JP2015178991A - Vehicle state determination device, vehicle state determination program, and load detection device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle state determination device, a vehicle state determination program, and a load detection device capable of accurately determining the state of a vehicle by a piezoelectric rubber part incorporated in vibration-proof rubber, and easily detecting load which acts on the vibration-proof rubber.SOLUTION: Load detection devices 13A to 13D detect load which acts on a vibration-proof rubber 10 for suppressing vibration. The load detection devices 13A to 13D detect the load which acts on an axle box 7 with power generated when the axle box 7 vibrates according as a vehicle travels, and monitors the state of a bearing in the axle box 7. The vibration-proof rubber 10 incorporates a piezoelectric rubber part, and the piezoelectric rubber outputs an electric signal in accordance with the load which acts on the vibration-proof rubber 10. A vehicle state determination device 19 monitors the state of the bearing in the axle box 7 on the basis of the scale of a load detection signal output by the piezoelectric rubber part, and determines the presence/absence of an abnormal state such as the damage of the bearing.

Description

  The present invention provides a vehicle state determination device, a vehicle state determination program, and a vibration isolation rubber that suppresses vibration by detecting a load acting on the vibration isolation rubber that suppresses vibrations of a vehicle axle box. The present invention relates to a load detection device that detects an acting load.

  A conventional abnormality detection device includes a physical quantity detection element that detects a physical quantity during rolling operation of a bearing in a rail box of a railway vehicle, a signal processing circuit that performs predetermined processing on an output signal of the physical quantity detection element, and the signal A control device or the like that determines an abnormality of the bearing in the axle box based on the output signal of the processing circuit is provided (for example, see Patent Document 1). In such a conventional abnormality detection device, the physical quantity detection element detects the vibration and temperature of the bearing in the axle box as a physical quantity, and the control apparatus determines the abnormality of the bearing based on the output signal of the physical quantity detection element. .

JP 2007-322441 A

  The conventional abnormality detection device has a structure in which a bearing damage is detected when abnormal vibration occurs in the bearing by monitoring the vibration of the bearing. As a result, in the conventional abnormality detection device, when the abnormality of the bearing is detected, the bearing is often seriously damaged, and in most cases, it is difficult for the vehicle to travel. For this reason, in order to check for signs of bearing damage in advance, conventional anomaly detection devices measure the vibration acceleration of the axle box by attaching an acceleration pickup to the axle box, and the abnormal value of this vibration acceleration output signal We regularly conduct inspections to detect damage. When an inspection for detecting damage to the bearing is performed, acceleration is measured by running the vehicle at a low speed in a vehicle place or the like. For this reason, in the conventional abnormality detection device, it is necessary to attach the acceleration pickup to the outside of the axle box so that the acceleration pickup does not fall, and it is necessary to pay close attention to the installation of the acceleration pickup, which is troublesome. There is. In addition, the conventional abnormality detection device has a problem that it cannot be inspected at the speed when the vehicle actually travels on the business line, and it is difficult to find damage.

  An object of the present invention is to provide a vehicle state determination device capable of accurately determining the state of a vehicle by a piezoelectric rubber portion built in the vibration proof rubber and easily detecting a load acting on the vibration proof rubber, A vehicle state determination program and a load detection device are provided.

The present invention solves the above-mentioned problems by the solving means described below.
In addition, although the code | symbol corresponding to embodiment of this invention is attached | subjected and demonstrated, it is not limited to this embodiment.
As shown in FIGS. 1 to 4, 9 to 12, 16 to 19, and 22 to 25, the invention of claim 1 prevents vibration of the axle box (7) of the vehicle (2). A vehicle state determination device for determining a state of the vehicle by detecting a load acting on the vibration isolator (10), wherein a piezoelectric rubber portion (14) built in the anti-vibration rubber is attached to the anti-vibration rubber. A vehicle state determination device (19) comprising a vehicle state determination unit (25) for determining the state of the vehicle based on an electrical signal output according to an applied load.

  According to a second aspect of the present invention, in the vehicle state determination device according to the first aspect, as shown in FIG. 4, the vehicle state determination unit is configured to generate a bearing for the vehicle based on an electric signal output from the piezoelectric rubber portion. A vehicle state determination device that determines the state of (6).

According to a third aspect of the present invention, in the vehicle state determination device according to the first or second aspect, as shown in FIG. 7, the vehicle state determination unit has a magnitude of an electric signal output from the piezoelectric rubber portion. When the value exceeds a predetermined value (Th ₁ ), it is determined that the bearing is in an abnormal state. When the magnitude of the electrical signal output from the piezoelectric rubber portion is equal to or less than a predetermined value (Th ₁ ), the bearing is in a normal state. It is a vehicle state determination apparatus characterized by determining.

According to a fourth aspect of the present invention, in the vehicle state determination device according to the first or second aspect, as shown in FIG. 14, the vehicle state determination unit has a dominant frequency of an electric signal output from the piezoelectric rubber portion. When it is within the predetermined range (f _th ), it is determined that the bearing is in an abnormal state, and when the dominant frequency of the electrical signal output from the piezoelectric rubber portion is outside the predetermined range (f _th ), the bearing is in a normal state. It is a vehicle state determination device characterized by determining that there is a vehicle.

  According to a fifth aspect of the present invention, in the vehicle state determination device according to any one of the first to fourth aspects, as shown in FIGS. 16, 18 and 19, the vehicle state determination unit A vehicle state determination device that determines a state of an axle (5b) supported by a bearing of the vehicle based on an electrical signal output from a piezoelectric rubber portion.

According to a sixth aspect of the present invention, in the vehicle state determination device according to the fifth aspect, as shown in FIG. 20, the vehicle state determination unit outputs electricity from the end portion side of the axle and the piezoelectric rubber portion on the wheel side. When the signal difference is outside the predetermined range (Th ₃ ), it is determined that the deflection of the axle is in an abnormal state, and the difference between the electrical signals output from the end portion side and the wheel side piezoelectric rubber portions of the axle is within the predetermined range. A vehicle state determination device that determines that the deflection of the axle is in a normal state when it is within (Th ₃ ).

  A seventh aspect of the present invention is the vehicle state determination apparatus according to any one of the first to sixth aspects, wherein, as shown in FIGS. 22 to 25, the vehicle state determination unit includes the piezoelectric rubber portion. Is a vehicle state determination device that determines the degree of wheel load fluctuation of the vehicle based on an electrical signal output from the vehicle.

According to an eighth aspect of the present invention, in the vehicle state determination device according to the seventh aspect, as shown in FIG. 26, the vehicle state determination unit is configured such that the magnitude of the electrical signal output from the piezoelectric rubber portion is a predetermined value (Th ₄ ) When less than ₄ ), it is determined that the degree of wheel load fluctuation is abnormal, and when the magnitude of the electrical signal output from the piezoelectric rubber portion is equal to or greater than a predetermined value (Th ₄ ), the degree of wheel load fluctuation is A vehicle state determination device that determines that the vehicle is in a normal state.

  As shown in FIGS. 1 to 4, 8 to 12, 15 to 19, 21 to 25, and 27, the invention of claim 9 is a vibration of the axle box (7) of the vehicle (2). A vehicle state determination program for determining the state of the vehicle by detecting a load acting on the vibration proof rubber (10) for suppressing vibration, wherein the piezoelectric rubber part (14) built in the vibration proof rubber is Vehicle state determination characterized by causing a computer to execute a vehicle state determination procedure (S130; S240; S340; S440) for determining the state of the vehicle based on an electric signal output in accordance with a load acting on a vibration rubber. It is a program.

  According to a tenth aspect of the present invention, in the vehicle state determination program according to the ninth aspect, as shown in FIGS. 4 and 8, the vehicle state determination step (S130) is based on an electric signal output by the piezoelectric rubber portion. A vehicle state determination program including a procedure for determining the state of the bearing (6) of the vehicle.

  According to an eleventh aspect of the present invention, in the vehicle state determination program according to the ninth or tenth aspect, as shown in FIG. Including a step of determining that the bearing is in an abnormal state when exceeding a predetermined value, and determining that the bearing is in a normal state when a magnitude of an electric signal output from the piezoelectric rubber portion is equal to or less than a predetermined value. It is a vehicle state determination program characterized.

According to a twelfth aspect of the present invention, in the vehicle state determination program according to the ninth or tenth aspect, as shown in FIGS. 14 and 15, the vehicle state determination procedure (S240) is output by the piezoelectric rubber portion. When the dominant frequency of the electrical signal is within a predetermined range (f _th ), it is determined that the bearing is in an abnormal state, and when the dominant frequency of the electrical signal output from the piezoelectric rubber portion is outside the predetermined range (f _th ) A vehicle state determination program including a procedure for determining that the bearing is in a normal state.

  A thirteenth aspect of the present invention is the vehicle state determination program according to any one of the ninth to twelfth aspects, wherein the vehicle state determination procedure is performed as shown in FIGS. (S340) is a vehicle state determination program characterized by including a procedure for determining the state of the axle (5b) supported by the bearing of the vehicle on the basis of an electric signal output from the piezoelectric rubber portion.

According to a fourteenth aspect of the present invention, in the vehicle state determination program according to the thirteenth aspect, as shown in FIGS. 20 and 21, the vehicle state determination procedure includes a piezoelectric rubber portion on the end side of the axle and on the wheel side. When the difference between the electrical signals to be output is out of the predetermined range (Th ₃ ), it is determined that the deflection of the axle is in an abnormal state, and the difference between the electrical signals output by the end portion side and the wheel side piezoelectric rubber portions of the axle is determined. When the vehicle is within a predetermined range (Th ₃ ), the vehicle state determination program includes a procedure for determining that the axle deflection is in a normal state.

  According to a fifteenth aspect of the present invention, in the vehicle state determination program according to any one of the ninth to fourteenth aspects, as shown in FIGS. 22 to 25 and 27, the vehicle state determination procedure (S440). Is a vehicle state determination program characterized by including a procedure for determining the degree of wheel load fluctuation of the vehicle based on an electrical signal output from the piezoelectric rubber portion.

According to a sixteenth aspect of the present invention, in the vehicle state determination program according to the seventh aspect, as shown in FIGS. 26 and 27, the vehicle state determination procedure has a predetermined magnitude of an electrical signal output from the piezoelectric rubber portion. value when (Th ₄₎ below was determined that the degree of the wheel load variation is in an abnormal state, the wheel load variation when the magnitude of the electrical signal the piezoelectric rubber portion is output from a predetermined value (Th ₄₎ above It is a vehicle state determination program characterized by including the procedure which determines that the grade is a normal state.

  As shown in FIGS. 5 and 28, the invention of claim 17 is a load detecting device for detecting a load acting on the vibration isolating rubber (10) for suppressing vibration, and is incorporated in the vibration isolating rubber. A load detection device (13A to 13D) comprising a piezoelectric rubber portion (14) that outputs an electrical signal in accordance with a load acting on the vibration isolating rubber.

  The invention according to claim 18 is the load detection device according to claim 17, as shown in FIGS. 1 to 5, 9 to 12, 16 to 19, 22 to 25, and 28. The anti-vibration rubber is a load detecting device that suppresses vibration of the axle box (7) of the vehicle (2).

  According to a nineteenth aspect of the present invention, in the load detecting device according to the eighteenth aspect, as shown in FIG. 5, the vibration-proof rubber is in close contact with the entire upper surface portion (7a) of the axle box. A load detection device comprising:

  According to a twentieth aspect of the present invention, in the load detecting device according to the eighteenth aspect, as shown in FIG. 28, the anti-vibration rubber includes only the end portion (7d, 7e) of the upper surface portion (7a) of the axle box. It is a load detection apparatus provided with the close_contact | adherence surface (11b) which closely_contact | adheres.

  According to the present invention, the state of the vehicle can be accurately determined by the piezoelectric rubber portion built in the vibration-proof rubber, and the load acting on the vibration-proof rubber can be easily detected.

It is a top view showing typically a vehicle provided with a vehicle state judging device concerning a 1st embodiment of this invention. It is a side view showing typically a vehicle provided with a vehicle state judging device concerning a 1st embodiment of this invention. It is a top view showing typically a truck of vehicles provided with a vehicles state judging device concerning a 1st embodiment of this invention. It is a front view showing typically a trolley of vehicles provided with a vehicle state judging device concerning a 1st embodiment of this invention. BRIEF DESCRIPTION OF THE DRAWINGS It is a general view of the anti-vibration rubber used for the vehicle state determination apparatus which concerns on 1st Embodiment of this invention, (A) is a top view, (B) was cut | disconnected by the V-VB line | wire of (A). It is sectional drawing which shows a state, (C) is sectional drawing which expands and shows the VC part of (B). It is a graph which shows a measurement result when a damaged bearing and a normal bearing are tested by a bearing rotation test device, and (A) is a time waveform of the voltage value of the output signal of the piezoelectric rubber portion when the vehicle speed corresponds to 30 km / h. (B) is a graph showing as an example a time waveform of the voltage value of the output signal of the piezoelectric rubber portion corresponding to a vehicle speed of 150 km / h. It is a schematic diagram for demonstrating the determination operation | movement of the state of a bearing by the vehicle state determination part of the vehicle state determination apparatus which concerns on 1st Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the vehicle state determination apparatus which concerns on 1st Embodiment of this invention. It is a top view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention. It is a side view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention. It is a top view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention. It is a front view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention. It is a graph which shows a measurement result when a damaged bearing and a normal bearing are tested in a bearing rotation test device. (A) is an example of frequency analysis of an output signal of a piezoelectric rubber portion when a vehicle speed corresponds to 30 km / h. (B) is a graph showing, as an example, frequency analysis of an output signal of a piezoelectric rubber portion corresponding to a vehicle speed of 150 km / h. It is a schematic diagram for demonstrating the determination operation | movement of the bearing state by the vehicle state determination part of the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention, (A) is a model when determining with a bearing being in an abnormal state. It is a figure, (B) is a schematic diagram when it is in a normal state. It is a flowchart for demonstrating operation | movement of the vehicle state determination apparatus which concerns on 2nd Embodiment of this invention. It is a top view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a side view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a top view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a front view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a schematic diagram for demonstrating the determination operation | movement of the deflection state of an axle shaft by the vehicle state determination part of the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the vehicle state determination apparatus which concerns on 3rd Embodiment of this invention. It is a top view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a side view which shows typically a vehicle provided with the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a top view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a front view which shows typically the trolley | bogie of a vehicle provided with the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a schematic diagram for demonstrating determination operation | movement of the grade of the wheel load fluctuation | variation by the vehicle state determination part of the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a flowchart for demonstrating operation | movement of the vehicle state determination apparatus which concerns on 4th Embodiment of this invention. It is a general view which shows roughly the anti-vibration rubber | gum provided with the load detection apparatus which concerns on 5th Embodiment of this invention, (A) is a bottom view, (B) is cut | disconnected by the XVIII-XVIIIB line | wire of (A) It is sectional drawing which shows the state which carried out.

(First embodiment)
Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings.
The track 1 shown in FIGS. 2 and 4 is a passage (track) on which the vehicle 2 travels. The track 1 includes a rail 1a that supports and guides the wheels 5a of the vehicle 2 and causes the vehicle 2 to travel.

  A vehicle 2 shown in FIGS. 1, 2, and 4 is a railway vehicle that travels along a track 1. The vehicle 2 is, for example, a train, a diesel car, a locomotive, a passenger car, or a freight car. The vehicle 2 includes a vehicle body 3 and a carriage 4. The vehicle body 3 is a structure for transporting loads such as passengers or cargo.

  A cart 4 shown in FIGS. 1, 2, and 4 is a device that travels while supporting a vehicle body 3. The cart 4 includes a wheel shaft 5 shown in FIGS. 1, 3 and 4, a bearing 6 shown in FIG. 4, a shaft box 7 shown in FIGS. 1 to 4, and a cart frame shown in FIGS. 1, 2 and 4. 8, a shaft spring 9 shown in FIGS. 2 and 4, a vibration isolating rubber 10 shown in FIGS. 1 to 5, and the like. As shown in FIG. 2, the cart 4 shown in FIGS. 1, 2 and 4 has a structure in which a link member (shaft beam) integrated with the axle box 7 is connected to the cart frame 8 via rubber bushes and pins. Yes, it is a shaft beam type truck used for conventional line vehicles.

  A wheel shaft 5 shown in FIGS. 1, 3 and 4 is a member in which a wheel 5a and an axle 5b are assembled. The wheel 5a is a member that is in rolling contact with the rail 1a. The axle 5b is a member that rotates integrally with the wheel 5a, and a pair of left and right wheels 5a are press-fitted and attached to both ends. The bearing 6 shown in FIG. 4 is a member that supports the axle 5b, and is a rolling bearing that rotatably supports both ends of the axle 5b.

  The axle box 7 shown in FIGS. 1-4 is a member which accommodates the bearing 6, and is hold | maintained in the predetermined position of the trolley | bogie frame 8 with the axle box support apparatus. As shown in FIG. 5, the axle box 7 includes an upper surface portion 7a and a mandrel 7b. The upper surface portion 7 a is a portion that supports the anti-vibration rubber 10 and is formed on the upper surface of the axle box 7 as a flat surface. The mandrel 7 b is a member that positions the vibration isolating rubber 10 at a predetermined position on the axle box 7. The mandrel 7b is a cylindrical protrusion that penetrates the through holes 11a, 12a, and 12b of the vibration isolating rubber 10. As shown in FIG. 3, the mandrel 7b has the center line of the mandrel 7b orthogonal to the center line of the axle 5b of the upper surface part 7a, and protrudes from the upper surface part 7a as shown in FIG. And is integrally formed.

  A cart frame 8 shown in FIGS. 1, 2, and 4 is a main component of the cart 4. As shown in FIG. 2, the carriage frame 8 is composed of left and right side beams and horizontal beams connecting them. The carriage frame 8 is connected to the vehicle body 3 by a towing device (not shown), and a force in the front-rear direction is transmitted to the vehicle body 3. The shaft spring 9 shown in FIGS. 2 and 4 is a member that alleviates the impact between the shaft box 7 and the carriage frame 8.

  As shown in FIG. 4, the shaft spring 9 elastically supports a load in the vertical direction between the shaft box 7 and the carriage frame 8, and includes a spring seat 9a as shown in FIG. . The spring seat 9 a is a part that supports the lower end of the shaft spring 9. The spring seat 9 a is sandwiched between the shaft spring 9 and the vibration isolating rubber 10, and contacts the metal part 12 </ b> A of the vibration isolating rubber 10 so that the lower end of the shaft spring 9 contacts the vibration isolating rubber 10 uniformly. The side to perform is formed in the flat surface.

  The anti-vibration rubber 10 shown in FIGS. 1 to 5 is a member that suppresses vibration of the axle box 7 of the vehicle 2. As shown in FIGS. 2, 4, and 5, the anti-vibration rubber 10 is mounted between the shaft box 7 and the shaft spring 9 while being sandwiched between them. The anti-vibration rubber 10 suppresses the vibration of the axle box 7 and prevents the transmission of vibration, and also reduces the impact generated between them to prevent the generation of noise. The anti-vibration rubber 10 is a plate-like member having a circular planar shape as shown in FIG. As shown in FIG. 5, the anti-vibration rubber 10 includes a rubber part 11, metal parts 12 </ b> A and 12 </ b> B, load detection devices 13 </ b> A to 13 </ b> D, and the like. An anti-vibration rubber 10 shown in FIG. 5 is a built-in piezoelectric rubber-type shaft spring anti-vibration rubber having a built-in piezoelectric rubber part 14, and the rubber part 11, the metal parts 12A and 12B, the load detection devices 13A to 13D and the like are integrated. Becomes rubber molded. For example, as shown in FIG. 1, one anti-vibration rubber 10 is arranged on each of the left and right sides of the axle 5 b of the carriage 4, and a total of four anti-vibration rubbers 10 (a total of eight per car) are arranged. .

  The rubber part 11 shown in FIG. 5B is a part constituting the main body of the vibration-proof rubber 10. The rubber part 11 includes, for example, natural rubber, general vulcanized rubber such as styrene rubber, vulcanized rubber having oil resistance such as nitrile rubber, vulcanized rubber having weather resistance and resistance such as chloroprene rubber, and butyl rubber. It is an elastic material such as a vulcanized rubber having a vibration damping performance or a synthetic rubber produced from a synthetic polymer. As shown in FIG. 5B, the rubber part 11 includes a through hole 11a and the like. The through hole 11 a is a part through which the mandrel 7 b of the shaft spring 9 passes, and is formed at the center of the rubber part 11.

  The metal parts 12A and 12B shown in FIG. 5B are parts constituting the upper surface and the lower surface of the anti-vibration rubber 10. The metal parts 12A and 12B are laminated on the upper surface and the lower surface of the rubber part 11 so as to sandwich the rubber part 11, and are joined to the rubber part 11 so as to cover the entire area of both surfaces of the rubber part 11. The metal parts 12A and 12B are, for example, general rolling steel (SS400), and are vulcanized and bonded to both surfaces of the rubber part 11 so as to be parallel to each other. The metal part 12 </ b> A constitutes an upper surface plate part of the vibration-proof rubber 10, and the metal part 12 </ b> B constitutes a lower surface plate part of the vibration-proof rubber 10. The metal part 12A includes a through hole 12a, and the metal part 12B includes a through hole 12b and a close contact surface 12c. The through holes 12a and 12b are portions through which the mandrel 7b of the shaft spring 9 passes, and are formed at the centers of the metal fittings 12A and 12B. The through hole 12a has a smaller inner diameter than the through hole 12b. The close contact surface 12 c is a portion that is in close contact with the entire upper surface portion 7 a of the axle box 7. The close contact surface 12c is the surface of the metal fitting portion 12B on the side in contact with the upper surface portion 7a of the axle box 7. The close contact surface 12c is formed as a flat surface like the upper surface portion 7a of the axle box 7 so that a load acts evenly between the close contact surface 12c and the entire upper surface portion 7a of the axle box 7.

  The load detection devices 13A to 13D shown in FIG. 5A are devices that detect a load acting on the anti-vibration rubber 10 that suppresses vibration. The load detection devices 13 </ b> A to 13 </ b> D function as a mechanical / electrical converter that converts mechanical vibration generated when the vehicle 2 travels on the track 1 into an electrical signal. The load detection devices 13 </ b> A to 13 </ b> D also function as bearing monitoring sensors that detect the load acting on the axle box 7 and monitor the state of the bearing 6 by the electric power generated when the axle box 7 vibrates as the vehicle 2 travels. To do. The load detection devices 13A to 13D include a piezoelectric rubber portion 14 shown in FIG. 5C, electrode portions 15A and 15B, a protection portion 16, and conductive portions 17A and 17B shown in FIG. . Four load detection devices 13 </ b> A to 13 </ b> D are arranged at equal intervals on the circumference of the anti-vibration rubber 10, and detect loads acting on the anti-vibration rubber 10. As shown in FIG. 3, the load detection devices 13 </ b> A and 13 </ b> B are arranged in the length direction of the vehicle 2 (direction orthogonal to the length direction of the axle 5 b), and the load detection devices 13 </ b> C and 13 </ b> D are in the width direction of the vehicle 2. It arrange | positions (the length direction of the axle shaft 5b). The load detection device 13C is disposed on the end side of the axle 5b, and the load detection device 13D is disposed on the wheel 5a side.

  The piezoelectric rubber portion 14 shown in FIG. 5 is a portion that outputs an electrical signal in accordance with a load acting on the anti-vibration rubber 10 in a state of being incorporated in the anti-vibration rubber 10. The piezoelectric rubber portion 14 converts vibration generated when the vehicle 2 travels on the track 1 into an electrical signal by the piezoelectric effect. The piezoelectric rubber part 14 suppresses the vibration of the axle box 7 and prevents the vibration from being transmitted, as well as the vibration-proof rubber 10, and reduces the impact generated between them to prevent the generation of noise. The piezoelectric rubber portion 14 is a member in which a piezoelectric material is dispersed in rubber, and is a piezoelectric element having elasticity that generates electric power in accordance with the magnitude of vibration (size of load). For example, the piezoelectric rubber portion 14 includes a mixing step of mixing a rubber material such as nitrile rubber and a piezoelectric ceramic powder such as lead zirconate titanate (trade name PZT), and a vulcanization for vulcanizing the mixture after the mixing step. And a polarization step in which a voltage is applied to both ends of the mixture after the vulcanization step to polarize the mixture. As shown in FIGS. 1 to 4, the piezoelectric rubber portion 14 sends an electric signal (load detection signal (load detection information)) corresponding to the load acting on the vibration isolating rubber 10 to the control portion 28 of the vehicle state determination device 19. Output.

  The vertical axis shown in FIG. 6 is the voltage (mV) of the load detection signal output from the piezoelectric rubber portion 14, and the horizontal axis is time (s). The solid line shown in FIG. 6 is a waveform showing the time change of the load detection signal output from the piezoelectric rubber portion 14 when the bearing is damaged, and the broken line is output from the piezoelectric rubber portion 14 when the bearing is normal. It is a waveform which shows the time change of a load detection signal. The graph shown in FIG. 6 shows that the same type of abnormal bearing and normal bearing are mounted on the main motor bearing rotation test device of the Railway Technical Research Institute. It is a test result when an axle is rotated in a state where a load similar to that of a railway vehicle is applied. Here, the main motor bearing rotation test apparatus is a test apparatus that evaluates the actual motor bearing structure by performing a rotation test using a bearing of a real railway car main motor. As shown in FIG. 6, the magnitude of the voltage of the load detection signal output from the piezoelectric rubber portion 14 differs between when the bearing 6 is damaged and when the bearing 6 is normal. The voltage of the load detection signal output from the rubber part 14 increases.

  Electrode portions 15 </ b> A and 15 </ b> B shown in FIG. 5C are contact portions electrically connected to the piezoelectric rubber portion 14. The electrode portions 15A and 15B are laminated on both surfaces of the piezoelectric rubber portion 14, and are joined so as to cover the entire area of both surfaces of the piezoelectric rubber portion 14. The electrode portions 15A and 15B are formed by, for example, vulcanizing and bonding on both surfaces of each piezoelectric rubber portion 14 so as to be parallel to each other, or vapor-depositing a conductive material such as metal, metal oxide or carbon, and silk screen printing Alternatively, it is formed on both surfaces of the piezoelectric rubber portion 14 by a method such as ion sputtering, or a conductive resin such as a resin containing a conductive material or a conductive polymer is formed on both surfaces of the piezoelectric rubber portion 14. .

  The protection part 16 shown in FIG. 5C is a part that protects the piezoelectric rubber part 14 and the electrode parts 15A and 15B. The protection part 16 is, for example, a fluororesin coating material having heat resistance. The protection part 16 is formed so as to cover the entire surface of the piezoelectric rubber part 14 and the electrode parts 15A and 15B. The protection part 16 covers the piezoelectric rubber part 14 and the electrode parts 15A and 15B, thereby protecting the piezoelectric rubber part 14 and the electrode parts 15A and 15B from heat during the production of the vibration isolating rubber 10.

  Conductive portions 17A and 17B shown in FIG. 5A are portions through which a current generated by the piezoelectric rubber portion 14 flows. The conductive portions 17A and 17B are electric wires in which the surface of the conductive material is covered with an insulating material, and are connected to terminals for taking out load detection signals output from the piezoelectric rubber portion 14. The conductive portions 17A and 17B have one end connected to the electrode portions 15A and 15B, respectively, and the other end connected to the load detection signal input portion 20 of the vehicle state determination device 19.

  The speed detection device 18 illustrated in FIGS. 1 to 4 is a device that detects the speed of the vehicle 2. The speed detection device 18 is, for example, a speed generator that detects the traveling speed of the vehicle 2 based on a pulse signal generated by the rotation of the wheel 5a of the vehicle 2. For example, the speed detection device 18 generates a predetermined number of pulse signals for each rotation of the wheel 5a to detect the speed of the vehicle 2 and uses the detection result as a speed detection signal (speed detection information). Is output to the speed detection signal input unit 22.

  The vehicle state determination device 19 shown in FIGS. 1 to 4 is a device that determines the state of the vehicle 2 by detecting a load acting on the anti-vibration rubber 10. The vehicle state determination device 19 monitors the state of the bearing 6 in the axle box 7 on the basis of the magnitude of the load detection signal output from the piezoelectric rubber portion 14 built in the anti-vibration rubber 10, and determines whether the bearing 6 is damaged. The presence or absence of such an abnormal state is determined. The vehicle state determination device 19 includes a load detection signal input unit 20, a signal processing unit 21, a speed detection signal input unit 22, a determination criterion information storage unit 23, a determination condition setting unit 24, and a vehicle state determination unit 25. The determination result notification unit 26, the program storage unit 27, the control unit 28, and the like are provided.

  The load detection signal input unit 20 is means for inputting a load detection signal output from the load detection devices 13A to 13D. The load detection signal input unit 20 outputs a load detection signal output from the piezoelectric rubber unit 14 of the load detection devices 13A to 13D illustrated in FIGS. 3 and 5 to the signal processing unit 21. The load detection signal input unit 20 is, for example, an interface (I / F) circuit that inputs a load detection signal from the load detection devices 13A to 13D to the signal processing unit 21.

  The signal processing unit 21 shown in FIGS. 1 to 4 is means for performing a predetermined process on the load detection signal output from the piezoelectric rubber unit 14. The signal processing unit 21 includes, for example, an A / D conversion circuit that converts a load detection signal output from the piezoelectric rubber unit 14 shown in FIG. 5C from an analog signal to a digital signal, and a load detection output from the piezoelectric rubber unit 14. A filter circuit for removing noise components from the signal is provided. The signal processing unit 21 outputs the load detection signal after the signal processing to the control unit 28.

  The speed detection signal input unit 22 shown in FIGS. 1 to 4 is means for inputting a speed detection signal output from the speed detection device 18. The speed detection signal input unit 22 outputs a speed detection signal output from the speed detection device 18 to the control unit 28. The speed detection signal input unit 22 is, for example, an interface (I / F) circuit that inputs a speed detection signal from the speed detection device 18 to the control unit 28.

The determination criterion information storage unit 23 is a means for storing a determination criterion that serves as a reference when determining the state of the bearing 6 of the vehicle 2. The determination criterion information storage unit 23 is a memory or the like that stores a threshold value (predetermined value) Th ₁ as a determination criterion when determining whether or not the bearing 6 is in an abnormal state as determination criterion information. The criterion information storage unit 23 is a low-speed threshold Th ₁ that is a criterion when the vehicle 2 is traveling at a low speed, and a high-speed that is a criterion when the vehicle 2 is traveling at a high speed. The threshold value Th ₁ during traveling is stored as determination criterion information. Further, when the threshold value Th _{1 serving as} a determination criterion for determining the presence / absence of the abnormal state of the bearing 6 is different according to the traveling speed of the vehicle 2, the determination criterion information storage unit 23 determines the traveling speed of the vehicle 2 and this The threshold value Th ₁ corresponding to the traveling speed is stored as determination criterion information. The determination reference information storage unit 23 is, for example, a voltage value of a load detection signal output by the piezoelectric rubber unit 14 for each speed when an abnormal bearing is attached to an actual railway vehicle or a bearing rotation test apparatus and tested at various speeds. Is set as a threshold value Th ₁ , and this threshold value Th ₁ is stored as determination criterion information.

  The determination condition setting unit 24 is a means for setting a determination condition when determining the state of the bearing 6. The determination condition setting unit 24 is a low-speed traveling determination mode that determines the state of the bearing 6 when the vehicle 2 travels at a low speed, and a high-speed traveling determination mode that determines the state of the bearing 6 when the vehicle 2 travels at a high speed. The determination condition is set to the current travel determination mode in which the state of the bearing 6 is determined for each speed when the vehicle 2 travels at an arbitrary speed. The determination condition setting unit 24 is a changeover switch or the like for switching a determination condition by a manual operation by a crew member of the vehicle 2 and is operated when the driving of the vehicle 2 is started by the crew member or the like. The determination condition setting unit 24 outputs the set determination condition to the control unit 28 as a determination condition signal (determination condition information).

  The vehicle state determination unit 25 shown in FIG. 1 to FIG. 4 is based on a load detection signal that is output according to a load that the piezoelectric rubber unit 14 built in the vibration isolating rubber 10 acts on the vibration isolating rubber 10. It is a means to determine the state of. The vehicle state determination unit 25 determines the state of the bearing 6 of the vehicle 2 based on the load detection signal output from the piezoelectric rubber unit 14. For example, the vehicle state determination unit 25 analyzes the four load detection signals output from the four piezoelectric rubber portions 14 in one vibration-proof rubber 10 to determine the state of the bearing 6 of the vehicle 2. The vehicle state determination unit 25 determines the presence or absence of an abnormal state such as damage to the bearing 6 based on, for example, a load detection signal output from the piezoelectric rubber unit 14.

Vehicle state determination unit 25, when the magnitude of the load detection signal by the piezoelectric rubber portion 14 outputs exceeds a threshold value Th _1, it is determined that the bearing 6 is in an abnormal state. On the other hand, the vehicle state determination unit 25, when the magnitude of the load detection signal by the piezoelectric rubber portion 14 outputs is the threshold value Th ₁ or less, it is determined that the bearing 6 is in a normal state. Here, the graph shown in FIG. 7 is a waveform schematically showing a time change of the load detection signal output from the piezoelectric rubber portion 14. As shown in FIG. 7, the level of the load detection signal when the bearing 6 is damaged by the gradually increased, the level of the load detection signal exceeds the threshold value Th ₁ at time t _11. Also high level of the load detection signal damaged bearing 6 gradually increases at time t ₁₁ after the state in which the level of the load detection signal exceeds the threshold value Th ₁ is continuing. Vehicle state determination unit 25, as shown in FIG. 7, compares the voltage value of the load detection signal by the signal processing unit 21 outputs and the threshold value Th _1, bearings when this voltage value exceeds the threshold value Th ₁ 6 is determined to be abnormal state, it is determined that the voltage value is bearing 6 normal state when a threshold value Th ₁ or less. For example, the vehicle state determination unit 25 determines that the bearing 6 is in a normal state because the level of the load detection signal is equal to or less than the threshold value Th ₁ until time t ₁₁ . On the other hand, the vehicle state determination unit 25, the level of the load detection signal measures the time elapsed after exceeding the threshold value Th ₁ at time t _11, the level of the load detection signal is continuously given time above T ₁ when it exceeds the threshold Th _1, it is determined that the bearing 6 is in an abnormal state. Here, the predetermined time T ₁ is, for example, when the level of the load detection signal temporarily exceeds the threshold value Th _{1 due} to noise or the like of the load detection signal, although the bearing 6 is in a normal state. It is set to a relatively long time so that it is not erroneously determined as an abnormal state.

The vehicle state determination unit 25 determines the state of the bearing 6 by changing a threshold value Th _{1 serving} as a determination criterion for determining the state of the bearing 6 according to the traveling speed of the vehicle 2. For example, as shown in FIG. 6 (A), the vehicle state determination unit 25 determines the voltage value of the load detection signal output from the piezoelectric rubber unit 14 when the vehicle 2 is traveling at a low speed of about 30 km / h. It determines whether or not exceeds the threshold value Th ₁ at the time of low speed. For example, as shown in FIG. 6 (B), the vehicle state determination unit 25 determines the voltage value of the load detection signal output from the piezoelectric rubber unit 14 when the vehicle 2 is traveling at a high speed of about 150 km / h. It is determined whether or not the threshold Th ₁ during high-speed driving is exceeded.

Vehicle state determination unit 25, when the low-speed running determination mode has been set by the determination condition setting unit 24, the voltage value of the load detection signal by the piezoelectric rubber portion 14 outputs exceeds the threshold value Th ₁ at low speed It is determined whether or not. Vehicle state determination unit 25, when the high-speed running determination mode by the determination condition setting unit 24 is set, the voltage value of the load detection signal by the piezoelectric rubber portion 14 outputs exceeds the threshold value Th ₁ at high speeds It is determined whether or not. Vehicle state determination unit 25, when the current traveling determination mode by the determination condition setting unit 24 is set, the voltage value of the load detection signal by the piezoelectric rubber portion 14 outputs exceeds the threshold value Th ₁ at the current traveling It is determined whether or not. The vehicle state determination unit 25 outputs the determination result of the presence or absence of an abnormal state of the bearing 6 to the control unit 28 as a determination result signal (determination result information).

  The determination result notification unit 26 in FIGS. 1 to 4 is means for notifying the determination result of the vehicle state determination unit 25. For example, when the vehicle state determination unit 25 determines that the bearing 6 is in an abnormal state, the determination result notification unit 26 warns the determination result of the vehicle state determination unit 25 to the crew. For example, when the crew member is a driver, the determination result notification unit 26 is installed in a driver's cab in the cabin where the driver is riding. The determination result notification unit 26 is, for example, a display device that displays an abnormal state of the bearing 6 on the display screen by characters, figures, symbols, or a combination thereof, or a voice generation device that notifies by voice.

  The program storage unit 27 is a means for storing a vehicle state determination program for determining the state of the vehicle 2 by detecting a load acting on the vibration isolating rubber 10. The program storage unit 27 is a memory that stores an information providing program read from an information recording medium or an information providing program fetched through an electric communication line.

  The control unit 28 is a central processing unit (CPU) that controls various operations of the vehicle state determination device 19. For example, the control unit 28 reads a vehicle state determination program from the program storage unit 27 and executes predetermined processing according to the vehicle state determination program. For example, the control unit 28 outputs a load detection signal output from the signal processing unit 21 to the vehicle state determination unit 25, or outputs a speed detection signal output from the speed detection signal input unit 22 to the vehicle state determination unit 25. The vehicle state determination unit 25 is instructed to determine the state of the bearing 6, the determination reference information is read from the determination reference information storage unit 23, and the determination reference information is output to the vehicle state determination unit 25. The determination condition information output by 24 is output to the vehicle state determination unit 25, or the vehicle state determination signal output by the vehicle state determination unit 25 is output to the determination result notification unit 26. The control unit 28 includes a load detection signal input unit 20, a signal processing unit 21, a speed detection signal input unit 22, a determination criterion information storage unit 23, a determination condition setting unit 24, a vehicle state determination unit 25, a determination result notification unit 26, and The program storage unit 27 and the like are connected so that they can communicate with each other.

Next, the operation of the vehicle state determination device according to the first embodiment of the present invention will be described.
Below, it demonstrates centering around operation | movement of the control part 28 shown in FIGS.
In step (hereinafter referred to as S) 100 shown in FIG. 8, the control unit 28 reads the vehicle state determination program from the program storage unit 27. When a power source (not shown) is turned ON by the user, electric power is supplied to the vehicle state determination device 19 shown in FIGS. 1 to 4, and the control unit 28 reads the vehicle state determination program from the program storage unit 27, and a series of vehicles The control unit 28 executes the state determination process.

  In S <b> 110, the control unit 28 determines whether or not the determination condition setting signal is input from the determination condition setting unit 24. When the crew member operates the determination condition setting unit 24, a determination condition setting signal is output from the determination condition setting unit 24 to the control unit 28. When the control unit 28 determines that the determination condition setting signal is input, the process proceeds to S120, and when the control unit 28 determines that the determination condition setting signal is not input, the series of vehicle state determination processing ends.

In S120, the control unit 28 reads the determination criterion information from the determination criterion information storage unit 23. For example, when the state of the bearing 6 is determined in a state where the vehicle 2 is traveling at a low speed of about 30 km / h in the vehicle station, the crew member operates the determination condition setting unit 24 to set the low-speed traveling determination mode. In this case, the determination criterion information corresponding to the threshold value Th ₁ at the time of low-speed traveling is read by the control unit 28 from the determination-reference-information storing unit 23, the vehicle state this low speed when the determination criterion information control unit 28 Output to the determination unit 25.

On the other hand, when determining the state of the bearing 6 while the vehicle 2 is traveling at a high speed of about 150 km / h on the business line, the crew member operates the determination condition setting unit 24 to set the high-speed travel determination mode. In this case, the control unit 28 reads out the determination reference information corresponding to the threshold value Th ₁ during high speed driving from the determination reference information storage unit 23, and the control unit 28 uses the vehicle state to determine the determination reference information during high speed driving. Output to the determination unit 25.

Further, when the state of the bearing 6 is determined while the vehicle 2 is traveling at an arbitrary speed on the business line, the crew member operates the determination condition setting unit 24 to set the current travel determination mode. In this case, based on the speed detection signal input from the speed detection signal input unit 22, the determination reference information corresponding to the threshold value Th ₁ at the time of the current travel corresponding to the current travel speed of the vehicle 2 is determined as the determination reference information. The control unit 28 reads out from the storage unit 23, and the control unit 28 outputs the determination reference information during the current traveling to the vehicle state determination unit 25.

In S <b> 130, the control unit 28 instructs the vehicle state determination unit 25 to determine the state of the bearing 6. Whether or not the voltage value of the load detection signal exceeds the threshold Th ₁ as shown in FIG. 7 based on the load detection signal output by the load detection signal input unit 20 and the determination reference information output by the control unit 28. Is determined by the vehicle state determination unit 25. When the voltage value of the load detection signal exceeds the threshold value Th ₁ continuously for a predetermined time above T ₁ determines the bearing 6 is in abnormal state vehicle state determination unit 25. On the other hand, when the voltage value of the load detection signal is the threshold value Th ₁ or less, the bearing 6 is in normal condition the vehicle state determination unit 25 determines.

  In S140, the control unit 28 instructs the determination result notification unit 26 to notify the determination result. When a determination result signal is input from the vehicle state determination unit 25 to the control unit 28, the control unit 28 outputs the determination result signal to the determination result notification unit 26. As a result, the determination result notification unit 26 notifies the crew member in the vehicle 2 that the bearing 6 is in an abnormal state.

  In S150, the control unit 28 determines whether or not to end the determination of the state of the bearing 6. When the control unit 28 determines that the vehicle 2 has finished operating, the control unit 28 ends a series of vehicle state determination processing. On the other hand, when the control unit 28 determines that the vehicle 2 continues operating, the process returns to S110, and the control unit 28 repeats the vehicle state determination process after S110.

The vehicle state determination device according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the piezoelectric rubber portion 14 built in the vibration isolating rubber 10 outputs a load detection signal according to the load acting on the vibration isolating rubber 10. Therefore, by analyzing the output signal from the piezoelectric rubber portion 14 that is elastically deformed together with the vibration isolating rubber 10, the state of the vehicle 2 can be accurately monitored and the state of the vehicle 2 can be accurately determined.

(2) In the first embodiment, the vehicle state determination unit 25 determines the state of the bearing 6 of the vehicle 2 based on the load detection signal output from the piezoelectric rubber unit 14. For this reason, by monitoring the state of the bearing 6, an abnormal state such as damage to the bearing 6 can be determined. For example, when the state of the bearing 6 is monitored using an acceleration pickup such as a conventional abnormality detection device, a charge amplifier that converts a charge signal that is an output signal of the acceleration pickup into a voltage signal is required. It is necessary to amplify by this charge amplifier. In the first embodiment, the state of the bearing 6 can be monitored using the relatively high voltage load detection signal output from the piezoelectric rubber portion 14 as it is. For this reason, it is not necessary to attach a charge amplifier like the conventional abnormality detection device to the axle box 7, and the vehicle state determination device 19 can be manufactured at low cost. Further, in the first embodiment, since a power source for supplying power to the charge amplifier as in the conventional abnormality detection device is not required, power consumption of the vehicle state determination device 19 can be suppressed.

(3) In the first embodiment, the bearing 6 is the vehicle state determination unit 25 determines if there in an abnormal state when the magnitude of the load detection signal by the piezoelectric rubber portion 14 outputs exceeds a threshold value Th _1, the piezoelectric rubber portion 14 when the size of the load detection signal output is in a normal state bearing 6 when it is the threshold value Th ₁ or less determines the vehicle state determination unit 25. Therefore, by comparing the magnitude of the load detection signal by the piezoelectric rubber portion 14 outputs and the threshold value Th _1, it is possible to bearing 6 is easily determined whether the abnormal state.

The load detection device according to the first embodiment of the present invention has the following effects.
(1) In the first embodiment, the piezoelectric rubber portion 14 outputs a load detection signal in accordance with a load acting on the anti-vibration rubber 10 in a state of being incorporated in the anti-vibration rubber 10. Therefore, the load acting on the vibration isolating rubber 10 can be easily detected by the piezoelectric rubber portion 14 integrated with the vibration isolating rubber 10. Further, since the piezoelectric rubber portion 14 is embedded in the vibration isolating rubber 10, the piezoelectric rubber portion 14 can be protected by the vibration isolating rubber 10.

(2) In the first embodiment, the anti-vibration rubber 10 suppresses the vibration of the axle box 7 of the vehicle 2. Therefore, the vibration state of the axle box 7 can be easily detected by the piezoelectric rubber portion 14 and the vibration state of the axle box 7 can be analyzed.

(3) In the first embodiment, the anti-vibration rubber 10 is provided with a contact surface 12 c that is in close contact with the entire upper surface portion 7 a of the axle box 7. For this reason, a vibration can be relieved by the vibration isolating rubber 10 by applying a load uniformly over a wide range between the contact surface 12 c of the vibration isolating rubber 10 and the entire upper surface portion 7 a of the axle box 7.

(Second Embodiment)
In the following, the same parts as those shown in FIGS.
The vehicle state determination device 19 shown in FIGS. 9 to 12 monitors the state of the bearing 6 in the axle box 7 based on the dominant frequency of the load detection signal output from the piezoelectric rubber portion 14 and seems to be damaged. The presence or absence of abnormal conditions. Here, the dominant frequency is a frequency at which the amplitude spectrum becomes maximum when the vibration waveform of the axle box 7 (the waveform of the load detection signal) is subjected to frequency analysis. Unlike the vehicle state determination device 19 illustrated in FIGS. 1 to 4, the vehicle state determination device 19 includes a dominant frequency calculation unit 29 illustrated in FIGS. 9 to 12.

  The vertical axis shown in FIG. 13 is the voltage (mV) of the spectrum waveform after frequency analysis of the load detection signal output from the piezoelectric rubber portion 14, and the horizontal axis is the frequency (Hz). A solid line shown in FIG. 13 is a waveform showing a Fourier spectrum of a load detection signal output from the piezoelectric rubber portion 14 when the bearing 6 is damaged, and a broken line is a waveform of the piezoelectric rubber portion 14 when the bearing 6 is normal. It is a waveform which shows the Fourier spectrum of the load detection signal to output. Similar to the graph shown in FIG. 6, the graph shown in FIG. 13 is a test result when the abnormal motor and the normal bearing of the same type are respectively mounted on the main motor bearing rotation test apparatus and the test is performed.

  As shown in FIG. 13, when the bearing 6 is damaged and when the bearing 6 is normal, the frequency band in which the peak of the spectrum waveform of the load detection signal output from the piezoelectric rubber portion 14 appears is different, and the speed is high. When it changes, the frequency at which the peak of the spectrum waveform of the load detection signal output from the piezoelectric rubber portion 14 appears also changes. Thus, when the bearing 6 is in an abnormal state, the peak of the spectrum waveform of the load detection signal appears in a frequency band different from that when the bearing 6 is in a normal state. Therefore, the abnormal state of the bearing 6 is determined by comparing the spectral waveform of the load detection signal when the bearing 6 is normal and the spectral waveform of the load detection signal when the bearing 6 is abnormal for each vehicle speed. Can do. For example, as shown in FIG. 13A, when the vehicle speed corresponds to 30 km / h, if the bearing 6 is in a damaged state, the peak of the spectrum waveform of the load detection signal is in a frequency band near 70 Hz or 150 Hz. It has been confirmed that it appears. As shown in FIG. 13B, when the vehicle speed corresponds to 150 km / h, the peak of the spectrum waveform of the load detection signal appears in the frequency band near 230 Hz when the bearing 6 is damaged. Has been confirmed. For this reason, as shown in FIG. 13A, when the vehicle speed corresponds to 30 km / h, the bearing is determined depending on whether or not the peak of the spectrum waveform of the load detection signal exists in the frequency band near 70 Hz or 150 Hz. Whether or not 6 is in an abnormal state can be determined. Further, as shown in FIG. 13B, when the vehicle speed corresponds to 150 km / h, the bearing 6 is abnormal depending on whether or not the peak of the spectrum waveform of the load detection signal exists in the frequency band near 230 Hz. It can be determined whether or not it is in a state.

The determination reference information storage unit 23 shown in FIGS. 9 to 12 is a memory that stores a reference frequency band (predetermined range) f _{th serving} as a determination reference when determining the presence or absence of an abnormal state of the bearing 6 as determination reference information. is there. The determination criterion information storage unit 23 is a reference frequency band f _th during low-speed traveling that is a determination criterion when the vehicle 2 is traveling at a low speed, and a high-speed that is a determination criterion when the vehicle 2 is traveling at a high speed. The reference frequency band f _th during traveling is stored as determination reference information. Further, when the reference frequency band f _{th serving as} a determination reference when determining the presence / absence of the abnormal state of the bearing 6 differs according to the traveling speed of the vehicle 2, the determination criterion information storage unit 23 determines the traveling speed of the vehicle 2 and this The reference frequency band f _th corresponding to the traveling speed is stored as determination reference information. For example, the determination reference information storage unit 23 detects the load output from the piezoelectric rubber unit 14 when a normal bearing and an abnormal bearing of the same type are mounted on an actual railway vehicle or a bearing rotation test apparatus and tested at various speeds. A reference frequency band f _th is specified from the dominant frequency of the signal, and this reference frequency band f _th is stored as determination reference information.

The vehicle state determination unit 25 determines that the bearing 6 is in an abnormal state when the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 is within the reference frequency band f _th . On the other hand, the vehicle state determination unit 25 determines that the bearing 6 is in a normal state when the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 is outside the reference frequency band f _th . Here, the graph shown in FIG. 14 is a waveform schematically showing the Fourier spectrum of the load detection signal output from the piezoelectric rubber portion 14. The vehicle state determination unit 25 compares the dominant frequency calculated by the dominant frequency calculation unit 29 with the reference frequency band f _th, and when this dominant frequency is within the reference frequency band f _th as shown in FIG. It is determined that the bearing 6 is in an abnormal state, and it is determined that the bearing 6 is in a normal state when the dominant frequency is outside the reference frequency band f _th as shown in FIG.

The vehicle state determination unit 25 determines the state of the bearing 6 by changing a reference frequency band f _{th serving} as a determination reference for determining the state of the bearing 6 according to the traveling speed of the vehicle 2. For example, as shown in FIG. 13A, the vehicle state determination unit 25 has a dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 when the vehicle 2 is traveling at a low speed of about 30 km / h. It is determined whether or not it is within the reference frequency band f _th during low-speed traveling. For example, as shown in FIG. 13B, the vehicle state determination unit 25 has a dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 when the vehicle 2 is traveling at a high speed of about 150 km / h. It is determined whether it is within the reference frequency band f _th during high-speed traveling.

In the vehicle state determination unit 25, when the low speed traveling determination mode is set by the determination condition setting unit 24, the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 is within the reference frequency band f _th during low speed traveling. It is determined whether or not. When the high-speed traveling determination mode is set by the determination condition setting unit 24, the vehicle state determination unit 25 has the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 exceeding the reference frequency band f _th during high-speed traveling. It is determined whether or not. When the current travel determination mode is set by the determination condition setting unit 24, the vehicle state determination unit 25 has the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14 exceeding the reference frequency band f _th during the current travel. It is determined whether or not.

  The dominant frequency calculation unit 29 shown in FIGS. 9 to 12 is means for calculating the dominant frequency of the load detection signal output from the piezoelectric rubber unit 14. The dominant frequency calculation unit 29 performs a fast Fourier transformation (hereinafter referred to as “FFT”) process on the load detection signal output from the signal processing unit 21 and calculates an arithmetic circuit that calculates the dominant frequency of the load detection signal. I have. The dominant frequency calculation unit 29 outputs the calculated dominant frequency to the control unit 28 as a dominant frequency signal (predominant frequency information).

Next, the operation of the vehicle state determination device according to the second embodiment of the present invention will be described.
In S210, the control unit 28 determines whether or not the determination condition setting signal is input from the determination condition setting unit 24. In S220, the control unit 28 reads the determination reference information from the determination reference information storage unit 23. For example, when the state of the bearing 6 is determined in a state where the vehicle 2 is traveling at a low speed of about 30 km / h in the vehicle station, the crew member operates the determination condition setting unit 24 to set the low-speed traveling determination mode. In this case, the control unit 28 reads out the determination reference information corresponding to the reference frequency band f _th during low-speed traveling from the determination reference information storage unit 23, and the control unit 28 uses the vehicle state to determine the determination reference information during low-speed traveling. Output to the determination unit 25. On the other hand, when determining the state of the bearing 6 while the vehicle 2 is traveling at a high speed of about 150 km / h on the business line, the crew member operates the determination condition setting unit 24 to set the high-speed travel determination mode. In this case, the control unit 28 reads out the determination reference information corresponding to the reference frequency band f _th during high-speed traveling from the determination reference information storage unit 23, and the control unit 28 uses the vehicle state to determine the determination reference information during high-speed traveling. Output to the determination unit 25. Further, when the state of the bearing 6 is determined while the vehicle 2 is traveling at an arbitrary speed on the business line, the crew member operates the determination condition setting unit 24 to set the current travel determination mode. In this case, based on the speed detection signal input from the speed detection signal input unit 22, the reference frequency band f _th at the time of the current travel corresponding to the current travel speed of the vehicle 2 is determined from the determination reference information storage unit 23 to the control unit. 28 is read out, and the control unit 28 outputs the determination reference information at the time of the current traveling to the vehicle state determination unit 25.

  In S230, the control unit 28 instructs the dominant frequency calculation unit 29 to calculate the dominant frequency. When the control unit 28 outputs the load detection signal output from the load detection signal input unit 20 to the dominant frequency calculation unit 29, the dominant frequency calculation unit 29 calculates the dominant frequency of the load detection signal. For example, the dominant frequency calculation unit 29 calculates the dominant frequency corresponding to the peak of the spectrum waveform as shown in FIG. 13, and outputs the dominant frequency signal to the control unit 28 as the dominant frequency signal. The control unit 28 outputs to the determination unit 25.

In S <b> 240, the control unit 28 instructs the vehicle state determination unit 25 to determine the state of the bearing 6. Whether or not the dominant frequency of the load detection signal is within the reference frequency band f _th as shown in FIG. 14 based on the dominant frequency signal output from the dominant frequency calculation unit 29 and the determination reference information output from the control unit 28. Is determined by the vehicle state determination unit 25. As shown in FIG. 14A, when the dominant frequency of the load detection signal is within the reference frequency band f _th , the vehicle state determination unit 25 determines that the bearing 6 is in an abnormal state. On the other hand, as shown in FIG. 14B, when the dominant frequency of the load detection signal is outside the reference frequency band f _th , the vehicle state determination unit 25 determines that the bearing 6 is in a normal state.

  In S250, the control unit 28 instructs the determination result notification unit 26 to notify the determination result. In S260, the control unit 28 determines whether or not the determination of the state of the bearing 6 is to be ended. When the control unit 28 determines that the vehicle 2 continues to operate, the process returns to S210, and the control unit 28 repeats the vehicle state determination process after S210.

The vehicle state determination device according to the second embodiment of the present invention has the following effects in addition to the effects of the first embodiment.
In the second embodiment, when the dominant frequency of the load detection signal output from the piezoelectric rubber portion 14 is within the reference frequency band f _th , the vehicle state determination unit 25 determines that the bearing 6 is in an abnormal state, and the piezoelectric rubber When the dominant frequency of the load detection signal output from the unit 14 is outside the reference frequency band f _th , the vehicle state determination unit 25 determines that the bearing 6 is in a normal state. For this reason, it is possible to easily determine whether or not the bearing 6 is in an abnormal state by comparing the dominant frequency of the load detection signal output from the piezoelectric rubber portion 14 with the reference frequency band f _th .

(Third embodiment)
The vehicle state determination device 19 shown in FIGS. 16 to 19 is different from the vehicle state determination device 19 shown in FIGS. 1 to 4 and FIGS. 9 to 12, and the load detection devices 13C and 13D and the determination as shown in FIG. The condition setting unit 24 is not provided. As shown in FIG. 18, the vehicle state determination device 19 shown in FIGS. 16 to 19 is a load detection signal output by the piezoelectric rubber portion 14 on the load detection device 13C side and the piezoelectric rubber portion 14 on the load detection device 13D side. The state of the axle 5b is monitored based on the difference between the two, and the presence / absence of an abnormal state such as deformation of the axle 5b caused by the deflection of the axle 5b as shown by a two-dot chain line in FIG. 19 is determined. As shown in FIG. 19, the vehicle state determination device 19 has a different load acting on the anti-vibration rubber 10 on the end side of the axle 5b and the wheel 5a side when the axle 5b is deflected. The state of the axle 5b is determined based on the difference between the load detection signals output by the piezoelectric rubber portions 14 on the side and the wheel 5a side. As shown in FIGS. 16 to 19, the vehicle state determination device 19 includes an axle deflection amount calculation unit 30 and the like.

The determination criterion information storage unit 23 illustrated in FIGS. 16 to 19 is a unit that stores a determination criterion that serves as a reference when determining the state of the axle 5b. Determination criterion information storage unit 23 is a memory or the like that stores a reference range determination criterion information (predetermined range) Th ₃ serving as a criterion when determining the presence or absence of abnormal state due to deflection of the axle 5b. For example, the criterion information storage unit 23 actually measures the deflection of the axle 5b of the railway vehicle, and specifies the reference range Th ₃ from the voltage value of the load detection signal when the deflection of the axle 5b becomes an abnormal state. stores the reference range Th ₃ as the determination criterion information.

  The vehicle state determination unit 25 determines the state of the axle 5b of the vehicle 2 based on the load detection signal output from the piezoelectric rubber portion 14 on the end side of the axle 5b and the wheel 5a. For example, as shown in FIG. 18, the vehicle state determination unit 25 analyzes the difference between the two load detection signals output from the two piezoelectric rubber portions 14 in one vibration-proof rubber 10, and the axle 5 b of the vehicle 2. The state of is determined. Based on the load detection signal output from the piezoelectric rubber portion 14 on the end side of the axle 5b and on the wheel 5a side, the vehicle state determination unit 25 performs the deformation of the axle 5b caused by the deflection of the axle 5b shown in FIG. Determine if there is an abnormal condition.

Vehicle state determination unit 25, when the difference between the load detection signal by the piezoelectric rubber portion 14 of the end portion side and wheel 5a side of the axle 5b is output from the reference range Th ₃ outside, the deflection of the axle 5b is in an abnormal state judge. On the other hand, the vehicle state determination unit 25, when the difference between the load detection signal by the piezoelectric rubber portion 14 of the end portion side and wheel 5a side of the axle 5b outputs is within the reference range Th ₃ is deflection of the axle 5b is in the normal state Judge that there is. Here, the graph shown in FIG. 20 is a waveform schematically showing a time change of the axle deflection amount signal output from the axle deflection amount calculation unit 30. As shown in FIG. 20, the axle 5b abnormal bending the axle 5b occurs and bending in a convex state to the upper side in the time t ₃₁ ~t _32, the axle deflection amount signal exceeds the reference range Th _3, the axle deflection amount signal An abnormal value is output to. Further, as shown in FIG. 20, the axle 5b abnormal bending the axle 5b occurs and bending in a convex state on the lower side at time t ₃₃ ~t _34, the axle deflection amount signal falls below the reference range Th _3, axle An abnormal value is output in the deflection amount signal. As shown in FIG. 20, the vehicle state determination unit 25 compares the voltage value of the axle deflection amount signal output from the axle deflection amount calculation unit 30 with the reference range Th _3, and the voltage value is outside the reference range Th ₃ . axle 5b is a certain time is determined to be abnormal state, determines axle 5b when the voltage value is within the reference range Th ₃ is normal state.

Vehicle state determination unit 25 is, for example, a level within a reference range Th ₃ axles deflection amount signal until the time t _31, the time t ₃₂ ~t ₃₃ in the axle deflection amount signal level is within the reference range Th ₃ of, since the time t ₃₄ after a level is within the reference range Th ₃ axles deflection amount signal, it determines a bearing 6 is in a normal state. On the other hand, the vehicle state determination unit 25, the time t _31, the reference level of the axle deflection amount signal at t ₃₃ range Th ₃ from getting out time t _32, level reference range of the axle deflection amount signal at t ₃₄ Th ₃ The elapsed time until it becomes inward is measured, and when this elapsed time is equal to or shorter than a predetermined time T ₃ (T ₃ ≧ t ₃₂ −t ₃₁ or T ₃ ≧ t ₃₄ −t ₃₃ ), the axle 5b is in an abnormal state. Is determined. The vehicle state determination unit 25 outputs the determination result of the presence or absence of an abnormal state of the axle 5b to the control unit 28 as a determination result signal (determination result information). Here, the predetermined time T ₃ is compared so that the abnormal state of the axle deflection signal is instantaneously generated when the axle 5b is in an abnormal state, for example, so that the abnormal state of the axle 5b is accurately determined. Is set to a short time.

  For example, when the vehicle state determination unit 25 determines that the axle 5b is in an abnormal state, the determination result notification unit 26 warns the determination result of the vehicle state determination unit 25 to a crew member or the like. For example, the control unit 28 outputs a load detection signal output from the signal processing unit 21 to the axle deflection amount calculation unit 30, instructs the vehicle state determination unit 25 to determine the state of the bearing 6, or calculates the axle deflection amount. The unit 30 is instructed to calculate the amount of deflection of the axle 5b. The control unit 28 includes a load detection signal input unit 20, a signal processing unit 21, a determination criterion information storage unit 23, a vehicle state determination unit 25, a determination result notification unit 26, a program storage unit 27, an axle deflection amount calculation unit 30, and the like. They are connected so that they can communicate with each other.

  The axle deflection amount calculation unit 30 is a means for calculating the deflection amount of the axle 5b based on the load detection signal output from the piezoelectric rubber part 14 on the end side of the axle 5b and the wheel 5a. As shown in FIG. 19, the axle deflection amount calculation unit 30 detects the load output by the piezoelectric rubber portion 14 of the load detector 13C on the end side of the axle 5b shown in FIG. 18 when the axle 5b is deflected. The amount of deflection of the axle 5b is calculated based on the difference between the signal and the load detection signal output from the piezoelectric rubber portion 14 of the load detection device 13D on the wheel 5a side. The axle deflection amount calculation unit 30 calculates the deflection amount of the axle 5b based on the difference between the load detection signals output from the piezoelectric rubber portion 14 in accordance with the load acting on the anti-vibration rubber 10, and the calculation result is used as the axle deflection amount. It outputs to the control part 28 as a signal (axle deflection amount information).

Next, the operation of the vehicle state determination device according to the third embodiment of the invention will be described.
In S400 shown in FIG. 21, the control unit 28 reads the vehicle state determination program from the program storage unit 27, and in S410, the control unit 28 reads determination criterion information from the determination criterion information storage unit 23. The control unit 28 reads out the determination reference information corresponding to the reference range Th ₃ from the determination reference information storage unit 23, and the control unit 28 outputs the determination reference information to the vehicle state determination unit 25.

  In S330, the control unit 28 instructs the axle deflection amount calculation unit 30 to calculate the axle deflection amount. When the control unit 28 outputs the load detection signal output from the load detection signal input unit 20 to the axle deflection amount calculation unit 30, the axle deflection amount calculation unit 30 calculates the deflection amount of the axle 5b based on the load detection signal. For example, the axle deflection amount calculation unit 30 calculates the deflection amount of the axle 5b as shown by a two-dot chain line in FIG. 19, and the axle deflection amount calculation unit 30 controls the axle deflection amount signal corresponding to the deflection amount of the axle 5b. Is output to the unit 28, and the control unit 28 outputs the axle deflection amount signal to the vehicle state determination unit 25.

In S340, the control unit 28 instructs the vehicle state determination unit 25 to determine the state of the axle 5b. Based on the axle deflection amount signal output from the axle deflection amount calculation unit 30 and the determination reference information output from the control unit 28, the voltage value of the axle deflection amount signal is within the reference range Th ₃ as shown in FIG. The vehicle state determination part 25 determines whether there exists. When the voltage value of the axle deflection amount signal reference range Th ₃ are outside, the bearing 6 is the vehicle state determination unit 25 determines if there in an abnormal state, when the voltage value of the axle deflection amount signal is within the reference range Th ₃ is The vehicle state determination unit 25 determines that the axle 5b is in a normal state. The vehicle state determination unit 25 outputs these determination results to the control unit 28 as determination result signals.

  In S350, the control unit 28 instructs the determination result notification unit 26 to notify the determination result. As a result, the determination result notification unit 26 notifies the crew members in the vehicle 2 that the axle 5b is in an abnormal state. In S360, the control unit 28 determines whether or not to end the determination of the state of the axle 5b. When the control unit 28 determines that the vehicle 2 continues to operate, the process returns to S310, and the control unit 28 repeats the vehicle state determination process after S310.

The vehicle state determination device according to the third embodiment of the present invention has the effects described below in addition to the effects of the first embodiment and the second embodiment.
(1) In the third embodiment, the vehicle state determination unit 25 determines the state of the axle 5b supported by the bearing 6 of the vehicle 2 based on the load detection signal output from the piezoelectric rubber unit 14. Therefore, by monitoring the state of the axle 5b, it is possible to determine an abnormal state such as a deformation of the axle 5b caused by the deflection of the axle 5b.

(2) In this third embodiment, the abnormal state deflection of the axle 5b when the difference between the load detection signal by the piezoelectric rubber portion 14 of the end portion side and wheel 5a side of the axle 5b outputs the reference range Th ₃ is the outer there the determined vehicle state determination unit 25, deflection normal state of the axle 5b when the difference between the load detection signal by the piezoelectric rubber portion 14 of the end portion side and wheel 5a side of the axle 5b outputs is within the reference range Th ₃ Is determined by the vehicle state determination unit 25. Therefore, by comparing the difference with a reference range Th ₃ of the load detection signal by the piezoelectric rubber portion 14 outputs can axles 5b it can easily be determined whether or not an abnormal state.

(Fourth embodiment)
The vehicle state determination device 19 shown in FIGS. 22 to 25 monitors the degree of wheel load fluctuation of the vehicle 2 based on the load detection signal output from the piezoelectric rubber portion 14 and travels due to the wheel load decrease of the vehicle 2. Determine if there is an abnormal condition related to safety. Here, the wheel load is a vertical force acting on the contact point between the wheel 5a of the vehicle 2 and the rail 1a, and the length direction of the rail 1a among the forces acting between the wheel 5a and the rail 1a. Is the component of the vertical component in the plane perpendicular to The wheel load fluctuation is a dynamic wheel load that is a wheel load of the left and right wheels 5a measured when the vehicle 2 is traveling on the track 1, and the vehicle 2 is stopped or travels at a low speed on the flat track 1. This is the load corresponding to the fluctuation obtained by subtracting the stationary wheel weight, which is the wheel weight of the left and right wheels 5a, measured in the state. Wheel load reduction (wheel weight loss) is a state in which dynamic wheel weight is smaller than stationary wheel weight. As shown in FIGS. 22 to 25, the vehicle state determination device 19 includes a wheel load variation calculation unit 31 and the like.

The determination criterion information storage unit 23 illustrated in FIGS. 22 to 25 is a unit that stores a determination criterion that is a criterion when determining the degree of wheel load fluctuation of the vehicle 2. Determination criterion information storage unit 23 is a memory or the like stored as the determination criterion information criteria become threshold (predetermined value) Th ₄ when determining the degree of wheel load fluctuation vehicle 2. For example, the determination criterion information storage unit 23 actually measures the wheel load of the railway vehicle, specifies the threshold Th ₄ from the voltage value of the load detection signal when the degree of wheel load decrease becomes an abnormal state, stores the threshold Th ₄ as the determination criterion information.

  The vehicle state determination unit 25 determines the degree of wheel load fluctuation of the vehicle 2 based on the load detection signal output from the piezoelectric rubber unit 14. For example, as shown in FIG. 24, the vehicle state determination unit 25 analyzes four load detection signals output from the four piezoelectric rubber portions 14 in one vibration-proof rubber 10, and changes the wheel load of the vehicle 2. Determine the degree of. For example, the vehicle state determination unit 25 determines whether or not there is traveling safety due to wheel load reduction based on a load detection signal output from the piezoelectric rubber unit 14.

Vehicle state determination unit 25, when the magnitude of the load detection signal by the piezoelectric rubber portion 14 outputs falls below the threshold Th ₄ determines the degree of wheel load variation is in an abnormal state. On the other hand, when the magnitude of the load detection signal output from the piezoelectric rubber portion 14 is equal to or greater than the threshold value Th ₄ , the vehicle state determination portion 25 determines that the degree of wheel load fluctuation is in a normal state. Here, the graph shown in FIG. 26 is a waveform schematically showing a time change of the wheel load fluctuation amount signal output from the wheel load change amount calculation unit 31. As shown in FIG. 26, and wheel load decreases is output abnormal value is contained in the wheel load variation signal at time t ₄₁ ~t ₄₂ has occurred. Vehicle state determination unit 25 compares the voltage value of the load detection signal by the signal processing unit 21 outputs and the threshold Th _4, the abnormal state degree of wheel load variation when the voltage value is below the threshold Th ₄ determined to be, it determines the degree of wheel load variation when the voltage value is the threshold value Th ₄ or more is normal state.

In the vehicle state determination unit 25, for example, the time the level of wheel load variation signal to t ₄₁ is the threshold Th ₄ or more, the level of wheel load variation signal even time t ₄₂ after the threshold Th ₄ or more Therefore, it is determined that the degree of wheel load fluctuation is in a normal state. On the other hand, the vehicle state determination unit 25, the level of wheel load variation signal becomes the threshold Th ₄ or more levels of wheel load variation signal at time t ₄₂ from below the threshold Th ₄ at time t ₄₁ Until the elapsed time is equal to or shorter than the predetermined time T ₄ (T ₄ ≧ t ₄₂ −t ₄₁ ), it is determined that the degree of wheel load fluctuation is in an abnormal state. Here, the predetermined time T _4, for example, when it comes to abnormal conditions such as wheel load reduction for the abnormal value of the level of the wheel load variation signal is generated momentarily, the degree of wheel load variation is accurately determined So that the time is relatively short. The vehicle state determination unit 25 outputs the determination result of the presence or absence of an abnormal state due to wheel load fluctuation to the control unit 28 as a determination result signal (determination result information).

  22 to 25, for example, when the vehicle state determination unit 25 determines that the degree of wheel load fluctuation is an abnormal state, the determination result of the vehicle state determination unit 25 is displayed as a crew member. To warn. For example, the control unit 28 outputs the load detection signal output from the signal processing unit 21 to the wheel load variation calculation unit 31, instructs the vehicle state determination unit 25 to determine the degree of wheel load variation, The variation amount calculation unit 31 is instructed to calculate the wheel load variation amount. The control unit 28 includes a load detection signal input unit 20, a signal processing unit 21, a determination criterion information storage unit 23, a vehicle state determination unit 25, a determination result notification unit 26, a program storage unit 27, a wheel load variation calculation unit 31, and the like. Are connected so that they can communicate with each other.

  The wheel load variation calculation unit 31 is a means for calculating the wheel load variation based on the load detection signal output from the piezoelectric rubber unit 14. The wheel load variation calculation unit 31 calculates the dynamic wheel load based on the load detection signal output from the piezoelectric rubber unit 14, and calculates the wheel load change amount by subtracting the dynamic wheel load from the stationary wheel load. . The wheel load variation calculation unit 31 calculates the wheel load variation based on the load detection signal output from the piezoelectric rubber unit 14 in accordance with the load acting on the vibration isolating rubber 10, and calculates the calculation result of the wheel load variation calculation. It outputs to the control part 28 as a signal (wheel load fluctuation amount calculation information).

Next, the operation of the vehicle state determination device according to the fourth embodiment of the invention will be described.
In S400 shown in FIG. 27, the control unit 28 reads the vehicle state determination program from the program storage unit 27, and the control unit 28 reads the determination criterion information from the determination criterion information storage unit 23 in S410. The control unit 28 reads out the determination reference information corresponding to the threshold value Th ₄ from the determination reference information storage unit 23, and the control unit 28 outputs the determination reference information to the vehicle state determination unit 25.

  In S430, the control unit 28 instructs the wheel load variation calculation unit 31 to calculate the wheel load variation amount. When the control unit 28 outputs the load detection signal output from the load detection signal input unit 20 to the wheel load variation calculation unit 31, the wheel load variation calculation unit 31 calculates the wheel load variation based on the load detection signal. . The wheel load variation calculation unit 31 outputs a wheel load variation amount signal corresponding to the wheel load variation amount to the control unit 28, and the control unit 28 outputs this wheel load variation amount signal to the vehicle state determination unit 25.

In S440, the control unit 28 instructs the vehicle state determination unit 25 to determine the degree of wheel load fluctuation. Based on the wheel load variation signal output from the wheel load variation calculator 31 and the criterion information output from the controller 28, the voltage value of the wheel load variation signal is set to a threshold value Th ₄ as shown in FIG. The vehicle state determination part 25 determines whether it is less than. When the voltage value of the wheel load variation amount calculation signal falls below the threshold Th ₄ determines the vehicle state determination unit 25 the degree of wheel load variation is in abnormal state. On the other hand, when the voltage value of the wheel load variation amount calculation signal is threshold Th ₄ or more, the degree of wheel load variation is the determined vehicle state determination unit 25 is in the normal state. The vehicle state determination unit 25 outputs these determination results to the control unit 28 as determination result signals.

  In S450, the control unit 28 instructs the determination result notification unit 26 to notify the determination result. As a result, the determination result notification unit 26 notifies the crew in the vehicle 2 that the degree of wheel load fluctuation is abnormal. In S440, the control unit 28 determines whether or not to end the determination of the degree of wheel load fluctuation. When the control unit 28 determines that the vehicle 2 continues to operate, the process returns to S410, and the control unit 28 repeats the vehicle state determination process after S410.

The vehicle state determination device according to the fourth embodiment of the present invention has the following effects in addition to the effects of the first to third embodiments.
(1) In the fourth embodiment, the vehicle state determination unit 25 determines the degree of wheel load fluctuation of the vehicle 2 based on the load detection signal output from the piezoelectric rubber unit 14. For this reason, by monitoring the degree of wheel load fluctuation, it is possible to determine an abnormal state such as a decrease in driving safety due to wheel load reduction.

(2) In the fourth embodiment, the piezoelectric rubber portion 14 is the magnitude of the load detection signal is determined the vehicle state determination unit 25 the degree of wheel load variation is in the abnormal state when below the threshold Th ₄ outputs, piezoelectric rubber portion 14 the magnitude of the load detection signal output from the degree of wheel load variation when a threshold value Th ₄ or more is in a normal state the vehicle state determination unit 25 determines. Therefore, by comparing the load detection signal and the threshold Th ₄ that the piezoelectric rubber portion 14 outputs, can be the degree of wheel load variation can easily be determined whether or not an abnormal state.

(Fifth embodiment)
Unlike the anti-vibration rubber 10 shown in FIG. 5, the anti-vibration rubber 10 shown in FIG. 28 does not include the metal part 12 </ b> B, and is a plate-like member having a substantially quadrangular planar shape as shown in FIG. Used for the Shinkansen bogies. The axle box 7 shown in FIG. 28 is different from the upper surface portion 7a shown in FIG. 5 in that the upper surface portion 7a is formed in a convex surface. As shown in FIG. 28A, the upper surface portion 7a includes flat surfaces 7c and 7d, an inclined surface 7e, and the like. The flat surface 7c is a convex portion of the upper surface portion 7a, and is formed higher than the upper surface portion 7a at the center of the upper surface portion 7a along the longitudinal direction of the axle 5b. The flat surface 7d is a concave portion of the upper surface portion 7a, and is formed at an end portion of the upper surface portion 7a along the length direction of the axle 5b. The inclined surface 7e is a step portion of the upper surface portion 7a, and is formed continuously with the flat surfaces 7c and 7d so as to connect the flat surface 7c and the flat surface 7d.

  Unlike the rubber part 11 shown in FIG. 5, the rubber part 11 shown in FIG. 28 includes a close contact surface 11 b and the close contact surface 11 b is a part that is in close contact with only the end of the upper surface part 7 a of the axle box 7. is there. As shown in FIG. 28 (B), the flat surface 7d and the inclined surface 7e of the upper surface portion 7a and the close contact surface 11b are in close contact with each other, and the rubber portion 11 applies a load evenly between them. The rubber part 11 is not in close contact with the flat surface 7c so as to form a gap between the flat surface 7c of the upper surface part 7a and the metal part 12A, and between the close contact surface 11b and the flat surface 7c. Do not apply load.

  Unlike the load detection devices 13A to 13D shown in FIG. 5, the load detection devices 13A to 13D shown in FIG. 28 are arranged at equal intervals with respect to the center line of the anti-vibration rubber 10 as shown in FIG. Two are arranged. The load detection devices 13A and 13C are arranged on the end side of the axle 5b, and the load detection devices 13B and 13D are arranged on the wheel 5a side.

The load detection device according to the fifth embodiment of the present invention has the following effects.
In the fifth embodiment, the anti-vibration rubber 10 is provided with a contact surface 11b that is in close contact with only the end of the upper surface portion 7a of the axle box 7. For this reason, the central part of the upper surface part 7a having a relatively low rigidity among the upper surface part 7a of the axle box 7 and the contact surface 11b of the vibration isolating rubber 10 are not brought into contact with each other. The end portion of the upper surface portion 7a having a high height can be brought into contact with the contact surface 11b of the anti-vibration rubber 10. As a result, a load is applied only between the end portion of the upper surface portion 7 a of the axle box 7 and the contact surface 11 b of the vibration isolating rubber 10 to prevent an excessive load from acting on the central portion of the axle box 7. Can do.

(Other embodiments)
The present invention is not limited to the embodiment described above, and various modifications or changes can be made as described below, and these are also within the scope of the present invention.
(1) In this embodiment, the case where the carriage 4 is a shaft beam type carriage has been described as an example, but a leaf spring type carriage that connects the axle box 7 and the carriage frame 8 by two leaf springs, or The present invention can also be applied to a link type carriage that connects the axle box 7 and the carriage frame 8 with two link members having different steps constituting the parallel link mechanism. Further, in this embodiment, the case where the load detecting devices 13 </ b> A to 13 </ b> D detect the load acting on the anti-vibration rubber 10 that suppresses the vibration of the axle box 7 has been described as an example. The present invention can also be applied to a vibration-proof rubber that suppresses vibration. Further, in this embodiment, the structure in which four piezoelectric rubber portions 14 are arranged in the vibration isolating rubber 10 has been described as an example, but the present invention is not limited to such a structure. For example, a structure in which a plurality of electrode portions are bonded to one annular piezoelectric rubber can be used.

(2) In the first embodiment, a case where the threshold value Th ₁ is set according to the speed of the vehicle 2 and the state of the bearing 6 of the vehicle 2 is determined based on the threshold value Th ₁ is taken as an example. Although described, it is not limited to such a determination method. Similarly, in the second embodiment, a reference frequency band f _th is set according to the speed of the vehicle 2 and the state of the bearing 6 of the vehicle 2 is determined based on the reference frequency band f _th as an example. Although described, it is not limited to such a determination method. For example, only threshold value Th ₁ or reference frequency band f _th for either low speed driving or high speed driving is set, and threshold value Th ₁ or reference frequency when a predetermined low speed or high speed is reached. The state of the axle box 7 of the vehicle 2 can be automatically determined based on the band f _th . Moreover, in this 1st Embodiment, 2nd Embodiment, and 4th Embodiment, although each analyzed about four load detection signals which each piezoelectric rubber part 14 of load detection apparatus 13A-13D outputs, a piezoelectric rubber part The four load detection signals output from 14 can be averaged and analyzed.

(3) In the first embodiment, the second embodiment, and the fourth embodiment, the case where four load detection devices 13A to 13D are arranged in the anti-vibration rubber 10 has been described as an example. The number is not limited to four, and any number can be arranged. For example, the load detection devices 13A and 13B may be omitted, and only the load detection devices 13C and 13D may be disposed in the vibration isolating rubber 10. Similarly, in the third embodiment, the case where two load detection devices 13C and 13D are arranged in the vibration isolating rubber 10 has been described as an example, but the number of installations is not limited to two, but three. It can also be arranged as described above. In the fifth embodiment, the case where two load detection devices 13A to 13D are arranged on the left and right rubber portions 11 has been described as an example. it can.

1 track 1a rail 2 vehicle 3 vehicle body 4 bogie 5 wheel shaft 5a wheel 5b axle 6 bearing 7 shaft box 7a upper surface portion 7b mandrel 7c flat surface (central portion)
7d Flat surface (end)
7e Inclined surface (end)
8 bogie frame 9 shaft spring 10 anti-vibration rubber 11 rubber part 11a through hole 11b adhesion surface 12A, 12B metal fitting part 12a, 12b through hole 12c adhesion surface 13A-13D load detection device 14 piezoelectric rubber part 15A, 15B electrode part 16 protection part 17A, 17B Conductive unit 18 Speed detection device 19 Vehicle state determination device 20 Load detection signal input unit 21 Signal processing unit 22 Speed detection signal input unit 23 Judgment criterion information storage unit 24 Judgment condition setting unit 25 Vehicle state determination unit 26 Judgment result notification Unit 27 Program storage unit 28 Control unit 29 Predominant frequency calculation unit 30 Axle deflection calculation unit 31 Wheel load variation calculation unit
Th ₁ threshold (predetermined value)
f _th reference frequency band (predetermined range)
Th ₃ reference range (predetermined range)
Th ₄ threshold (predetermined value)
T ₁ , T ₃ , T ₄ predetermined time

Claims (20)

A vehicle state determination device that determines a state of the vehicle by detecting a load acting on a vibration-proof rubber that suppresses vibration of the axle box of the vehicle,
A piezoelectric state included in the anti-vibration rubber is provided with a vehicle state determination unit for determining the state of the vehicle based on an electric signal output according to a load acting on the anti-vibration rubber;
A vehicle state determination device. The vehicle state determination device according to claim 1,
The vehicle state determination unit determines a state of a bearing of the vehicle based on an electrical signal output by the piezoelectric rubber unit;
A vehicle state determination device. In the vehicle state determination device according to claim 1 or 2,
The vehicle state determination unit determines that the bearing is in an abnormal state when the magnitude of the electrical signal output from the piezoelectric rubber portion exceeds a predetermined value, and the magnitude of the electrical signal output from the piezoelectric rubber portion is predetermined. Determining that the bearing is in a normal state when the value is less than or equal to the value;
A vehicle state determination device. In the vehicle state determination device according to claim 1 or 2,
The vehicle state determination unit determines that the bearing is in an abnormal state when the dominant frequency of the electrical signal output by the piezoelectric rubber portion is within a predetermined range, and the dominant frequency of the electrical signal output by the piezoelectric rubber portion is Determining that the bearing is in a normal state when out of a predetermined range;
A vehicle state determination device. In the vehicle state determination device according to any one of claims 1 to 4,
The vehicle state determination unit determines a state of an axle supported by a bearing of the vehicle based on an electrical signal output from the piezoelectric rubber unit;
A vehicle state determination device. In the vehicle state determination device according to claim 5,
The vehicle state determination unit determines that the deflection of the axle is in an abnormal state when the difference between the electrical signals output from the piezoelectric rubber portions on the end side and the wheel side of the axle is out of a predetermined range. Determining that the deflection of the axle is in a normal state when the difference between the electrical signals output by the piezoelectric rubber portions on the end side and the wheel side is within a predetermined range;
A vehicle state determination device. The vehicle state determination device according to any one of claims 1 to 6,
The vehicle state determination unit determines a degree of wheel load fluctuation of the vehicle based on an electrical signal output from the piezoelectric rubber unit;
A vehicle state determination device. In the vehicle state determination device according to claim 7,
The vehicle state determination unit determines that the degree of fluctuation of the wheel load is an abnormal state when the magnitude of the electrical signal output from the piezoelectric rubber unit is less than a predetermined value, and the electrical signal output from the piezoelectric rubber unit Determining that the degree of wheel load fluctuation is in a normal state when the magnitude is equal to or greater than a predetermined value;
A vehicle state determination device. A vehicle state determination program for determining a state of the vehicle by detecting a load acting on a vibration-proof rubber that suppresses vibration of the axle box of the vehicle,
Causing a computer to execute a vehicle state determination procedure for determining the state of the vehicle based on an electrical signal output in accordance with a load applied to the vibration isolation rubber by a piezoelectric rubber portion built in the vibration isolation rubber;
A vehicle state determination program characterized by the above. In the vehicle state determination program according to claim 9,
The vehicle state determination procedure includes a step of determining a state of a bearing of the vehicle based on an electric signal output from the piezoelectric rubber portion;
A vehicle state determination program characterized by the above. In the vehicle state determination program according to claim 9 or 10,
The vehicle state determination procedure determines that the bearing is in an abnormal state when the magnitude of the electrical signal output from the piezoelectric rubber portion exceeds a predetermined value, and the magnitude of the electrical signal output from the piezoelectric rubber portion is predetermined. Including a procedure for determining that the bearing is in a normal state when the value is equal to or less than a value;
A vehicle state determination program characterized by the above. In the vehicle state determination program according to claim 9 or 10,
The vehicle state determination procedure determines that the bearing is in an abnormal state when the dominant frequency of the electrical signal output from the piezoelectric rubber portion is within a predetermined range, and the dominant frequency of the electrical signal output from the piezoelectric rubber portion is Including a procedure for determining that the bearing is in a normal state when it is out of a predetermined range;
A vehicle state determination program characterized by the above. In the vehicle state determination program according to any one of claims 9 to 12,
The vehicle state determination procedure includes a step of determining a state of an axle supported by a bearing of the vehicle based on an electrical signal output by the piezoelectric rubber portion.
A vehicle state determination program characterized by the above. In the vehicle state determination program according to claim 13,
The vehicle state determination procedure determines that the deflection of the axle is in an abnormal state when the difference between the electrical signals output by the end rubber side and the wheel side piezoelectric rubber portion is outside a predetermined range. Including a procedure for determining that the deflection of the axle is in a normal state when the difference between the electrical signals output from the end-side and wheel-side piezoelectric rubber portions is within a predetermined range;
A vehicle state determination program characterized by the above. In the vehicle state determination program according to any one of claims 9 to 14,
The vehicle state determination procedure includes a step of determining the degree of wheel load fluctuation of the vehicle based on an electrical signal output from the piezoelectric rubber portion.
A vehicle state determination program characterized by the above. In the vehicle state determination program according to claim 7,
The vehicle state determination procedure determines that the degree of wheel load fluctuation is an abnormal state when the magnitude of the electrical signal output from the piezoelectric rubber portion is below a predetermined value, and the electrical signal output from the piezoelectric rubber portion Including a procedure for determining that the degree of wheel load fluctuation is in a normal state when the magnitude is equal to or greater than a predetermined value;
A vehicle state determination program characterized by the above. A load detection device that detects a load acting on a vibration-proof rubber that suppresses vibration,
A piezoelectric rubber portion that outputs an electrical signal in response to a load acting on the anti-vibration rubber in a state of being incorporated in the anti-vibration rubber;
A load detection device characterized by the above. The load detection device according to claim 17,
The anti-vibration rubber suppresses vibration of the axle box of the vehicle,
A load detection device characterized by the above. The load detection device according to claim 18,
The anti-vibration rubber has a close contact surface that is in close contact with the entire top surface of the axle box;
A load detection device characterized by the above. The load detection device according to claim 18,
The anti-vibration rubber has a close contact surface that is in close contact with only the end of the upper surface of the axle box;
A load detection device characterized by the above.