JP2018054567A - Railway vehicle abnormality detection method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a railway vehicle abnormality detection method which achieves both safety operation with reliable detection of a failure in a railway vehicle and stable operation without erroneous detection.SOLUTION: A railway vehicle abnormality detection method uses: a sensor section 14 which measures oscillation Pa generated on a specific portion on a railway vehicle 100; a sampling section 16 which samples a signal of the oscillation Pa measured by the sensor section 14 under a predetermined condition; and a calculation section 18 which determines an occurrence of abnormality on the basis of a specific spatial frequency component extracted from the signal of the oscillation Pa sampled by the sampling section 16. The calculation section 18 calculates: a continued distance L which is a distance with continuation of abnormally high acceleration indicated by the oscillation Pa continuously higher than a first threshold line WT1; relative frequency R which is the number of times that the oscillation Pa exceeds the first threshold line WT1 within a predetermined period; and a maximum amplitude Wmax1 while the oscillation Pa exceeds the first threshold line WT1. Then, the occurrence of a critical failure is determined on the basis of the continued distance L, the maximum amplitude Wmax1, and the relative frequency R.SELECTED DRAWING: Figure 6

Description

  The present invention relates to a railway vehicle abnormality detection method for detecting abnormal vibrations during running of a railway vehicle.

  Conventionally, the detection of an abnormality in a railway vehicle traveling on a track has been performed visually by a crew member on the vehicle. For example, when the crew member feels abnormal vibration or the like, the state of the vehicle is confirmed after performing an emergency stop operation. This is because even when abnormalities cannot be confirmed by regular inspections, there are rare cases where such abnormal vibration occurs during operation. However, in such a vehicle abnormality detection method, there is a problem that abnormality detection is delayed in a vehicle such as an intermediate vehicle in which a crew member is not on board. Therefore, the following technologies have been studied.

  Patent Document 1 discloses a technique related to a derailment detection device. An acceleration sensor is installed on the body of a railway vehicle traveling on the track to detect the acceleration applied to the vehicle. Then, after detecting a signal of a specific frequency band from the detected acceleration, the number of times that the signal of the specific frequency band exceeds a predetermined level within a predetermined time is integrated. When the number of times exceeds a preset number of times, it is determined that the vehicle is abnormal.

  Patent Document 2 discloses a state monitoring apparatus and state monitoring method for a railway vehicle, and a technique related to the railway vehicle. A vibration detection device that detects vibration in the railway vehicle, and an abnormality detection device that detects an abnormality of the railway vehicle using a signal detected from the vibration detection device. The vibration detection device includes vibration detection means for detecting the vibration of the railway vehicle from the vibration acceleration of the vehicle body, and the abnormality detection device detects two different frequency band components from the vehicle body vibration acceleration of the vibration detection means by the filter processing means. . Then, abnormality determination is performed by calculating the amplitude ratio of the two vehicle body accelerations detected from the filter processing means.

JP 2002-212396 A JP 2012-078213 A

  However, in patent document 1, the detection of specific vibration is monitored only by the number of times. In Patent Document 2, the amplitude ratio of two or more frequency band components is calculated from the vehicle body vibration acceleration, and abnormality is determined from the calculation result. In any of these methods, it is difficult to distinguish between vehicle vibrations caused by external factors and vehicle vibrations generated from railway vehicles, and it is considered that there is a risk of erroneous detection. That is, it is considered that the detection stability of the vehicle abnormality detection is lacking. Moreover, if the threshold value for detection is reduced, there is a possibility that the result of lack of safety for reliably detecting a vehicle failure can be obtained.

  Accordingly, an object of the present invention is to provide an abnormality detection method that achieves both safety for reliably detecting a failure of a railway vehicle and stability without erroneous detection in order to solve such problems.

  In order to achieve the above object, an abnormality detection method according to an aspect of the present invention has the following characteristics.

(1) In a railway vehicle abnormality detection method for measuring abnormality of a railway vehicle by measuring vibration of the railway vehicle, a sensor unit that measures the vibration generated in a specific part of the railway vehicle, and the vibration measured by the sensor unit Using a sampling unit that samples the signal of a predetermined condition and a calculation unit that determines the presence or absence of abnormality from the vibration signal sampled by the sampling unit. And the amplitude value based on the distance over which the amplitude value of the vibration continuously exceeds a first threshold, or the amplitude value of the vibration while the railcar travels a predetermined distance A relative numerical value based on a ratio exceeding the first threshold is obtained, used as determination information related to the vibration, a storage device that can communicate with the calculation unit, a scale related to the amplitude value as a first axis, and the amplitude value A first area for performing a failure determination, a second area indicating a caution area, and a normal operating range, with any one of a scale to measure, a scale for the continuous distance value, or a scale for the relative value value as a second axis A first area map divided into a third area showing, or a scale related to the continuation distance value as a first axis, a scale related to the relative degree value as a second axis, the first area and the second area, A second area map divided into the third area is stored, and the determination unit includes the determination information in the first area or the second area with respect to the first area map or the second area map. It is characterized by determining whether or not an abnormality is made.

  According to the aspect described in (1) above, the abnormality of the railway vehicle can be detected safely and stably by measuring the vibration generated by the railway vehicle and performing the abnormality determination. As shown in the problem, it is difficult to distinguish the generation source of vibration transmitted to the vehicle by an internal factor and an external factor, but the vibration characteristics differ depending on the vibration generation source. For this reason, it is possible to perform abnormality determination with higher certainty by performing abnormality determination using an area map based on parameters such as a continuous distance and relative frequency with respect to vibration.

(2) In the railway vehicle abnormality detection method according to (1), in addition to the first axis and the second axis, a scale related to the amplitude value, a scale related to the continuation distance value, or a scale related to the relative degree value Any one of them as a third axis, and a third area map divided into the first area, the second area, and the third area is stored in the storage device, and the determination is performed with respect to the third area map. It is preferable to determine whether the information is included in the first area or the second area and perform an abnormality determination.

  By performing failure determination using a three-dimensional area map according to the aspect described in (2) above, it is possible to perform abnormality determination under more complicated conditions.

(3) In the abnormality detection method for a railway vehicle according to (1) or (2), the abnormality determination is a case where the determination information is included in the first region as a serious failure state, and the determination information is It is preferable that a case of being included in the second region is a light failure state, and different protection operations are performed at the stage of determining the heavy failure state and the stage of determining the light failure state.

  According to the aspect described in (3) above, the abnormality determination is made into a major failure state and a minor failure state, the corresponding level is changed, the minor failure determination is performed, and the post-operation inspection is focused. By making it possible to respond appropriately in this way, it is possible to reduce operational costs.

(4) In the rail vehicle abnormality detection method according to (3), it is preferable to stop the vehicle as the protection operation when it is determined that the state is a serious failure.

(5) In the rail vehicle abnormality detection method according to (3), the amplitude value based on the vibration signal uses a maximum value, a median value, an average value, or an effective value, and the first area map includes When using the amplitude values for the first axis and the second axis, it is preferable to use different indices.

(6) In the railway vehicle abnormality detection method according to (1), the first area map uses a scale related to the amplitude value on the first axis, and the amplitude value or the continuation distance value on the second axis. Using the scale relating to the relative degree value, the first region is a region equal to or greater than a first threshold line orthogonal to the first axis and equal to or greater than a second threshold line orthogonal to the second axis, The third region is a region below the third threshold line orthogonal to the first axis and below the fourth threshold line orthogonal to the second axis, and the second region is the first region and It is preferable that the region does not include the third region.

(7) In the railway vehicle abnormality detection method according to (6), the first region is greater than or equal to the first threshold straight line and greater than or equal to the second threshold straight line, and A first point that is on the second threshold line and that is greater than or equal to the first threshold line is connected to a second point that is on the first threshold line and is greater than or equal to the second threshold line. It is preferable that the region does not include a range surrounded by a line segment and the first threshold straight line and the second threshold straight line.

(8) In the railway vehicle abnormality detection method according to (1), the first area map uses a scale related to the amplitude value on the first axis, and the amplitude value or the continuation distance value on the second axis. Preferably, the first area is an area that is equal to or greater than a first threshold curve, and the second area is an area that is equal to or less than a second threshold curve, using a scale relating to the relative degree value.

  According to the aspects described in (4) to (8) above, it is possible to appropriately perform abnormality determination.

It is a block diagram which shows the outline of the abnormality detection apparatus of 1st Embodiment. It is a graph which shows the relationship between a travel distance and amplitude of 1st Embodiment. It is a graph which shows the example of the other way of summarizing the relationship between travel distance and amplitude of a 1st embodiment. It is a figure which shows the concept of the 1st failure determination of 1st Embodiment. It is a figure which shows the concept of the 2nd failure determination of 1st Embodiment. It is a determination flow of 1st Embodiment. It is a conceptual diagram of the 1st failure determination of 2nd Embodiment. It is a conceptual diagram of the 2nd failure determination of 2nd Embodiment. It is a conceptual diagram of the 3rd failure determination of 3rd Embodiment. It is a conceptual diagram of the 4th failure determination of 4th Embodiment. It is a conceptual diagram of the 5th failure determination of 5th Embodiment.

  First, a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram illustrating an outline of the abnormality detection device according to the first embodiment. As shown in FIG. 1, the railway vehicle 100 has a vehicle body 10 and a carriage 12. The vehicle body 10 is supported by the carriage 12 via an air spring or the like (not shown). The railway vehicle 100 also includes a sensor unit 14, a sampling unit 16, a calculation unit 18, and a management device 20. The carriage 12 is provided with wheels 36.

  The sensor unit 14 is attached to the carriage 12 and measures the vibration Pa generated in the carriage 12 in two directions, where the front-rear direction is the X-axis direction and the left-right direction is the Y-axis direction with respect to the traveling direction of the railway vehicle 100. . That is, the vibration Pa in the X axis direction and the Y axis direction of the carriage 12 is measured by the sensor unit 14. The sensor unit 14 may use, for example, a capacitance sensor. Although not specifically illustrated, the sensor unit 14 includes a motor unit vibration detection sensor 14a attached to a motor provided in the carriage 12, a gear unit vibration detection sensor 14b attached to a gear box in which a gear is housed, a bearing. There is a bearing part vibration detection sensor 14c attached to the motor. Then, the result measured by the sensor unit 14 is sent to the sampling unit 16 as an electrical signal. In addition, the attachment position of the sensor part 14 is not restricted to the trolley | bogie 12, and can be changed suitably.

  The sampling unit 16 samples the vibration Pa measured by the sensor unit 14 under a predetermined condition. The calculation unit 18 performs a calculation process on the vibration Pa signal sampled by the sampling unit 16 to obtain a determination value A as a measurement result. Further, the calculation unit 18 determines whether there is an abnormality based on the determination value A. The management device 20 manages the on-vehicle equipment and sends speed data to the sampling unit 16 and the calculation unit 18. The management device 20 notifies the determination result to the driver of the railway vehicle 100 and the like.

  FIG. 2 is a graph showing the relationship between the travel distance D and the amplitude W. Amplitude W is used on the vertical axis and travel distance D is used on the horizontal axis. The amplitude W is a result obtained by sampling the data obtained from the sensor unit 14 by the sampling unit 16, and indicates the amplitude W of vibration. That is, the signal S <b> 1 indicates a change in vibration amplitude accompanying the movement of the railway vehicle 100. If the railway vehicle 100 is running at a constant speed, the travel distance is replaced with the elapsed time. Actually, the travel distance may be replaced with the elapsed time. The first threshold straight line WT1 is determined based on experiments and results. A distance where the amplitude of the signal S1 exceeds the first threshold straight line WT1 is defined as a vibration continuation distance a1. Further, the maximum amplitude Wmax1 of the signal S1 is also obtained.

  FIG. 3 is a graph showing another example of how the travel distance D and the amplitude W are related. Similarly to FIG. 2, the vertical axis uses the amplitude W and the horizontal axis uses the travel distance D. The amplitude W is a result obtained by sampling the data obtained from the sensor unit 14 by the sampling unit 16, and indicates the amplitude W of vibration. That is, the signal S2 indicates the change in the vibration amplitude accompanying the movement of the railway vehicle 100, like the signal S1. The relative frequency calculation distance b is set to a predetermined value based on experiments and results. FIG. 3 shows a state in which the first vibration duration distance b1 and the second vibration duration distance b2 are included in the relative frequency calculation distance b. The first threshold straight line WT1 is the same as that in FIG. The relative frequency R is obtained from the mathematical formula {(b1 + b2) / b} * 100 = R from FIG. Further, the maximum amplitude Wmax2 of the signal S2 is also obtained.

  FIG. 4 shows a conceptual diagram of the first failure determination. The vertical axis indicates the amplitude W and the horizontal axis indicates the continuation distance L, which is stored in a storage device (not shown) as a first area map for performing the first failure determination. And 1st area | region A1 which shows a serious failure state is set. The first region A1 is a region that exceeds the second threshold line WT2 that is a threshold value related to the amplitude W and exceeds the third threshold line WT3 that is a threshold value related to the continuation distance L. The second threshold straight line WT2 is set to a predetermined value based on experiments and results. Further, the third threshold straight line WT3 is determined by experiments, actual results, or the like, and is set to about 1 km, for example. As the first failure determination, whether the amplitude W and the continuous distance L of the determination value A (vibration continuation distance a1, maximum amplitude Wmax1) obtained by the calculation unit 18 exceed the second threshold straight line WT2 and the third threshold straight line WT3, respectively. Determine if.

  FIG. 5 shows a conceptual diagram of the second failure determination. Similar to FIG. 4, the vertical axis indicates the amplitude W and the horizontal axis indicates the continuation distance L, which is stored in a storage device (not shown) as a first area map for performing the second failure determination. For the sake of explanation, FIG. 4 and FIG. 5 are described separately. And 2nd area | region A2 which shows a light failure state is set. The second region A2 is a case where the amplitude W exceeds the fourth threshold line WT4 or the continuation distance L exceeds the fifth threshold line WT5. As the second failure determination, it is determined whether or not the amplitude W and the continuous distance L of the determination value A (vibration continuous distance a1, maximum amplitude Wmax1) obtained from the calculation unit 18 are included in the second region A2. The fourth threshold straight line WT4 is set to a predetermined value based on experiments and results. Further, the fifth threshold straight line WT5 is determined by experiments, actual results, etc., but is set to about 500 m, for example.

  FIG. 6 shows a determination flow. In S10, the vibration generated from the railway vehicle 100 is detected by the sensor unit 14, and the vibration Pa is measured to obtain the signal S1. In S11, the processing unit 18 processes the signal S1 to obtain the determination value A. Specifically, the vibration continuation distance a1 and the maximum amplitude Wmax1 are obtained from the signal S1 in the form shown in FIG. In S12, it is confirmed whether the detection result is included in the first area A1. If it is determined that the determination value A as the inspection result exceeds the second threshold straight line WT2 and exceeds the third threshold straight line WT3 as shown in FIG. 4 and is included in the first region A1, the process proceeds to S13. On the other hand, if it is determined that it is not included in the first area A1, the process proceeds to S14.

  In S <b> 13, a serious failure determination is issued from the calculation unit 18. Then, the process proceeds to S16. In S14, it is confirmed whether the inspection result is included in the second area A2. As shown in FIG. 5, if the determination value A, which is an inspection result, is included in the second area A2, the process proceeds to S15, and if the inspection result is not included in the second area A2, the process proceeds to S17. In S15, a minor failure determination is issued. Then, the process proceeds to S16. In S16, processing according to the determination result is performed. Then, the process ends. In S17, it is determined that the operating range is normal, and the process ends. The process shown in FIG. 6 is repeatedly performed while the railway vehicle 100 is traveling.

  Since the abnormality detection method used for the railway vehicle 100 of the first embodiment has the above-described configuration, the following operations and effects can be achieved.

  First, the effect is that the safety of the railway vehicle 100 can be improved. This is measured by a sensor unit 14 that measures vibration Pa generated in a specific part of the railway vehicle 100 and a sensor unit 14 in the abnormality detection method of the railway vehicle 100 that detects the abnormality by measuring the vibration of the railway vehicle 100. A sampling unit 16 that samples the vibration Pa under a predetermined condition, and a calculation unit 18 that determines whether there is an abnormality from the vibration Pa sampled by the sampling unit 16. The amplitude Pa, which is an amplitude value, and the continuing distance L based on the distance that the vibration Pa continuously exceeds the first threshold straight line WT1, or the vibration Pa is the first threshold straight line WT1 while the railway vehicle 100 travels a predetermined distance. Relative frequency R based on the ratio exceeding is obtained and used as determination information related to vibration.

  Then, in the storage device communicable with the calculation unit 18, a scale relating to the amplitude W is set as the first axis, a scale relating to the amplitude value, a scale relating to the continuous distance L, or a scale relating to the relative frequency is set as the second axis, and failure determination is performed. A first area map divided into a first area A1 to be performed, a second area A2 indicating a range of caution, and a third area indicating a normal operation range is stored. It is determined whether or not the determination information is the first area or included in the second area, and an abnormality is determined.

  Then, in the abnormality determination, as shown in FIG. 4, the continuous distance L of the determination value A exceeds a predetermined value (third threshold line WT3 including the distance threshold), and the maximum amplitude Wmax1 includes the second threshold line including the amplitude threshold. A case where WT2 is exceeded is regarded as a serious failure state. Further, as shown in FIG. 5, a case where the amplitude W exceeds the fourth threshold straight line WT4 or the continuation distance L exceeds the fifth threshold straight line WT5 is regarded as a minor failure state. Then, when it is determined that the state is a serious failure, the railway vehicle 100 is stopped. In addition, if a minor failure state is determined, post-operation inspection will be conducted with priority.

  In this process, the sensor unit 14 includes a plurality of motor unit vibration detection sensors 14a, gear unit vibration detection sensors 14b, bearing unit vibration detection sensors 14c, and the like, and therefore processes data from each sensor unit 14, respectively. Therefore, it is desirable to select which of the continuation distance L and the relative frequency R is used as a parameter depending on the characteristics of the detected object. Alternatively, the abnormal state may be checked for both parameters. Since it is such a structure, when abnormality has generate | occur | produced in the rail vehicle 100, abnormality detection can be performed reliably.

  Next, a second embodiment of the present invention will be described. The second embodiment is almost the same as the first embodiment, but the concept used for failure determination is slightly different. This will be described below.

  FIG. 7 shows another conceptual diagram of the first failure determination of the second embodiment. The vertical axis indicates the amplitude W, and the horizontal axis indicates the relative frequency R, which is stored in a storage device (not shown) as a second area map for performing the first failure determination. And 1st area | region A1 which shows a serious failure state is set. The first region A1 is a region that exceeds a sixth threshold line WT6 that is a threshold value related to the amplitude W and exceeds a seventh threshold line WT7 that is a threshold value related to the relative frequency R. The sixth threshold straight line WT6 is set to a predetermined value based on experiments and results. In addition, the seventh threshold straight line WT7 is determined by experiments, actual results, or the like, but is set to about 40%, for example. As the first failure determination, whether the amplitude W and the relative frequency R of the determination value A (relative frequency R, maximum amplitude Wmax1) obtained by the calculation unit 18 exceed the sixth threshold line WT6 and the seventh threshold line WT7, respectively. Determine if.

  FIG. 8 shows another conceptual diagram of the second failure determination. As in FIG. 7, the vertical axis indicates the amplitude W and the horizontal axis indicates the relative frequency R, which is stored in a storage device (not shown) as a second area map for performing the second failure determination. And 2nd area | region A2 which shows a light failure state is set. The second region A2 is a case where the amplitude W exceeds the eighth threshold line WT8 or the relative frequency R exceeds the ninth threshold line WT9. As the second failure determination, it is determined whether or not the amplitude W and the relative frequency R of the determination value A (relative frequency R, maximum amplitude Wmax1) obtained from the calculation unit 18 are included in the second region A2. The determination flow is the same as the flow shown in FIG. The eighth threshold straight line WT8 is set to a predetermined value based on experiments and results. Further, the ninth threshold line WT9 is determined by experiments, actual results, etc., and is set to about 10%, for example.

  The case where the relative frequency R is used for the abnormality determination is the same as the case where the continuation distance L of the first embodiment is used, and when the determination value A is included in the first region A1 as shown in FIGS. The major failure is determined and the railway vehicle 100 is stopped. When the railway vehicle 100 is included in the second area A2, the minor failure is determined and the post-operation inspection is focused. This procedure is preferably performed together with the failure determination using the continuation distance L of the first embodiment. This is because the amplitude W and the continuous distance L or both the amplitude W and the relative frequency R are monitored as parameters. For example, there are places where the railroad vehicle 100 easily shakes, such as a rail joint or a place where a light section enters a tunnel section. In such a place, there is a case where the railway vehicle 100 shakes greatly, and it is difficult to judge whether it is abnormal or a shake due to an external factor only by monitoring only the amplitude W by the sensor unit 14.

  However, it has been found that abnormalities can be detected more accurately by referring to the continuation distance L or the relative frequency R from many years of experience and results. For this reason, the vibration from the sensor unit 14 is acquired as the signal S1, and the calculation unit 18 obtains the determination value A from the signal S1, and performs the first failure determination or the second failure determination. When the determination value A is included in the first area A1 or the second area A2, it is determined as abnormal. Of course, it does not prevent the failure determination of the first embodiment and the failure determination of the second embodiment from being performed separately for each area.

  When a serious failure determination is made from the vibration of the sensor unit 14, measures such as stopping the railway vehicle 100 are performed. On the other hand, when a minor failure determination is made, it is possible to take measures such as focusing on maintenance after the operation of the railway vehicle 100. As a result, the safety of the railway vehicle 100 can be enhanced, and the stability of the operation of the railway vehicle 100 can be enhanced by reliably determining the failure.

  Next, a third embodiment of the present invention will be described. The third embodiment is substantially the same as the first embodiment, but the concept used for failure determination is slightly different. This will be described below.

  FIG. 9 is a conceptual diagram of third failure determination according to the third embodiment. The third failure determination is different from the area map used for the first failure determination and the second failure determination shown in the first embodiment and the first failure determination and the second failure determination shown in the second embodiment, and the amplitude is shown on the vertical axis. A scale for W is used, and a scale for amplitude W is also used on the horizontal axis. However, the parameter used on the vertical axis is the maximum value of the amplitude W, and the parameter used on the horizontal axis is the median value of the amplitude W. Moreover, the area | region which is not contained in 1st area | region A1 and 2nd area | region A2 is defined as the normal operation | movement range A3, About the threshold value, it is shown connected with the curve based on experience.

  In the third embodiment, an example is shown in which the parameter of the amplitude W is changed. However, it is not prohibited to use an average value in addition to the maximum value and the median value. Thus, even if the data is obtained from the same vibration, various cases can be dealt with by changing the evaluation method. Since the railway vehicle 100 differs in data obtained from its vibration depending on the travel section, the boarding rate, and the like, more accurate abnormality determination can be realized by performing abnormality determination in consideration of a plurality of conditions. Furthermore, as in the first embodiment and the second embodiment, by performing abnormality determination in combination with the continuation distance L, the relative frequency R, and the like, more accurate abnormality determination can be realized.

  Next, a fourth embodiment of the present invention will be described. The fourth embodiment is almost the same as the third embodiment, but the concept used for failure determination is slightly different. This will be described below.

  In FIG. 10, the conceptual diagram of the 4th failure determination of 4th Embodiment is shown. In the fourth failure determination, the continuous distance L is used for the first axis, the relative frequency R is used for the second axis, and the amplitude W is used for the third axis. That is, it is different in that a three-dimensional area map is used. In the fourth embodiment, by using a three-dimensional area map, it is possible to perform complex abnormality determination as in the third embodiment, and it is possible to realize more accurate abnormality determination.

  Next, a fifth embodiment of the present invention will be described. The fifth embodiment is substantially the same as the third embodiment, but will be described below as variations of the area map used for failure determination.

  FIG. 11 shows a conceptual diagram of the fifth failure determination in the fifth embodiment. The fifth failure determination uses the amplitude W on the vertical axis and the relative frequency R on the horizontal axis. The normal operation range A3 is defined as an area that is equal to or less than the tenth threshold line WT10 and equal to or less than the eleventh threshold line WT11. Further, the first area A1 is equal to or greater than the tenth threshold straight line WT10 and equal to or greater than the eleventh threshold straight line WT11, the intersection of the twelfth threshold straight line WT12 and the eleventh threshold straight line WT11, the thirteenth threshold straight line WT13, and the tenth threshold straight line WT10. It is defined as a region cut by a straight line connected at the intersecting points. The second region A2 is defined as a range that does not include the normal operation range A3.

  As mentioned above, although embodiment of the abnormality detection method of the railway vehicle 100 which concerns on this invention was described, this invention is not necessarily limited to this, A various change is possible in the range which does not deviate from the meaning. For example, in the first embodiment, although it is divided into two patterns of minor failure determination and serious failure determination, further subdivision is not prevented. Moreover, although several embodiment is introduced, it does not prevent judging abnormality by combining arbitrarily.

DESCRIPTION OF SYMBOLS 10 Car body 12 Bogie 14 Sensor part 16 Sampling part 18 Calculation part 20 Management apparatus 100 Railway vehicle A Determination value A1 1st area | region A2 2nd area | region

Claims (8)

In the railway vehicle abnormality detection method, which detects the abnormality by measuring the vibration of the railway vehicle,
A sensor unit for measuring the vibration generated in a specific part of the railway vehicle;
A sampling unit that samples the vibration signal measured by the sensor unit under a predetermined condition;
Using an arithmetic unit that determines the presence or absence of abnormality from the vibration signal sampled by the sampling unit;
In the calculation unit,
An amplitude value based on the vibration signal and a continuation distance value based on a distance at which the amplitude value of the vibration continuously exceeds a first threshold, or while the railcar travels a predetermined distance, Obtain a relative value based on a ratio of the amplitude value exceeding the first threshold, and use it as determination information regarding the vibration.
In a storage device that can communicate with the arithmetic unit,
The first axis is a scale related to the amplitude value, and one of the scale related to the amplitude value, the scale related to the continuation distance value, or the scale related to the relative value is the second axis, The first area map divided into the second area indicating the range of caution and the third area indicating the normal operating range, or the scale relating to the continuation distance value as the first axis, and the scale relating to the relative degree value is the second Store the second area map divided into the first area, the second area, and the third area as an axis,
In the calculation unit,
Determining whether or not the determination information is included in the first area or the second area with respect to the first area map or the second area map;
An abnormality detection method for railway vehicles characterized by the above. In the rail vehicle abnormality detection method according to claim 1,
In addition to the first axis and the second axis, any one of a scale related to the amplitude value, a scale related to the continuation distance value, or a scale related to the relative degree value is set as a third axis, and the first region, the first Storing a third area map divided into two areas and the third area in the storage device;
Determining whether or not the determination information is included in the first area or the second area with respect to the third area map;
An abnormality detection method for railway vehicles characterized by the above. In the rail vehicle abnormality detection method according to claim 1 or 2,
The above abnormality determination
A case where the determination information is included in the first region is a serious failure state,
A case where the determination information is included in the second region is a minor failure state,
Performing different protection operations at the stage of determining the major fault state and the stage of determining the minor fault state;
An abnormality detection method for railway vehicles characterized by the above. The abnormality detection method for a railway vehicle according to claim 3,
When it is determined that the major failure state, the vehicle is stopped as the protection operation,
An abnormality detection method for railway vehicles characterized by the above. The abnormality detection method for a railway vehicle according to claim 3,
The amplitude value based on the vibration signal uses a maximum value, a median value, an average value, or an effective value,
When using the amplitude value for each of the first axis and the second axis of the first area map, use different indices.
An abnormality detection method for railway vehicles characterized by the above. In the rail vehicle abnormality detection method according to claim 1,
In the first area map, a scale related to the amplitude value is used for the first axis, and a scale related to the amplitude value, the duration distance value or the relative degree value is used for the second axis,
The first region is
A region equal to or greater than a first threshold line orthogonal to the first axis and equal to or greater than a second threshold line orthogonal to the second axis;
The third region is
A region below a third threshold line orthogonal to the first axis and below a fourth threshold line orthogonal to the second axis;
The second region is
A region not including the first region and the third region;
An abnormality detection method for railway vehicles characterized by the above. The abnormality detection method for a railway vehicle according to claim 6,
The first region is
Greater than or equal to the first threshold line and greater than or equal to the second threshold line;
And a first point that is on the second threshold line and greater than or equal to the first threshold line, and a second point that is on the first threshold line and greater than or equal to the second threshold line. Connecting line segments,
A region not including a range surrounded by the first threshold line and the second threshold line;
An abnormality detection method for railway vehicles characterized by the above. In the rail vehicle abnormality detection method according to claim 1,
In the first area map, a scale related to the amplitude value is used for the first axis, and a scale related to the amplitude value or the duration value or the relative value value is used for the second axis,
The first region is a region equal to or greater than a first threshold curve,
The second region is a region below a second threshold curve;
An abnormality detection method for railway vehicles characterized by the above.

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