JP2011245917A - Device and method for state monitoring of railroad vehicle, and railroad vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a device for monitoring a state of a railroad vehicle which accurately and easily performs failure detection and the evaluation of failure factors in a railroad vehicle.SOLUTION: The railroad vehicle state monitoring device includes: an amplitude ratio calculator 13 for calculating an amplitude ratio between a vehicle body vibration acceleration and an axle box vibration acceleration of the railroad vehicle; a threshold determination processor 14 for performing determination based on the amplitude ratio and a prescribed threshold; and a threshold determination processor 18 for performing determination based on the axle box vibration acceleration and the prescribed threshold. By this, the device determines where a failure factor of the railroad vehicle resides in the track side, a vehicle side, or both the vehicle side and the track side.

Description

  The present invention relates to an abnormal state of a railway vehicle traveling on a track, in particular, a rail vehicle state monitoring device and a state monitoring method for monitoring a track abnormality or a vehicle abnormality, and a rail vehicle.

As a conventional railway vehicle state monitoring device (abnormality detection device), it detects the vibration of both the bogie and the wheel shaft of the vehicle, and the cause of the vibration is in the bogie or on the track based on the detected vibration value of the bogie and the wheel shaft. A technique has been proposed that not only detects an abnormality in a track by specifying whether it is present, but also detects an abnormality in a carriage regardless of the state of the track (see, for example, Patent Document 1).

  That is, the vibrations of both the vehicle carriage and the wheel shaft are detected by an accelerometer, and the detected acceleration signal is subjected to high-speed Fourier transform processing (FFT) or filter processing to remove noise, and the noise-removed wheel shaft acceleration signal and The presence or absence of an abnormality in the trajectory is determined from the threshold determination process with the threshold. Also, the bogie acceleration is estimated using a bogie identification physical model that uses the decelerated wheel axle acceleration signal as input, and the presence or absence of the bogie is determined based on the approximate determination process between the estimated bogie acceleration and the derailed bogie acceleration signal. Is judged.

Japanese Patent Laid-Open No. 2004-170080

  However, according to the abnormality detection device that detects the state of the vehicle in the related art, that is, abnormality, even if the wheel acceleration exceeds a predetermined threshold due to the track abnormality, even if the vehicle acceleration exceeds the predetermined threshold due to the abnormality of the carriage, There is a problem that it is determined that the track is abnormal and that both the track abnormality and the cart abnormality cannot be detected simultaneously. Also, when using a physical model for identification that estimates the bogie acceleration from the wheel axle acceleration, even if both the track anomaly and the bogie anomaly can be detected at the same time, the track anomaly is determined only by the wheel axle acceleration. It is not possible to separate (determine) the cause of the abnormality of the cart and the cart. Here, the predetermined threshold means an abnormality determination for determining a state of the railway vehicle, that is, an abnormality.

  In view of the above problems, the object of the present invention is to accurately and easily detect both abnormalities of track abnormalities and cart abnormalities and to separate the causes of both abnormalities by considering threshold determination of the amplitude ratio of the axle box acceleration and the vehicle body acceleration. It is an object of the present invention to provide a railway vehicle state monitoring apparatus and state monitoring method, and a railway vehicle that can be implemented.

  In order to achieve the above object, for example, a railway vehicle includes a vibration detection device that detects vibration of the railway vehicle, and an abnormality detection device that detects an abnormality of the railway vehicle using a signal detected from the vibration detection device. The vibration detection device includes vibration detection means for detecting vibration of the railway vehicle from vibration acceleration of an axle box installed on the wheel shaft and vibration acceleration of the vehicle body, and the abnormality detection device includes the vibration detection means. First amplitude ratio calculation means for calculating a first amplitude ratio between the axle box vibration acceleration and the vehicle body vibration acceleration, first threshold value determination processing means for comparing and comparing the first amplitude ratio and a threshold value, 1 is provided with an abnormality determination processing means for determining an abnormality factor from the determination result of the threshold value determination processing means.

In addition, the rail vehicle is the abnormality detecting apparatus further a window filter for extracting a certain amount of signal from the vehicle acceleration, the RMS of the extracted time history waveform window filter (R oot M ean S quare) value, or And a calculation processing means for calculating a maximum value, and a frequency calculation processing means for calculating the RMS value or the frequency of the maximum value.

  In addition, the railway vehicle further includes a database that stores the predetermined threshold based on the traveling position of the traveling position detection device of the railway vehicle and the traveling speed of the traveling speed detection device. Is.

  The railway vehicle has a second amplitude ratio calculating means for calculating a second amplitude ratio between the axle box vibration acceleration of the railway vehicle and the bogie frame vibration acceleration of the railway vehicle, and the second amplitude. Fourth threshold value determination processing means for determining a ratio and a predetermined threshold value; third amplitude ratio calculation means for calculating a third amplitude ratio between the vehicle body vibration acceleration of the railway vehicle and the bogie frame vibration acceleration of the railway vehicle; And a fifth threshold value determination processing means for determining the third amplitude ratio and a predetermined threshold value.

  According to the present invention, by considering the threshold value determination of the amplitude ratio between the vehicle body acceleration and the axle box acceleration in the threshold value determination of the axle box acceleration, the accuracy of abnormality detection is improved, and the abnormality factors of the track side abnormality and the vehicle side abnormality are determined. Can be separated.

FIG. 1 is a system configuration diagram of a railway vehicle state monitoring apparatus showing an embodiment of the present invention. Example 1 FIG. 2 is an anomaly detection / determination process flowchart showing the signal processing flow of the anomaly detection apparatus of FIG. FIG. 3 is a diagram showing a window filter application example and an RMS value amplitude ratio calculation example for signals of the railway vehicle state monitoring apparatus of the present invention. FIG. 4 is a diagram showing threshold determination processing and abnormality determination processing in an embodiment of the railway vehicle state monitoring apparatus of the present invention. FIG. 5 is a diagram showing a calculation example of the frequency distribution of the railway vehicle state monitoring apparatus of the present invention. FIG. 6 is a system configuration diagram of a railway vehicle state monitoring apparatus showing another embodiment of the present invention. (Example 2) FIG. 7 is an anomaly detection / determination process flowchart showing the signal processing flow of the anomaly detection apparatus of FIG. FIG. 8 is a diagram showing threshold determination processing and abnormality determination processing in another embodiment of the railway vehicle state monitoring apparatus of the present invention. FIG. 9 is a system configuration diagram of a railway vehicle state monitoring apparatus showing still another embodiment of the present invention. (Example 3) FIG. 10 is an anomaly detection / determination process flowchart showing the signal processing flow of the anomaly detection apparatus of FIG. FIG. 11 is a system configuration diagram of a railway vehicle state monitoring apparatus showing still another embodiment of the present invention. Example 4 FIG. 12 is an anomaly detection / determination process flowchart showing the signal processing flow of the anomaly monitoring apparatus of FIG. FIG. 13 is a diagram showing threshold determination processing and abnormality determination processing in still another embodiment of the railway vehicle state monitoring apparatus of the present invention. FIG. 14 is an explanatory diagram of each threshold value switching setting method using the database of FIG. FIG. 15 is a system configuration diagram of a railway vehicle state monitoring apparatus showing still another embodiment of the present invention. (Example 5) FIG. 16 is an anomaly detection / determination process flowchart showing the signal processing flow of the anomaly detection apparatus of FIG. FIG. 17 is a diagram showing a window filter application example and an RMS value amplitude ratio calculation example for signals of the railway vehicle state monitoring apparatus of the present invention. FIG. 18 is a diagram showing threshold determination processing and abnormality determination processing in another embodiment of the railway vehicle state monitoring apparatus of the present invention.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In each figure, components having common functions are denoted by the same reference numerals and description thereof is omitted.

FIG. 1 is a system configuration diagram illustrating a configuration example of a railway vehicle state monitoring apparatus according to an embodiment (embodiment 1) of the present invention.
In FIG. 1, a vehicle 7 traveling on a track (track) 1 includes a vehicle body 6 and a carriage 5. The vehicle body 6 is mounted on a carriage 5 (only one carriage is shown) via an air spring 4. The carriage 5 includes a carriage frame 3 and a wheel shaft 2. A shaft box 9 serving as a bearing housing for the wheel shaft 2 is attached to the carriage frame 3 via a shaft spring 8. The wheel shaft 2 rotates and moves on the track 1 in the front-rear direction.

  An axle box accelerometer 101 that measures the vibration acceleration of the wheel shaft 2 is installed in the axle box 9 of the vehicle 7. A vehicle body accelerometer 102 that measures the vibration acceleration of the vehicle body 6 is disposed on the floor surface of the vehicle body 6. is set up. The axle box accelerometer 101 includes an axle box acceleration detection device 10 (axle box acceleration detection means) that detects the voltage of the axle box accelerometer. The voltage 20a of the axle box accelerometer 101 is detected as an axle box acceleration signal 22a by the axle box acceleration detector 10. The vehicle body accelerometer 102 includes a vehicle body acceleration detection device 11 (vehicle body acceleration detection means) that detects the voltage of the vehicle body accelerometer. The voltage 21a of the vehicle body accelerometer 102 is detected by the vehicle body acceleration detection device 11 as a vehicle body acceleration signal 23a. That is, the axle box acceleration detecting device 10 including the axle box accelerometer 101 and the vehicle body acceleration detecting device 11 including the vehicle body accelerometer 102 constitute vibration detecting means for detecting the vibration of the vehicle 7.

  An abnormality detection device (abnormality detection means) 17 that detects an abnormality of the vehicle 7 is electrically connected to the axle box acceleration detection device 10 and the vehicle body acceleration detection device 11, and the axle box acceleration signal 22 a of the axle box acceleration detection device 10. The vehicle body acceleration signal 23a of the vehicle body acceleration detection device 11 is received, and abnormality of the vehicle is detected by using these signals. Specifically, the filter processing unit 12 is connected to the axle box acceleration detection device 10 and the vehicle body acceleration detection device 11 and receives the axle box acceleration signal 22a and the vehicle body acceleration signal 23a, and the axle box acceleration signal from which noise is removed by the filter. An amplitude ratio (first amplitude ratio) between 22a and the vehicle body acceleration signal 23a is calculated, an amplitude ratio calculation processing unit (first amplitude ratio calculation processing unit) 13 that outputs the amplitude ratio signal 24a, and the amplitude ratio signal 24a The threshold determination processing unit (first threshold determination processing unit A) 14 that executes the threshold determination processing and outputs the threshold determination processing signal 25a and the threshold determination processing signal 25a are received, and the threshold determination processing is executed. The abnormality determination processing unit 15 that outputs the determination processing signal 26a and the determination result output processing unit 16 that receives the abnormality determination processing signal 26a and outputs a determination result are configured. The abnormality detection device 17 is installed on the vehicle body 6 side, but the installation location may be anywhere as long as the determination result can be confirmed.

  The amplitude ratio calculation processing unit 13 receives the axle box acceleration signal 22a and the vehicle body acceleration signal 23a output from the filter processing unit 12, and the threshold determination processing unit (first threshold determination processing unit A) 14 receives the amplitude ratio calculation processing unit ( The abnormality determination processing unit 15 receives the amplitude ratio signal 24a output from the first amplitude ratio calculation processing unit 13), and the abnormality determination processing unit 15 outputs the threshold determination processing signal 25a output from the threshold determination processing unit (first threshold determination processing unit A) 14. And the determination result output processing unit 16 receives the abnormality determination processing signal 26a output from the abnormality determination processing unit 15.

  Here, the amplitude ratio calculation processing unit (first amplitude ratio calculation processing unit) 13 of the abnormality detection device 17 is based on the axle box vibration acceleration signal 22 a and the vehicle body vibration acceleration 23 a from the filter processing unit 12, and the vehicle body vibration acceleration of the vehicle 7. And an amplitude ratio calculation means (first amplitude ratio calculation means) for calculating an amplitude ratio (first amplitude ratio) between the shaft box vibration acceleration and a threshold value determination processing unit (first threshold value determination processing unit A) 14 Threshold determination processing means (first threshold determination processing means) for determining the amplitude ratio (first amplitude ratio) and a predetermined threshold based on the amplitude ratio signal 24a of the amplitude ratio calculation processing section (first amplitude ratio calculation processing section) 13 ), And the abnormality determination processing unit 15 and the determination result output processing unit 16 are included in the threshold determination processing unit (first threshold determination processing unit A) 14 of the threshold determination processing unit (first threshold determination processing unit). Threshold judgment processing signal Constitute the abnormality determination means for determining an abnormal factor from the results obtained on the basis of the abnormality determination process signal 26a of 5a and the abnormality determination processing section 15.

  Next, referring to FIG. 2 to FIG. 5, processing operations of the abnormality detection device 17 in the railway vehicle state monitoring device of one embodiment of the present invention, that is, filter processing, amplitude ratio calculation processing, threshold determination processing, abnormality determination processing, etc. The processing flow will be described in detail.

FIG. 2 is a flowchart showing the abnormality detection / determination process. In the figure, the flow from the axle box acceleration / vehicle body acceleration signal input to the output of the abnormality determination result will be described. In FIG. 2, s means a step ( s step).
First, the abnormality detection device 17 receives the input (s1) of the vibration box acceleration signal 22a and the vehicle body acceleration signal 23a from the shaft box acceleration detection device 10 and the vehicle body acceleration detection device 11 in the filter processing units 12 and 12. Then, a filter process for removing noise from the signal is executed (s2), and a process of applying a window filter (see FIG. 3) to extract a certain number of signals is executed (s3).

Next, the abnormality detection device 17 calculates an RMS value for the axle box acceleration signal 22a and the vehicle body acceleration signal 23a extracted by the filter processing unit 12 in the amplitude ratio calculation processing unit (first amplitude ratio calculation processing unit) 13. The process is executed (s4). By executing the RMS value calculation process, for example, an average vibration value of vehicle vibration generated in the vehicle 7 can be extracted. Alternatively, the abnormality detection device 17 performs a maximum value detection process on the extracted axle box acceleration signal 22a and the vehicle body acceleration signal 23a (s4). By performing the maximum value calculation process, for example, when the vehicle passes through, for example, a branch, it is possible to extract a significant impulse vibration that is instantaneously generated in the vehicle.
Further, the abnormality detection device 17 calculates the RMS of the vehicle body acceleration signal with respect to the axle box acceleration signal based on the calculated RMS value of the axle box acceleration signal and the vehicle body acceleration signal and the calculated maximum value of the axle box acceleration signal and the vehicle body acceleration signal. Calculation of the amplitude ratio between the value and the maximum value (first amplitude ratio) is executed (s5), and the amplitude ratio calculation signal 24a is output.

  Next, the abnormality detection device 17 includes an amplitude ratio signal 24a based on the amplitude ratio (first amplitude ratio) calculated by the amplitude ratio calculation processing unit 13 in the threshold determination processing unit (first threshold determination processing unit A) 14. A predetermined threshold value (see α and β in FIG. 4) set in advance is subjected to threshold determination processing (s6), and a threshold determination processing signal 25a is output. Here, the predetermined threshold value set in advance indicates an abnormality determination threshold value set to determine whether the amplitude ratio (first amplitude ratio) is in the normal range or the abnormal range. Specifically, it will be described later.

  Finally, the abnormality detection device 17 determines an abnormality factor (s7) from the threshold determination result (threshold determination processing signal 25a) of the amplitude ratio signal 24a in the abnormality determination processing unit 15, and outputs the abnormality determination processing signal 26a. Then, the determination result output processing unit 16 outputs an abnormality determination result based on the abnormality determination processing signal 26a (s8).

FIG. 3 is a diagram illustrating an application example of the window filter described above and an example of calculating an amplitude ratio of the RMS value, and corresponds to the processes s3 to s5 in FIG. The window filters 50, 50 have a certain predetermined length (time), and the shaft box acceleration signal (waveform) 51 (22a in FIG. 1) and the vehicle body acceleration signal (waveform) 52 from which noise is removed within the length. (23a in FIG. 1) is extracted, and the axle box acceleration RMS value 53 and the vehicle body acceleration RMS value 54 are calculated. The RMS value amplitude ratio 55 is calculated as a ratio of the vehicle body acceleration RMS value 54 to the axle box acceleration RMS value 53. Since the acceleration signal in the window filter 50 changes every moment, the axle box acceleration RMS value 53, the vehicle body acceleration RMS value 54, and the RMS value amplitude ratio 55 do not take a constant value but change every moment.
Here, the RMS value is taken as an example, but the same applies to the maximum value. When the maximum value amplitude ratio is calculated, the maximum value is calculated from the absolute values of the axle box acceleration signal 51 and the vehicle body acceleration signal 52. The amplitude ratio (first amplitude ratio) is calculated.
In order to execute the above-described calculation, a calculation processing unit that calculates the RMS value or the maximum value of the time history waveform from the acceleration signal extracted by the window filter is provided.

  FIG. 4 is an example of the threshold determination process and the abnormality determination process for the RMS value amplitude ratio 55, and corresponds to the processes s6 to s7 of FIG. In the figure, the determination processing unit 60 compares and determines the magnitude relationship between the RMS value amplitude ratio 55 (RMS value amplitude ratio: A) and predetermined threshold values α and β. For example, the threshold values α and β are set based on the calculation result obtained by calculating a healthy vehicle vibration value in advance. If the RMS value amplitude ratio 55 is between the predetermined threshold value α and the threshold value β, the determination processing unit 60 determines that there is no abnormality 62, and if the RMS value amplitude ratio 55 is smaller than the predetermined threshold value α, When the value amplitude ratio 55 is larger than the predetermined threshold value β, it is determined that the vehicle is abnormal 61.

Although FIG. 4 shows the RMS value amplitude ratio 55 as an example, the same determination process can be applied to the maximum value amplitude ratio. At that time, it is necessary to set a predetermined threshold value.
In FIG. 4, threshold determination processing with a predetermined threshold is performed for the RMS value amplitude ratio 55. However, by calculating the frequency distribution process for the RMS value amplitude ratio 55 shown in FIG. 5, the amplitude ratio RMS frequency is calculated. Comparison determination processing between the distribution 70 and the predetermined threshold values α ′ and β ′ can be performed. In this case, when the RMS value amplitude ratio frequency distribution 70 is between the predetermined threshold α ′ and the threshold β ′, the determination processing unit 60 determines “no abnormality” 62 and determines the RMS value amplitude ratio frequency distribution 70. Is smaller than the predetermined threshold value α ′ as in the RMS value amplitude ratio frequency distribution 70a, or when the RMS value amplitude ratio frequency distribution 70 is larger than the predetermined threshold value β ′ as in the RMS value amplitude ratio frequency distribution 70b. , “Vehicle abnormality” 61 is determined.

FIG. 5 illustrates the RMS value amplitude ratio frequency distribution 70 as an example, but the same determination process can be applied to the maximum value amplitude ratio frequency distribution. At that time, it is necessary to set a predetermined threshold value.
The frequency distribution processing calculation and the maximum value amplitude ratio frequency distribution processing calculation described above require a frequency calculation processing unit that calculates the RMS value or the frequency of the maximum value.
In the following embodiments, the calculation example of the frequency distribution can be similarly applied.
According to the present embodiment, the vehicle abnormality detection is performed by performing the threshold determination process (first threshold determination process) for the predetermined threshold using the amplitude ratio (first amplitude ratio) of the vehicle body acceleration to the axle box acceleration. Can be implemented with a simple system configuration.

  Next, another embodiment (embodiment 2) of the present invention will be described. FIG. 6 is a system configuration diagram of the railway vehicle state monitoring apparatus according to the second embodiment of the present invention, FIG. 7 is an abnormality detection / determination process flow of the railway vehicle state monitoring apparatus according to the second embodiment of the present invention, and FIG. It shows about the threshold determination process and the abnormality determination process of the abnormal condition monitoring apparatus of the railway vehicle of Example 2 of invention.

  The difference in the system configuration between the present embodiment and the first embodiment shown in FIG. 1 lies in the presence or absence of a threshold determination processing unit (second threshold determination processing unit B) 18, as shown in FIG. That is, in the present embodiment, the abnormality detection device 17 includes a threshold determination processing unit (second threshold determination processing unit B) 18, and receives the axle box acceleration signal 22 a from the filter processing unit 12. 15 is configured to output a threshold determination processing signal 27a.

2 is different from the abnormality detection / determination processing flow in FIG. 2 in that the threshold detection processing of the axle box acceleration and the threshold of the amplitude ratio (first amplitude ratio) are shown in the abnormality detection / determination processing flow in FIG. The presence or absence of the process s6-1 for executing the determination process exists. That is, in the present embodiment, the threshold value determination process (second threshold value determination process) for the axle box acceleration and the threshold value for the amplitude ratio (first amplitude ratio) after the amplitude ratio calculation process (s5) of the vehicle body acceleration to the axle box acceleration. The determination process (first threshold determination process) is executed (s6-1).
Further, in this embodiment, in contrast to the first embodiment showing the threshold value determination process and the abnormality determination process in FIG. 4, as shown in FIG. A determination processing unit 63 for comparing and determining the magnitude relationship with respect to the threshold is added.

  Here, the determination processing unit 60 compares and determines the magnitude relationship between the RMS value amplitude ratio 55 and the predetermined threshold values α and β. For example, based on the RMS value amplitude ratio calculation result (s6-1), the determination processing unit 60 determines “normal” when the RMS value amplitude ratio 55 is between the predetermined threshold value α and the threshold value β. When the RMS value amplitude ratio 55a is smaller than the predetermined threshold α, it is determined as “abnormal 1”, and when the RMS value amplitude ratio 55b is larger than the predetermined threshold β, it is determined as “abnormal 2”. The two signals output from the determination processing unit 63 and the three signals output from the determination processing unit 60 are classified into five abnormalities by a logical product 65 and a logical sum 64.

The specific abnormality determination content will be described. When the axle box acceleration RMS value 53 is larger than the predetermined threshold value in the determination processing unit 63 and the RMS value amplitude ratio 55 is smaller than the predetermined threshold value α in the determination processing unit 60, “ Vehicle abnormality or vehicle abnormality and track abnormality "66 is determined.
Further, in the determination processing unit 63, the axle box acceleration RMS value 53 is smaller than the predetermined threshold value, and in the determination processing unit 60, the RMS value amplitude ratio 55 is smaller than the predetermined threshold value α (or the RMS value amplitude ratio 55 is lower than the predetermined threshold value β. In the case of larger), it is determined as the vehicle abnormality 61.
Further, if the axle box acceleration RMS value 53 is larger than the predetermined threshold value in the determination processing unit 63 and the RMS value amplitude ratio 55 is larger than the predetermined threshold value α in the determination processing 60, it is determined as “vehicle abnormality and track abnormality” 67. Is done.
Further, when the axle box acceleration RMS value 53 is larger than the predetermined threshold value in the determination process 63 and the RMS value amplitude ratio 55 is smaller than the predetermined threshold value α and larger than the threshold value β in the determination processing unit 60, it is determined as the trajectory abnormality 68. Is done. Also, if the axle box acceleration RMS value 53 is smaller than the predetermined threshold value in the determination processing unit 63 and the RMS value amplitude ratio 55 is larger than the predetermined threshold value α and smaller than the threshold value β in the determination processing unit 60, it is determined that there is no abnormality 62. Determined.
These abnormality determination results are recorded in the vehicle / track abnormality determination result unit 90. In FIG. 8, the RMS value is taken as an example, but the maximum value can also be applied by the same means.

  According to the present embodiment, a threshold determination process (first and second threshold determination processes) with respect to a predetermined threshold value by additionally considering the axle box acceleration in the amplitude ratio (first amplitude ratio) of the vehicle body acceleration to the axle box acceleration, By performing the abnormality determination process, the abnormality detection on the track side and / or the vehicle side can be performed with high accuracy and a simple system configuration.

  Next, another embodiment (Example 3) of the present invention will be described. FIG. 9 is a system configuration diagram of a railway vehicle abnormal state monitoring apparatus according to a third embodiment of the present invention, and FIG. 10 illustrates an abnormality detection / determination processing flow of the railway vehicle abnormal state monitoring apparatus according to the third embodiment of the present invention. Is.

  In the present embodiment, as shown in FIG. 9, a traveling position detection device 100 and a vehicle speed detection device 104 are added to the vehicle side 6 in the system configuration as shown in FIG. The threshold setting unit 80 for setting the threshold of the threshold determination processing unit 18 (second threshold determination processing unit B) based on the traveling position signal 29a and the traveling speed signal 33a from the traveling position detecting device 100 and the vehicle speed detecting device 104. And a database 81 for storing the threshold value.

In the figure, a threshold value setting unit 80 receives a travel position signal 29 a and a travel speed signal 33 a output from the travel position detection device 100 and the vehicle speed detection device 104 installed in the vehicle 7, and stores a threshold value in a database 81. The acquisition signal 30a is output. Further, the threshold signal 32 a is output to the threshold determination processing unit (second threshold determination processing unit B) 18. The database 81 outputs a database threshold signal 31 a based on the threshold acquisition signal 30 a from the threshold setting unit 80, and the database threshold signal is input to the threshold setting unit 80.
Further, the abnormality detection / determination processing flow is stored in the database 81 after the amplitude ratio calculation processing of the vehicle body acceleration to the axle box acceleration (s5) as shown in FIG. Using the threshold value of the axle box acceleration based on the vehicle travel position and the vehicle travel speed, the threshold setting of the threshold setting processing unit (second threshold determination processing unit B) 18 is switched according to the characteristic travel location. (S5-1).

  According to the present embodiment, the threshold value of the database box 81 is switched between the predetermined threshold value and the threshold value by using the threshold value of the axle box acceleration recorded in the database 81 based on the traveling position and traveling speed of the vehicle (s5-1). By performing the determination process (second threshold determination process), it is possible to accurately detect an abnormality in a section having a different track state such as a bridge pier.

  Next, another embodiment (embodiment 4) of the present invention will be described. FIG. 11 is a system configuration diagram of the railway vehicle abnormal state monitoring apparatus according to the fourth embodiment of the present invention. FIG. 12 is an abnormality detection / determination processing flow of the railway vehicle abnormal state monitoring apparatus according to the fourth embodiment of the present invention. FIG. 14 is a diagram illustrating threshold determination processing and abnormality determination processing of the railway vehicle abnormal state monitoring apparatus according to the fourth embodiment of the present invention. FIG. 14 illustrates threshold values of the database 81 of the railway vehicle abnormal state monitoring apparatus according to the fourth embodiment of the present invention. It shows about each threshold value switching setting method used.

In this embodiment, as shown in FIG. 11, the abnormality detection device 17 further includes a threshold value determination processing unit (third threshold value determination processing unit C) 19 as shown in FIG. It is.
In the figure, the threshold setting unit 80 sends the threshold signal 32a to the threshold determination processing unit (first threshold determination processing unit A) 14, the threshold determination processing unit (second threshold determination processing unit B) 18, and the threshold determination processing unit 19. Output. The threshold determination processing unit 19 receives the threshold signal 32a and the vehicle body acceleration signal 23a, and outputs a threshold determination processing signal 28a to the abnormality determination processing unit 15 based on these signals.

  In contrast to the third embodiment of FIG. 10, the abnormality detection / determination process flow is shown in FIG. 12, after the calculation of the amplitude ratio of the vehicle body acceleration to the axle box acceleration (s5), the database 81. The threshold value determination processing unit (first threshold value) is stored using the threshold values stored in the vehicle, that is, the threshold value of the axle box acceleration based on the vehicle travel position and the vehicle travel speed, the threshold value of the amplitude ratio (first amplitude ratio), and the threshold value of the vehicle body acceleration. The threshold setting of the determination processing unit A) 14, the threshold setting processing unit (second threshold determination processing unit B) 18, and the threshold setting processing unit (third threshold determination processing unit C) 19 is switched and set according to the characteristic travel location. Processing (s5-2), threshold determination processing for vehicle body acceleration (third threshold determination processing), threshold determination processing for axle box acceleration (second threshold determination processing section), and threshold determination processing for amplitude ratio (first amplitude ratio) (First threshold determination processing unit) is executed (s6-2) It lies in the thing.

  Further, with respect to the third embodiment of FIG. 8, the threshold determination process and the abnormality determination process correspond to s6-2 and s7 of FIG. 12, as shown in FIG. That is, the threshold value γ of the determination processing unit 63 is input as a threshold value signal 32 a-1 of the axle box acceleration output from the threshold setting unit 80, and the threshold value α and the threshold value β of the determination processing unit 60 are output from the threshold setting unit 80. It is input as an amplitude ratio threshold signal 32a-2. Further, the determination processing unit 93 compares and determines the vehicle body acceleration RMS value 54 and the vehicle body acceleration threshold signal 32 a-3 output from the threshold setting unit 80. The specific abnormality determination content will be described. When the vehicle body acceleration RMS value 54 is larger than the vehicle body acceleration threshold value η in the determination processing unit 93, in addition to the vehicle / track abnormality determination result 90, for example, aerodynamic vibration influence The vehicle body abnormal vibration 92 is determined. When the determination processing unit 93 determines that the vehicle acceleration RMS value 54 is smaller than the vehicle acceleration threshold η, in addition to the vehicle / trajectory abnormality determination result 90, for example, it is determined that there is no abnormal vehicle vibration 91 due to an aerodynamic vibration effect. .

An example of each threshold setting switching process (s5-2) based on the abnormality determination flow database in FIG. 12 will be described with reference to FIG.
FIG. 14 shows the threshold value signal 32a-1 for the axle box acceleration when the tunnel section 331 travels and when the light section 330 travels, and when the tunnel section 331 and the light section 330 have a trajectory feature section 332 such as a bridge and a rail joint, respectively. And an example of setting means for the threshold signal 32a-2 for the amplitude ratio and the threshold signal 32a-3 for the vehicle body acceleration.

  In the figure, the axle box acceleration threshold signal 32a-1 is obtained when there is a trajectory feature section 332 such as a bridge or a rail joint, and the axle box acceleration threshold signal 32a-1 is obtained when the predetermined threshold signal 300b is a bridge or rail. When passing through a trajectory feature section 332 such as a rail joint, switching is performed so as to be added as indicated by the threshold signal 301b.

The threshold signal 32a-2 of the amplitude ratio (first amplitude ratio) is shown in the threshold signal 311b in consideration of the increase in the amplitude of the vehicle body acceleration in the tunnel when the predetermined threshold signal 310b passes through the tunnel section 331. It is switched to be on the street.
The vehicle body acceleration threshold signal 32a-3 is obtained when the predetermined threshold signal 320b passes through the tunnel section 331 (the trajectory feature section 332 does not pass) in consideration of the axle box acceleration and the amplitude ratio (first amplitude ratio). The threshold value signal 321b is switched based on the threshold value signal 311b in consideration of the increase in the amplitude of the vehicle body acceleration in the tunnel.
The vehicle body acceleration threshold signal 32a-3 takes the threshold signal 301b and the threshold signal 311b into consideration when the predetermined threshold signal 320b passes through the tunnel section 331 and the trajectory feature section 332 such as a bridge or a rail joint. Switching to the threshold signal 322b.
Further, the vehicle body acceleration threshold signal 32a-3 is a threshold signal 301b caused by the track feature section 332 such as a bridge or a rail joint when the predetermined threshold signal 320b passes through the light section 330 and the track feature section 332. The threshold signal 323b is switched in consideration.

  According to this embodiment, the database is used by using the threshold values of the axle box acceleration, the vehicle body acceleration, and the amplitude ratio (first amplitude ratio) recorded in the database 81 based on the travel position and travel speed of the vehicle. -Anomaly detection on the track side or / and the vehicle side so far is performed by executing the threshold judgment process (first, second, third threshold judgment process) while switching the threshold of the vehicle to the predetermined threshold In addition, it is possible to accurately detect anomalies in sections where the track state is different, such as bridge piers, or sections where vehicle body vibration occurs due to aerodynamic vibration during tunnel travel.

  Next, another embodiment (embodiment 5) of the present invention will be described. FIG. 15 is a system configuration diagram of a railway vehicle abnormal state monitoring apparatus according to Embodiment 5 of the present invention. FIG. 16 is an abnormality detection / determination process flow of the railway vehicle abnormal state monitoring apparatus according to Embodiment 5 of the present invention. Is an application example of the window filter to the signal of the abnormal condition monitoring apparatus for a railway vehicle according to the fifth embodiment of the present invention and an example of calculating the amplitude ratio of the RMS value. FIG. 18 is an example of the abnormal condition monitoring apparatus for a railway vehicle according to the fifth embodiment of the present invention. The threshold determination process and the abnormality determination process are shown.

In the present embodiment, a bogie frame vibration accelerometer 103 is installed in the bogie frame 3 as shown in FIG.
The voltage 200a of the trolley frame accelerometer 103 is detected as a trolley frame acceleration signal 201a by the trolley frame acceleration detection device (trolley frame acceleration detection means) 110.
The abnormality detection device 17 receives, for example, the cart frame acceleration signal 201a in the first embodiment, the filter processing unit 12, the amplitude ratio calculation processing unit (second amplitude ratio calculation processing unit D) 111, and the threshold determination processing unit (fourth threshold value). A determination processing unit D) 112, an amplitude ratio calculation processing unit (third amplitude ratio calculation processing unit E) 113, and a threshold determination processing unit (fifth threshold determination processing unit E) 114.
The amplitude ratio calculation processing unit (second amplitude ratio calculation process D) 111 receives the axle box acceleration signal 22a and the carriage frame acceleration signal 201a as an input, and outputs a wheel shaft-trolley frame acceleration amplitude ratio signal 202a.
The amplitude ratio calculation processing unit (third amplitude ratio calculation processing unit E) 113 receives the vehicle body acceleration signal 23a and the bogie frame acceleration signal 201a, and outputs a bogie frame-vehicle body acceleration amplitude ratio signal 204a.
The threshold determination processing unit (fourth threshold determination processing unit D) 112 receives the wheel axle-cart frame acceleration amplitude ratio signal 202a and outputs the threshold determination processing signal 203a to the abnormality determination processing unit 15.
The threshold determination processing unit (fifth threshold determination processing unit E) 114 receives the bogie frame-vehicle body acceleration amplitude ratio signal 204 a and outputs a threshold determination processing signal 205 a to the abnormality determination processing unit 15.
Here, the threshold values of the threshold determination processing units 112 and 114 use preset threshold values as in the first and second embodiments. However, as in the third and fourth embodiments, the setting is changed based on threshold setting means. You may comprise so that it can.

Further, in this embodiment, in contrast to the first embodiment shown in FIG. 2, the abnormality determination flow first inputs a shaft box acceleration signal, a vehicle body acceleration signal, and a carriage frame signal as shown in FIG. 16 (s1-1). ).
Next, the RMS value and maximum value calculation process (s4) for the extracted acceleration signal is followed by the calculation process of the amplitude ratio of the carriage frame acceleration to the axle box acceleration and the calculation of the amplitude ratio of the vehicle body acceleration to the carriage frame acceleration (s5-2). ).

Further, in the present embodiment, in comparison with the first embodiment of FIG. 3, in the application example of the window filter and the calculation example of the amplitude ratio of the RMS value, the carriage frame acceleration 120 is extracted by the window filter 50 as shown in FIG. A carriage frame acceleration RMS value 121 is calculated, and an amplitude ratio (second amplitude ratio) is used as a ratio of the carriage frame acceleration RMS value 121 to the axle box acceleration RMS value 53 using the axle box acceleration RMS value 53 and the vehicle body acceleration RMS value 54. 122, an amplitude ratio (third amplitude ratio) 123 is calculated as a ratio of the vehicle body acceleration RMS value 54 to the carriage frame acceleration RMS value 121.
Although FIG. 17 shows the RMS value as an example, the maximum value can also be applied. FIG. 17 corresponds to the processes s3 to s5-2 in FIG.

Further, in the present embodiment, in comparison with the first embodiment shown in FIG. 4, in the threshold value determination process and the abnormality determination process, as shown in FIG. threshold alpha _{1 of} comparing determines the magnitude relation between beta _1, determination processing unit 127 bogie frame - comparison determines the magnitude relation between the vehicle body between the RMS value amplitude ratio 123 with a predetermined threshold value alpha _2, beta _2. For example, the determination processing unit 124 determines that there is no abnormality 126 when the RMS value amplitude ratio 122 between the wheel axis and the carriage frame is between a predetermined threshold value α ₁ and the threshold value β ₁ , and the RMS value between the wheel axis and the carriage frame is determined. If the amplitude ratio 122 is a predetermined threshold value alpha ₁ is smaller than or axle - when the truck frame between RMS value amplitude ratio 122 is greater than a predetermined threshold value beta _1, it is determined that the vehicle abnormality 125, such axial spring 8.
Further, when the carriage frame-vehicle body RMS value amplitude ratio 123 is between the predetermined threshold value α ₂ and the threshold value β ₂ , the determination processing unit 127 determines that there is no abnormality 126 and determines the carriage frame-vehicle body RMS value. When the amplitude ratio 123 is smaller than the predetermined threshold value α ₂ or when the carriage frame-vehicle body RMS value amplitude ratio 123 is larger than the predetermined threshold value β _2, it is determined that the vehicle abnormality 128 such as the air spring 4 occurs.
Although FIG. 18 shows the RMS value as an example, the maximum value can also be applied. FIG. 18 corresponds to the processes s6 to s7 in FIG.

  As described above, according to the present embodiment, a cart frame acceleration detecting device for detecting the cart frame acceleration is added, and the amplitude ratio (second amplitude ratio) of the cart frame acceleration to the axle box acceleration and the vehicle body with respect to the cart frame acceleration. By considering the acceleration amplitude ratio (third amplitude ratio), vehicle abnormality factor estimation can be performed at the component level, and abnormality detection can be performed with high accuracy and a simple system. That is, it becomes possible to determine an abnormality under the floor of the vehicle body 6 (such as an axial spring or an air spring) and an abnormal part (an axial spring: an amplitude ratio between the axle box and the carriage frame, an air spring: an amplitude ratio between the carriage frame and the automobile body). ) Can be specified.

  In addition to the embodiments described above, their application is also possible. For example, in the third and fourth embodiments, the database 81 and the threshold setting unit 80 are provided, the threshold is stored in the database, the stored threshold of the database is extracted from the threshold setting unit 80, and the second threshold determination process is performed. 14 and the first, second, and third threshold determination processing units 14, 18, and 19 are used as abnormality determination threshold values that serve as device abnormality determination criteria. These techniques are applied to other embodiments. It is also possible to do. In this case, as in the third and fourth embodiments, the output from the vehicle speed detection device 104, the travel position detection device 100, and the like is used to register and store the threshold value in the database 8 as a threshold value.

In the fifth embodiment, the bogie frame acceleration detecting device 110 is provided, and the output is supplied to the second and third amplitude ratio calculation processing units 111 and 113 via the filter processing unit 12, and the amplitude in the processing unit is supplied. Although this is used as a ratio calculation processing signal, this technique can also be applied to other embodiments. For example, when applied to the embodiment of FIG. 6, a cart frame acceleration detecting device 110 and a filter 12 are added, and the cart frame acceleration signal 201a of the output signal and the output signal of the axle box acceleration detecting device 10-filter 12 are added. An amplitude ratio calculation processing unit (second amplitude ratio calculation processing unit D) 111 and a threshold determination processing unit (fourth threshold determination processing unit D) 112 for calculating an amplitude ratio with the shaft box acceleration signal 22a are provided. The calculation processing unit (first amplitude ratio calculation processing unit) 13 is configured to calculate the amplitude ratio between the carriage frame acceleration signal 201a (instead of the axle box acceleration signal 22a) and the vehicle body acceleration signal 23a. Further, in the abnormality determination processing unit 15, the threshold determination processing signal 203 a of the threshold determination processing unit (fourth threshold determination processing unit D) 112 and the threshold determination processing signal of the threshold determination processing unit (second threshold determination processing unit B) 18. 27a and the threshold determination processing signal 25a of the threshold determination processing unit (first threshold determination processing unit) 14 are determined by the abnormality determination processing unit 15. However, in this case, the amplitude ratio calculation processing unit (first amplitude ratio calculation processing unit) 13 and the threshold determination processing unit (first threshold determination processing unit A) 14 include an amplitude ratio calculation processing unit (third amplitude) in FIG. The ratio calculation processing unit E) 113 has the same amplitude ratio calculation processing and threshold determination processing functions.
According to this application example, it is possible to determine whether (1) track abnormality, (2) bogie abnormality (shaft spring), and (3) bogie abnormality (air spring) are separated.
The same configuration may be applied when applied to the embodiment of FIG.
When applied to the embodiment of FIG. 11, as in the embodiment of FIG. 6, the bogie frame acceleration detecting device 110 that detects the bogie frame vibration acceleration, the filter 12, the amplitude ratio calculation processing section (the second amplitude ratio calculation processing section). D) 111 and a threshold determination processing unit (second threshold determination processing unit D) 112 are added, and the amplitude ratio calculation processing unit 13 replaces the vehicle body acceleration signal 23a and the carriage frame acceleration signal 201a (instead of the axle box acceleration signal 22a). ) To calculate the amplitude ratio. Further, the amplitude ratio calculation processing unit 13 and the threshold determination processing unit (first threshold determination processing unit A) 14 include an amplitude ratio calculation processing unit (third amplitude ratio calculation processing unit E) 113 and a threshold determination processing unit in FIG. (Fifth threshold determination processing unit E) The same amplitude ratio calculation processing and threshold determination processing function as 114 are provided. The abnormality determination processing unit 15 determines an abnormality with the four signals of the threshold determination processing signal 203a, the threshold determination processing signal 27a, the threshold determination processing signal 25a, and the threshold determination processing signal 28a.
According to this application example, it is possible to determine whether (1) track abnormality, (2) bogie abnormality (shaft spring), (3) bogie abnormality (air spring), and (4) vehicle body abnormal vibration are separated.

1: Track 2: Wheel axle 3: Bogie frame 5: Bogie 6: Car body 7: Vehicle 9: Shaft box 10: Shaft box acceleration detection device 11: Car body acceleration detection device 12: Filter processing unit 13: Amplitude ratio calculation processing unit 14: Threshold determination processing unit (A)
15: Abnormality determination processing unit 16: Determination result output processing unit 17: Abnormality detection device 18: Threshold determination processing unit (B)
19: Threshold determination processing unit (C)
22a: axle box acceleration signal 23a: vehicle body acceleration signal 24a: amplitude ratio signal 25a: threshold determination processing signal (A)
26a: Abnormality determination processing signal 27a: Threshold determination processing signal (B)
28a: threshold determination processing signal (C)
29a: Traveling position signal 30a: Threshold acquisition signal 31a: Database threshold signal 32a: Threshold signal 50: Window filter 51: Shaft box acceleration signal 52: Car body acceleration signal 53: Shaft box acceleration RMS value 54: Car body acceleration RMS Value 55: RMS value amplitude ratio 80: Threshold setting unit 81: Database 100: Travel position detector 101: Shaft box accelerometer 102: Car body accelerometer 103: Carriage frame vibration accelerometer 110: Carriage frame acceleration detector 111: Amplitude ratio calculation processing unit (D)
112: Threshold determination processing unit (D)
113: Amplitude ratio calculation processing unit (E)
114: Threshold determination processing unit (E)
122: Wheel axis-cart frame acceleration RMS value amplitude ratio 123: Cart frame-vehicle acceleration RMS value amplitude ratio

Claims (10)

A vibration detection device that detects vibration of the railway vehicle, and an abnormality detection device that detects an abnormality of the rail vehicle using a signal detected from the vibration detection device;
The vibration detection device includes vibration detection means for detecting vibration of the railway vehicle from vibration acceleration of an axle box installed on a wheel shaft of the railway vehicle and vibration acceleration of a vehicle body of the railway vehicle,
The abnormality detection device compares and determines the first amplitude ratio and a threshold value with first amplitude ratio calculation means for calculating a first amplitude ratio between the axle box vibration acceleration and the vehicle body vibration acceleration of the vibration detection means. A first threshold determination processing means; and an abnormality determination processing means for determining an abnormality factor from the determination result of the first threshold determination processing means.
A railway vehicle characterized by that.   The railway vehicle according to claim 1, wherein the abnormality detection device further includes second threshold determination processing means for determining an axle box vibration acceleration and a threshold of the railway vehicle.   The railway vehicle according to claim 2, wherein the abnormality detection device further includes third threshold determination processing means for comparing and determining a vehicle body vibration acceleration of the railway vehicle and a threshold.   The railway vehicle according to any one of claims 1 to 3, wherein the first amplitude ratio calculation processing means of the abnormality detection device extracts a certain amount of acceleration signal from the axle box vibration acceleration and the vehicle body vibration acceleration, A calculation processing unit that calculates an RMS value or maximum value of a time history waveform from an acceleration signal extracted by the window filter; and a frequency calculation processing unit that calculates the frequency of the RMS value or the maximum value. A railway vehicle characterized by   The railway vehicle according to any one of claims 1 to 4, wherein the abnormality detection device further serves as the abnormality determination threshold value based on a traveling position of the traveling position detection device of the railway vehicle and a traveling speed of the traveling speed detection device. And a database for storing the vehicle. In a railway vehicle including a car body, a bogie frame, a wheel shaft, and an axle box,
A vibration detection device that detects vibration acceleration of the railway vehicle; and an abnormality detection device that detects abnormality of the rail vehicle using a signal detected from the vibration acceleration detection device;
The vibration detection device comprises a shaft box acceleration detection means for detecting vibration acceleration of the axle box, a vehicle body acceleration detection means for detecting vibration acceleration of the vehicle body, and a carriage frame acceleration detection means for the carriage frame,
The abnormality detection device includes second amplitude ratio calculation means for calculating a second amplitude ratio between the axle box vibration acceleration of the axle box acceleration detection device and the carriage frame vibration acceleration of the carriage frame acceleration detection device;
Third amplitude ratio calculating means for calculating a third amplitude ratio between the vehicle body vibration acceleration of the vehicle body acceleration detection device and the vehicle frame vibration acceleration of the vehicle frame acceleration detection device;
Fourth threshold value determination processing means for determining the magnitude of the second amplitude ratio and a preset threshold value;
Fifth threshold determination processing means for determining the magnitude of the third amplitude ratio and a preset threshold;
A railway vehicle comprising: an abnormality determination processing unit that determines an abnormality factor from a determination result of the fourth and fifth threshold determination processing units.   The railway vehicle according to claim 6, wherein the abnormality detection device further stores a threshold value serving as the threshold value based on a traveling position of the traveling position detection device of the railway vehicle and a traveling speed of the traveling speed detection device. A railway vehicle comprising: In the state monitoring device for monitoring the state of the railway vehicle according to claim 1,
The state monitoring device includes a vibration detection device that detects vibration of the railway vehicle, and an abnormality detection device that detects an abnormality of the rail vehicle using a signal detected from the vibration detection device,
The vibration detection device comprises vibration detection means for detecting vibration of the railway vehicle from vibration acceleration of an axle box installed on the wheel shaft and vibration acceleration of the vehicle body,
The abnormality detection device includes: first amplitude ratio calculation means for calculating a first amplitude ratio between the axle box vibration acceleration and the vehicle body vibration acceleration of the vibration detection means; and the first amplitude ratio and an abnormality determination threshold value. A railway vehicle state monitoring apparatus comprising: a first threshold determination processing means for comparative determination; and an abnormality determination processing means for determining an abnormality factor from a determination result of the first threshold determination processing means. In a railway vehicle state monitoring method for detecting a railway vehicle composed of a vehicle body, a bogie frame and a wheel shaft, detecting vibrations of the railway vehicle, and detecting an abnormality of the railway vehicle using the detection signal,
A first amplitude ratio calculating step of calculating a first amplitude ratio between the vehicle body vibration acceleration of the railway vehicle and the axle box vibration acceleration of the railway vehicle;
A first threshold value determination processing step for determining a magnitude between the first amplitude ratio and a predetermined threshold value;
An abnormality determination processing step of determining an abnormality factor from the determination result of the first threshold determination processing step, a railway vehicle state monitoring method.   The railway vehicle state monitoring method according to claim 9, further comprising a second threshold determination processing step for comparing and determining the axle box vibration acceleration of the rail vehicle and a predetermined threshold, wherein the abnormality determination processing step includes the first abnormality determination processing step. And a state monitoring method for a railway vehicle, wherein an abnormality factor is determined from both determination results of the second threshold determination processing step.

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