention, which relates to the determination of rolling data abnormalities (i.e., the fault diagnosis of the variable dampers 7), a comparison can be made between the rolling data of one vehicle body 2 and the rolling data of another vehicle body 2. For example, the rolling data of vehicle body 2 are compared with the rolling data of the adjacent vehicle body 2. If the rolling data of the vehicle body 2 subjected to the abnormality determination is greater than the prescribed value, the threshold for determining the abnormality of the target vehicle body 2 determines that the rolling data is abnormal.Assuming the comparison is performed in real time, if, for example, the comparison is made between vehicle body 2 rolling in the curve interval and another vehicle body 2 located at the entrance of the curve interval, the difference in the rolling data between the two vehicle bodies 2 will be large. This creates the possibility that the variable dampers 7 will be identified as abnormal. For this reason, it is preferable to perform the comparison based on the driving position, which is determined, for example, from vehicle position data or the like.

[0041] Fig. Figure 5 illustrates a second embodiment of the present invention. In the present embodiment, the same component elements as those of the first embodiment are provided with the same reference numerals, and the base is omitted. The second embodiment is characterized in that, if variable dampers 7 operate abnormally and rolling data are outside a normal range, a determination is made as to whether the cause of the abnormality is incorrect wiring, or more specifically, incorrect wiring resulting from incorrect connections of lines (cables 16A to 16D, for example) that connect the variable dampers 7 (first to fourth axle dampers 7A to 7D) to a control device 9.

[0042] After the in Fig. The illustrated process starts in step 5; roll data is entered in step 11 as in step 1 of Fig. 4 according to the first embodiment. Next, step 12 compares an error evaluation value (for example, in a roll data memory area 14C of Fig. 3) under a predetermined driving condition with the rolling data to determine whether the rolling data is within a normal range. A "YES" determination in step 12 means that variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally. The routine then returns from step 11 and implements the subsequent process.

[0043] If the determination in step 12 is "NO", the rolling data are outside the normal range and show an abnormal value. In the next step 13, a mode is changed to an "abnormality diagnostic mode". The "abnormality diagnostic mode" first swaps the control of the first and second axle dampers 7A and 7B, which are located on the left and right (FL and FR) sides of a chassis 3, to inspect for the presence of incorrect wiring between the variable dampers 7 (step 14). This allows the damping force command or current output from a control device 9 to the first axle damper 7A to be output to the second axle damper 7B in an interchangeable manner. Likewise, a damping force command or current output from the control device 9 to the second axle damper 7B is allowed to be output to the first axle damper 7A in an interchangeable manner.

[0044] In other words, if force-generating mechanisms (variable dampers 7) are assessed as failed by the fault evaluation device 14, the control device 9 exchanges control over the first and second axle dampers 7A and 7B, which act as the force-generating mechanisms, in step 14. This control exchange takes place as reverse action control, by which the variable dampers 7 are actuated in the opposite direction to normal time (which is practically fault time).

[0045] In the next step 15, the rolling data is read from a rolling data processing area 13 within a predetermined evaluation interval (vehicle driving interval) in a state where the controls for the first and second axle dampers 7A and 7B are reversed. The next step 16 compares a fault evaluation value under a predetermined driving condition (where the value is previously stored in the rolling data storage area 14C) with the rolling data to determine whether the rolling data falls within a normal range. A "YES" determination in step 16 means that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally.

[0046] Step 17 assesses that the wires (cables 16A and 16B) of the first and second axle dampers 7A and 7B are reversed. Step 18 then swaps and saves the control signals for the first and second axle dampers 7A and 7B. This allows the first and second axle dampers 7A and 7B to subsequently resume vibration control via the vehicle body 2 in a state where the incorrect wiring of cables 16A and 16B is corrected.

[0047] If the determination in step 16 is "NO", it is determined that the rolling data does not return to the normal range. The next step, 19, then restores the controls via the first and second axle dampers 7A and 7B. The damping force command or current output from the control device 9 to the first axle damper 7A is output and controlled as in the normal state. Similarly, the damping force command or current output from the control device 9 to the second axle damper 7B is output and controlled as in the normal state. The next step, 20, reverses the controls via the third and fourth axle dampers 7C and 7D, which are located on the left and right (RL and RR) sides of a chassis 3. This allows the damping force command or current output from the control device 9 to the third axle damper 7C to be output to the fourth axle damper 7D in a reversal manner.Similarly, the damping force command or current output from the control device 9 to the fourth axle damper 7D is output to the third axle damper 7C in an exchange manner. If it is determined that there is no incorrect wiring between the third and fourth axle dampers 7C and 7D, it is preferred to restore the exchanged controls via the third and fourth axle dampers 7C and 7D.

[0048] In other words, if the force-generating mechanisms (variable dampers 7) are assessed as having failed by the fault-evaluation device 14, the control device 9 swaps controls over the third and fourth axle dampers 7C and 7D, which act as the force-generating mechanisms, in step 20. This control swaps places as a reverse-acting control, by which the variable dampers 7 are actuated in the opposite direction to normal time (which is practically fault time).

[0049] In the next step 21, the rolling data is read from the rolling data computation area 13 in a state where controls for the third and fourth axle dampers 7C and 7D are being exchanged. The next step S22 compares the error assessment value under the predetermined driving conditions (the value previously stored in the rolling data memory area 14C) with the rolling data to determine whether the rolling data falls within the normal range. A "YES" determination in step 22 means that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally.

[0050] Next, step 23 determines that the wires (cables 16C and 16D) of the third and fourth axle dampers 7C and 7D are swapped. Next, step 24 swaps and saves the controls of the third and fourth axle dampers 7C and 7D. This allows the third and fourth axle dampers 7C and 7D to resume vibration control via the vehicle body 2 in a subsequent state where the incorrect wiring of cables 16C and 16D has been rectified.

[0051] Next, step 25 determines whether there is a "wire swap" between the first and second axle dampers 7A and 7B, or between the third and fourth axle dampers 7C and 7D. A "YES" determination in step 25 means that the control of the first and second axle dampers 7A and 7B, or the third and fourth axle dampers 7C and 7D, has been swapped. Therefore, it is determined that the wiring must be restored to its correct state. In the next step, 26, the mode is changed to a normal control mode. The process from step 11 and subsequent steps then continues.

[0052] If the determination in step 25 is "NO", the next step 27 determines that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating abnormally and have therefore failed. More specifically, step 27 determines that one cause of the abnormal operation of the variable dampers 7 is incorrect wiring, that is, incorrect wiring caused by the wrong connection of the lines (cables 16A to 16D, for example) that connect the variable dampers 7 (first to fourth axle dampers 7A to 7D) to the control device 9. Step 27 then, for example, interrupts the damping control of each vehicle body 2 (namely, control device 9) and changes the mode to a failure mode. In such a case, the variable dampers 7 of the railway vehicle 1 are determined to be failed. The current supplied to the variable damper 7 is blocked and the variable dampers 7 are fixed to medium damping force characteristics.This ensures a damping effect based on the average damping force characteristics.

[0053] As described above, the second embodiment, configured in this way, detects incorrect wiring between the first and second axle dampers 7A and 7B or between the third and fourth axle dampers 7C and 7D. If a wiring reversal occurs, the controls for the first and second axle dampers 7A and 7B or for the third and fourth axle dampers 7C and 7D are reversed to detect the correct wiring between the variable dampers 7. If an abnormality is detected, the wiring is changed with respect to the control so that the damping force command or current is sent to a correct damper, thereby ensuring proper ride comfort in the railway vehicle 1.

[0054] The second embodiment allows for the detection of incorrect wiring between the variable dampers 7, as discussed above. If incorrect wiring is detected (deemed present), the system initiates a reverse action control, switching the right and left dampers. This actuates the variable dampers 7 in the opposite direction to their normal operating time (which is the practical fault time), thus correcting the incorrect wiring. Vibration control via the vehicle body 2 continues accordingly. It is therefore possible to reliably improve and maintain the operating reliability of the railway vehicle 1.

[0055] The second embodiment has been explained by taking as an example a case in which a determination is first made as to whether there is incorrect wiring between the first axle damper 7A and the second axle damper 7B, by in Fig. The process is followed by the 5 illustrated process steps. The invention is not limited to the above configuration and can be configured such that a determination is first made as to whether there is incorrect wiring between the third and fourth axle dampers 7C and 7D, and then a determination is made as to whether there is incorrect wiring between the first and second axle dampers 7A and 7B.

[0056] Fig. 6 and Fig. Figure 7 illustrates a third embodiment of the invention. In the present embodiment, the same component elements as those of the first embodiment are provided with the same reference numerals, and their description is omitted. The third embodiment is characterized in that, when variable dampers 7 are operating normally and rolling data are outside a normal range, a fault diagnosis is performed to identify which variable damper 7, from the first to the fourth axle damper 7A to 7D, is causing the damper abnormality.

[0057] After the in Fig. The illustrated process starts in step 6; roll data is entered in step 31 as in step 1 of Fig. 4 according to the first embodiment. The next step 32 compares an error evaluation value (for example, in a roll data memory area 14D of Fig. 3 (stored) under a predetermined driving condition with the rolling data to determine whether the rolling data falls within the normal range. A "YES" determination in step 32 means that the variable dampers (first to fourth axle dampers 7A to 7D) are operating normally. The routine for this returns to the process from step 31 and implements the subsequent process.

[0058] A "NO" determination in step 32 means that the rolling data is outside the normal range and shows an abnormal value. In the next step, 33, the mode is changed to an "abnormality diagnostic mode." The "abnormality diagnostic mode" identifies which variable damper 7 of the first to fourth axle dampers 7A to 7D is causing the damper abnormality. To do this, a damping force command is first issued in step 34 from a damper control device 11 of a control device 9 to fix all variable dampers 7 (all first to fourth axle dampers 7A to 7D) to medium (intermediate) characteristics (i.e., 0 ampere current value).

[0059] Accordingly, all variable dampers 7 of a vehicle are blocked from the current supplied by the control device 9 and fixed to the average damping force characteristic. The average damping force command can, for example, be used to fix the current values ​​supplied to the solenoids of the first to fourth axle dampers 7A to 7D at predetermined intermediate values. The interval in which the damping force command for fixing the dampers 7 to average damping force characteristics is issued can be limited to a predetermined specific evaluation interval, a previous interval, and a subsequent interval.

[0060] In the next step 35, the rolling data under the aforementioned state are read from a rolling data processing area 13 within a predetermined evaluation interval (vehicle driving interval). In the next step 36, the rolling data under the aforementioned state are stored as a temporary "stored value" in the rolling data storage area 14C of a fault evaluation device 14.

[0061] The next step 37, for example, outputs the damping force command from the damper control device 11 of the control device 9 to the first axle damper 7A, so that the first axle damper 7A is temporarily fixed to a soft damping force characteristic. The other variable dampers 7 (second to fourth axle dampers 7B to 7D) are fixed to a medium damping force characteristic. In the next step 38, the rolling data are read from the rolling data processing area 13 (rolling data output device) within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 37.

[0062] The next step, 39, determines whether the rolling data read in step 38 shows a rolling value equivalent to the temporary "stored value." A "YES" determination in step 39 means that the rolling data shows the rolling value equivalent to the "stored value" stored under the condition that all dampers are fixed to medium damping force characteristics (see steps 34 to 36), and that the first axle damper 7A is not adjusted by the soft damping force characteristic, even though the damping force command is issued from the control device 9. In the next step, 40, the first axle damper 7A is evaluated as failed.

[0063] If the determination in step 39 is "NO", in the next step 41, for example, a damping force command is issued from the damper control device 11 of the control device 9 to the second axle damper 7B, so that the second axle damper 7B is temporarily fixed to soft damping force characteristics. The other variable dampers 7 (first, third, and fourth axle dampers 7A, 7C, and 7D) remain fixed to the medium damping force characteristics. In the next step 42, the rolling data is read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 41.

[0064] The next step, 43, determines whether the rolling data read in step 42 shows a rolling value equivalent to the temporary "stored value." A "YES" result in step 43 means that the rolling data shows a rolling value equivalent to the "stored value" stored under the condition that all dampers are fixed to the medium damping force characteristic (see steps 34 to 36) and that the second axle damper 7B is not adjusted to the soft damping force characteristic, even though the damping force command is issued from the control device 9. In the next step, 44, the second axle damper 7B is evaluated as failed.

[0065] If the answer in step 43 is "NO", the following will occur in Fig. In the next step 45, illustrated in Figure 7, the damping force command from the damper control device 11 of the control device 9 is output, for example, to the third axle damper 7C, so that the third axle damper 7C is temporarily fixed to the soft damping force characteristics. The other variable dampers 7 (first, second, and fourth axle dampers 7A, 7B, and 7D) are held fixed to the medium damping force characteristics. In the next step 46, the rolling data are read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 45.

[0066] The next step, 47, determines whether the rolling data read in step 46 shows the rolling value equivalent to the temporary "stored value." A "YES" determination in step 47 means that the rolling data shows the rolling value equivalent to the "stored value" stored under the condition that all dampers are fixed to the medium damping force characteristics (see steps 34 to 36) and that the third axle damper 7C is not adjusted to the soft damping force characteristics, even though the damping force command is issued from the control device 9. In the next step, 48, the third axle damper 7C is evaluated as failed.

[0067] If the determination in step S42 is "NO", in the next step 49 the damping force command from the damper control device 11 of the control device 9 is output, for example, to the fourth axle damper 7D, so that the fourth axle damper 7D is temporarily fixed to the switch damping force characteristics. The other variable dampers 7 (first to third axle dampers 7A to 7C) remain fixed to medium damping force characteristics. In the next step 50, the rolling data is read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 49.

[0068] The next step, S51, determines whether the rolling data read in step 50 shows the rolling value equivalent to the "time-based stored value." A "YES" determination in step S51 means that the rolling data shows the rolling value equivalent to the "stored value" that is saved under the condition that all dampers are fixed to the medium damping force characteristic (see steps 34 to 36) and that the fourth axle damper 7D is not adjusted to the soft damping force characteristic, despite the damping force command issued by the control device 9. In the next step, S52, the fourth axle damper 7D is evaluated as failed.

[0069] If the determination in step 51 is "NO," the routine proceeds to step 53. Step 53 uses the "abnormality diagnostic mode" employed in step 33 to determine, and performs subsequent steps, whether any of the first through fourth axle dampers (7A to 7D) have failed. If the determination in step 53 is "YES," the next step, 54, assesses whether at least one of the variable dampers (first through fourth dampers, 7A to 7D) is operating abnormally and has therefore failed. Step 54 then indicates a need for the prompt removal and replacement of the damper identified as failed. A "NO" determination in step 52 means that no abnormal damper is identified as failed. In the next step, 55, the mode is changed to a "normal control mode," and the process from step 31 and subsequent steps continues.

[0070] According to the third embodiment configured as described above, if the variable damper 7 operates abnormally and the rolling data are outside the normal range, a fault diagnosis is performed to identify which of the first four dampers 7A to 7D is causing the damper abnormality. This simplifies the task of identifying an abnormal damper, which conventionally required removing dampers, checking damping force characteristics, and other similar work. Rapid replacement of the damper is then possible when an abnormality occurs.

[0071] Fig. Figures 8 to 10 illustrate a fourth embodiment of the present invention. In this embodiment, the same component elements as in the first embodiment are provided with the same reference numerals, and their base is omitted. The fourth embodiment is characterized in that, if variable dampers 7 operate abnormally and rolling data are outside a normal range, a determination is first made as to whether there is an abnormality relating to incorrect wiring between the right and left dampers. If no abnormality is identified, the embodiment identifies which variable damper 7, from the first to fourth axle dampers 7A to 7D, is causing the damper abnormality.

[0072] After the in Fig. The illustrated process starts in step 8; roll data is entered in step 61 as in step 1, which is in Fig. Figure 4 illustrates the reading according to the first embodiment. The next step, 62, compares a failure rating value (for example, in a roll data storage area 14C of Fig. 3 (stored) under a predetermined driving condition with the rolling data to determine whether the rolling data is within a normal range. A "YES" determination in step 62 means that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally. The routine returns to the process from step 61 and implements the subsequent process.

[0073] If the determination in step 62 is "NO", the mode is changed to an "Abnormality Diagnostic Mode" in the next step 63. The "Abnormality Diagnostic Mode" first swaps the controls over the first and second axle dampers 7A and 7B, located on the left and right (FL and FR) sides of a chassis 3, in step 64 to inspect for the presence of incorrect wiring between the variable dampers 7. This allows a damping force command or current output from a control device 9 to the first axle damper 7A to be output to the second axle damper 7B in a reciprocal manner. Likewise, a damping force command or current output from the control device 9 to the second axle damper 7B is allowed to be output to the first axle damper 7A in a reciprocal manner.

[0074] In other words, when force-generating mechanisms (variable dampers 7) are assessed as failed by the fault evaluation device 14, the control device 9 reverses the control over the first and second axle dampers 7A and 7B, which act as the force-generating mechanisms, in step 64. This control reversal takes place as a reverse action control, by which the variable dampers 7 are actuated in the opposite direction to a normal time (which is practically fault time).

[0075] In step 65, the rolling data is read from the rolling data computation area 13 within a predetermined evaluation interval (vehicle driving interval) in a state where the controls for the first and second axle dampers 7A and 7B have been exchanged. The next step, 66, compares a fault evaluation value under a predetermined driving condition (the value previously stored in the rolling data memory area 14C) with the rolling data to determine whether the rolling data falls within a normal range. A "YES" result in step 66 means that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally.

[0076] The next step, 67, then assesses that the wires (cables 16A and 16B) of the first and second axle dampers 7A and 7B are reversed. In step 68, the control signals for the first and second axle dampers 7A and 7B are saved in the reversed state. This allows the first and second axle dampers 7A and 7B to subsequently resume vibration control via the vehicle body 2 in a state where the incorrect wiring of cables 16A and 16B has been corrected.

[0077] If the determination in step 66 is "NO", it is determined that the rolling data will not return to the normal range. The next step, 69, then restores control over the first and second axle dampers 7A and 7B. The next step, 70, exchanges control over the third and fourth axle dampers 7C and 7D, which are located on the left and right (RL and RR) sides of an inspection means selection step S3. This allows the damping force command or current issued from the control device 9 to the third axle damper 7C to be issued to the fourth axle damper 7D in an exchange manner. Likewise, a damping force command or current issued from the control device 9 to the fourth axle damper 7D is allowed to be issued to the third axle damper 7C in an exchange manner.

[0078] In other words, when force-generating mechanisms (variable dampers 7) are assessed as failed by the fault evaluation device 14, the control device 9 swaps the controls over the third and fourth axle dampers 7C and 7D, which act as the force-generating mechanisms, in step 70. This control swap takes place as a reverse action control, by which the variable dampers 7 are actuated in the opposite direction to normal time (which is practically fault time).

[0079] In the next step, 71, the rolling data is read from the rolling data processing area 13 in a state where the controls for the third and fourth axle dampers 7C and 7D are exchanged. Next, step 72 compares a fault evaluation value under a predetermined driving condition (the value of which is previously stored in the rolling data storage area 14C) with the rolling data to determine whether the rolling data is within a normal range. A "YES" result in step 72 means that the variable dampers 7 (first to fourth axle dampers 7A to 7D) are operating normally.

[0080] The next step, 73, assesses that the wires (cables 16C and 16D) of the third and fourth axle dampers 7C and 7D are swapped. In the next step, 74, the control parameters for the third and fourth axle dampers 7C and 7D are saved in the swapped state. This allows the third and fourth axle dampers 7C and 7D to subsequently continue vibration control via the vehicle body 2 in a state where the incorrect wiring of cables 16C and 16D is corrected.

[0081] The next step, 75, determines whether there is a "wire swap" between the first axle damper 7A and the second axle damper 7B, or between the third axle damper 7C and the fourth axle damper 7D. If the determination in step 75 is "YES," the wiring is restored to its correct state, as the controls are swapped between the first and second axle dampers 7A and 7B, or between the third and fourth axle dampers 7C and 7D. In the next step, 76, the mode is switched to a "normal control mode." The process from step 61 and subsequent steps then continues.

[0082] If the determination in step 75 is "NO", the variable dampers 7 (first to fourth axle dampers 7A to k7D) are assessed as operating abnormally and are considered failed. Following this assessment, the routine moves to the Fig. Figure 9 illustrates step 77 to identify which variable damper 7 of the first to fourth axle dampers 7A to 7D is causing the damper abnormality. Step 77 first issues the damper force command from the damper control device 11 of the control device 9 to fix all variable dampers 7 (all of the first to fourth axle dampers 7A to 7D) to the middle (intermediate) characteristic (i.e., zero ampere current value).

[0083] Consequently, all variable dampers 7 of a vehicle are blocked from current supplied by the control device 9 and fixed at their mean damping force characteristics. The mean damping force command may, for example, be intended to fix a current value supplied to the solenoids of the first to fourth axle dampers 7A to 7D at a predetermined mean value. The interval in which the damping force command to fix the dampers 7 at their mean damping force characteristics is issued may be limited to a predetermined specific evaluation interval, a preceding interval, and a subsequent interval.

[0084] In the next step 78, the rolling data under the aforementioned state are read from a rolling data processing area 13 within a predetermined evaluation interval (vehicle driving interval). In the next step 79, the rolling data under the aforementioned state are stored as a temporary "stored value" in the rolling data storage area 14C of a fault evaluation device 14.

[0085] The next step, 80, for example, outputs the damping force command from the damper control device 11 of the control device 9 to the first axle damper 7A, so that the first axle damper 7A is temporarily fixed to a soft damping force characteristic. The other variable dampers 7 (second to fourth axle dampers 7B to 7D) are fixed to a medium damping force characteristic. In the next step, 81, the rolling data is read from the rolling data processing area 13 (rolling data output device) within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 80.

[0086] The next step, 82, determines whether the rolling data read in step 81 shows a rolling value equivalent to the temporary "stored value." A "YES" determination in step 82 means that the rolling data shows the rolling value equivalent to the "stored value" stored under the condition that all dampers are fixed to medium damping force characteristics (see steps 77 to 79), and that the first axle damper 7A is not adjusted by the soft damping force characteristic, even though the damping force command is issued from the control device 9. The next step, 83, then evaluates the first axle damper 7A as failed.

[0087] If the determination in step 82 is "NO", the next step 84, for example, outputs a damping force command from the damper control device 11 of the control device 9 to the second axle damper 7B, so that the second axle damper 7B is temporarily fixed to soft damping force characteristics. The other variable dampers 7 (first, third, and fourth axle dampers 7A, 7C, and 7D) remain fixed to the medium damping force characteristics. In the next step 85, the rolling data is read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 84.

[0088] The next step, 86, determines whether the rolling data read in step 85 shows a rolling value equivalent to the temporary "stored value." A "YES" result in step 86 means that the rolling data shows a rolling value equivalent to the "stored value" stored under the condition that all dampers are fixed to the medium damping force characteristic (see steps 77 to 79) and that the second axle damper 7B is not adjusted to the soft damping force characteristic. In the next step, 87, the second axle damper 7B is evaluated as failed.

[0089] If the determination in step 86 is "NO", the following is indicated: Fig.Figure 10 illustrates the next step 88, in which a damping force command is sent from the damper control device 11 of the control device 9, for example, to the third axle damper 7C, so that the third axle damper 7C is temporarily fixed to the soft damping force characteristics. The other variable dampers 7 (first, second, and fourth axle dampers 7A, 7B, and 7D) are held fixed to the medium damping force characteristics. In the next step 89, the rolling data are read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 88.

[0090] The next step, 90, determines whether the roll data read in step 89 shows the roll value equivalent to the temporary "stored value." A "YES" determination in step 90 means that the roll data shows the roll value equivalent to the "stored value" stored under the condition that all dampers are fixed to the medium damping force characteristics (see steps 77 to 79) and that the third axle damper 7C is not adjusted to the soft damping force characteristics, even though the damping force command is issued from the control device 9. In the next step, 91, the third axle damper 7C is evaluated as failed.

[0091] If the determination in step 90 is "NO", the next step 92 issues a damping force command from the damper control device 11 of the control device 9, for example, to the fourth axle damper 7D, so that the fourth axle damper 7D is temporarily fixed to the switch damping force characteristics. The other variable dampers 7 (first to third axle dampers 7A to 7C) remain fixed to medium damping force characteristics. In the next step 50, the rolling data is read from the rolling data calculation area 13 within the predetermined evaluation interval (vehicle driving interval) under the conditions set in step 93.

[0092] The next step, 94, determines whether the rolling data read in step 93 shows the rolling value equivalent to the "time-based stored value." A "YES" determination in step 94 means that the rolling data shows the rolling value equivalent to the "stored value" that is saved under the condition that all dampers are fixed to the medium damping force characteristic (see steps 77 to 79) and that the fourth axle damper 7D is not adjusted to the soft damping force characteristic. In the next step, 95, the fourth axle damper 7D is evaluated as failed.

[0093] If the determination in step 94 is "NO," the next step, 96, uses the "abnormality diagnostic mode" employed in step 33 and subsequent steps to determine whether any of the first to fourth axle dampers 7A to 7D have failed. If the determination in step 96 is "YES," the next step, 97, assesses whether at least one of the variable dampers 7 (first to fourth dampers 7A to 7D) is operating abnormally and has failed. Step 97 then indicates a need for the prompt removal and replacement of the damper identified as failed. A "NO" determination in step 96 means that no abnormal damper is identified as failed. Therefore, in the next step, 98, the mode is changed to a "normal control mode," and the process of step 61 and subsequent steps is restarted.

[0094] According to the fourth embodiment configured as described above, if the variable damper 7 is operating abnormally and the rolling data are outside the normal range, a determination is first made as to whether there is an abnormality related to incorrect wiring between the right and left dampers. If no abnormality is identified, fault diagnosis is performed to identify which variable damper 7, from the first to the fourth axle dampers 7A to 7D, is causing the damper abnormality. This allows for the exhaustive identification of the abnormality related to incorrect wiring between the right and left dampers and an abnormal damper, enabling the damper to be replaced immediately if an abnormality occurs.

[0095] The first embodiment is discussed, taking as an example the case in which the force-generating mechanisms comprise the variable dampers 7, which include the damping force-adjusting hydraulic shock absorbers arranged between the vehicle body 2 and each of the chassis 3. The force-generating mechanisms arranged between each of the chassis and the vehicle body, configured to generate forces that are adjustable in the vertical direction, may, for example, comprise electromagnetic linear actuators, electromagnetic dampers, air springs, or the like. The same applies to the second to fourth embodiments.

[0096] Vibration control devices for railway vehicles based on the embodiments discussed above include, for example, the vibration control devices described below. In a first mode, a vibration control device for a railway vehicle comprises a force-generating mechanism arranged between a chassis on which wheels are mounted and a vehicle body, wherein the force-generating mechanism is configured to generate a force that is adjustable in the vertical direction, a control area configured to control the force generated by the force-generating mechanism, and an abnormality detection and estimation area configured to detect and estimate an abnormality of the force-generating mechanism.The abnormality detection and estimation section includes a roll data output device configured to output roll data altered by the rolling (swaying) of the vehicle body, and a fault evaluation device configured to compare the roll data output by the roll data output device with a fault evaluation value under a predetermined driving condition, thus assessing whether the power generation mechanism has failed. This allows for the evaluation of a power generation mechanism failure.

[0097] According to the vibration control device for a railway vehicle in a second mode, as in the first mode, the rolling data output device includes at least one sensor located in the vehicle body, configured to detect vehicle body behavior, and a rolling data computing area configured to calculate the rolling data from a value derived from the sensor. This enables more efficient fault diagnosis and abnormality detection.In a third mode, corresponding to the first or second mode, the fault evaluation device includes a vehicle position detection area configured to detect a vehicle's driving position, a vehicle speed detection area configured to detect the vehicle's driving speed, a rolling data storage area configured to store the rolling data output from the rolling data output device under the predetermined driving condition, and a fault evaluation value calculation area configured to calculate the fault evaluation value from the driving position, driving speed, and rolling data. This enables the detection of an abnormality in the force generation mechanism without false detections.

[0098] In a fourth mode, corresponding to the third mode, the abnormality detection and estimation unit is located in at least one other vehicle body connected to the main vehicle body. The fault assessment value calculation unit calculates the fault assessment value from the rolling data of this at least one other vehicle body. This enables the detection of an abnormality in the power generation mechanism without false detections. In a fifth mode, corresponding to any of the first through fourth modes, if the power generation mechanism is assessed as failed by the fault assessment device, the control unit disables the control over the power generation mechanism. This allows for the safe improvement and maintenance of the reliability of the railway vehicle's operation.

[0099] In a sixth mode, corresponding to one of the first four modes, if the force generation mechanism is assessed as failed by the fault evaluation device, the control area implements a reverse action control, which actuates the force generation mechanism in the opposite direction to normal operation. If the failure can be attributed to incorrect wiring between dampers, controls via the dampers are exchanged and the reverse action control is implemented. This minimizes any impairment of ride comfort attributable to the abnormality.

[0100] In a seventh mode, corresponding to one of the first through fourth modes, when the force generation mechanism is assessed as failed by the fault evaluation device, the control area implements a mean control of the force generated by the force generation mechanism. This allows for the earlier identification of an abnormal damper when a damper failure occurs, thus reducing the overall time between identifying the abnormal damper and replacing it.

[0101] The invention is not limited to the embodiments described and can be modified in various ways. For example, the embodiments are intended to illustrate the invention to facilitate understanding and do not necessarily have to include all the constitutions mentioned above. Part of the constitution of one embodiment can be replaced by the constitution of another embodiment. The constitution of one embodiment can be incorporated into the constitution of another embodiment. It is also possible to incorporate or replace part of the constitution of any embodiment in or by the constitution of another embodiment, or to eliminate part of the constitution of one embodiment.

[0102] The present patent application claims priority from Japanese patent application No. JP 2017-186283 A, filed on September 27, 2017. The entire disclosure of Japanese patent application No. JP 2017-186283 A, filed on September 27, 2017, including the description, claims, drawings and abstract, is incorporated herein by reference in its entirety. REFERENCE MARK LIST 1 railway vehicle 2 Vehicle body 3 Form clamp mechanism unit 4-wire 5 rail 6 Suspension spring 7 Damping force-variable damper (force generation mechanism) 7A First axle damper 7G Second axle damper 7C Third axle damper 7D Fourth axle damper 8A, 8B, 8C, 8D Accelerometer (Sensor for detecting vehicle body behavior) 9 Control device (control circuit) 11 Damper control device (control range) 12 Abnormality detection and estimation area 13 Roll data calculation area (roll data output device) 14 Fault evaluation device 14A Vehicle position detection range 14B Vehicle speed detection range 14C Roll Data Storage Area 14D Failure Assessment Value Calculation Area

Claims

[1] Vibration control device for a railway vehicle (1), comprising: a plurality of force-generating mechanisms (7) arranged between a chassis (3) on which wheels are mounted and a vehicle body (2), wherein the force-generating mechanism (7) is configured to generate a force that is adjustable in the vertical direction; a control device (9) configured to control the force generated by the force-generating mechanism (7), including the control device (9) an abnormality detection and estimation part (12) configured to detect and estimate an abnormality of the force generation mechanism (7), wherein the abnormality detection and estimation part (12) includes: a rolling data output device configured to output rolling data modified by the rolling (swaying) of the vehicle body (2), and a fault evaluation device (14) configured to evaluate whether a particular one of the plurality of force generation mechanisms (7) has failed by comparing the rolling data output from the rolling data output device with a fault evaluation value under a predetermined driving condition, and, if the rolling data is outside a normal range, the fault evaluation device (14) configured to control the force generation mechanisms (7) such that one of the force generation mechanisms (7) is temporarily fixed to soft damping force characteristic and the other(s) is / are fixed to medium damping force characteristic. [2] Vibration control device for a railway vehicle (1) according to claim 1, wherein the control device (9) includes a reverse action control by which controls of the plurality of force generation mechanisms (7) are exchanged and an abnormality diagnostic mode in which the reverse action control evaluates that there is incorrect wiring if the rolling data previously determined on the basis of a comparison between the rolling data output from the rolling data output device and the fault evaluation value under the predetermined driving condition are outside a normal range. [3] Vibration control device for a railway vehicle (1) according to claim 2, wherein, when the abnormality diagnostic mode assesses that there is incorrect wiring, a state in which the reverse action control is implemented is stored, and the incorrect wiring is corrected by the control device (9).

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