JP2011051518A - Condition monitoring system of railway vehicle - Google Patents
Condition monitoring system of railway vehicle Download PDFInfo
- Publication number
- JP2011051518A JP2011051518A JP2009203618A JP2009203618A JP2011051518A JP 2011051518 A JP2011051518 A JP 2011051518A JP 2009203618 A JP2009203618 A JP 2009203618A JP 2009203618 A JP2009203618 A JP 2009203618A JP 2011051518 A JP2011051518 A JP 2011051518A
- Authority
- JP
- Japan
- Prior art keywords
- railway vehicle
- monitoring system
- state monitoring
- vehicle body
- body floor
- 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.)
- Granted
Links
- 238000012544 monitoring process Methods 0.000 title claims abstract description 39
- 230000007257 malfunction Effects 0.000 claims description 10
- 230000007547 defect Effects 0.000 claims description 6
- 230000001105 regulatory effect Effects 0.000 claims description 4
- 230000001133 acceleration Effects 0.000 abstract description 29
- 230000002159 abnormal effect Effects 0.000 abstract description 5
- 238000005096 rolling process Methods 0.000 abstract 1
- 238000010586 diagram Methods 0.000 description 12
- 230000004044 response Effects 0.000 description 11
- 238000003745 diagnosis Methods 0.000 description 6
- 241000270295 Serpentes Species 0.000 description 5
- 238000012360 testing method Methods 0.000 description 5
- 230000005284 excitation Effects 0.000 description 4
- 238000012423 maintenance Methods 0.000 description 4
- 230000009471 action Effects 0.000 description 3
- 238000001514 detection method Methods 0.000 description 3
- 230000035945 sensitivity Effects 0.000 description 3
- 238000005259 measurement Methods 0.000 description 2
- 230000000903 blocking effect Effects 0.000 description 1
- 230000002950 deficient Effects 0.000 description 1
- 230000000593 degrading effect Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 238000000556 factor analysis Methods 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000004088 simulation Methods 0.000 description 1
- 230000009466 transformation Effects 0.000 description 1
Landscapes
- Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
Abstract
Description
本発明は、簡素化したセンサによる鉄道車両の状態監視システムに係り、特に鉄道車両の走行装置部品の不具合の発生を監視する鉄道車両の状態監視に関するものである。 The present invention relates to a railway vehicle state monitoring system using simplified sensors, and more particularly, to a railway vehicle state monitoring for monitoring the occurrence of a malfunction of a traveling device component of a railway vehicle.
従来、鉄道車両は、安全性や乗り心地の維持のために定期的に営業運用から外され工場での分解検査が行われる。このような分解検査に加え、走り装置の状態監視を常時行えば、安全性や乗り心地の質が向上できると考えられる。鉄道車両の状態監視は、日本では１９８０年代から始まり（下記非特許文献１参照）、最近では盛んに行われている（下記非特許文献２，３参照）。 Conventionally, railway vehicles are regularly removed from business operation and maintained at factories to maintain safety and riding comfort. In addition to such overhaul, it is thought that safety and ride quality can be improved by constantly monitoring the state of the running device. The monitoring of the state of railway vehicles started in the 1980s in Japan (see Non-Patent Document 1 below) and has been actively performed recently (see Non-Patent Documents 2 and 3 below).
鉄道車両の状態監視を行う際、多くのセンサや複雑な機構を使うシステムを用いると、初期費用がかかるばかりでなく、将来にわたりメンテナンスコストがかかるという問題が生じる。そのため、機能を落とさずできる限り簡素なシステムを提供すれば営業車両に使用され易いと考えられる。 When monitoring the state of a railway vehicle, if a system using many sensors and complicated mechanisms is used, there is a problem that not only initial costs are incurred but also maintenance costs are required in the future. For this reason, if a system that is as simple as possible is provided without degrading the function, it is considered that it can be easily used for a commercial vehicle.
上記したように、従来の鉄道車両の状態監視は、多数のセンサを必要とするものであり、初期費用だけでなくメンテナンスコストもかかってしまうといった問題があった。
本発明は、上記状況に鑑みて、１台車につき１個の少ないセンサ数で異常振動を捉え走行装置部品の不具合を検知する、鉄道車両の状態監視システムを提供することを目的とする。
As described above, the conventional state monitoring of a railway vehicle requires a large number of sensors, and there is a problem in that not only initial costs but also maintenance costs are required.
In view of the above situation, an object of the present invention is to provide a railway vehicle state monitoring system that detects abnormal vibrations with a small number of sensors, one per vehicle, and detects a failure of a traveling device component.
本発明は、上記目的を達成するために、
〔１〕鉄道車両の状態監視システムにおいて、鉄道車両の走行装置部品の診断を行うための鉄道車両の台車中心上の車体床面に配置される１つの車体床面振動加速度計と、軌道の不具合の診断を行うための車輪の第１軸の軸箱に配置される参照用軸箱振動加速度計とを備えることを特徴とする。
In order to achieve the above object, the present invention provides
[1] In a railway vehicle state monitoring system, one vehicle body floor vibration accelerometer disposed on the vehicle body floor surface on the center of the bogie of the railway vehicle for diagnosing railcar traveling device parts, and a track defect And a reference axle box vibration accelerometer arranged in the axle box of the first axis of the wheel for performing the diagnosis.
〔２〕上記〔１〕記載の鉄道車両の状態監視システムにおいて、前記鉄道車両の走行装置部品が左右動ダンパであることを特徴とする。
〔３〕上記〔２〕記載の鉄道車両の状態監視システムにおいて、前記左右動ダンパの不具合がこの左右動ダンパの天地逆取り付けによるものであることを特徴とする。
〔４〕上記〔２〕記載の鉄道車両の状態監視システムにおいて、前記左右動ダンパの不具合がオリフィス詰まりによるものであることを特徴とする。
[2] The railway vehicle state monitoring system according to [1] above, wherein the traveling device component of the railway vehicle is a left-right motion damper.
[3] In the railway vehicle state monitoring system according to [2], the malfunction of the left-right motion damper is due to reverse mounting of the left-right motion damper.
[4] In the railway vehicle state monitoring system according to [2], the failure of the left-right motion damper is due to orifice clogging.
〔５〕上記〔２〕記載の鉄道車両の状態監視システムにおいて、前記左右動ダンパの不具合がピンの摩耗によるものであることを特徴とする。
〔６〕上記〔２〕記載の鉄道車両の状態監視システムにおいて、前記左右動ダンパの不具合がオイル不足によるものであることを特徴とする。
〔７〕上記〔２〕記載の鉄道車両の状態監視システムにおいて、前記左右動ダンパの調圧弁の故障によるものであることを特徴とする。
[5] In the railway vehicle state monitoring system according to [2], the malfunction of the left-right damper is caused by pin wear.
[6] In the railway vehicle state monitoring system according to [2], the failure of the left-right damper is due to insufficient oil.
[7] In the railway vehicle state monitoring system described in [2] above, the system is caused by a failure of a pressure regulating valve of the left and right dynamic damper.
本発明によれば、センサ数を極力抑え、簡素化したシステムとすることにより、鉄道車両の走行装置部品の状態監視を設備費用とメンテナンスコストを低減して行うことができる。 According to the present invention, it is possible to perform the state monitoring of the traveling device parts of the railway vehicle by reducing the equipment cost and the maintenance cost by reducing the number of sensors as much as possible to a simplified system.
本発明の鉄道車両の状態監視システムは、鉄道車両の走行装置部品の診断を行うための鉄道車両の台車中心上の車体床面に配置される１つの車体床面振動加速度計と、軌道の不具合の診断を行うための車輪の第１軸の軸箱に配置される参照用軸箱振動加速度計とを備える。 The state monitoring system for a railway vehicle according to the present invention includes one vehicle body floor vibration accelerometer disposed on the vehicle body floor surface on the center of the bogie of the railway vehicle for diagnosing the traveling device parts of the railway vehicle, and a track defect. And a reference axle box vibration accelerometer arranged in the axle box of the first axis of the wheel for performing the diagnosis.
以下、本発明の実施の形態について詳細に説明する。
まず、鉄道車両の左右動ダンパの模擬不具合実験例について説明する。
図１は実軌道波加振試験を行う鉄道車両実験台を示す図面代用写真である。
走り装置部品の不具合時の異常振動加速度を測定するために、図１に示す鉄道車両実験台で実軌道波加振を行った。模擬的に不具合とする走行装置部品として今回は新幹線車両、在来線車両ともに装備している左右動ダンパを選んだ。ここでは、後位台車の左右動ダンパのみを模擬的に不具合にした結果を示す。左右振動加速度は、後位台車の台車枠先端（ばね帽上）と後位台車中心上車体床面で測定した。
Hereinafter, embodiments of the present invention will be described in detail.
First, an example of a simulated malfunction of a left-right damper of a railway vehicle will be described.
FIG. 1 is a drawing-substituting photograph showing a railway vehicle test bench for performing an actual track wave excitation test.
In order to measure the abnormal vibration acceleration at the time of failure of the running device parts, actual track wave excitation was performed on the railcar experimental table shown in FIG. This time, we selected the left and right motion dampers that are equipped with both Shinkansen vehicles and conventional trains as driving equipment parts that are simulated as malfunctions. Here, the result of simulating only the left and right dynamic damper of the rear carriage is shown. The left and right vibration acceleration was measured at the tip of the rear bogie frame (on the spring cap) and the vehicle body floor above the rear bogie center.
今回想定した不具合を表１に示す。 Table 1 shows the defects assumed this time.
図２は加振振動加速度に対する台車枠先端での左右振動加速度の応答倍率を示す図であり、この図において、ａは左右動ダンパが健全な場合、ｂは天地逆取り付けの場合、ｃはオリフィス詰まりの場合を示している。また、図３は加振振動加速度に対する台車中心上車体床面での左右振動加速度の応答倍率を示す図であり、ｄは左右動ダンパが健全な場合、ｅは天地逆取り付けの場合、ｆはオリフィス詰まりの場合を示している。 FIG. 2 is a diagram showing the response magnification of the left and right vibration acceleration at the tip of the carriage frame with respect to the vibration vibration acceleration. In this figure, a is when the left and right motion damper is healthy, b is when the top and bottom are reversed, and c is the orifice. The case of clogging is shown. FIG. 3 is a diagram showing the response magnification of the left and right vibration acceleration on the vehicle body center top floor surface with respect to the vibration vibration acceleration, d is when the left and right motion damper is healthy, e is when the top-and-bottom mounting is reversed, and f is The case of orifice clogging is shown.
図２に示す台車枠先端の左右振動加速度は、同じ１０Ｈｚの周波数に応答倍率の大きさが違うピークがある。また、１０Ｈｚから１２Ｈｚの間に、周波数も応答倍率の大きさも異なる反共振の谷が存在する。
これに対して、図３に示すように、台車中心上車体床面の左右振動加速度は、健全状態の場合（ｄ）では１．３Ｈｚに応答倍率２倍程度のピークがある。不具合なダンパを装備した場合（ｅ，ｆ）では、この周波数付近のピークが周波数も応答倍率の大きさも異なる。
The left and right vibration acceleration at the tip of the bogie frame shown in FIG. 2 has peaks with different response magnifications at the same frequency of 10 Hz. Further, an anti-resonance valley having a different frequency and response magnification is present between 10 Hz and 12 Hz.
On the other hand, as shown in FIG. 3, the left-right vibration acceleration of the vehicle body upper surface on the center of the carriage has a peak of about twice the response magnification at 1.3 Hz in the healthy state (d). When a defective damper is installed (e, f), the peak near this frequency is different in frequency and response magnification.
上記の結果から、状態監視の観点で台車枠先端と台車中心上車体床面の左右振動加速度を比較すると、図２に示す台車枠先端の１０Ｈｚ付近の応答倍率の大きさの差は、図３に示す台車中心上の車体床面の差に比べ小さく、また台車枠先端の反共振を状態監視に利用するのはノイズ等により判別が難しいと考えられる。そのため、鉄道車両の状態監視を１台車につき１個のセンサで行うには台車中心上車体床面の左右振動加速度を監視することが適当であると考えられる。 From the above results, when comparing the left and right vibration accelerations of the front end of the bogie frame and the vehicle body top floor surface from the viewpoint of condition monitoring, the difference in response magnification around 10 Hz at the front end of the bogie frame shown in FIG. It is considered that it is difficult to discriminate due to noise or the like when the anti-resonance at the tip of the bogie frame is used for state monitoring. Therefore, in order to monitor the state of the railway vehicle with one sensor per vehicle, it is considered appropriate to monitor the lateral vibration acceleration of the vehicle body upper surface on the center of the vehicle.
図４は本発明の鉄道車両の状態監視システムの模式図、図５はその車両の構造を示す模式図、図６はその車両の左右動ダンパの構造を示す模式図、図７はその左右動ダンパのピンの構造を示す模式図である。
図４において、１は鉄道車両、２は鉄道車両１の車体床面、３はその車体床面２に配置される空気ばね、４は台車、５は参照用軸箱加速度計１２が取付けられる第１の車軸、６は第２の車軸、７は第３の車軸、８は第４の車軸、１１は台車中心上の車体床面２に配置される車体床面振動加速度計である。
4 is a schematic diagram of a railway vehicle condition monitoring system according to the present invention, FIG. 5 is a schematic diagram illustrating the structure of the vehicle, FIG. 6 is a schematic diagram illustrating the structure of a left-right damper of the vehicle, and FIG. It is a schematic diagram which shows the structure of the pin of a damper.
In FIG. 4, 1 is a railway vehicle, 2 is a vehicle body floor surface of the rail vehicle 1, 3 is an air spring disposed on the vehicle body floor surface 2, 4 is a carriage, and 5 is a reference axle box accelerometer 12 attached. 1 is an axle, 6 is a second axle, 7 is a third axle, 8 is a fourth axle, and 11 is a vehicle body floor vibration accelerometer disposed on the vehicle body floor 2 on the center of the carriage.
図５に示すように、鉄道車両１の車体床面２と台車４との間には空気ばね３が配置されている。この車体床面２側の支持体３２と台車４側の支持体３３との間に左右動ダンパ３１が配置される。また、台車中心上の車体床面２には車体床面振動加速度計１１が配置される。この車体床面振動加速度計１１は、図４に示すように、１台車につき１個設置され、台車中心上の車体床面の左右振動加速度が計測される。第１の車軸５には車輪２１が取り付けられ、この第１の車軸５の両端には軸箱２２が配置され、この第１の車軸５にのみ参照用軸箱加速度計１２が設置されている。また、軸箱２２と台車４との間には軸ダンパ２３と軸ばね２４が配置されている。 As shown in FIG. 5, an air spring 3 is disposed between the vehicle body floor 2 and the carriage 4 of the railway vehicle 1. A left-right motion damper 31 is disposed between the support body 32 on the vehicle body floor 2 side and the support body 33 on the cart 4 side. A vehicle body floor vibration accelerometer 11 is disposed on the vehicle body floor 2 on the center of the carriage. As shown in FIG. 4, one vehicle body floor vibration accelerometer 11 is installed for each vehicle, and the left and right vibration acceleration of the vehicle body floor surface on the center of the vehicle is measured. Wheels 21 are attached to the first axle 5, axle boxes 22 are arranged at both ends of the first axle 5, and a reference axle box accelerometer 12 is installed only on the first axle 5. . A shaft damper 23 and a shaft spring 24 are disposed between the shaft box 22 and the carriage 4.
本発明において状態監視の対象としている左右動ダンパ３１は、図６に示すように、ピストン３５とシリンダ３６を備えており、ピストン３５の基端にはピン通し穴３７Ａを有する第１のピン連結部３７が、シリンダ３６の一端にはピン通し穴３８Ａを有する第２のピン連結部３８が形成されており、車体１の車体床面２側の支持体３２及び台車４側の支持体３３に、それぞれピン３４で連結されて配置されている。 As shown in FIG. 6, the left-right motion damper 31 that is the subject of state monitoring in the present invention includes a piston 35 and a cylinder 36, and a first pin connection having a pin passage hole 37 </ b> A at the base end of the piston 35. A second pin connecting portion 38 having a pin through hole 38A is formed at one end of the cylinder 36, and a support 37 on the vehicle body floor 2 side and a support 33 on the cart 4 side of the vehicle body 1 are formed. These are connected by pins 34.
このピン３４は、図７（ａ）に示すように、鍔部３４Ａと本体部３４Ｂと先端部３４Ｃからなり、通し穴３４Ｅが形成されている。この通し穴３４Ｅに、図７（ｂ）に示すようなピン用スプリング３４Ｄが装着される。なお、上記した左右動ダンパの模擬不具合実験では、ピンの直径を１ｍｍ小さくしたものを用いてピンの摩耗を模擬した。
さらに、左右動ダンパ３１の内部の油路３９には、オリフィス３９Ａ、調圧弁３９Ｂ、逆止弁３９Ｃ，３９Ｄ，３９Ｅが配置されている。
As shown in FIG. 7A, the pin 34 includes a flange portion 34A, a main body portion 34B, and a tip portion 34C, and a through hole 34E is formed. A pin spring 34D as shown in FIG. 7B is attached to the through hole 34E. In the simulation test of the left and right dynamic damper described above, pin wear was simulated using a pin diameter reduced by 1 mm.
Furthermore, an orifice 39A, a pressure regulating valve 39B, and check valves 39C, 39D, and 39E are disposed in the oil passage 39 inside the left and right motion damper 31.
このように構成することにより、台車中心上の車体床面２の左右振動加速度を測定し、その異常振動から左右動ダンパ３１に不具合が発生したことを検知することができる。この時、単に振動の強さ（ＰＳＤ）を用いて判断すると、軌道状態に影響を受けてしまうので、参照用の軸箱加速度に対する各周波数の強さの比（周波数応答）を用いて異常振動を判定する。 By configuring in this way, it is possible to measure the lateral vibration acceleration of the vehicle body floor 2 on the center of the carriage, and to detect that a malfunction has occurred in the lateral movement damper 31 from the abnormal vibration. At this time, if it is judged simply using the intensity of vibration (PSD), it will be affected by the orbital state. Therefore, the abnormal vibration using the ratio (frequency response) of the intensity of each frequency to the reference box box acceleration. Determine.
本発明では、鉄道車両の走行装置部品としての左右動ダンパの状態監視について述べたが、左右振動加速度を用いて左右動ダンパ以外の部品の状態監視を行うこともできる。
さらに、鉄道車両の上下系、前後系に関してもその方向のセンサを同様に着けることにより、対応していくこともできる。
図８は本発明にかかる第１の車軸基準の合理性と遮断特性を示す図であり、横軸は周波数〔Ｈｚ〕、縦軸は応答倍率を示している。
In the present invention, the state monitoring of the left and right motion damper as the traveling device component of the railway vehicle has been described, but the state of the components other than the left and right motion damper can also be monitored using the left and right vibration acceleration.
Furthermore, it is possible to deal with the upper and lower systems and the front and rear systems of railway vehicles by wearing sensors in the same direction.
FIG. 8 is a diagram showing the rationality and cutoff characteristics of the first axle reference according to the present invention, where the horizontal axis represents frequency [Hz] and the vertical axis represents response magnification.
この図から、参照用軸箱加速度計１２は第１の車軸５のみに配置すればよいことがわかる。また、この図８に示される遮断特性を用いても状態監視を行うことができる。
図９は本発明にかかる蛇行動検知のための車体の左右振動加速度の測定結果を示す図であり、横軸が周波数〔Ｈｚ〕、縦軸が振動の強さ（ＰＳＤ）を示している。
この図９のｇに示すように、左右動ダンパを配置しないことで車体の左右振動加速度にもピークが出るので、これにより蛇行動検知ができると考えられる。
From this figure, it can be seen that the reference axle box accelerometer 12 need only be disposed on the first axle 5. The state monitoring can also be performed using the cutoff characteristic shown in FIG.
FIG. 9 is a diagram showing the measurement result of the left-right vibration acceleration of the vehicle body for detecting the snake behavior according to the present invention, where the horizontal axis indicates the frequency [Hz] and the vertical axis indicates the vibration intensity (PSD).
As shown in FIG. 9g, a peak also appears in the left and right vibration acceleration of the vehicle body by not arranging the left and right motion damper, so that it is considered that the snake behavior can be detected.
なお、上記実施例では、主に、鉄道車両の走行装置部品としての左右動ダンパの例を挙げて説明したが、これに限定されるものではなく、下記のように実施することもできる。
（１）鉄道車両の走行装置部品がヨーダンパ、空気ばね、または軸ばねである場合にも適用することができる。
（２）１つの車体床面振動加速度計は１方向感度を有する加速度計であったり、３方向感度を有する加速度計であってもよい。
In the above-described embodiment, the example of the left-right motion damper as the traveling device part of the railway vehicle has been mainly described. However, the present invention is not limited to this, and can be implemented as follows.
(1) The present invention can also be applied to a case where a traveling device component of a railway vehicle is a yaw damper, an air spring, or a shaft spring.
(2) One vehicle body floor vibration accelerometer may be an accelerometer having one-way sensitivity or an accelerometer having three-way sensitivity.
また、１つの車体床面振動加速度計は車輪の第１軸の左右端に配置され、その上下方向や前後方向感度を有する加速度計であってもよい。
（３）前記診断は、前記第１軸の軸箱に配置される参照用軸箱振動加速度計によるリファレンス加速度に対する前記１つの車体床面振動加速度計による車体床面振動加速度の周波数毎の大きさの比を用いたり、前記第１軸の軸箱に配置される参照用軸箱振動加速度計によるリファレンス加速度に対する前記１つの車体床面振動加速度計による車体床面振動加速度の周波数毎の位相遅れを用いるようにようにしてもよい。
Further, one vehicle body floor vibration accelerometer may be an accelerometer that is disposed on the left and right ends of the first axis of the wheel and has sensitivity in the vertical direction and the front-rear direction.
(3) In the diagnosis, the magnitude of the vehicle body floor vibration acceleration by the one vehicle body floor vibration accelerometer for each frequency relative to the reference acceleration by the reference axle box vibration accelerometer arranged in the shaft box of the first axis. Or a phase delay for each frequency of the vehicle body floor vibration acceleration by the one vehicle body floor vibration accelerometer with respect to the reference acceleration by the reference shaft box vibration accelerometer arranged in the shaft box of the first axis. You may make it use.
また、前記診断は、ケプストラム解析、エンベエローブ解析、波高率解析、リサージュ解析、又は振動ベクトル解析を用いた機械診断であってもよく、さらに、時間軸に対応した傾向診断であってもよい。
なお、本発明の鉄道車両の状態監視システムにおいては、大きな加速度が測定された場合、センサーを装備しているため、鉄道車両を非常状態で緊急停止させることができることは言うまでもない。
The diagnosis may be a machine diagnosis using a cepstrum analysis, an envelope analysis, a crest factor analysis, a Lissajous analysis, or a vibration vector analysis, and may further be a trend diagnosis corresponding to a time axis.
In the railway vehicle state monitoring system of the present invention, when a large acceleration is measured, it is needless to say that the railway vehicle can be urgently stopped in an emergency state because it is equipped with a sensor.
また、蛇行動時は、車体の左右振動加速度にも特定の周波数にピークができるので、左右動ダンパの有無にかかわらず、蛇行動の検知ができる。
さらに、軌道の不具合の診断のために、軸箱振動加速度計を備えるとしているが、軸箱振動加速度計は車体加速度計と組み合わせて用いるようにしてもよい。
なお、本発明は上記実施例に限定されるものではなく、本発明の趣旨に基づき種々の変形が可能であり、これらを本発明の範囲から排除するものではない。
In addition, during the snake action, the left and right vibration acceleration of the vehicle body also peaks at a specific frequency, so that the snake action can be detected regardless of the presence or absence of the left and right motion damper.
Further, although an axle box vibration accelerometer is provided for diagnosing a track defect, the axle box vibration accelerometer may be used in combination with a vehicle body accelerometer.
In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.
本発明の鉄道車両の状態監視システムは、設備費用とメンテナンスコストを低減するために、極力簡素化したセンサによる鉄道車両の状態監視システムとして利用可能である。 The railway vehicle state monitoring system of the present invention can be used as a railway vehicle state monitoring system using sensors that are simplified as much as possible in order to reduce facility costs and maintenance costs.
１ 鉄道車両
２ 車体床面
３ 空気ばね
４ 台車
５ 第１の車軸
６ 第２の車軸
７ 第３の車軸
８ 第４の車軸
１１ 車体床面振動加速度計
１２ 参照用軸箱加速度計
２１ 車輪
２２ 軸箱
２３ 軸ダンパ
２４ 軸ばね
３１ 左右動ダンパ
３２ 車体床面側の支持体
３３ 台車側の支持体
３４ ピン
３４Ａ 鍔部
３４Ｂ 本体部
３４Ｃ 先端部
３４Ｄ ピン用スプリング
３４Ｅ 通し穴
３５ ピストン
３６ シリンダ
３７ 第１のピンの連結部
３７Ａ，３８Ａ ピン通し穴
３８ 第２のピンの連結部
３９ 油路
３９Ａ オリフィス
３９Ｂ 調圧弁
３９Ｃ，３９Ｄ，３９Ｅ 逆止弁
DESCRIPTION OF SYMBOLS 1 Railcar 2 Car body floor surface 3 Air spring 4 Cargo 5 First axle 6 Second axle 7 Third axle 8 Fourth axle 11 Car body floor vibration accelerometer 12 Reference axle box accelerometer 21 Wheel 22 Axis Box 23 Shaft damper 24 Shaft spring 31 Left-right motion damper 32 Car body floor side support 33 Carriage side support 34 Pin 34A Hook 34B Body 34C Front end 34D Pin spring 34E Through hole 35 Piston 36 Cylinder 37 First Pin connection portion 37A, 38A Pin through hole 38 Second pin connection portion 39 Oil passage 39A Orifice 39B Pressure regulating valve 39C, 39D, 39E Check valve
Claims (7)
（ｂ）軌道の不具合の診断を行うための車輪の第１軸の軸箱に配置される参照用軸箱振動加速度計とを備えることを特徴とする鉄道車両の状態監視システム。 (A) one vehicle body floor vibration accelerometer disposed on the vehicle body floor surface on the center of the bogie of the railway vehicle for diagnosing the traveling device parts of the rail vehicle;
(B) A railway vehicle state monitoring system, comprising: a reference axle box vibration accelerometer disposed in an axle box of a first axis of a wheel for diagnosing a track defect.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009203618A JP5306947B2 (en) | 2009-09-03 | 2009-09-03 | Railway vehicle condition monitoring system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2009203618A JP5306947B2 (en) | 2009-09-03 | 2009-09-03 | Railway vehicle condition monitoring system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JP2011051518A true JP2011051518A (en) | 2011-03-17 |
| JP5306947B2 JP5306947B2 (en) | 2013-10-02 |
Family
ID=43940978
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2009203618A Expired - Fee Related JP5306947B2 (en) | 2009-09-03 | 2009-09-03 | Railway vehicle condition monitoring system |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP5306947B2 (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013084980A1 (en) | 2011-12-06 | 2013-06-13 | 新日鐵住金株式会社 | Vehicle abnormality detection method and device |
| JP2015190270A (en) * | 2014-03-28 | 2015-11-02 | 株式会社Ｎｔｔファシリティーズ | Bridge monitoring system, bridge monitoring method, and program |
| JP2015214201A (en) * | 2014-05-08 | 2015-12-03 | 日本車輌製造株式会社 | Abnormality detection device for rolling stock and abnormality detecting method for rolling stock |
| KR20160000031A (en) | 2014-06-23 | 2016-01-04 | 현대로템 주식회사 | Rail car and track monitoring system using running record and the method |
| US10379008B2 (en) | 2014-12-15 | 2019-08-13 | Nippon Steel Corporation | Railway vehicle condition monitoring apparatus |
| JP2020012807A (en) * | 2017-12-05 | 2020-01-23 | 公益財団法人鉄道総合技術研究所 | State monitoring device, state monitoring method, and program |
| WO2020213314A1 (en) | 2019-04-18 | 2020-10-22 | 株式会社日立製作所 | Information collection system and information collection method |
| JP7417342B2 (en) | 2021-01-04 | 2024-01-18 | 中南大学 | Method for monitoring vibrations in train cabins, construction and application method of vibration signal feature library |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0672328A (en) * | 1992-08-31 | 1994-03-15 | East Japan Railway Co | Abnormal rocking detection of railway rolling stock |
| JP2004170080A (en) * | 2002-11-15 | 2004-06-17 | Kawasaki Heavy Ind Ltd | Abnormality detection method and equipment for vehicle, and vehicle |
| JP2005067276A (en) * | 2003-08-20 | 2005-03-17 | Hitachi Ltd | Abnormality detecting device for railway vehicle |
-
2009
- 2009-09-03 JP JP2009203618A patent/JP5306947B2/en not_active Expired - Fee Related
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0672328A (en) * | 1992-08-31 | 1994-03-15 | East Japan Railway Co | Abnormal rocking detection of railway rolling stock |
| JP2004170080A (en) * | 2002-11-15 | 2004-06-17 | Kawasaki Heavy Ind Ltd | Abnormality detection method and equipment for vehicle, and vehicle |
| JP2005067276A (en) * | 2003-08-20 | 2005-03-17 | Hitachi Ltd | Abnormality detecting device for railway vehicle |
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2013084980A1 (en) | 2011-12-06 | 2013-06-13 | 新日鐵住金株式会社 | Vehicle abnormality detection method and device |
| US9511783B2 (en) | 2011-12-06 | 2016-12-06 | Nippon Steel & Sumitomo Metal Corporation | Method and apparatus for detecting abnormality of vehicle |
| JP2015190270A (en) * | 2014-03-28 | 2015-11-02 | 株式会社Ｎｔｔファシリティーズ | Bridge monitoring system, bridge monitoring method, and program |
| JP2015214201A (en) * | 2014-05-08 | 2015-12-03 | 日本車輌製造株式会社 | Abnormality detection device for rolling stock and abnormality detecting method for rolling stock |
| KR20160000031A (en) | 2014-06-23 | 2016-01-04 | 현대로템 주식회사 | Rail car and track monitoring system using running record and the method |
| US10379008B2 (en) | 2014-12-15 | 2019-08-13 | Nippon Steel Corporation | Railway vehicle condition monitoring apparatus |
| JP2020012807A (en) * | 2017-12-05 | 2020-01-23 | 公益財団法人鉄道総合技術研究所 | State monitoring device, state monitoring method, and program |
| JP6998291B2 (en) | 2017-12-05 | 2022-01-18 | 公益財団法人鉄道総合技術研究所 | Condition monitoring device, condition monitoring method and program |
| WO2020213314A1 (en) | 2019-04-18 | 2020-10-22 | 株式会社日立製作所 | Information collection system and information collection method |
| TWI730676B (en) * | 2019-04-18 | 2021-06-11 | 日商日立製作所股份有限公司 | Information collection system and information collection method |
| JP7417342B2 (en) | 2021-01-04 | 2024-01-18 | 中南大学 | Method for monitoring vibrations in train cabins, construction and application method of vibration signal feature library |
Also Published As
| Publication number | Publication date |
|---|---|
| JP5306947B2 (en) | 2013-10-02 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JP5306947B2 (en) | Railway vehicle condition monitoring system | |
| RU2494902C2 (en) | Device to control faults of railway car running gear elements | |
| JP5595266B2 (en) | Error monitoring device for bogie components of rail vehicles | |
| KR101736523B1 (en) | Method for monitoring the state of a bogie of a railway vehicle comprising at least one wheel set | |
| JP5525404B2 (en) | Railway vehicle state monitoring device, state monitoring method, and rail vehicle | |
| CN103048146B (en) | Multi-axle vehicle brake judder diagnostic device and multi-axle vehicle brake judder diagnostic method | |
| JP2012058208A (en) | State monitoring system of train vehicle and state monitoring method of train vehicle using the same | |
| TWI449642B (en) | Vibration Suppression Device for Railway Vehicles | |
| KR101256901B1 (en) | Prediction methods for derailment of the wheels using the external force acted on the wheelset | |
| JP6199063B2 (en) | Multifunctional abnormality detection device equipped on the cart | |
| JP2000283894A (en) | Vibration testing device and method for rolling stock | |
| JP6722573B2 (en) | Condition monitoring device | |
| JP2012058207A (en) | Soundness determination method in state monitoring system for railway vehicle | |
| JP6669600B2 (en) | Railway vehicle condition monitoring system | |
| JP2011213183A (en) | Device and method for detecting abnormality of variable damping shaft damper | |
| JP6179952B2 (en) | Vehicle state determination device, vehicle state determination program, and load detection device | |
| JP6498102B2 (en) | Primary spring system diagnostic device for vehicle | |
| JP7120934B2 (en) | Railway vehicle monitoring system | |
| Kojima et al. | Fault detection of vertical dampers of railway vehicle based on phase difference of vibrations | |
| KR102082078B1 (en) | A System for Investigating a Train Bearing with a Structure of Processing a Detected Information by a Collector | |
| CN202974673U (en) | Brake judder diagnostic device for multi-axle vehicle | |
| JP2015074419A (en) | Yaw damper device | |
| JP2020519519A (en) | System and method for detecting abnormal running conditions of a rail vehicle | |
| WO2021161916A1 (en) | Operation state diagnostic device | |
| Du et al. | Fault Diagnostics and Prognostics for Vehicle Springs and Stablizer Bar |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| A621 | Written request for application examination |
Free format text: JAPANESE INTERMEDIATE CODE: A621 Effective date: 20111108 |
|
| A977 | Report on retrieval |
Free format text: JAPANESE INTERMEDIATE CODE: A971007 Effective date: 20121018 |
|
| A131 | Notification of reasons for refusal |
Free format text: JAPANESE INTERMEDIATE CODE: A131 Effective date: 20121113 |
|
| A521 | Request for written amendment filed |
Free format text: JAPANESE INTERMEDIATE CODE: A523 Effective date: 20121204 |
|
| TRDD | Decision of grant or rejection written | ||
| A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20130625 |
|
| A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20130626 |
|
| R150 | Certificate of patent or registration of utility model |
Ref document number: 5306947 Country of ref document: JP Free format text: JAPANESE INTERMEDIATE CODE: R150 Free format text: JAPANESE INTERMEDIATE CODE: R150 |
|
| LAPS | Cancellation because of no payment of annual fees |