JP2020083249A - Abnormality detection method and abnormality detection device of air spring for railway vehicle - Google Patents

Abstract

To provide an abnormality detection method and an abnormality detection device of an air spring for a railway vehicle capable of performing abnormality determination of the air spring accurately based on diagonal imbalance of a vehicle body according to simple determination conditions.SOLUTION: The abnormality detection method includes: a measurement step of measuring the pressure of respective air springs AS1 to AS4 that are provided on each right and left of a front side truck 2 position on the front side of a vehicle body 1 of a railway vehicle 100 and a rear side truck 3 positioned on the rear side of the vehicle body 1 to adjust a distance between the vehicle 1 and the trucks 2, 3; a calculating step of calculating a moving average of each predetermined distance of the vehicle body 1 with respect to a diagonal imbalance value (A) of the air springs AS1 to AS4 arranged on a diagonal line; and a determination step of determining the presence/absence of abnormality of the air springs AS1 to AS4 according to a comparison result of the calculated moving average and a preset reference value.SELECTED DRAWING: Figure 2

Description

The present invention relates to an abnormality detection method and an abnormality detection device for an air spring for a railroad vehicle, and more particularly to an abnormality detection method and an abnormality detection device that are effective in preventing erroneous detection and erroneous determination due to a stop on a relaxation curve.

The pressure of the air springs provided on the left and right of the front bogie of the railway vehicle and the pressure of the air springs provided on the left and right of the rear bogie, respectively, are measured. Patent Documents 1 and 2 disclose a method of ensuring the safety of traveling by determining the inclination of the vehicle and whether or not the traveling speed is appropriate according to this inclination.

In the railway vehicle safe traveling system disclosed in Patent Document 1, the traveling wheel weight difference applied to the left and right wheels of the front bogie or the rear bogie is calculated while the speed of the rail vehicle is running at an initial value or higher, and Based on the speed and the state of the railroad track, the estimated wheel weight difference that will be applied to the left and right wheels of the front bogie or the rear bogie is calculated at the traveling position of the railway vehicle.
Further, in this railway vehicle safe running system, a risk factor for the railway vehicle is calculated from the above-described estimated wheel load difference, and when the risk factor becomes equal to or higher than a predetermined risk factor, processing for reducing the speed of the railway vehicle is performed. I do.

However, since Patent Document 1 is a system that calculates the risk rate based on the pressure difference between a pair of air springs located on the left and right of each bogie (front bogie, rear bogie), the vehicle can be adjusted to a relaxation curve where the cant changes. It is not possible to understand the problem when the vehicle is stopped and twisted.
Further, in Patent Document 1, there is a problem that it is determined to be abnormal even when the air spring is normal while the vehicle is running in a state where the cant is excessive or insufficient and when the vehicle is stopped.

Then, in order to prevent the above-described problems, in Patent Document 2, a diagonal unbalance of the air spring is used, and this is combined with the left and right unbalances to more accurately determine the abnormal state of the air spring. A method has been proposed.
Specifically, Patent Document 2 discloses an air spring abnormality detection for detecting abnormality of air springs provided on the left and right of a front bogie arranged on the front side of a vehicle body and a rear bogie arranged on the rear side of the vehicle body. In the system, a first judging means for judging whether or not the diagonal imbalance of the vehicle body is large, a second judging means for judging whether or not the lateral imbalance of the vehicle body is large, and the air spring is abnormal. And an abnormality determining means for determining whether or not

In this patent document 2, for example, while traveling in the medium-high speed range, the unbalance in the diagonal direction is large and continues for a predetermined time (10 seconds or more as a specific example) in the abnormality determining means, and in the left-right direction. When the imbalance is small, it is determined that the air spring is abnormal.

Japanese Patent No. 5582892 JP, 2016-159643, A

In the case of railway vehicles, there is a case where there is no choice but to stop on a relaxation curve with a cant when there is a station on the terrain or on the relaxation curve, at the direction of a signal, or when an emergency stop is required. When a railroad car is stopped on a relaxation curve with this cant, there is a difference between the cant at the front bogie position and the cant at the rear bogie position, so in a stopped state that is not affected by centrifugal force, etc. Since the front and rear bogies incline according to the cant, it is unavoidable that the vehicle body becomes twisted.
This twist is absorbed by the total of four air springs provided on the left and right of the front and rear bogies having different heights.
That is, the individual air springs supply and exhaust air until the individual heights fall within a predetermined height range by the side-by-side automatic height adjustment valve, thereby causing an imbalance in the pressure of each air spring, and in particular, It is known that the diagonal unbalance is large in the air springs located diagonally of the vehicle body.

Then, in the air spring abnormality detection system disclosed in Patent Document 2, the detection data of the pressure sensor that detects the pressure of each air spring is measured every time, and based on the diagonal unbalance of the vehicle body calculated from the detection data. The abnormality determination is made as to whether or not the air spring is abnormal.
However, in Patent Document 2, conditions such as the magnitude of the left and right unbalance, the duration of the diagonal unbalance, and the traveling speed are complicatedly involved as the determination standard when detecting the abnormality of the air spring. As a result, there is a problem in determining the abnormality of the air spring.

In an actual railroad vehicle, there may be an unintentional long time staying on a relaxation curve with a large twist due to a disorder of a diamond, etc. At this time, in Patent Document 2, a diagonally large imbalance (maximum However, it takes an extra time to return to the normal unbalanced value even after the operation is restarted, and it may be erroneously determined that the normal air spring is abnormal.
In Patent Document 2, in order to exclude such a state from the determination, conditions are set such that the duration of diagonal unbalance is taken into consideration and the determination is performed only at a certain speed or higher. However, in this case, there are cases in which the processing content becomes complicated, and there is a case where an unexpectedly long duration or a high traveling speed must be set, and there is a problem that the time during which abnormality determination cannot be performed becomes long.

The present invention has been made in view of the above-mentioned circumstances, and an air spring for a railway vehicle that can accurately perform abnormality determination of an air spring based on a diagonal unbalance of a vehicle body based on a simple determination condition. An abnormality detection method and an abnormality detection device are provided.

In order to solve the above problems, the present invention proposes the following means.
In the abnormality detection method for a railcar air spring according to the first aspect of the present invention, the front bogie is located on the front side of the vehicle body of the railroad vehicle, and the rear bogie is located on the rear side of the vehicle body. And a measuring step of measuring the pressure of each of the air springs for adjusting the distance between the carriage and the vehicle body, and calculating a moving average for each predetermined distance of the vehicle body with respect to a diagonal unbalance value of the air springs arranged on a diagonal line. And a determination step of determining the presence or absence of abnormality of the air spring based on the result of comparison between the calculated moving average and a preset reference value.

In the abnormality detecting device for an air spring for a railroad vehicle according to a second embodiment of the present invention, the front bogie is located on the front side of the vehicle body of the railroad vehicle and the rear bogie is located on the rear side of the vehicle body. And air springs for adjusting the distances between the carriage and the vehicle body, pressure sensors for measuring the pressures of the air springs, and abnormalities for judging the abnormality of the air springs by the pressures measured by the pressure sensors. A determination unit, wherein the abnormality determination unit calculates a moving average for each predetermined distance of the vehicle body with respect to a diagonal unbalance value of the air springs arranged on a diagonal line of the plurality of air springs, and the calculation is performed. The presence or absence of abnormality of the air spring is determined based on the result of comparison between the moving average and the reference value.

According to the present invention, the moving average for each predetermined distance of the railway vehicle is calculated with respect to the diagonal unbalance value of the air springs arranged on the diagonal line, and the moving average is compared with the preset reference value to obtain the air The presence/absence of a spring abnormality is determined.
Thus, in the present invention, since the moving unbalance of the railway vehicle for each predetermined distance is calculated with respect to the diagonal unbalance value of the air spring, the vehicle is placed on the relaxation curve with a large twist in which the cant changes due to the disturbance of the diamond or the like. The moving average of the diagonal unbalance values does not become an extremely large value regardless of whether the line has been on for a long time or only for a short time.
That is, in the present invention, for the diagonal unbalance value of the air spring, by adopting the method of calculating the moving average every time the railroad vehicle travels a predetermined distance, not every time the railroad vehicle has passed a certain time, It is possible to accurately determine the abnormality of the air spring based on the diagonal unbalance of the vehicle body without being affected by the change in the operating condition.
Further, in the present invention, since the presence or absence of abnormality of the air spring can be determined by the comparison result of the moving average of the diagonal unbalance value of the air spring and the preset reference value, it is possible to determine the abnormality of the air spring in the related art. Efficient abnormality determination can be performed without requiring complicated determination conditions.

It is a side view of the railcar of this embodiment. It is the figure which looked at FIG. 1 from the front. It is a top view which shows the position of the air spring (AS1-AS4) in the rail vehicle of FIG. 1 and FIG. 4 is a flowchart of an air spring abnormality detection process executed by an abnormality determination unit when the railway vehicle 100 is traveling. It is the graph which represented the abnormality determination condition of an air spring for every distance, (A) is a pressure change of an air spring (AS1-AS4), (B) is a diagonal unbalance value calculated from the pressure of an air spring. , (C) show changes in traveling speed for each position (1 km scale unit in the graph).

An abnormality detection method and an abnormality detection device for an air spring in a railway vehicle 100 applied to an embodiment of the present invention will be described with reference to FIGS. 1 to 5.

FIG. 1 is a side view showing a railway vehicle 100 of this embodiment, and FIG. 2 is a view of FIG. 1 viewed from the front. FIG. 3 is a plan view showing the positions of the air springs (AS1 to AS4) in the vehicle body 1 of FIGS. 1 and 2.

1 to 3, the front-rear direction, which is the traveling direction of the railroad vehicle 100 along the track, is the "arrow a1-a2 direction", and the vertical direction that is the height direction is the "arrow b1-b2 direction". , The left-right direction orthogonal to each of the front-back direction and the up-down direction is shown as “arrow c1-c2 direction”.

As shown in FIGS. 1 to 3, the railway vehicle 100 according to the present embodiment includes a vehicle body 1, a front bogie 2 arranged on the front side of the vehicle body 1, and a rear side arranged on the rear side of the vehicle body 1. The bogie 3, air springs AS1 to AS4 provided on the left and right of the front bogie 2 and the rear bogie 3, pressure sensors P1 to P4 for detecting the pressures of the air springs AS1 to AS4, and these pressure sensors P1 To an abnormality determination unit 10 that detects an abnormality of the air springs AS1 to AS4 based on the detection values of P4.

In addition, in the configuration shown in FIGS. 1 to 3, the air springs AS1 to AS4, the pressure sensors P1 to P4, and the abnormality determination unit 10 configure an abnormality detection device 101 (see FIG. 2) according to the present embodiment.
Further, as the air springs AS1 to AS4, when viewed from the vehicle center along the traveling direction, in one vehicle body 1, a front right air spring AS1 that serves as a right air spring of the front carriage 2 and a left air spring of the front carriage 2 are provided. A front left air spring AS2, a rear right air spring AS3 that serves as a right air spring for the rear carriage 3 and a rear left air spring AS4 that serves as a left air spring for the rear carriage 3.
As the pressure sensors P1 to P4, for example, existing pressure sensors for measuring the internal pressure of the air spring for brake control can be used.

Further, a height adjusting mechanism 20 is further provided on each vehicle body 1 of the railway vehicle 100.
As the height adjusting device 20, as shown in FIG. 1, a source air reservoir 21 in which compressed air generated by a compressor or the like is sequentially stored, and an automatic height adjusting valve LV are provided on the way and A branch pipe 22 for supplying the compressed air stored in the reservoir 21 to the air springs AS1 to AS4 and for discharging the compressed air inside the air spring is provided (in FIG. 1, connected to the air springs AS1 and AS3). Only the branch pipe 22 is shown).
These automatic height adjustment valves LV supply air from the original air reservoir 21 if the height of the air springs AS1 to AS4 is lower than a predetermined value, and discharge the internal air of the air springs AS1 to AS4 to the atmosphere if the height is higher than the predetermined value.

The compressed air stored in the original air reservoir 21 acts as a working fluid that expands and contracts the height of the air springs AS1 to AS4.
Then, in these automatic height adjustment valves LV, the air springs AS1 to AS4 correspond to the intervals between the vehicle body 1 and the front bogie 2 and the rear bogie 3 so that the air springs AS1 to AS4 maintain a predetermined height. Supply and exhaust air to and from AS4.
Here, in the automatic height adjustment valve LV, when the vehicle 100 is traveling on a track in which the cant changes, the heights from the respective parts of the trucks 2 and 3 to the respective parts of the vehicle body 1 are uneven at four locations, At this time, the heights of the air springs AS1 to AS4 are all adjusted to the same height by adjusting the air supply and exhaust to the air springs AS1 to AS4.
As a result, in the vehicle 100, a force in the torsional direction is applied to the vehicle body 1 and an imbalance occurs in the internal pressure of the air springs AS1 to AS4, and the diagonal imbalance value becomes large. , 3, the wheel load fluctuation becomes large.

The abnormality determination unit 10 is configured by, for example, a computer including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like. Various data and programs are stored in the ROM. The CPU reads out the specified program from the ROM, expands it in the RAM, and performs abnormality determination processing based on the expanded program.

Specifically, the abnormality determination unit 10 performs the air spring abnormality detection process shown in the flowchart of FIG. 4, for example, when the vehicle body 1 travels.
Note that the following processing flow is continuously performed when the train departs and while the train is temporarily stopped. That is, the processing flow of FIG. 4 is executed as the vehicle moves.
<<Step S1>>
At the same time when the railway vehicle 100 starts traveling, measurement of traveling distance is started based on traveling position data (km data) acquired from a vehicle monitor device or the like.

<<Step S2>>
In the four air springs AS1 to AS4 arranged on the vehicle body 1, pressure data is fetched from the pressure sensors P1 to P4 for detecting the internal pressure and stored in the memory.

<<Step S3>>
The pressure data AS1 to AS4 of the air springs AS1 to AS4 stored in step S2 are read and the pressure data AS1 to AS4 are smoothed.
Since the main purpose of the smoothing at this time is noise removal, time-based smoothing is used. Although this smoothing is necessary to remove electrical noise, it is not necessary to perform this smoothing in an environment with little noise, and this step S4 may be omitted.

<<Step S4>>
The diagonal unbalance value (A) is calculated by Equation 1 using the pressure data AS1 to AS4 of the air springs AS1 to AS4 as input values.
Diagonal unbalance value (A) = ((AS1 + AS4)-(AS2 + AS3)) / (AS1 + AS2 + AS3 + AS4)
......Equation 1

In this step S4, as shown in Formula 1, the sum of the internal pressure of the front right air spring AS1 and the rear left air spring AS4, and the sum of the internal pressure of the front left air spring AS2 and the rear right air spring AS3. The diagonal unbalance value (A) is calculated by dividing the diagonal pressure difference, which is the difference between and, by the sum of these four internal pressures.

<<Step S5>>
Based on the measurement value in step S1, it is determined whether or not the measurement value of the traveling distance of the vehicle body 1 has reached 100 m which is the minimum distance unit, the process proceeds to the next step S6 if YES, and the first if NO. Return to step S2.
In addition, in step S5, the traveling distance is grasped based on traveling position data (km data) acquired from a vehicle monitor device or the like, but the present invention is not limited to this, and the traveling speed is integrated, not the traveling position data itself. You may use the distance data obtained by doing.

<<Step S6>>
The diagonal unbalance value (A) calculated in step S5 is stored in the memory.
That is, the diagonal unbalance value (A) is stored in the memory in step S6 each time the vehicle body 1 travels the predetermined measurement distance (100 m in the embodiment) by sequentially performing the processes of steps S2 to S6 described above. ..

<<Step S7>>
In step 6, the moving average value is calculated from the 100 most recent data stored in the memory. Here, 100 points of memory data correspond to a travel distance of 10 km.
That is, by sequentially performing the processes of steps S2 to S7 described above as the railroad vehicle travels, a moving average value is calculated for each 10 km of the diagonal unbalance value (A) of 10 km every time the vehicle body 1 travels 100 m. To do.

<<Step S8>>
It is determined whether or not the diagonal unbalance value (A) calculated in step S7 exceeds a predetermined threshold Th (for example, about 0.2). If NO, the air springs AS1 to AS4 operate normally. If YES, the process returns to the previous step S2, and if YES, the process proceeds to the next step S9.

<<Step S9>>
As a result of the determination, it is determined that an abnormality has occurred in the air springs AS1 to AS4, and an alarm signal for notifying the abnormality is output to the monitor device of the driver's cab, and the process returns to step S2.

In the series of processing steps for abnormality determination shown in the above flowchart, steps S1 and S2 correspond to the measurement step, steps S3 to S7 correspond to the calculation step, and steps S8 and S9 correspond to the determination step.
Further, in the calculation step (steps S3 to S7), the diagonal calculated and smoothed based on the pressure value of the air springs AS1 to AS4 for each predetermined minimum distance unit (100 m in the case of the embodiment). From the first step (step S6) of storing the unbalanced value (A) and the diagonal unbalanced value (A) stored in the first step, a determination distance (10 km) that is predetermined and the state of the trajectory is leveled A second step (step S7) of calculating the moving average value for each of the above).

Next, with reference to FIGS. 5A to 5C, a specific example of the air spring abnormality determination based on the processing content of the flowchart shown in FIG. 4 will be described.
The graphs shown in FIGS. 5(A) to 5(C) are (A) pressure changes of the air springs AS1 to AS4 and (B) air when the vehicle body 1 passes through a station on a relaxation curve where the track has a twist. The change in the diagonal unbalance value (A) calculated from the pressure of the springs AS1 to AS4 and the change in the traveling speed (C) are shown for each position (in the graph, in units of 1 km scale).

First, it corresponds to the case where the vehicle body 100 stops at the position indicated by the symbol M1 in FIG. 5C at a station where the trajectory such as a relaxation curve is twisted (a station in the middle of a section where the cant is not constant). As shown by the symbol M2 in FIG. 5(A), the air spring internal pressure at the position may cause AS1 and AS4 located diagonally to fall, while AS2 and AS3 may rise.
The reason why such a phenomenon occurs is that a cant is provided on the relaxation curve road, and the orbit is twisted as the amount of the cant gradually increases toward the curve of the relaxation curve. In such a state of the track, even if the four air springs AS1 to AS4 are normal, the diagonal balance of the vehicle body 1 is lost during traveling on the gentle curve or while the vehicle is on the gentle curve.

At this time, when the diagonal unbalance value A′ (absolute value) is obtained by a time-based moving average at fixed time intervals, as indicated by the symbol M3 in FIG. The value A'may temporarily increase greatly.
After that, as indicated by the symbol M4 in FIG. 5B, the diagonal unbalance value A'returns to the normal value even after the stopped vehicle 100 resumes traveling and passes through the section where the track is twisted. It takes a long time (distance).
At this time, when the threshold Th used for the abnormality determination of the diagonal unbalance value is set to “±0.2”, the diagonal unbalance value A when the vehicle 100 is stopped for a long time in the section where the track is twisted Due to the abrupt change of ′, an abnormality may be determined even in the normal state.

On the other hand, as indicated by reference numeral M5 in FIG. 5B, in the diagonal unbalance A using the measured value smoothed based on the traveling distance according to the present invention, almost no change is observed even when the station is stopped. I can't. As a result, even if the vehicle body 100 is stopped for a long time in a section where the track is twisted, the diagonal imbalance value A does not change so much and is abnormal despite the normal state. It is possible to prevent the judgment from occurring.
As described above, in the conventional time-based smoothing in the air spring abnormality determination, it is necessary to take measures such as not performing abnormality determination based on the diagonal unbalance value (A′) at low speed or at a vehicle stop. This is not necessary for smoothing of. Therefore, according to the present method, it is possible to effectively perform the abnormality determination without limiting the time and the section in which the determination cannot be performed.

As described in detail above, according to the abnormality detection method and the abnormality detection device 101 for a railcar air spring according to the embodiment of the present invention, the diagonal unbalance values of the air springs AS1 to AS4 arranged diagonally ( For A), the moving average of the vehicle body 1 for each predetermined distance is calculated, and the presence or absence of abnormality of the air springs AS1 to AS4 is determined based on the result of comparison between the moving average and a preset reference value.
Accordingly, in the present embodiment, the moving average of the diagonal unbalance values (A) of the air springs AS1 to AS4 for each predetermined distance of the vehicle body 1 is calculated. The moving average of the diagonal unbalance value (A) does not become an extremely large value regardless of whether the vehicle stayed on the large relaxation curve for a long time or only for a short time.

That is, in the present embodiment, by adopting a simple method of calculating a moving average of the diagonal unbalance values (A) of the air springs AS1 to AS4 for each predetermined distance of the vehicle body 1 not for every fixed time, Therefore, the abnormality determination of the air springs AS1 to AS4 based on the diagonal unbalance of the vehicle body can be accurately made.
Further, in the present embodiment, the presence or absence of abnormality of the air springs AS1 to AS4 can be determined based on the result of comparison between the moving average of the diagonal unbalance values (A) of the air springs AS1 to AS4 and the preset reference value. It is possible to efficiently perform the abnormality determination of the air springs AS1 to AS4 without requiring a complicated determination condition such as the conventional abnormality determination of the air springs.

In addition, in the calculation process (steps S3 to S7) of the above embodiment, a smoothed diagonal unbalance value (A) based on the pressure values of the air springs AS1 to AS4 is calculated for each 100 m that is the minimum distance unit. Then, the moving average value in which the state of the track is leveled is calculated from the diagonal unbalance value (A) of the latest determination distance (10 km) (step S6).
At this time, 100 m, which is the minimum distance unit set in step S6, and 10 km, which is the determination distance set in step S7, can be appropriately changed according to the abnormality determination condition.

A rough guideline for the minimum distance unit is a relaxation curve that causes fluctuations in the unbalanced value, but considering that the values in this range must also be added to the judgment, approximately 5 points are required for each relaxation curve. It is believed that That is, about 20% of the length of a typical steep curve existing in a line section to which the present method is applied (a steep curve generally has a large cant and an imbalance in the relaxation curve tends to be large) The length should be the minimum distance unit.
As a rough guideline for the judgment distance, in order to avoid the fluctuation of the value on the relaxation curve from having a great influence on the judgment, the length of one relaxation curve may be set to about 5% of the judgment distance. That is, it is advisable to set the determination distance to about 20 times the typical length of the relaxation curve of the sharp curve of the applicable line section.
Further, the threshold value Th (for example, about 0.2) set as the reference value in step S9 can be appropriately changed according to the state of the line and the like.

Further, in the above-described embodiment, the diagonal unbalance value (A) obtained in step S4 is corrected by an offset value determined in advance for each vehicle in consideration of an error unique to the vehicle to be measured and the bogie. Is preferred.

Further, in the above embodiment, the diagonal unbalance value (A) is calculated based on the pressure values of the air springs AS1 to AS4, but the present invention is not limited to this, and the air springs AS1 to AS4 are replaced with the pressure values of the air springs AS1 to AS4. The diagonal unbalance value (A) may be calculated based on the measurement values obtained by measuring the heights of the springs AS1 to AS4.

Further, in the above embodiment, the moving average is used as the smoothing method, but the smoothing method is not limited to this (for example, various low-pass filters can be used).
Further, in the numerical formula 1, the denominator is the sum of the pressure values of the air springs AS1 to AS4, but, for example, a value obtained by multiplying the value corresponding to the average value of the air spring internal pressures at four locations used for brake control by four times is also used. (In the actual use, it is possible to use a value obtained by multiplying the value corresponding to the average value of the air spring internal pressures at four places by four instead of sequentially obtaining the sum).

Although the embodiment of the present invention has been described in detail above with reference to the drawings, the specific configuration is not limited to this embodiment, and includes design changes and the like within a range not departing from the gist of the present invention.

The present invention relates to an abnormality detection method and an abnormality detection device applied to an air spring for a railway vehicle.

1 Vehicle Body 2 Front Bogie 3 Rear Bogie 10 Abnormality Judgment Unit 20 Height Adjusting Device 21 Source Air Reservoir 22 Branch Pipe 100 Railway Vehicle 101 Abnormality Detection Device A Diagonal Unbalance Value AS1 to AS4 Air Spring P1 to P4 Pressure Sensor

Claims (7)

Measurements that measure the pressure of air springs that are provided on the left and right of the front bogie located on the front side of the vehicle body of the railway vehicle and the rear bogie located on the rear side of the body, and that adjust the distance between the bogie and the vehicle body. Process,
A calculation step of calculating a moving average for each predetermined distance of the vehicle body with respect to a diagonal unbalance value of the air springs arranged on a diagonal line;
A method of detecting an abnormality in an air spring for a railway vehicle, comprising: a determination step of determining whether or not there is an abnormality in the air spring based on a result of comparison between the calculated moving average and a preset reference value. In the calculation step,
A first step of storing a diagonal unbalance value calculated and smoothed based on the pressure value of the air spring for each predetermined minimum distance unit;
A second step of calculating a moving average value for each determination distance that is predetermined and the state of the trajectory is leveled from the diagonal unbalance value stored in the first step. 1. A method for detecting an abnormality in an air spring for a railway vehicle according to 1. The abnormality detection method for an air spring for a railway vehicle according to claim 2, wherein the minimum distance unit and the determination distance are determined based on a typical relaxation curve length of a sharp curve. The diagonal unbalance value in the calculation step is calculated by dividing the difference between the pressure average values of the air springs of each pair located diagonally by the sum of the pressure average values of all the air springs. The method for detecting an abnormality in an air spring for a railway vehicle according to claim 2 or 3. The diagonal unbalance value corrects an error peculiar to a vehicle to be measured and a dolly by an offset value which is predetermined for each vehicle. Abnormality detection method for air springs for railway vehicles. The diagonal unbalance value is calculated based on a measurement value obtained by measuring the height of the air spring instead of the pressure value of the air spring. Abnormality detection method for air springs for railway vehicles. Air springs provided on the left and right of the front bogie located on the front side of the vehicle body of the railway vehicle and the rear bogie located on the rear side of the vehicle body, and adjusting the distance between the bogie and the vehicle body, respectively.
A pressure sensor for measuring the pressure of each of these air springs,
An abnormality determination unit that determines an abnormality of each of the air springs by the pressure measured by these pressure sensors,
The abnormality determination unit calculates a moving average for each predetermined distance of the vehicle body with respect to a diagonal unbalance value of the air springs arranged on a diagonal line of the plurality of air springs, and calculates the moving average and the reference value. The presence/absence of abnormality of the air spring is determined based on the comparison result of (1).

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