JP2009255822A - Derailment detector and lift detector of rolling stock - Google Patents

Derailment detector and lift detector of rolling stock Download PDF

Info

Publication number
JP2009255822A
JP2009255822A JP2008109020A JP2008109020A JP2009255822A JP 2009255822 A JP2009255822 A JP 2009255822A JP 2008109020 A JP2008109020 A JP 2008109020A JP 2008109020 A JP2008109020 A JP 2008109020A JP 2009255822 A JP2009255822 A JP 2009255822A
Authority
JP
Japan
Prior art keywords
vibration
derailment
axle
band
frequency
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
JP2008109020A
Other languages
Japanese (ja)
Inventor
Masayuki Kanatsu
将幸 金津
Takanori Miyasaka
孝範 宮坂
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NSK Ltd
Original Assignee
NSK Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NSK Ltd filed Critical NSK Ltd
Priority to JP2008109020A priority Critical patent/JP2009255822A/en
Publication of JP2009255822A publication Critical patent/JP2009255822A/en
Pending legal-status Critical Current

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/22—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings
    • F16C19/34—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load
    • F16C19/38—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers
    • F16C19/383—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone
    • F16C19/385—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings
    • F16C19/386—Bearings with rolling contact, for exclusively rotary movement with bearing rollers essentially of the same size in one or more circular rows, e.g. needle bearings for both radial and axial load with two or more rows of rollers with tapered rollers, i.e. rollers having essentially the shape of a truncated cone with two rows, i.e. double-row tapered roller bearings in O-arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/10—Railway vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C41/00—Other accessories, e.g. devices integrated in the bearing not relating to the bearing function as such
    • F16C41/007—Encoders, e.g. parts with a plurality of alternating magnetic poles

Abstract

<P>PROBLEM TO BE SOLVED: To provide a derailment detector of a rolling stock, surely and quickly detecting the derailment, and a lift detector of a rolling stock, detecting the lift which leads to the derailment. <P>SOLUTION: A determination device in a control circuit 28 determines whether a derailment exists, according to a measured signal from a vibration sensor which forms a sensor unit 17 supported and fixed to a part of a double row tapered roller bearing unit 8. The measured signal passes through a band pass filter for changing a passing frequency band by the measurement signal from a rotational speed sensor for measuring the rotational speed of another axle. The determination device determines that the derailment is present when an output passing through the band pass filter does not exist. The determination device also determines that the lift occurs, when the magnitude of the vibration occurring at the pair of double row tapered roller bearing units 8, 8 portions changes largely. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

この発明は、鉄道車両が脱線した事、或いは断線に繋がる、レールからの車輪の浮き上りが発生した事をいち早く検知して、迅速且つ適切な対応をできる様にする事で、脱線或いは浮き上りがより重大な事故に繋がらない様にする、鉄道車両の脱線乃至は浮き上り検知装置の改良に関する。   The present invention quickly detects that a railway vehicle has derailed, or has caused a wheel lift from the rail, leading to a disconnection, so that it can be promptly and appropriately dealt with. The present invention relates to an improvement in a railcar derailment or lift detection device that prevents the occurrence of a serious accident.

鉄道車両が脱線した場合、そのまま走行を続けると、転覆等の、より重大な事故に繋がる。一方、脱線は、運転席のある１両目で発生するとは限らず、多両連結の列車で、中間乃至後方の車両のみが脱線する場合もある。この様な場合に、運転手が気付かずに走行し続けると、初めに脱線した車両以外の車両迄もが脱線したり、更には転覆したりする、より重大な事故に繋がる。この様な、より重大な事故を未然に防止する為に従来から、例えば特許文献１〜４に記載された構造が知られている。   If a railway vehicle derails, continuing to run will lead to more serious accidents such as capsizing. On the other hand, derailment does not always occur at the first car where the driver's seat is located, and only a middle or rear vehicle may derail in a multi-car train. In such a case, if the driver continues to run without noticing, the vehicle other than the vehicle that was initially derailed may be derailed or even overturned, leading to a more serious accident. Conventionally, for example, structures described in Patent Documents 1 to 4 are known in order to prevent such a more serious accident.

図４は、このうちの特許文献１に記載された鉄道車両の脱線検知装置を示している。車体１、１は、それぞれ１対ずつの台車２、２上に載っており、これら各台車２、２には、それぞれ１対ずつの車軸が、転がり軸受により回転自在に支持されている。又、これら各車軸の両端部には、それぞれ車輪３、３が固定されており、これら各車輪３、３が、それぞれレール４上を、転動しつつ走行する様になっている。前記特許文献１に記載された鉄道車両の脱線検知装置の場合には、前記各台車２、２に、脱線検知装置５、５を設置している。これら各脱線検知装置５、５は、振動センサを備えたもので、この振動センサが測定する、前記各台車２、２の振動が閾値を越えた場合に、当該台車２に支持された車輪３、３がレール４から外れた（脱線した）と判定する。   FIG. 4 shows a derailment detection device for a railway vehicle described in Patent Document 1 among them. The vehicle bodies 1 and 1 are respectively mounted on a pair of carriages 2 and 2, and a pair of axles are supported on the carriages 2 and 2 by rolling bearings, respectively. Further, wheels 3 and 3 are fixed to both end portions of the respective axles, and the wheels 3 and 3 run on the rail 4 while rolling. In the case of the railcar derailment detection device described in Patent Document 1, derailment detection devices 5 and 5 are installed on the respective carriages 2 and 2. Each of these derailment detection devices 5 and 5 is provided with a vibration sensor. When the vibration of each of the carts 2 and 2 measured by the vibration sensor exceeds a threshold value, the wheel 3 supported by the cart 2 is supported. 3 is deviated from the rail 4 (derailed).

この様な特許文献１に記載された鉄道車両の脱線検知装置は、運転者の感覚に頼るよりも、遥かに迅速且つ確実に脱線を検知できるが、より迅速且つ確実な脱線検知を行う面からは、改良の余地がある。この理由は、前記各脱線検知装置５、５を前記各台車２、２に設置している事に伴って、これら各脱線検知装置５、５を構成する振動センサにより前記脱線に基づく振動を、必ずしも感度良く検知できない為である。即ち、台車は車輪に比べて質量が大きく、この台車を振動させる為に要するエネルギが大きくなる。しかも、両端部に車輪を固定した車軸と台車との間には（台車と車体との間のばねとは別に）ばねを設ける場合がある為、この車軸の振動がこの台車に伝わる迄に或る程度の緩衝作用が働く事がある。この結果、脱線の初期に発生する振動が比較的小さい場合に、この振動を検出できない可能性がある。   Such a derailment detection device for a railway vehicle described in Patent Document 1 can detect derailment much more quickly and reliably than relying on the driver's sense, but from the aspect of detecting derailment more quickly and reliably. There is room for improvement. The reason for this is that the vibrations based on the derailment are caused by the vibration sensors constituting the derailment detection devices 5, 5 as the derailment detection devices 5, 5 are installed in the carts 2, 2. This is because it cannot always be detected with high sensitivity. That is, the carriage has a larger mass than the wheels, and the energy required to vibrate the carriage is increased. In addition, since a spring may be provided between the axle with the wheels fixed at both ends and the carriage (apart from the spring between the carriage and the vehicle body), until the axle vibration is transmitted to the carriage, Some buffering may work. As a result, there is a possibility that this vibration cannot be detected when the vibration generated at the initial stage of derailment is relatively small.

又、特許文献２、３には台車よりも上側に作用する上下方向加速度により、特許文献４には軸箱支持部と台車枠との間に作用する上下方向荷重により、それぞれ脱線を検知する装置が記載されている。これら特許文献２〜４に記載された従来構造の場合も、運転者の感覚に頼るよりも、遥かに迅速且つ確実に脱線を検知できるにしても、構造が複雑になったり、脱線の態様によってはこれを初期段階で検知しにくい等の問題がある。   Further, Patent Documents 2 and 3 detect the derailment by the vertical acceleration acting above the carriage, and Patent Document 4 detects the derailment by the vertical load acting between the axle box support and the carriage frame. Is described. Even in the case of the conventional structures described in these Patent Documents 2 to 4, even if the derailment can be detected much more quickly and reliably than depending on the driver's sense, the structure becomes complicated or depending on the mode of derailment. Has a problem that it is difficult to detect this at an early stage.

一方、特許文献５には、鉄道車両の車軸を回転自在に支持する為の転がり軸受ユニットに、振動センサを含む複数種類のセンサを組み込み、この転がり軸受ユニットが寿命に達した事を検出する等、この転がり軸受ユニットの運転状態を検知する構造が記載されている。図５は、この様な特許文献５に記載された従来構造の１例を示している。本発明の鉄道車両の脱線検知装置は、この特許文献５に記載された構造を利用するので、先ず、この構造に就いて簡単に説明する。   On the other hand, Patent Document 5 incorporates a plurality of types of sensors including vibration sensors in a rolling bearing unit for rotatably supporting an axle of a railway vehicle, and detects that the rolling bearing unit has reached the end of its life. The structure for detecting the operating state of the rolling bearing unit is described. FIG. 5 shows an example of the conventional structure described in Patent Document 5 as described above. Since the railcar derailment detection device of the present invention uses the structure described in Patent Document 5, first, this structure will be briefly described.

鉄道車両の台車２（図４参照）に設置された軸受箱６の内径側に車軸７の端部を、転がり軸受である、複列円すいころ軸受ユニット８により、回転自在に支持している。車輪３（図４参照）は、前記車軸７の一部で、この複列円すいころ軸受ユニット８よりも少しだけ中央寄り部分に固定（一般的には車軸７と一体に成形）している。この複列円すいころ軸受ユニット８を構成する外輪９の内周面と内輪１０の外周面との間で、複数個の転動体（円すいころ）１１を設置した軸受内部空間１２の外端開口部に、内径側環体１３と外径側環体１４とを組み合わせた、ラビリンスシールユニット１５を設けている。このうちの内径側環体１３は、前記車軸７の端部に外嵌固定している。又、前記外径側環体１４の基部は、前記外輪９の外端部に内嵌固定している。   An end portion of the axle 7 is rotatably supported by a double row tapered roller bearing unit 8 which is a rolling bearing on the inner diameter side of a bearing box 6 installed on a carriage 2 (see FIG. 4) of a railway vehicle. The wheel 3 (see FIG. 4) is a part of the axle 7 and is fixed to a portion slightly closer to the center than the double-row tapered roller bearing unit 8 (generally formed integrally with the axle 7). An outer end opening of a bearing inner space 12 in which a plurality of rolling elements (tapered rollers) 11 are installed between the inner peripheral surface of the outer ring 9 and the outer peripheral surface of the inner ring 10 constituting the double row tapered roller bearing unit 8. Further, a labyrinth seal unit 15 in which the inner diameter side ring body 13 and the outer diameter side ring body 14 are combined is provided. Among these, the inner diameter side ring body 13 is externally fitted and fixed to the end portion of the axle 7. Further, the base of the outer diameter side ring body 14 is fitted and fixed to the outer end portion of the outer ring 9.

前記外径側環体１４は、十分な強度及び剛性を有する金属板を曲げ形成する事により、全体を円環状としたもので、径方向中間部に形成した円輪部１６の外側面にセンサユニット１７を、複数本のボルト１８とナットプレート１９とにより結合固定している。このセンサユニット１７は、センサケース２０内に設置したプリント基板２１に、それぞれが検出素子と処理回路とをＩＣ化した、回転速度センサ２２と、温度センサ２３と、振動センサ２４とを設けて成る。又、この回転速度センサ２２により前記車軸７の回転速度検出を可能にする為に、この車軸７の端部に螺着したナット筒２５の外周面内半部に歯車状の凹凸部２６を形成して、当該部分にトーンホイールとしての機能を持たせている。前記回転速度センサ２２は、前記センサケース２０に形成した透孔２７部分に設置されて、検出部を前記凹凸部２６に近接対向させている。   The outer diameter side ring body 14 is formed by bending a metal plate having sufficient strength and rigidity so as to form an annular shape as a whole, and is attached to the outer surface of the annular ring portion 16 formed at the radially intermediate portion. The unit 17 is coupled and fixed by a plurality of bolts 18 and nut plates 19. The sensor unit 17 includes a rotation speed sensor 22, a temperature sensor 23, and a vibration sensor 24, each of which includes a detection element and a processing circuit as an IC, on a printed circuit board 21 installed in the sensor case 20. . Further, in order to enable detection of the rotational speed of the axle 7 by the rotational speed sensor 22, a gear-like uneven portion 26 is formed on the inner half of the outer peripheral surface of the nut cylinder 25 screwed to the end of the axle 7. Thus, this portion is provided with a function as a tone wheel. The rotational speed sensor 22 is installed in a through-hole 27 portion formed in the sensor case 20, and a detection part is placed close to and opposed to the uneven part 26.

前記各センサ２２〜２４のうち、回転速度センサ２２の測定信号からは、前記車軸７の回転速度が分かる。又、この回転速度は、鉄道車両の走行速度を求める為に利用できる他、前記振動センサ２４が検出した、前記複列円すいころ軸受ユニット８の振動との関係で、この複列円すいころ軸受ユニット８の異常の有無の判定に利用できる。又、前記温度センサ２３の測定信号からは、この複列円すいころ軸受ユニット８の温度が分かる。そして、この温度が異常に上昇した場合には、この複列円すいころ軸受ユニット８に、焼き付きに結び付く様な重大な損傷が発生していると判定できる。更に、前記振動センサ２４の測定信号からは、前記複列円すいころ軸受ユニット８の運転に伴う振動（大きさ及び周波数）が分かる。そして、この振動に基づき（必要に応じて前記回転速度検出センサ２２の測定信号を勘案しつつ）、前記複列円すいころ軸受ユニット８に剥離等の損傷が発生しているか否かが分かる。   Of the sensors 22 to 24, the rotational speed of the axle 7 is known from the measurement signal of the rotational speed sensor 22. Further, this rotational speed can be used for determining the traveling speed of the railway vehicle, and this double-row tapered roller bearing unit is related to the vibration of the double-row tapered roller bearing unit 8 detected by the vibration sensor 24. It can be used to determine whether or not there are 8 abnormalities. Further, from the measurement signal of the temperature sensor 23, the temperature of the double row tapered roller bearing unit 8 is known. When this temperature rises abnormally, it can be determined that the double row tapered roller bearing unit 8 has been seriously damaged so as to be seized. Further, the vibration (size and frequency) associated with the operation of the double row tapered roller bearing unit 8 is known from the measurement signal of the vibration sensor 24. Then, based on this vibration (considering the measurement signal of the rotational speed detection sensor 22 if necessary), it can be determined whether or not the double row tapered roller bearing unit 8 is damaged such as peeling.

上述の様な特許文献５に記載された構造を脱線検知に利用すれば、前記振動センサの感度を向上させて、脱線の初期に発生する振動を検出できるものと考えられる。但し、単に前記特許文献５に記載された構造を脱線検知に利用しただけでは、必ずしも脱線に基づいて発生した振動を確実に検知できない可能性がある。即ち、前記図５に示した構造で前記振動センサ２４が検出する振動には、前記複列円すいころ軸受ユニット８部分で発生する振動もある。ポイント通過時の様な低速走行時に、脱線が緩やかに発生した場合、この脱線に基づく振動が、前記複列円すいころ軸受ユニット８部分で発生する振動に紛れて（埋もれて）、把握できない可能性がある。   If the structure described in Patent Document 5 as described above is used for derailment detection, it is considered that the sensitivity of the vibration sensor can be improved to detect vibrations generated at the initial stage of derailment. However, simply using the structure described in Patent Document 5 for derailment detection may not necessarily detect vibrations generated based on derailment. That is, the vibration detected by the vibration sensor 24 in the structure shown in FIG. 5 includes vibration generated in the double-row tapered roller bearing unit 8 portion. If derailment occurs slowly during low-speed driving, such as when passing through a point, the vibration based on this derailment may be mixed with the vibration generated in the double-row tapered roller bearing unit 8 part and may not be grasped. There is.

又、多くの場合、脱線の先立って一方の車輪をレール上に載せた状態のまま、他方の車輪がレールから浮き上がる、所謂浮き上りが発生する。この様な浮き上りの状態を検知して、「駆動停止→制動」等の措置を講じられれば、脱線を未然に防ぐ事ができて、鉄道事故の防止上、より効果的である。   In many cases, so-called lifting occurs, in which one wheel is lifted off the rail while one wheel is placed on the rail prior to derailment. If such a floating state is detected and measures such as “driving stop → braking” are taken, derailment can be prevented in advance, which is more effective in preventing a railway accident.

特開平１０−２７８７９５号公報Japanese Patent Laid-Open No. 10-278795 特開平９−３９７９０号公報JP-A-9-39790 再公表特許公報ＷＯ００／０９３７９号公報Re-published patent publication WO00 / 09379 特開２００２−７９９４１号公報JP 2002-79941 A 特開２００５−２０７５１６号公報JP 2005-207516 A

本発明は、上述の様な事情に鑑みて、脱線に基づいて発生する振動を確実に検知できて、鉄道車両が脱線した事をいち早く検知できる鉄道車両の脱線検知装置を、更には脱線に繋がる浮き上りを検知できる鉄道車両の浮き上り検知装置を実現すべく発明したものである。   In view of the circumstances as described above, the present invention can reliably detect the vibration generated based on the derailment, and can quickly detect that the railcar has derailed. The present invention was invented to realize a lift detection device for a railway vehicle that can detect a lift.

本発明の鉄道車両の脱線乃至は浮き上り検知装置のうち、請求項１に記載した鉄道車両の脱線検知装置は、転がり軸受と、振動センサと、判定器と、回転速度センサと、バンドパスフィルタとを備える。
このうちの転がり軸受は、両端部に車輪を固定した鉄道車両の車軸を、台車に対し回転自在に支持する。
又、前記振動センサは、前記転がり軸受の一部（一般的には回転しない外輪）に、直接、又はシールケース等の他の部材を介して支持固定されていて、前記車輪の状態に応じて変化する振動を測定する。
又、前記判定器は、前記振動センサの測定信号に基づいて脱線の有無を判定する。
又、前記回転速度センサは、同じ列車（１両編成の場合には同じ車両）に設けられた別の車軸の回転速度を測定する。
更に、前記バンドパスフィルタは、前記振動センサと前記判定器との間に設けられたもので、この振動センサの測定信号のうちの所定の帯域の周波数のみを通過させる。又、このバンドパスフィルタが通過させる前記所定の帯域の周波数は、前記転がり軸受の構成部品から発生する周波数とする。そして、この所定の帯域の周波数を、前記回転速度センサの測定信号に基づいて変化させる。
更に、前記判定器は、前記所定の帯域の周波数の振動の大きさが所定値以上でない場合に、当該車輪が脱線したと判定する。
この様な請求項１に記載した鉄道車両の脱線検知装置の発明を実施する場合に好ましくは、請求項２に記載した発明の様に、前記別の車軸を、脱線を検知すべき車輪を固定した車軸とは別の台車に（更に好ましくは、複数両編成の列車で別の車両の台車に）支持された車軸とする。 Of the railcar derailment or lift detection device according to the present invention, the railcar derailment detection device according to claim 1 includes a rolling bearing, a vibration sensor, a determination device, a rotation speed sensor, and a bandpass filter. With.
Of these, the rolling bearings support the axle of a railway vehicle having wheels fixed to both ends thereof so as to be rotatable with respect to the carriage.
The vibration sensor is supported and fixed to a part of the rolling bearing (generally, an outer ring that does not rotate) directly or via another member such as a seal case, depending on the state of the wheel. Measure the changing vibration.
The determination unit determines the presence or absence of derailment based on the measurement signal of the vibration sensor.
The rotational speed sensor measures the rotational speed of another axle provided on the same train (the same vehicle in the case of a one-car train).
Furthermore, the bandpass filter is provided between the vibration sensor and the determination device, and allows only a frequency in a predetermined band of measurement signals of the vibration sensor to pass. The frequency of the predetermined band that is passed by the bandpass filter is a frequency generated from the components of the rolling bearing. Then, the frequency of the predetermined band is changed based on the measurement signal of the rotational speed sensor.
Further, the determination unit determines that the wheel has derailed when the magnitude of vibration of the frequency in the predetermined band is not equal to or greater than a predetermined value.
When the invention of the derailment detection device for a railway vehicle described in claim 1 is implemented, preferably, the wheel for detecting derailment is fixed to the other axle as in the invention described in claim 2. It is assumed that the axle is supported on a carriage different from the above axle (more preferably, on a carriage of another vehicle with a train of plural cars).

一方、請求項４に記載した、鉄道車両の浮き上り検知装置は、１対の転がり軸受と、１対の振動センサと、判定器とを備える。
このうちの１対の転がり軸受は、両端部に車輪を固定した鉄道車両の車軸の両端部を台車に対し、回転自在に支持する。
又、前記両振動センサは、前記両転がり軸受の一部に支持固定されて、前記両車輪の状態に応じて変化する振動を測定する。
更に、前記判定器は、前記両振動センサの測定信号を比較し、これら両振動センサの測定信号同士の間の大きさ（振幅）の相違が所定値以上である場合に、何れかの（振動センサの測定信号が低い側の）車輪がレールから浮き上がったと判定する。 On the other hand, the lift detection apparatus for a railway vehicle according to claim 4 includes a pair of rolling bearings, a pair of vibration sensors, and a determination device.
Of these, the pair of rolling bearings rotatably supports both ends of the axle of the railway vehicle with the wheels fixed at both ends with respect to the carriage.
The both vibration sensors are supported and fixed to a part of the both rolling bearings, and measure vibrations that change depending on the state of the both wheels.
Further, the determination device compares the measurement signals of the two vibration sensors, and when the difference in magnitude (amplitude) between the measurement signals of the two vibration sensors is equal to or greater than a predetermined value, It is determined that the wheel (on the side where the sensor measurement signal is low) has lifted off the rail.

この様な請求項４に記載した発明を実施する場合に好ましくは、請求項５に記載した発明の様に、前記車軸（請求項１に記載した発明とは異なり、浮き上りの発生を検知すべき車輪を固定した車軸）の回転速度を測定する為の回転速度センサを設ける。又、前記１対の振動センサと前記判定器との間にそれぞれ、所定の帯域の周波数の振動のみを通過させる、１対のバンドパスフィルタを設ける。そして、これら両バンドパスフィルタが通過させる、前記所定の帯域の周波数を、両転がり軸受の構成部品から発生する周波数とし、この所定の帯域の周波数を、前記回転速度センサの測定信号に基づいて変化させる。   When the invention described in claim 4 is carried out, it is preferable to detect the occurrence of the lift (unlike the invention described in claim 1) as in the invention described in claim 5. A rotation speed sensor is provided for measuring the rotation speed of the axle with the power wheel fixed. In addition, a pair of band-pass filters that pass only vibrations having a predetermined frequency band are provided between the pair of vibration sensors and the determination unit. The frequency of the predetermined band that is passed by both the bandpass filters is the frequency generated from the components of the rolling bearings, and the frequency of the predetermined band is changed based on the measurement signal of the rotational speed sensor. Let

上述の様に構成する本発明の鉄道車両の脱線乃至は浮き上り検知装置のうち、請求項１に記載した鉄道車両の脱線検知装置によれば、脱線に基づく振動の変化を確実に検知できる為、鉄道車両が脱線した事をいち早く検知できる。
即ち、本発明の鉄道車両の脱線検知装置の場合には、前記振動を測定する為の振動センサを、車輪との間にバネを設けた台車ではなく、転がり軸受の一部に支持固定している為、この転がり軸受により回転自在に支持された車輪に関する振動が前記振動センサに確実に伝わり、この振動を確実に検知できる。 Of the railcar derailment or lift detection device according to the present invention configured as described above, the railcar derailment detection device according to claim 1 can reliably detect a change in vibration based on the derailment. It is possible to quickly detect that the railcar has derailed.
That is, in the railcar derailment detection device according to the present invention, the vibration sensor for measuring the vibration is supported and fixed to a part of a rolling bearing, not a cart provided with a spring between the wheels. Therefore, the vibration relating to the wheel rotatably supported by the rolling bearing is reliably transmitted to the vibration sensor, and this vibration can be detected reliably.

しかも本発明の場合には、バンドパスフィルタにより、前記転がり軸受部分で発生する振動の周波数のみを通過させる。即ち、バンドパスフィルタが通過させる周波数帯域は、前記転がり軸受部分で発生する振動の周波数帯域であり、この転がり軸受部分で発生する振動の周波数帯域は、この転がり軸受の回転速度に応じて変化する（この回転速度に比例する）。一方、一部の車輪が脱線した状態では、当該車輪（及びこの車輪を固定した車軸）の回転速度は、未だレール上に乗っている車輪の回転速度とは異なった値になり、しかも激しく変動する。上記バンドパスフィルタの通過周波数は、脱線検知の対象とは別の車輪の回転速度に応じて設定されるので、一部の車輪が脱線した状態では、当該車輪を固定した車軸を支持した転がり軸受の振動を表す信号は、前記バンドパスフィルタを通過できなくなる。そこで、判定器は、この転がり軸受の振動を表す信号が観察されないか、仮に観察された場合でも所定値（閾値）未満である（安定して所定値以上の振動値を維持しない）場合に、前記一部の車輪が脱線したと判定する。尚、脱線の検知対象の車輪と、回転速度の測定対象の車輪とが、同時に脱線した場合でも、これら両車輪の回転速度が一致する事は稀である。従って、この場合でも、安定して所定値以上の振動値を維持する事はなく、脱線の発生を検知できる。但し、請求項２に記載した発明の構成を採用すれば、同時に脱線する可能性を低く抑えて、脱線検知の信頼性向上を図れる。   In addition, in the case of the present invention, only the frequency of vibration generated in the rolling bearing portion is passed by the band pass filter. That is, the frequency band that the band-pass filter passes is the frequency band of the vibration generated in the rolling bearing part, and the frequency band of the vibration generated in the rolling bearing part changes according to the rotation speed of the rolling bearing. (Proportional to this rotational speed). On the other hand, when some of the wheels are derailed, the rotational speed of the wheel (and the axle to which this wheel is fixed) is still different from the rotational speed of the wheel on the rail, and fluctuates dramatically. To do. Since the pass frequency of the bandpass filter is set according to the rotational speed of a wheel different from the target of derailment detection, when some wheels are derailed, the rolling bearing supports the axle that fixes the wheel. The signal representing the vibration of the signal cannot pass through the bandpass filter. Therefore, when the signal indicating the vibration of the rolling bearing is not observed, or when it is observed, the determiner is less than a predetermined value (threshold value) (a vibration value not stably maintained above the predetermined value). It determines with the said one part wheel having derailed. It should be noted that even when the derailment detection target wheel and the rotational speed measurement target wheel are derailed at the same time, the rotational speeds of these two wheels rarely coincide. Therefore, even in this case, it is possible to detect the occurrence of derailment without stably maintaining a vibration value of a predetermined value or more. However, if the configuration of the invention described in claim 2 is adopted, the possibility of derailing at the same time can be suppressed and the reliability of derailing detection can be improved.

一方、請求項４に記載した鉄道車両の浮き上り検知装置の場合には、車軸の両端部を支持している１対の転がり軸受のうち、浮き上がった車輪側の転がり軸受に加わるラジアル荷重が、レール上に乗ったままの車輪側の転がり軸受に加わるラジアル荷重よりも極端に小さくなる事で、脱線に繋がる浮き上りの発生を検知できる。即ち、転がり軸受の運転に伴って発生する振動は、当該転がり軸受に加わるラジアル荷重が大きい程大きくなる。そこで、前記両転がり軸受部分で発生する振動の大きさを表す測定信号を比較し、これら両振動に関する測定信号同士の間の大きさの相違（差の絶対値或いは比）が所定値以上であるか否かを見れば、車輪の浮き上りが発生したか否かを検知できる。
この場合に、請求項５に記載した発明の様に、前記両振動センサの測定信号をバンドパスフィルタを通過させれば、前記両転がり軸受で発生する振動以外の振動を除いて、前記両振動センサの測定信号同士の間の大きさの相違に基づく浮き上りの有無を、精度良く判定できる。 On the other hand, in the case of the lift detection device for a railway vehicle according to claim 4, the radial load applied to the wheel-side rolling bearing that is lifted out of the pair of rolling bearings that support both ends of the axle, By making it extremely smaller than the radial load applied to the rolling bearing on the wheel side while riding on the rail, it is possible to detect the occurrence of lift that leads to derailment. That is, the vibration generated with the operation of the rolling bearing increases as the radial load applied to the rolling bearing increases. Therefore, the measurement signals representing the magnitudes of vibrations generated at the both rolling bearing portions are compared, and the magnitude difference (absolute value or ratio of the difference) between the measurement signals relating to both the vibrations is a predetermined value or more. It can be detected whether or not the lifting of the wheel has occurred.
In this case, if the measurement signal of the both vibration sensors is passed through a band-pass filter as in the invention described in claim 5, the vibrations other than vibrations generated by the rolling bearings are excluded. The presence or absence of lifting based on the difference in magnitude between the sensor measurement signals can be accurately determined.

［実施の形態の第１例］
図１〜２により、請求項１〜２に対応する、本発明の実施の形態の第１例に就いて説明する。尚、本例を含め、本発明を実施する場合には、前述の図５に示した特許文献５に記載した従来構造の様に、鉄道車両の車軸を回転自在に支持する為の転がり軸受ユニットに、振動センサ２４を含む複数種類のセンサ２２〜２４を組み込んだ、センサ付の複列円すいころ軸受ユニット８の構造を利用する。前記従来構造の場合には、前記各センサ２２〜２４の測定データを、前記複列円すいころ軸受ユニット８の運転状態を検知する為にのみ利用していたのに対して、本例の場合には、この運転状態に加えて、脱線を検知する為に利用する。前記センサ付の複列円すいころ軸受ユニット８の構造に就いては、前記特許文献５に記載された通りであるから、重複する説明を省略若しくは簡略にし、以下、本例の特徴部分を中心に説明する。尚、本例の場合には、振動を測定する車軸７と、回転速度を測定する車軸７とを、互いに異ならせる。図１は、後述する実施の形態の第２例と共通の図面である為、１本の車軸７の両端部を支持した１対の複列円すいころ軸受ユニット８、８にそれぞれセンサユニット１７、１７を設けているが、本例の場合には、１本の車軸７に設けるセンサユニット１７は１個のみでも足りる。 [First example of embodiment]
A first example of an embodiment of the present invention corresponding to claims 1 and 2 will be described with reference to FIGS. In the case of carrying out the present invention including this example, a rolling bearing unit for rotatably supporting an axle of a railway vehicle as in the conventional structure described in Patent Document 5 shown in FIG. In addition, the structure of the double-row tapered roller bearing unit 8 with a sensor incorporating a plurality of types of sensors 22 to 24 including the vibration sensor 24 is used. In the case of the conventional structure, the measurement data of the sensors 22 to 24 is used only for detecting the operating state of the double row tapered roller bearing unit 8, whereas in the case of this example, Is used to detect derailment in addition to this operating state. The structure of the double-row tapered roller bearing unit 8 with the sensor is as described in the above-mentioned Patent Document 5. Therefore, the overlapping description is omitted or simplified. explain. In the case of this example, the axle 7 for measuring vibration and the axle 7 for measuring the rotational speed are made different from each other. Since FIG. 1 is a drawing common to a second example of an embodiment described later, a pair of double-row tapered roller bearing units 8 and 8 that support both ends of one axle 7 are respectively provided with a sensor unit 17, However, in the case of this example, only one sensor unit 17 provided on one axle 7 is sufficient.

本例の鉄道車両の脱線検知装置は、前記特許文献５に記載された従来構造と同様、前記図５に示す様に、転がり軸受である複列円すいころ軸受ユニット８と、回転速度センサ２２と、温度センサ２３と、振動センサ２４と、図示しない判定器とを備える。このうちの複列円すいころ軸受ユニット８は、両端部に車輪３、３を固定した鉄道車両の車軸７を、台車２（図４参照）に対し回転自在に支持する。又、前記回転速度センサ２２は、この車軸７の端部外周面に形成した凹凸部２６との組み合わせにより、この車軸７の回転速度を求める為に利用する。又、前記温度センサ２３は、前記複列円すいころ軸受ユニット８の設置部分の温度を測定する。この温度センサ２３が測定した、この温度を表す信号は、焼き付き等の、前記複列円すいころ軸受ユニット８の故障を検知する為に利用する。更に、前記振動センサ２４は、この複列円すいころ軸受ユニット８の設置部分の振動を測定する。この振動センサ２４が測定した、この複列円すいころ軸受ユニット８の設置部分の振動を表す信号は、この複列円すいころ軸受ユニット８に剥離等の損傷が発生したか否かを判断する為に利用する他、次述する様に、鉄道車両が脱線したか否かを検知する為に利用する。   As in the conventional structure described in Patent Document 5, the derailment detection apparatus for a railway vehicle according to this example includes a double-row tapered roller bearing unit 8 that is a rolling bearing, a rotational speed sensor 22, as shown in FIG. 5. The temperature sensor 23, the vibration sensor 24, and a determination device (not shown) are provided. Of these, the double-row tapered roller bearing unit 8 supports the axle 7 of the railway vehicle having the wheels 3 and 3 fixed to both ends thereof so as to be rotatable with respect to the carriage 2 (see FIG. 4). The rotational speed sensor 22 is used to determine the rotational speed of the axle 7 by combining with the uneven portion 26 formed on the outer peripheral surface of the end of the axle 7. The temperature sensor 23 measures the temperature of the installation portion of the double row tapered roller bearing unit 8. A signal representing this temperature measured by the temperature sensor 23 is used to detect a failure of the double row tapered roller bearing unit 8 such as seizure. Further, the vibration sensor 24 measures the vibration of the installed portion of the double row tapered roller bearing unit 8. The signal representing the vibration of the installation portion of the double row tapered roller bearing unit 8 measured by the vibration sensor 24 is used to determine whether or not the double row tapered roller bearing unit 8 is damaged such as peeling. In addition to using, as described below, it is used to detect whether or not the railway vehicle has derailed.

鉄道車両が脱線したか否かを検知する為に、前記振動センサ２４が検出した、前記複列円すいころ軸受ユニット８の設置部分の振動を表す信号は、図１に示した制御回路２８に送る。この制御器２８は、バンドパスフィルタと判定器（コンパレータ）とを組み合わせて成る。このうちのバンドパスフィルタは、前記振動センサ２４の測定信号のうちの特定の周波数のみを通過させる。又、このバンドパスフィルタが通過させる特定の周波数域は、前記回転速度センサ２２の測定信号に基づいて変化させる。この特定の周波数域とは、それぞれが前記複列円すいころ軸受ユニット８の特定部分の微小凹凸等に起因する振動の周波数である。即ち、後述するＺｆｉ、Ｚｆｃ、２ｆｂ、ｆｃに加え、車軸７の回転速度に対応するｆｒでも良い。但し、好ましくは、判別の明りょう化の為、周波数の高い振動を利用する。更に、前記判定器は、前記バンドパスフィルタを通過した特定の周波数の信号の大きさ（振幅）を、予め設定しておいた閾値と比較する。そして前記判定器は、図２のフローチャートに示した作用により、前記鉄道車両が脱線したか否かを判定する。そして、脱線していると判定した場合には、運転席等に設けた警報器２９から、脱線した旨を表す、警笛、ランプ点灯等の警報を発する。又、本例の場合には、前記温度センサ２３が測定した、前記複列円すいころ軸受ユニット８の温度を、軸受温度用コンパレータ３０により予め設定しておいた閾値と比較する。そして、この温度がこの閾値よりも高い場合に、前記複列円すいころ軸受ユニット８に異常が発生した旨を表す信号を発し、前記警報器２９等から警報を発する。   In order to detect whether or not the railway vehicle has derailed, a signal representing the vibration of the installation portion of the double-row tapered roller bearing unit 8 detected by the vibration sensor 24 is sent to the control circuit 28 shown in FIG. . The controller 28 is a combination of a bandpass filter and a determiner (comparator). Of these, the band-pass filter passes only a specific frequency of the measurement signal of the vibration sensor 24. Further, the specific frequency range that the band pass filter passes is changed based on the measurement signal of the rotational speed sensor 22. Each of the specific frequency ranges is a frequency of vibration caused by a minute unevenness or the like of a specific portion of the double row tapered roller bearing unit 8. That is, in addition to Zfi, Zfc, 2fb, and fc described later, fr corresponding to the rotational speed of the axle 7 may be used. However, preferably, vibration with a high frequency is used for clarity of discrimination. Further, the determiner compares the magnitude (amplitude) of a signal having a specific frequency that has passed through the bandpass filter with a preset threshold value. And the said determination device determines whether the said rail vehicle derailed by the effect | action shown in the flowchart of FIG. And when it determines with having derailed, alarms, such as a horn and a lamp lighting showing the derailment, are emitted from the alarm device 29 provided in the driver's seat or the like. In the case of this example, the temperature of the double-row tapered roller bearing unit 8 measured by the temperature sensor 23 is compared with a threshold value preset by the bearing temperature comparator 30. When this temperature is higher than this threshold value, a signal indicating that an abnormality has occurred in the double row tapered roller bearing unit 8 is issued, and an alarm is issued from the alarm device 29 or the like.

次に、前記図２に基づき、本例の鉄道車両の脱線検知装置の作用に就いて説明する。先ず、ステップ１で、前記振動センサ２４により前記複列円すいころ軸受ユニット８部分で発生する振動を測定する。同時に、ステップ２で、別の車軸７（好ましくは別の台車２に支持した車軸、更に好ましくは、別の車両の台車２に支持した車軸７）の回転速度（車輪３の回転速度と同じ）を、当該車軸７を回転自在に支持した複列転がり軸受ユニット８に組み付けたセンサユニット１７の回転速度センサ２２により測定する。そして、ステップ３で、この回転速度センサ２２の測定値に基づき、前記バンドパスフィルタの通過周波数帯域を設定する。このバンドパスフィルタの通過周波数帯域とは、前記複列円すいころ軸受ユニット８の構成部品の表面に存在する微小な凹凸や各転動体１１の径差等により、この複列円すいころ軸受ユニット８の回転に伴って発生する振動の周波数を中心とする、狭い（例えば、幅が１０Ｈｚ〜数１０Ｈｚ程度の）帯域である。この様な、複列円すいころ軸受ユニット８の回転に伴って発生する振動の周波数は、次の表１の通りである。尚、この表１に記載された、前記複列円すいころ軸受ユニット８の回転に伴って発生する振動の周波数に就いては、転がり軸受の技術分野で広く知られている内容であるから、詳しい説明は省略する。   Next, based on the said FIG. 2, it demonstrates about the effect | action of the derailment detection apparatus of the railway vehicle of this example. First, in step 1, vibration generated in the double-row tapered roller bearing unit 8 portion is measured by the vibration sensor 24. At the same time, in step 2, the rotational speed of another axle 7 (preferably the axle supported by another carriage 2, more preferably the axle 7 supported by the carriage 2 of another vehicle) (same as the rotational speed of the wheels 3). Is measured by the rotational speed sensor 22 of the sensor unit 17 assembled to the double row rolling bearing unit 8 that rotatably supports the axle 7. In step 3, the pass frequency band of the bandpass filter is set based on the measured value of the rotational speed sensor 22. The pass frequency band of the band-pass filter is defined by the minute unevenness present on the surface of the components of the double-row tapered roller bearing unit 8 and the diameter difference between the rolling elements 11. It is a narrow band (for example, a width of about 10 Hz to several tens Hz) centering on the frequency of vibration generated with rotation. The frequency of vibration generated with the rotation of the double row tapered roller bearing unit 8 is as shown in Table 1 below. Incidentally, the frequency of the vibration generated as the double-row tapered roller bearing unit 8 described in Table 1 is well-known in the technical field of rolling bearings is detailed. Description is omitted.

Figure 2009255822
Figure 2009255822

前記ステップ３では、前記表１に示した４通りの通過周波数帯域を求め、更にこの通過周波数帯域を、前記バンドパスフィルタに設定する。そして、ステップ４で、前記ステップ１で測定した、前記複列円すいころ軸受ユニット８部分で発生している振動を表す信号を、前記バンドパスフィルタに通す。すると、この振動を測定した円すいころ軸受ユニット８により支持された車軸７の回転速度と、前記回転速度センサ２２により回転速度を測定された別の車軸７の回転速度とが一致していれば、前記振動を表す信号が前記バンドパスフィルタを通過する。そこで、ステップ５で、この振動を表す信号がこのバンドパスフィルタを通過したか否か（前記複列円すいころ軸受ユニット８の運転に伴って発生する振動の値に比べて十分に低く設定した閾値以上の出力があるか否か）を判定する。尚、この閾値は、前記回転速度センサ２２の測定値に対応して変化させる（回転速度が高い程閾値を高くする）事もできる。   In step 3, the four pass frequency bands shown in Table 1 are obtained, and these pass frequency bands are set in the bandpass filter. In step 4, a signal representing vibration generated in the double-row tapered roller bearing unit 8 portion measured in step 1 is passed through the band-pass filter. Then, if the rotational speed of the axle 7 supported by the tapered roller bearing unit 8 that has measured this vibration matches the rotational speed of another axle 7 whose rotational speed has been measured by the rotational speed sensor 22, A signal representative of the vibration passes through the bandpass filter. Therefore, in step 5, it is determined whether or not the signal representing this vibration has passed through this bandpass filter (the threshold value set sufficiently lower than the value of the vibration generated in accordance with the operation of the double row tapered roller bearing unit 8). It is determined whether or not there is the above output. This threshold value can be changed corresponding to the measured value of the rotational speed sensor 22 (the higher the rotational speed, the higher the threshold value).

何れにしても、前記振動測定に関する車軸７の回転速度と、前記回転速度測定に関する別の車軸７の回転速度とが同じであれば、前記振動を表す信号が前記バンドパスフィルタを通過する。又、前記１対の車軸７、７が何れもレール４、４上を走行している限り、これら両車軸７、７の回転速度は一致する。そこで、前記ステップ５で、前記振動を表す信号が前記バンドパスフィルタを通過した（閾値以上の出力がある）と判断した場合には、当該車軸７の車輪３、３に関しては脱線していないと判定して、前記ステップ１に戻る。尚、脱線検知は、それぞれの両端部に車輪３、３を固定した各車軸７同士の間で、相互に監視する事で、各車輪に就いて行う。   In any case, if the rotational speed of the axle 7 related to the vibration measurement is the same as the rotational speed of another axle 7 related to the rotational speed measurement, the signal representing the vibration passes through the bandpass filter. Further, as long as the pair of axles 7 and 7 are traveling on the rails 4 and 4, the rotational speeds of both the axles 7 and 7 are the same. Therefore, if it is determined in step 5 that the signal representing the vibration has passed through the band-pass filter (there is an output greater than or equal to the threshold), the wheels 3, 3 of the axle 7 are not derailed. Determine and return to step 1 above. In addition, derailment detection is performed about each wheel by mutually monitoring between each axle shaft 7 which fixed the wheel 3 and 3 to each both ends.

これに対して、前記振動測定に関する車軸７の両端部に固定した車輪３、３が脱線した状態では、この車軸７の回転速度は、未だ両端部の車輪３、３がレール４、４上に乗っている別の車軸７の回転速度とは異なった値になり、しかも激しく変動する。この結果、前記振動測定に関する車軸７を支持した前記複列円すいころ軸受ユニット８の振動を表す信号は、前記バンドパスフィルタを通過できなくなる。そこで、前記判定器はステップ６で、前記振動測定に関する車軸７の両端部に固定した車輪３、３が脱線したと判定する。更に、ステップ７で、運転席等に設けた前記警報器２９から、脱線した旨を表す、警笛、ランプ点灯等の警報を発する。又、必要に応じて、「駆動停止→制動」等の転覆防止の為の処置を講じる。   On the other hand, in the state where the wheels 3 and 3 fixed to both ends of the axle 7 related to the vibration measurement are derailed, the rotational speed of the axle 7 is still on the rails 4 and 4 with the wheels 3 and 3 at both ends. It becomes a value different from the rotational speed of another axle 7 on which the vehicle is riding, and fluctuates violently. As a result, a signal representing the vibration of the double row tapered roller bearing unit 8 supporting the axle 7 related to the vibration measurement cannot pass through the band pass filter. Therefore, in Step 6, the determination unit determines that the wheels 3 and 3 fixed to both ends of the axle 7 related to the vibration measurement have derailed. Further, in step 7, an alarm such as a horn and a lamp lighting indicating the derailment is issued from the alarm device 29 provided in the driver's seat or the like. If necessary, take measures to prevent rollover, such as “stop driving → braking”.

［実施の形態の第２例］
図１、３は、請求項４〜５に対応する、本発明の実施の形態の第２例を示している。本例の構造は、単一の車軸７の両端部に固定した車輪３、３のうちの一方の車輪が一方のレール４から浮き上り、他方の車輪３が他方のレール４上に乗ったままとなる、所謂浮き上り現象を検知するものである。この為に本例の場合には、前記車軸７を台車２に回転自在に支持する為、この車軸７の両端部に設けた１対の複列円すいころ軸受ユニット８、８の振動を、それぞれ振動センサ２４（図５参照）により測定して、それぞれが振動を表す２種類の信号を得、これら両信号の大きさ（振幅）を比較して、前記浮き上り現象を検知する様にしている。図面に表れる浮き上り検知装置の構造に関しては、単一の車軸７の両端部の振動を測定可能とする点を除き、上述した第１例の場合と同様であるから、以下、本例の作用に就いて、図３を参照しつつ説明する。 [Second Example of Embodiment]
1 and 3 show a second example of an embodiment of the present invention corresponding to claims 4 to 5. In the structure of this example, one of the wheels 3 and 3 fixed to both ends of a single axle 7 is lifted from one rail 4, and the other wheel 3 remains on the other rail 4. That is, the so-called floating phenomenon is detected. For this reason, in this example, in order to rotatably support the axle 7 on the carriage 2, vibrations of a pair of double-row tapered roller bearing units 8 and 8 provided at both ends of the axle 7 are respectively Measured by the vibration sensor 24 (see FIG. 5), two types of signals each representing vibration are obtained, and the magnitude (amplitude) of both signals is compared to detect the above-described lifting phenomenon. . The structure of the lift detection device shown in the drawing is the same as that of the first example described above except that the vibrations at both ends of the single axle 7 can be measured. Will be described with reference to FIG.

先ず、ステップ１で、前記１対の振動センサ２４により前記両複列円すいころ軸受ユニット８、８部分で発生する振動を測定する。同時に、ステップ２で、前記単一の車軸７の回転速度を、何れかの複列転がり軸受ユニット８に組み付けたセンサユニット１７の回転速度センサ２２により測定する。そして、前述の実施の形態の第１例の場合と同様に、ステップ３で、この回転速度センサ２２の測定値に基づき、バンドパスフィルタの通過周波数帯域を設定する。次いで、ステップ４で、前記ステップ１で測定した、前記両複列円すいころ軸受ユニット８、８部分で発生している振動を表す信号を、前記バンドパスフィルタに通す。そして、前記両振動センサ２４の測定信号中に含まれる、前記両複列円すいころ軸受ユニット８、８部分で発生する振動以外の周波数成分を除去する。尚、前記バンドパスフィルタによる前記両振動センサ２４の測定信号の処理は、互いに独立して（両測定信号が混ざり合わない様にして）行う。   First, in step 1, vibrations generated in the double-row tapered roller bearing units 8 and 8 are measured by the pair of vibration sensors 24. At the same time, in step 2, the rotational speed of the single axle 7 is measured by the rotational speed sensor 22 of the sensor unit 17 assembled to any one of the double-row rolling bearing units 8. Then, as in the case of the first example of the above-described embodiment, the pass frequency band of the bandpass filter is set in step 3 based on the measured value of the rotational speed sensor 22. Next, in step 4, a signal representing vibrations generated in the double-row tapered roller bearing units 8 and 8 measured in step 1 is passed through the bandpass filter. Then, frequency components other than vibrations generated in the double-row tapered roller bearing units 8 and 8 included in the measurement signals of the vibration sensors 24 are removed. Note that the measurement signals of the vibration sensors 24 by the bandpass filter are processed independently of each other (so that the measurement signals are not mixed).

この様にして、それぞれが前記両複列円すいころ軸受ユニット８、８部分で発生する振動を表した２種類の信号を得られたならば、ステップ５で、これら両信号の相違αを求める。この相違αとしては、両信号同士の差の絶対値、或いは比（例えば「大きい側の振幅／小さい側の振幅」）の何れでも良い。又、別途ステップ６で、前記回転速度センサ２２の測定値に基づいて、前記相違に関する閾値βを設定しておく。この閾値βは、前記車軸７の回転速度が速い程大きくする。   In this way, if two kinds of signals representing vibrations generated in the double-row tapered roller bearing units 8 and 8 are obtained, in step 5, the difference α between these signals is obtained. The difference α may be an absolute value of a difference between both signals or a ratio (for example, “larger amplitude / smaller amplitude”). In step 6, separately, a threshold value β related to the difference is set based on the measured value of the rotational speed sensor 22. This threshold value β increases as the rotational speed of the axle 7 increases.

この様に、ステップ５で前記相違αを、ステップ６で前記閾値βを、それぞれ設定したならば、ステップ７で、これら相違αと閾値βとを比較する。前記単一の軸７の両端部に設けた１対の車輪３、３が、何れもレール４、４上に乗っている限り、前記両信号の大きさ（振幅）の相違αは限られたものとなる。カーブ走行時等にこれら前記両信号の大きさ（振幅）が異なる事はあるが、その相違αが桁違いに大きくなる事はない。これに対して、前記浮き上り現象が発生すると、この相違αが桁違いに大きくなる。そこで、前記ステップ７で、この相違αが、前記ステップ６で設定した閾値β以下であると判断した場合には、当該車軸７の車輪３、３に関しては浮き上り現象が発生していないと判定して、前記ステップ１に戻る。   In this way, if the difference α is set in step 5 and the threshold value β is set in step 6, the difference α and the threshold value β are compared in step 7. As long as a pair of wheels 3 and 3 provided at both ends of the single shaft 7 are on the rails 4 and 4, the difference α between the amplitudes of the signals is limited. It will be a thing. Although the magnitude (amplitude) of the two signals may be different when traveling on a curve or the like, the difference α does not increase by an order of magnitude. On the other hand, when the floating phenomenon occurs, the difference α increases by an order of magnitude. Therefore, if it is determined in step 7 that the difference α is equal to or less than the threshold value β set in step 6, it is determined that no lifting phenomenon has occurred with respect to the wheels 3 and 3 of the axle 7. Then, the process returns to Step 1.

これに対して、前記ステップ７で、前記相違αが前記閾値βを越えている場合に判定器は、ステップ８で、何れかの車輪３、３がレール４から浮き上がっていると判定する。更に、ステップ９で、運転席等に設けた警報器２９から、脱線した旨を表す、警笛、ランプ点灯等の警報を発する。又、必要に応じて、「駆動停止→制動」等の、脱線、転覆防止の為の処置を講じる。   On the other hand, if the difference α exceeds the threshold value β in step 7, the determiner determines in step 8 that any of the wheels 3 and 3 are lifted from the rail 4. Further, in step 9, an alarm such as a warning whistle or a lamp is emitted from the alarm device 29 provided in the driver's seat or the like to indicate that the line has been derailed. If necessary, take measures to prevent derailment and rollover, such as “stop driving → braking”.

要するに、脱線の前兆現象として発生する、前記浮き上り現象が発生すると、前記車軸７の両端部を支持している１対の複列円すいころ軸受ユニット８、８のうち、レール４から浮き上がった車輪３側の複列円すいころ軸受ユニット８に加わるラジアル荷重が、レール４上に乗ったままの車輪３側の複列円すいころ軸受ユニット８に加わるラジアル荷重よりも極端に小さくなる。一方、これら両複列円すいころ軸受ユニット８、８の運転に伴って発生する振動は、当該複列円すいころ軸受ユニット８、８に加わるラジアル荷重が大きい程大きくなる。そこで、これら両複列円すいころ軸受ユニット８、８部分で発生する振動の大きさを表す測定信号を比較し、これら両振動に関する測定信号同士の間の大きさの相違が所定値以上であるか否かを見れば、車輪３の浮き上りが発生したか否かを検知できる。   In short, when the lift phenomenon occurs as a precursor of derailment, the wheel lifted from the rail 4 out of the pair of double-row tapered roller bearing units 8 and 8 supporting both ends of the axle 7. The radial load applied to the double-row tapered roller bearing unit 8 on the 3 side is extremely smaller than the radial load applied to the double-row tapered roller bearing unit 8 on the wheel 3 side while riding on the rail 4. On the other hand, the vibration generated by the operation of the double row tapered roller bearing units 8 and 8 increases as the radial load applied to the double row tapered roller bearing units 8 and 8 increases. Therefore, a comparison is made between the measurement signals representing the magnitude of vibration generated in the double-row tapered roller bearing units 8 and 8 and the difference in magnitude between the measurement signals related to both vibrations is greater than or equal to a predetermined value. If not, it can be detected whether the wheel 3 is lifted.

実施の形態の第１例の構造と、同第２例の構造とは、互いに独立して実施できる他、組み合わせて実施する事もできる。組み合わせた構造に就いて、特許請求の範囲の請求項３に記載した。   The structure of the first example of the embodiment and the structure of the second example can be implemented independently of each other or can be implemented in combination. The combined structure is described in claim 3 of the claims.

本発明の実施の形態の第１例を示す模式図。The schematic diagram which shows the 1st example of embodiment of this invention. 第１例の作用を説明する為のフローチャート。The flowchart for demonstrating the effect | action of a 1st example. 本発明の実施の形態の第２例の作用を説明する為のフローチャート。The flowchart for demonstrating the effect | action of the 2nd example of embodiment of this invention. 従来から知られている鉄道車両の脱線検知装置の１例を示す略側面図。The schematic side view which shows an example of the derailment detection apparatus of the rail vehicle conventionally known. 従来から知られている、センサ付鉄道車両用転がり軸受ユニットの１例を示す部分断面図。The fragmentary sectional view which shows one example of the rolling bearing unit for rail vehicles with a sensor conventionally known.

符号の説明Explanation of symbols

１ 車体
２ 台車
３ 車輪
４ レール
５ 脱線検知装置
６ 軸受箱
７ 車軸
８ 複列円すいころ軸受ユニット
９ 外輪
１０ 内輪
１１ 転動体
１２ 軸受内部空間
１３ 内径側環体
１４ 外径側環体
１５ ラビリンスシールユニット
１６ 円輪部
１７ センサユニット
１８ ボルト
１９ ナットプレート
２０ センサケース
２１ プリント基板
２２ 回転速度センサ
２３ 温度センサ
２４ 振動センサ
２５ ナット筒
２６ 凹凸部
２７ 透孔
２８ 制御回路
２９ 警報器
３０ 軸受温度用コンパレータ DESCRIPTION OF SYMBOLS 1 Car body 2 Bogie 3 Wheel 4 Rail 5 Derailment detection device 6 Bearing box 7 Axle 8 Double row tapered roller bearing unit 9 Outer ring 10 Inner ring 11 Rolling body 12 Bearing inner space 13 Inner diameter side ring 14 Outer diameter side ring body 15 Labyrinth seal unit DESCRIPTION OF SYMBOLS 16 Circle part 17 Sensor unit 18 Bolt 19 Nut plate 20 Sensor case 21 Printed circuit board 22 Rotation speed sensor 23 Temperature sensor 24 Vibration sensor 25 Nut cylinder 26 Uneven part 27 Through-hole 28 Control circuit 29 Alarm 30 Bearing temperature comparator

Claims (5)

両端部に車輪を固定した鉄道車両の車軸を、台車に対し回転自在に支持する転がり軸受と、この転がり軸受の一部に支持固定されて、前記車輪の状態に応じて変化する振動を測定する振動センサと、この振動センサの測定信号に基づいて脱線の有無を判定する判定器と、同じ列車の鉄道車両に設けられた別の車軸の回転速度を測定する為の回転速度センサと、前記振動センサと前記判定器との間に設けられた、所定の帯域の周波数の振動のみを通過させるバンドパスフィルタとを備え、このバンドパスフィルタが通過させる前記所定の帯域の周波数は、前記転がり軸受の構成部品から発生する周波数であり、この所定の帯域の周波数を、前記回転速度センサの測定信号に基づいて変化させ、前記判定器は、前記所定の帯域の周波数の振動の大きさが所定値以上でない場合に脱線したと判定する鉄道車両の脱線検知装置。   A rolling bearing that rotatably supports an axle of a railway vehicle with wheels fixed at both ends relative to the carriage, and a vibration that is supported and fixed to a part of the rolling bearing and changes according to the state of the wheel. A vibration sensor; a determinator for determining presence / absence of derailment based on a measurement signal of the vibration sensor; a rotation speed sensor for measuring a rotation speed of another axle provided in a railway vehicle of the same train; and the vibration A band-pass filter provided between a sensor and the determination unit that passes only vibrations having a frequency in a predetermined band, and the frequency in the predetermined band that the band-pass filter passes is determined by the rolling bearing. A frequency generated from a component, and the frequency of the predetermined band is changed based on a measurement signal of the rotational speed sensor, and the determination unit is configured to generate a large amount of vibration of the frequency of the predetermined band. Derailment detecting apparatus for Saga railway vehicle determines that derailed when less than the predetermined value. 別の車軸が、脱線を検知すべき車輪を固定した車軸とは別の台車に支持されている車軸である、請求項１に記載した鉄道車両の脱線検知装置。   The derailment detection device for a railway vehicle according to claim 1, wherein the another axle is an axle supported by a carriage different from the axle on which the wheel on which derailment is to be detected is fixed. 車軸の両端部を台車に対し回転自在に支持する１対の転がり軸受の一部に支持固定されて、両車輪の状態に応じて変化する振動を測定する１対の振動センサと、これら両振動センサの測定信号を比較し、これら両振動センサの測定信号同士の間の大きさの相違が所定値以上である場合に、何れかの車輪がレールから浮き上がったと判定する第二の判定器とを備えた、請求項１に記載した鉄道車両の脱線検知装置。   A pair of vibration sensors that are supported and fixed to a part of a pair of rolling bearings that rotatably support both ends of the axle with respect to the carriage, and that measure vibrations that change according to the state of both wheels, and both these vibrations A second determinator that compares the measurement signals of the sensors and determines that one of the wheels has lifted off the rail when the difference in magnitude between the measurement signals of both vibration sensors is greater than or equal to a predetermined value; The derailment detection device for a railway vehicle according to claim 1, provided. 両端部に車輪を固定した鉄道車両の車軸の両端部を台車に対し回転自在に支持する１対の転がり軸受と、これら両転がり軸受の一部に支持固定されて、前記両車輪の状態に応じて変化する振動を測定する１対の振動センサと、これら両振動センサの測定信号を比較し、これら両振動センサの測定信号同士の間の大きさの相違が所定値以上である場合に、何れかの車輪がレールから浮き上がったと判定する判定器とを備えた鉄道車両の浮き上り検知装置。   A pair of rolling bearings that rotatably supports both ends of an axle of a railway vehicle with wheels fixed to both ends with respect to the carriage, and supported and fixed to a part of these rolling bearings, depending on the state of the both wheels A pair of vibration sensors that measure vibrations that change with each other, and the measurement signals of both vibration sensors are compared, and if the difference in magnitude between the measurement signals of both vibration sensors is greater than or equal to a predetermined value, A lift detection apparatus for a railway vehicle, comprising: a determination device that determines that the wheel has lifted from the rail. 車軸の回転速度を測定する為の回転速度センサと、１対の振動センサと判定器との間にそれぞれ設けられた、所定の帯域の周波数の振動のみを通過させる１対のバンドパスフィルタとを備え、これら両バンドパスフィルタが通過させる前記所定の帯域の周波数は、両転がり軸受の構成部品から発生する周波数であり、この所定の帯域の周波数を、前記回転速度センサの測定信号に基づいて変化させる、請求項４に記載した鉄道車両の浮き上り検知装置。   A rotational speed sensor for measuring the rotational speed of the axle, and a pair of band-pass filters provided between the pair of vibration sensors and the determiner, each passing only vibrations having a predetermined frequency band. The frequency of the predetermined band that the both band-pass filters pass is a frequency generated from the components of the both rolling bearings, and the frequency of the predetermined band varies based on the measurement signal of the rotational speed sensor. The apparatus for detecting a lift of a railway vehicle according to claim 4.
JP2008109020A 2008-04-18 2008-04-18 Derailment detector and lift detector of rolling stock Pending JP2009255822A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2008109020A JP2009255822A (en) 2008-04-18 2008-04-18 Derailment detector and lift detector of rolling stock

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2008109020A JP2009255822A (en) 2008-04-18 2008-04-18 Derailment detector and lift detector of rolling stock

Publications (1)

Publication Number Publication Date
JP2009255822A true JP2009255822A (en) 2009-11-05

Family

ID=41383813

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2008109020A Pending JP2009255822A (en) 2008-04-18 2008-04-18 Derailment detector and lift detector of rolling stock

Country Status (1)

Country Link
JP (1) JP2009255822A (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160002703U (en) * 2015-01-26 2016-08-03 유진전기공업 주식회사 Derailment detecting apparatus for a railway vehicle
JP2017071247A (en) * 2015-10-06 2017-04-13 公益財団法人鉄道総合技術研究所 Derailment state detection device and derailment state detection method
CN108779798A (en) * 2016-03-25 2018-11-09 Thk株式会社 The method for diagnosing status of rolling guide apparatus
JP2021018106A (en) * 2019-07-18 2021-02-15 Ntn株式会社 Bearing abnormality prediction device and bearing abnormality prediction method

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR20160002703U (en) * 2015-01-26 2016-08-03 유진전기공업 주식회사 Derailment detecting apparatus for a railway vehicle
KR200481230Y1 (en) 2015-01-26 2016-09-01 유진전기공업 주식회사 Derailment detecting apparatus for a railway vehicle
JP2017071247A (en) * 2015-10-06 2017-04-13 公益財団法人鉄道総合技術研究所 Derailment state detection device and derailment state detection method
CN108779798A (en) * 2016-03-25 2018-11-09 Thk株式会社 The method for diagnosing status of rolling guide apparatus
CN108779798B (en) * 2016-03-25 2020-07-28 Thk株式会社 Method for diagnosing state of rolling guide device
JP2021018106A (en) * 2019-07-18 2021-02-15 Ntn株式会社 Bearing abnormality prediction device and bearing abnormality prediction method
JP7335743B2 (en) 2019-07-18 2023-08-30 Ntn株式会社 Bearing Abnormality Prediction Device and Bearing Abnormality Prediction Method

Similar Documents

Publication Publication Date Title
JP4527585B2 (en) Bearing monitoring system and bearing monitoring program
JP5832442B2 (en) Method for monitoring the condition of a carriage of a rail vehicle having at least one axle
RU2494902C2 (en) Device to control faults of railway car running gear elements
JP5595266B2 (en) Error monitoring device for bogie components of rail vehicles
JP6413642B2 (en) Bearing state detection device and bearing state detection method
JP6105606B2 (en) System for dynamically controlling rolling of guide rollers for an assembly that guides a vehicle along at least one rail
EP2436574B1 (en) State monitoring apparatus and state monitoring method of railway car, and railway car
DK2696904T3 (en) Rail vessel with a tracking monitor
JP5371908B2 (en) Travel speed detection device
US20190041425A1 (en) Method for detecting a defect in an acceleration sensor, and measuring system
JP2009255822A (en) Derailment detector and lift detector of rolling stock
JP2000006807A (en) Railway rolling stock and abnormality detection method at time of its travelling
JP5306947B2 (en) Railway vehicle condition monitoring system
JP2009255821A (en) Derailment detector of railway vehicle
JP3537804B2 (en) Wheel load acquisition device, wheel load acquisition method, railway vehicle, railway vehicle maintenance method, track maintenance method
JP2002079941A (en) Rolling stock
JP2006335320A (en) Method for detecting abnormal oscillation of railroad vehicle
JP3449976B2 (en) Wheel load unevenness acquisition method and apparatus, railway vehicle, railway vehicle and track maintenance method
CN104627194A (en) Crosswind stabilisation method and associated rail vehicle
JP3495332B2 (en) System for monitoring rotation or roll damper operation
JP6454251B2 (en) Derailment state detection device and derailment state detection method
JP7120934B2 (en) Railway vehicle monitoring system
JPH10278795A (en) Derailment detector and traveling condition monitoring device
JP2004175156A (en) Abnormal vibration detection device for railway rolling stock
RU2641536C2 (en) Method for detecting defective car axle boxes

Legal Events

Date Code Title Description
RD04 Notification of resignation of power of attorney

Free format text: JAPANESE INTERMEDIATE CODE: A7424

Effective date: 20100318