JP2008285118A - Abnormality diagnosis measuring system for railway equipment - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an abnormality diagnosis measuring system for diagnosing an abnormality of railway equipment such as a rail. <P>SOLUTION: The abnormality diagnosis measuring system is provided with an acceleration acquiring means provided on a pantograph, moving following a change in a distance between a vehicle and an electric wire during the traveling of the vehicle, and measuring vertical acceleration; a storage means for recording acceleration distribution information serving as a reference indicating change in acceleration in a specific section measured beforehand by the acceleration acquiring means; a comparison means for comparing the reference acceleration distribution information recorded in the storage means with acceleration measured by the acceleration acquiring means; and a determination means for determining whether or not the electric wire or the pantograph has an abnormality based on the comparison result of the comparison means. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to an abnormality diagnosis and measurement system that detects an abnormality of equipment necessary for traveling of a train.

  Appropriate for normalization of disrupted schedules and passengers by grasping that the train is operating accurately and accurately knowing where it is traveling when the train is delayed Can take a good response. Therefore, when controlling a train, if a detailed position and speed of the train can be measured, more accurate control is possible.

  Conventionally, there is a method of detecting a position of a train by mounting a GPS (Global Positioning System) receiver on the train and receiving the GPS information by the satellite. In addition, a method of detecting the train position by determining the travel distance from the number of rotations of the train wheel with the ATS (Automatic Train Stop) automatic train stop device (ATS) installed on the track as the reference position. Are also used. In addition, dead-reckoning is also used in which the travel distance of a train is observed by a distance sensor and the travel direction of the train is observed in a time series by an orientation sensor, and the travel position of the train is estimated.

  In Patent Document 1, a dead reckoning arithmetic unit is installed at the forefront of a train, and GPS receivers are mounted at the forefront of the train and the end of the train. The dead reckoning calculation device calculates the trajectory of the train from the position information obtained from the GPS information received by each GPS receiver, and the storage unit records it. And when any GPS receiver mounted in the train front part and the train last part becomes incommunicable, the dead reckoning arithmetic unit is based on the trajectory of the train recorded in the storage part. The structure which correct | amends the positional information on which the GPS receiver which became impossible is mounted is disclosed.

Patent Document 2 includes receiving means for receiving GPS information from a satellite, storage means for recording a database in which latitude and longitude, known track curvature, and track length are related, and information processing means. The information processing means calculates the reception reliability when receiving the GPS information, and if the reliability is high, specifies the train traveling position based on the GPS information, otherwise, from the rotation speed of the axle, etc. A configuration is disclosed in which the curvature is calculated, compared with the curvature recorded in the storage means, and the train travel position is specified.
JP 7-294622 A JP2003-294825A

  However, Patent Document 1 and Patent Document 2 use position detection based on GPS information and radio wave intensity, and a GPS receiver mounted on a train must always capture satellites and radio waves. Therefore, it is difficult to detect the position when the train passes through the tunnel or in the subway. In either case, if GPS information from the satellite cannot be obtained, the position is calculated by calculation. However, since the position is detected by cumulative addition of measurement sections, a cumulative error may occur.

  In addition, in the method of providing an auxiliary device such as ATS that does not use GPS information from the satellite on the track side, there is a problem of cost of installing equipment on the track side. Auxiliary devices such as ATS are not always used for detecting the position of a train. Furthermore, the rails and train wheels are made of metal. For this reason, the wheel may be worn, the wheel diameter may change, or the wheel may idle. Therefore, in the method using ATS, it is not always accurate to determine the travel distance from the number of rotations of the train wheel and detect the position or speed of the train.

  An object of the present invention is to provide an abnormality diagnosis and measurement system that accurately measures the position of a train and determines an abnormality of equipment related to traveling of the train using a measurement result.

  Acceleration acquisition means provided on the pantograph that moves following the distance between the train and the electric wire while the train is running and measures vertical acceleration, and changes in acceleration in a specific section previously measured by the acceleration acquisition means Storage means for recording reference acceleration distribution information indicating the reference, comparison means for comparing the reference acceleration distribution information recorded in the storage means, and acceleration measured by the acceleration acquisition means, and the comparison Determining means for determining whether or not the electric wire or the pantograph is abnormal based on a comparison result of the means.

  According to the present invention, it is possible to determine aged deterioration of rails or electric wires, abnormalities in setting of rails, wheels or pantographs, abnormalities in facilities related to running of trains, and the like without providing special facilities.

  Hereinafter, a train position detection system according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is an external view showing the structure of a train to which the present invention is applied. The train 1 travels along the rail 2. In addition, the electric wires 3 are laid hollow along the rails 2. The electric wire 3 is fixed with a certain amount of tension by support points 4 installed at arbitrary intervals. A plurality of support points 4 are provided between the stations.

  Further, the train 1 is subjected to vibration during traveling from various directions due to vibration from the rail 2, sliding in the left-right direction between the wheel 6 and the rail, vibration of the drive system, wind pressure, and the like. The train 1 is provided with a carriage 5 in order to suppress these vibrations. In FIG. 2, the structure of the trolley | bogie 5 provided in the train 1 is shown. The cart 5 includes a driving device and a braking device (not shown), wheels 53, and an axle 54. The carriage 5 is provided with wheels 53 and an axle 54 via a primary shock absorber (suspension) 52 in order to suppress vibration from the rails 2 and a driving device (not shown). Further, the cart 5 and the train 1 are provided via a secondary shock absorber 51. The secondary shock absorber 51 is also for improving the ride comfort on the vehicle body.

  Here, the axle 54 is provided with a sensor 55. As the sensor 55 provided on the axle 54, for example, a three-dimensional acceleration sensor or a gyro sensor is used. As shown in FIG. 2, when the wheel 54 passes through the rail 2 and the joint 56 of the rail 2, the sensor 55 provided on the axle 54 operates following the vertical movement of the axle 54 to detect the acceleration of the axle 54. To do. A rail joint is detected based on the acceleration. The joint of the rail 2 is fixed unless the rail 2 is replaced. A stroke sensor can also be used as a sensor for detecting the rail joint. The stroke sensor is provided in the primary suspension 52 of FIG. 2 and detects the expansion / contraction stroke of the primary suspension 52. In this case, the joint is detected based on the size of the stroke or the acceleration obtained by differentiating the stroke twice.

  For example, it is assumed that eight joints between the rail 2 and the rail 2 are provided between the A station and the B station. FIG. 3 is a diagram illustrating data detected by the sensor 55 when the train 1 travels from the A station to the B station. The horizontal axis in FIG. 3 indicates the joint position of the rail 2 between the station A and the station B. The vertical axis represents acceleration or stroke data detected by the sensor 55.

  By providing the sensor 55 on the axle 54 as in this embodiment, the sensor 55 detects the acceleration or stroke of the axle 54 according to the vertical movement of the train 1. When the wheel 53 passes through the joint between the rail 2 and the rail 2, the sensor 55 detects the acceleration or stroke data in the vertical (vertical) direction that protrudes more than when the wheel 53 travels other than the joint.

  Next, a system that uses an acceleration sensor as the sensor 55 and detects the position of the train 1 based on the acceleration acquired by the sensor 55 will be described in detail with reference to the block diagram of the train position detection system shown in FIG.

  The train position detection system according to the present embodiment includes a sensor 55, a data logger 100, a processing device 101, and a storage device 102. The data logger 100 converts acceleration or stroke data acquired by the sensor 55 into a digital value and converts it into data for each time. The recording device 102 serving as a storage means records in advance the association between the number of rails and rail joints existing between stations and the position where each joint exists from the station. The recording device 102 records data such as past history of acceleration detected by the sensor 55 when the wheel 53 passes through each joint of the rail 2.

  The processing apparatus 101 includes a calculation unit 1011, a comparison unit 1012, and a determination unit 1013. The calculation unit 1011 decomposes acceleration or stroke data via the data logger 100 into three dimensions. Further, the calculation unit 1011 calculates the vertical (vertical) direction speed and movement distance of the wheel 53 from the acceleration detected by the sensor 55. The comparison unit 1012 compares the magnitude of acceleration detected by the sensor 55 with a specified value and provides a comparison result. The determination unit 1013 determines whether or not the wheel 53 has passed the joint of the rail 2.

  Here, the operation of the present embodiment will be described by taking as an example the case where the train 1 travels between the stations A and B as shown in FIG.

  First, when the train 1 departs from the station A and the sensor 55 detects vertical acceleration, the comparison unit 1012 of the processing device 101 compares the magnitude of the detected acceleration with a specified value and provides a comparison result. This specified value is a value recorded in the storage device 102. The specified value is set in advance, and is a pattern in which the magnitude of acceleration detected by the sensor 55 when the wheel 53 passes through the joint of the rail 2 or a three-dimensional decomposition of the acceleration. If the determination unit 1013 determines that the acceleration detected by the sensor 55 is equal to or greater than the specified value and the three-dimensionally decomposed pattern of the acceleration is collated within a predetermined range, the determination unit 1013 determines that the wheel 53 has passed the joint of the rail 2.

  The storage device 102 has information indicating that, for example, eight rail 2 joints are provided between the stations A and B. When the determination unit 1013 determines that the wheel 53 has passed through the joint of the rail 2 between the station A and the station B, the train 1 indicates that the train 1 has traveled through the position of the first rail 2 from the station A. Information is recorded in the storage device 102.

  Next, when the sensor 55 detects the acceleration in the vertical direction and the determination unit 1013 determines again that the wheel 53 has passed the joint of the rail 2, the determination unit 1013 determines that the train 1 is connected to the station A and the station from the storage device 102. Reads the information that the joint of the first rail 2 has passed from the station A between B and outputs the information indicating that the train 1 is traveling at the joint of the second rail 2 from the station A To do. Then, the determination unit 1013 records in the storage device 102 information indicating that the joint of the second rail 2 from the station A has passed.

  The sensor 55 is, for example, a three-dimensional acceleration sensor, and measures the acceleration in the traveling direction even when the train 1 does not pass through the joint of the rail 2. Therefore, when the train 1 arrives at the station B, the sensor 55 detects approximately zero acceleration, and the rotation of the wheels of the train 1 stops, the determination unit 1013 ends the detection of the train position between the station A and the station B. Judge that When the train 1 departs from the station B, the sensor 55 detects the acceleration in the vertical direction, and the determination unit 1013 determines that the wheel 53 has passed the joint of the rail 2, the determination unit 1013 Information indicating that the joint of the first rail 2 has been passed is output and recorded in the storage device 102.

  The position of the joint of the rail 2 is known information. Therefore, according to the present embodiment, if it is known that the train has passed the joint of the rail 2, the position of the joint of the rail 2 in the section from which station to the station is accurately identified. Can do.

  The recording device 102 records the distribution of acceleration data (acceleration distribution) acquired by the sensor 55 between the stations shown in FIG. The recording device 102 also records a reference acceleration distribution as a reference. As the reference acceleration distribution, for example, the acceleration distribution acquired by the sensor 55 when the train 1 on which no passenger is traveling travels on the rail 2 or once every few days or every morning in the first train can be used.

  Normally, as shown in FIG. 3, the reference acceleration distribution is an acceleration distribution acquired by the sensor 55 at the rail 2 and the joint 56 of the rail 2 and an acceleration acquired only on the order of measurement error on the rail 2.

  For example, it is assumed that the train 1 travels between the station A and the station B, and the sensor 55 acquires the acceleration in the vertical direction other than the rail 2 and the joint 56 of the rail 2. The comparison unit 1012 compares the acceleration distribution serving as a reference between the stations A and B with the acceleration distribution acquired by the train 1. For example, when the vertical acceleration that is not in the reference acceleration distribution is obtained between the joint of the third rail and the fourth joint from the station A, the determination unit 1013 indicates that it is abnormal. Output.

  Since the determination unit 1013 can grasp the position of the rail 2 and the joint 56 of the rail 2, when an abnormal acceleration is acquired, the determination unit 1013 can easily determine which joint 56 has a rail abnormality between the joints 56. it can.

  The vertical acceleration generated at other than the joint of the rail 2 is caused by, for example, an obstacle such as a stone placed on the rail 2 or a change due to deterioration of the rail 2 over time.

  Therefore, when the reference acceleration distribution is the acceleration distribution at the time when the rail 2 is provided, the comparison unit 1012 and the acceleration acquired by the sensor 55 every time the train 1 travels on the rail 2. By comparing with the distribution, the determination unit 1013 can determine the aged deterioration of the rail 2. When the reference acceleration distribution is the acceleration distribution acquired by the first train every morning, the comparison unit 1012 has the reference acceleration distribution and the acceleration distribution acquired by the sensor 55 every time the train 1 travels on the rail 2. By comparing, the determination unit 1013 can determine an obstacle placed on the rail 2 and an event that has occurred on the rail 2 during the day.

  The determination unit 1013 can easily identify the place where the aging of the rail 2 has occurred. Therefore, if the determination unit 1013 repeatedly determines that there is an abnormality at the same position, it can also determine that the cause of the deterioration is the ground.

  Here, a three-dimensional acceleration sensor is used as the sensor 55. Therefore, when the train 1 passes the curve, the sensor 55 detects the acceleration in the lateral direction. Therefore, when the train 1 passes through the joint of the rail 2, an acceleration pattern different from the acceleration pattern acquired by the sensor 55 is present. can get. In this way, the position of the train 1 can be specified at a place other than the joint of the rail 2.

  As described above, the reference acceleration distribution is a three-dimensional acceleration distribution under a condition in which no passenger is on the train 1 and is not affected by a disturbance such as wind. This acceleration distribution is a distribution including not only the acceleration in the vertical direction but also the acceleration in the horizontal direction generated by a curve or the like.

  For example, when the train 1 is traveling, if the determination unit 1013 determines that the sensor 55 has acquired an acceleration equal to or greater than the lateral acceleration recorded as the reference acceleration distribution in the storage device 102, information indicating an abnormality is obtained. Is output. The abnormality in this case is an excessive number of passengers at the time of congestion or the influence of wind.

  Therefore, it is possible to know the factors that affect the traveling of the train 1 when it is crowded without the influence of the wind or when the seats are vacant with the influence of the wind. At this time, since the magnitude of the acceleration is also known, it is possible to determine the operation risk level based on the congestion situation and disturbance conditions. Further, when the determination unit 1013 determines that the sensor 55 has acquired an acceleration equal to or greater than the lateral acceleration recorded as the reference acceleration distribution in real time, the fact that the sensor 55 is abnormal and the magnitude of the acceleration (ratio to the reference) Etc.) is output to a monitor (not shown) that can be visually recognized by the driver, the driver can drive the train 1 slowly, for example.

  Next, an embodiment will be described in which the sensor 55 is installed in each vehicle of the train 1 and when the train 1 travels a curve, it is determined whether or not the last vehicle has passed the curve.

  For example, when the train 1 travels on a curve between the station A and the station B, the sensor 55 measures the lateral acceleration that gradually increases, and measures the lateral acceleration that gradually decreases before exiting.

  First, the comparison unit 1012 detects a change in acceleration from when the sensor 55 of the leading vehicle enters the acquired curve until it exits. If the determination unit 1013 determines that the sensor 55 does not acquire the lateral acceleration, the determination unit 1013 outputs information indicating that the lateral acceleration is substantially zero to a monitor (not shown) that can be visually recognized by the driver.

  The determination unit 1013 outputs information indicating that the lateral acceleration is almost zero with respect to the acceleration measured by the sensor 55 for each vehicle, so that the driver can easily determine which vehicle has passed the curve. Can be judged.

  When train 1 is running on the curve, the driver can grasp that the first vehicle of train 1 has passed the curve, but if many vehicles are connected, whether the last vehicle has passed the curve Cannot be easily grasped. With the above configuration, the driver can easily grasp that the last vehicle has passed the curve by comparing the accelerations acquired for each vehicle. Therefore, the driver can accelerate the train 1 after confirming that the last vehicle of the train 1 has completely passed the curve. Therefore, it is possible to avoid the centrifugal force being applied by accelerating the last vehicle of the train 1 before passing through the curve, resulting in severe shaking and poor ride comfort.

  The operation of determining whether or not the last vehicle of the train 1 described above has passed a curve will be described using the flowchart shown in FIG.

  First, when the train 1 is traveling on a curve, the sensor 55 of each vehicle measures acceleration (step S100).

  The determination unit 1013 determines a vehicle for which the sensor 55 detects lateral acceleration (step S101). And the information which shows passing the curve for every vehicle is output to the display part which is not shown in figure.

  The determination unit 1013 determines that the vehicle has passed the curve when the sensor 55 provided in each vehicle hardly measures the lateral acceleration (step S102). Further, it is determined whether all the vehicles have passed the curve, and the information is output to the display unit (step S103).

  Next, a second embodiment will be described. A pantograph 11 is provided on the roof of the train 1. The pantograph 11 receives electric power from the electric wire 3 as power for running the train 1. The structure of the pantograph 11 will be described with reference to FIG. FIG. 6A is a view of the pantograph 11 viewed from the side of the train 1. FIG. 6B is a view of the pantograph 11 viewed from the front side of the train 1. The pantograph 11 is mainly composed of a frame 111, a damper 112, and a sliding plate body 113. The frame 111 moves the sliding plate body 113 up and down to a position in contact with the electric wire 3. The frame 111 raises the sliding plate 113 from the folded state by a link mechanism, a spring, and an air cylinder. For example, as shown in FIG. 2A, the frame 111 constituting the pantograph 11 has a rhombus shape on the side surface.

  The ground plate body 113 is installed on the upper part of the frame 111. Then, the sliding plate body 113 is raised by the frame 111 to a position in contact with the electric wire 3. As shown in FIG. 2A, for example, two ground plate bodies 113 are provided in one pantograph 11. The sliding plate body 113 is provided with a sliding plate as a portion in contact with the electric wire 3. As the material of the sliding plate body, a carbon-based material that is not easily worn and has good electrical conductivity is used. The slidable plate 113 receives electric power while contacting the electric wire 3 at high speed.

  The damper 112 is provided between the frame 111 and the sliding plate body 113 so that the sliding plate body 113 can freely move up and down. The damper 112 has an elastic body (for example, a restoring spring) that relaxes vertical movement. The sliding plate body 113 is pressed so as to be always in contact with the electric wire 3. The damper 112 moves up and down following the up and down movement of the train 1 so that the sliding plate body 113 is not separated from the electric wire 3 even for up and down movement that occurs when the train 1 is traveling at high speed. That is, the damper 112 maintains the parallel and smooth vertical movement of the sliding plate body 113 in contact with the electric wire 3 and improves the followability of the electric wire 3 to the sliding plate body 113.

  Since the support point 4 fixes the electric wire 3, it is a hard point protruding unlike the electric wire 3. Therefore, when the pantograph 11 passes through the support point 4 with the sliding plate 113 pressed against the electric wire as the train 1 travels, the support point 4 presses the pantograph 11 downward. The damper 112 shrinks following the pressing by the support point 4. When the pantograph 11 passes through the support point 4, the shrunk damper 112 pushes the plate 113 back upward at the original height.

  The damper 112 is provided with a sensor 114. The sensor 114 provided in the damper 114 is, for example, a three-dimensional acceleration sensor (or gyro sensor) or a stroke sensor. When the sensor 114 is an acceleration sensor, for example, when the pantograph 11 passes through the support point 4 and the damper 112 expands and contracts, the sensor 114 moves following and detects the vertical acceleration of the sliding plate body 113. When the sensor 114 is a stroke sensor, the expansion / contraction stroke of the damper is detected.

  FIG. 7 is a block diagram showing the configuration of the position detection system according to the second embodiment. This position detection system has the same configuration as that of the first embodiment of the position detection system shown in FIG. 4, but a sensor 114 provided in a pantograph is added.

  In the position detection system according to the second embodiment, the acceleration information obtained from the acceleration sensor 114 provided in the pantograph 11 in parallel with the process of calculating the train position based on the acceleration information obtained from the acceleration sensor 55 on the axle 54. Based on the above, the train position is calculated. The train position can be determined more accurately by using the train position information calculated based on the acceleration information obtained from both sensors.

  Similar to diagnosing the state of the rail 2 by providing the sensor 55 on the axle 54, the state of the electric wire 3 can be diagnosed by providing the sensor 114 on the pantograph 11. Moreover, the state of the pantograph 11 can also be diagnosed by providing the sensor 114 on the pantograph 11 of each vehicle.

  For example, in the case of a subway, since the electric wire 3 cannot be installed, the pantograph 11 is not provided. However, a side rail is provided in parallel with the rail 2, and the train 1 is provided with a mechanism similar to the pantograph 11 for receiving power from the side rail at the lower portion of the train 1. Similarly to the support points 4 provided on the electric wires 3, the side rails are provided with support points for supporting the side rails. For this reason, even in a train such as a subway where the pantograph 11 is not provided, the position can be detected in the same manner as described above. Moreover, although the sensor 114 is provided in the train 1, it is the same if it is provided in the support point 4.

  Next, abnormality diagnosis of the rail 2 or the electric wire 3 by the sensor 55 provided on the wheel 54 or the sensor 114 provided on the pantograph 11 will be described with reference to the flowchart shown in FIG.

  The sensor 55 or the sensor 114 tracks the travel of the train 1 and measures the acceleration distribution in a specific section (for example, between stations) (step S200). The storage device 102 records the acceleration distribution measured by the sensor 55 or the sensor 114.

  The storage device 102 records a reference acceleration distribution in advance.

  The comparison unit 1012 compares the acceleration distribution measured by the sensor 55 or the sensor 114 with the reference acceleration distribution read from the storage device 102 (step S201).

  If the comparison unit 1012 determines that the reference acceleration distribution matches within a certain range (step S201, YES), the determination unit 1013 has no abnormality in the rail 2, the electric wire 3, the axle 54, and the pantograph 11 in the specific section. And information indicating that is output (step S202).

  If the comparison unit 1012 determines that an acceleration different from the reference acceleration distribution is measured (step S201, NO), the determination unit 1013 determines that there is an abnormality in the electric wire 3, the axle 54, or the pantograph 11 ( Step S203).

  Then, the determination unit 1013 determines whether the acceleration distribution measured by the sensor 55 or the sensor 114 is abnormal (step S204). The determination unit 1013 specifies and outputs which point is abnormal from the position of the joint 56 or the support point 4 of the rail 2 and the acceleration distribution where the abnormality is present (step S205).

  As described above, when an abnormality such as deterioration occurs in equipment necessary for traveling of the train without providing special equipment in the train 1, the position where the abnormality has occurred can be easily detected.

  The present invention is not limited to the embodiment described above, and various modifications may be made without departing from the scope of the present invention in the present or future implementation stage based on the technology available at that time. Is possible. In addition, the embodiments may be appropriately combined as much as possible, and in that case, the combined effect can be obtained. Further, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, even if some configuration requirements are deleted from all the configuration requirements shown in the embodiment, a configuration from which these configuration requirements are deleted can be extracted as an invention.

The figure which shows the external appearance of the train which concerns on one Embodiment of this invention. The figure which shows the external appearance of the wheel of the train which concerns on one Embodiment of this invention. The figure which shows the measurement data by the sensor which concerns on one Embodiment of this invention. 1 is a block diagram showing an abnormality diagnosis measurement system according to an embodiment of the present invention. The flowchart explaining the abnormality diagnosis measurement system which concerns on one Embodiment of this invention. The figure which shows the external appearance of the pantograph of the train which concerns on the 2nd Embodiment of this invention. The block diagram which shows the abnormality diagnosis measuring system which concerns on the 2nd Embodiment of this invention. The flowchart explaining abnormality detection by the abnormality diagnosis measurement system which concerns on the 2nd Embodiment of this invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Train, 2 ... Rail, 3 ... Electric wire, 4 ... Supporting point, 5 ... Bogie, 11 ... Pantograph, 55 ... Sensor, 114 ... Sensor.

Claims (8)

Acceleration acquisition means provided on a pantograph, following a distance change between the vehicle and the electric wire while the vehicle is running, and measuring vertical acceleration;
Storage means for recording acceleration distribution information serving as a reference indicating a change in acceleration in a specific section measured in advance by the acceleration acquisition means;
A comparison means for comparing the reference acceleration distribution information recorded in the storage means with the acceleration measured by the acceleration acquisition means;
Determination means for determining whether or not the electric wire or the pantograph is abnormal based on a comparison result of the comparison means;
An abnormality diagnosis and measurement system for railway equipment, characterized by comprising: Acceleration acquisition means provided on the wheels, following the joints of the rails while the vehicle is running, and measuring vertical acceleration;
Storage means for recording reference acceleration distribution information serving as a reference indicating a change in acceleration in a specific section measured in advance by the acceleration acquisition means;
A comparison means for comparing the reference acceleration distribution information recorded in the storage means with the acceleration measured by the acceleration acquisition means;
Determination means for determining whether or not the rail or the wheel is abnormal based on a comparison result of the comparison means;
An abnormality diagnosis and measurement system for railway equipment, characterized by comprising:   The said storage means records the acceleration distribution information acquired by the state which has not carried the passenger in the said vehicle, the state which does not receive a disturbance, or the first driving | running | working as said reference | standard acceleration distribution information. The abnormality diagnosis measurement system according to 1 or 2.   4. The abnormality diagnosis and measurement system according to claim 3, wherein the determination unit determines an influence of a passenger or a disturbance based on a comparison result of the comparison unit. An acceleration sensor for measuring the lateral acceleration provided in each vehicle of the train;
Storage means for recording reference acceleration distribution information serving as a reference indicating a change in acceleration in a curve measured in advance by the acceleration sensor;
Comparing means for comparing the reference acceleration distribution information recorded in the storage means with the acceleration measured by the acceleration sensor when the train travels a curve;
Determining means for determining whether or not the vehicle has passed the curve based on the comparison result of the comparing means;
The abnormality diagnosis and measurement system according to claim 1 or 2, characterized by comprising: Acceleration acquisition means for measuring lateral acceleration provided in each vehicle of the train;
Storage means for recording reference acceleration distribution information serving as a reference indicating a change in acceleration in a curve measured in advance by the acceleration acquisition means;
Comparing means for comparing the reference acceleration distribution information recorded in the storage means and the acceleration measured by the acceleration acquiring means when the train travels a curve;
Determining means for determining whether or not the vehicle has passed the curve based on the comparison result of the comparing means;
A measurement system characterized by comprising: The vertical acceleration is measured by an acceleration sensor that is provided on the pantograph and moves following the distance between the vehicle and the electric wire while the vehicle is running.
Record the reference acceleration distribution information that serves as a reference indicating the change in acceleration in a specific section of the route,
Comparing the recorded reference acceleration distribution information with the measured vertical acceleration,
It is determined whether there is an abnormality in the electric wire or the pantograph based on the comparison result of the comparison. The vertical acceleration is measured by an acceleration sensor that is provided on the wheel and moves following the joint of the rail while the vehicle is running.
Record the reference acceleration distribution information that serves as a reference indicating the change in acceleration in a specific section of the route,
Compare the recorded reference acceleration distribution information with the measured acceleration,
It is determined whether there is an abnormality in the rail or the wheel based on the comparison result of the comparison.

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