JP2020106389A - Rolling stock abnormality detector and system equipped with the same - Google Patents

Abstract

To heighten the sensitivity of detecting the abnormality of a support part mounted in a rolling stock.SOLUTION: A rolling stock comprises a first to a fourth support part respectively arranged at four corners of a virtual square in a plan view, the first and fourth support parts being arranged on a first diagonal line of the virtual square, the second and third support parts being arranged on a second diagonal line of the virtual square. An abnormality detector of the rolling stock comprises a first angular speed acquisition unit for acquiring a first angular speed in the periphery of the first diagonal line, a second angular speed acquisition unit for acquiring a second angular speed in the periphery of the second diagonal line, and a determination unit for determining abnormality in the second or third support part on the basis of the first angular speed acquired by the first angular speed acquisition unit, and determining abnormality in the first or fourth support part on the basis of the second angular speed acquired by the second angular speed acquisition unit.SELECTED DRAWING: Figure 1

Description

The present disclosure relates to an abnormality detection device for a railway vehicle including first to fourth support portions arranged at four corners of a virtual quadrangle in plan view, and a system including the abnormality detection device.

The spring system of railway vehicles is inspected regularly by visual inspection. Periodic inspections leave gaps between inspections, and visual inspections are left to the discretion of the operator. Therefore, in Patent Document 1, it is proposed to install a plurality of vertical acceleration sensors on the bogie frame and determine the abnormality of the spring system based on the detection values of the sensors.

JP, 2012-111319, A

However, in the configuration of Patent Document 1, each of the acceleration sensors is affected by all the springs, so that failure of one spring affects each of the acceleration sensors. Therefore, the degree of the influence of failure of one spring on one acceleration sensor is diluted, and sensitivity of abnormality detection of the spring is lowered.

Therefore, it is an object of the present invention to increase the sensitivity of abnormality detection for railway vehicles.

An abnormality detection device for a railway vehicle according to an aspect of the present disclosure is a railway vehicle that includes first to fourth support portions that are respectively arranged at four corners of a virtual quadrangle in a plan view, and is the first vehicle in a plan view. 1 of the railroad vehicle in which the first support portion and the fourth support portion are arranged on a first diagonal line of the virtual quadrangle, and the second support portion and the third support portion are arranged on a second diagonal line of the virtual quadrangle. An abnormality detection device, wherein a first angular velocity acquisition unit that acquires a first angular velocity around the first diagonal line, a second angular velocity acquisition unit that acquires a second angular velocity around the second diagonal line, and the first angular velocity acquisition unit An abnormality in the second support portion or the third support portion is determined on the basis of the first angular velocity acquired by the section, and the first angular velocity is determined by the second angular velocity acquired by the second angular velocity acquisition section. And a determination unit that determines an abnormality in the support unit or the fourth support unit.

According to the above configuration, the first angular velocity around the first diagonal calculated by the first angular velocity acquisition unit is influenced by the second support unit and the third support unit arranged outside the first diagonal line, It is not affected by the first support portion and the fourth support portion arranged diagonally. Similarly, the second angular velocity around the second diagonal line calculated by the second angular velocity acquisition unit is influenced by the first support unit and the fourth support unit arranged outside the second diagonal line, and is on the second diagonal line. It is not affected by the arranged second support portion and third support portion. That is, one angular velocity around one diagonal line is affected by only two of the first to fourth support parts. Therefore, the degree of influence of the abnormality in one of the first to fourth support portions on the physical quantity (angular velocity) to be monitored increases, and the detection sensitivity of the abnormality in the support portion can be increased.

An abnormality detection system for a railway vehicle according to an aspect of the present disclosure includes the abnormality detection device described above, a first angular velocity sensor that detects the first angular velocity, and a second angular velocity sensor that detects the second angular velocity. The first angular velocity acquisition unit of the abnormality detection device receives the detection value of the first angular velocity sensor, and the second angular velocity acquisition unit of the abnormality detection device receives the detection value of the second angular velocity sensor. ..

According to the above configuration, two sensors are sufficient to detect the abnormality of the first to fourth support portions, so that the number of sensors can be reduced and the cost can be reduced. Further, since each sensor detects an angular velocity, not an acceleration, the sensors can be arranged close to each other at a position where the angular velocity around each diagonal can be detected. Therefore, the degree of freedom in arranging the sensors in the railway vehicle can be increased.

According to the present disclosure, it is possible to enhance the sensitivity of detecting an abnormality in a support portion mounted on a railway vehicle.

(A) is a schematic plan view showing the abnormality detection system according to the first embodiment applied to a primary suspension (coil spring) of a railway vehicle, and (B) is a schematic side view thereof. It is a block diagram of the abnormality detection device shown in FIG. (A) is a graph showing a roll angular velocity in a normal state and an abnormal state of a comparative example, and (B) is a graph showing a pitch angular velocity in a normal state and an abnormal state of the comparative example. (A) is a graph showing the first angular velocity in the normal state and abnormal state of the embodiment, and (B) is a graph showing the second angular velocity in the normal state and abnormal state of the embodiment. It is a schematic plan view which shows the abnormality detection system which concerns on 2nd Embodiment applied to the primary suspension (leaf spring) of a railway vehicle. It is a schematic plan view which shows the abnormality detection system which concerns on 3rd Embodiment applied to the secondary suspension (air spring) of a rail vehicle.

Hereinafter, embodiments will be described with reference to the drawings.

(First embodiment)
FIG. 1(A) is a schematic plan view showing an abnormality detection system 1 according to the first embodiment applied to a primary suspension (axial spring) of a railway vehicle, and FIG. 1(B) is a schematic side view thereof. is there. As shown in FIGS. 1A and 1B, the abnormality detection system 1 is applied to a general truck 51 of a railroad vehicle.

The bogie 51 includes a bogie frame 64. The bogie frame 64 has a lateral beam 64a extending in the lateral direction (width direction) orthogonal to the vehicle traveling direction (vehicle longitudinal direction), and a pair of side beams 64b extending from the both ends of the lateral beam 64a in the vehicle traveling direction. The trolley|bogie 51 is arrange|positioned at the both sides of the trolley|bogie frame 64 in the vehicle advancing direction, and is equipped with the 1st wheel axle 61A and the 2nd wheel axle 61B arrange|positioned mutually parallel. The trolley|bogie 51 is equipped with the 1st axle box 62A and the 2nd axle box 62B which accommodate the bearing which supports both ends of 61 A of 1st wheel axles, respectively.

The dolly 51 includes a first shaft spring 63A provided between one end of one side beam 64b and the first axle box 62A, and a first shaft spring 63A between one end of the other side beam 64b and the second axle box 62B. The second axial spring 63B, the third axial spring 63C interposed between the other end of the one side beam 64b and the third axial box 62C, and the other end of the other side beam 64b. And a fourth shaft spring 63D provided between the portion and the fourth shaft box 62D. The first to fourth shaft springs 63A to 63D serve as primary suspensions respectively arranged between the first to fourth shaft boxes 62A to 62D and the bogie frame 64. The first to fourth axial springs 63A to 63D are, for example, coil springs.

The dolly 51 includes a first shaft beam 65A protruding from the first shaft box 62A toward the one side beam 64b and a third shaft beam 65C protruding from the third shaft box 62C toward the one side beam 64b. Prepare Although not shown, the bogie 51 similarly includes a second axial beam and a fourth axial beam on the side of the second axial spring 63B and the fourth axial spring 63D. A first mandrel 66A, which is connected to one of the side beams 64b and rotatably supports the first shaft beam 65A, is provided at a tip portion of the first shaft beam 65A. A third mandrel 66C, which is connected to the one side beam 64b and rotatably supports the third shaft beam 65C, is provided at the tip of the third shaft beam 65C. Although not shown, the bogie 51 similarly includes a second mandrel and a fourth mandrel on the side of the second shaft spring 63B and the fourth shaft spring 63D.

A portion (center portion) of the first shaft spring 63A overlapping with the first shaft box 62A in a plan view is a first support portion P1 for supporting the bogie frame 64. A portion (center portion) of the second shaft spring 63B overlapping with the second shaft box 62B in a plan view is a second support portion P2 for supporting the bogie frame 64. A portion (center portion) of the third axial spring 63C overlapping with the third axial box 62C in a plan view is a third support portion P3 for supporting the bogie frame 64. A portion of the fourth shaft spring 63D that overlaps with the fourth shaft box 62D in a plan view is a fourth support portion P4 for supporting the bogie frame 64.

The first to fourth support portions P1 to P4 are respectively located at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, when an unintended change (abnormality) occurs in the rigidity of the first shaft spring 63A or the fourth shaft spring 63D (the first support portion P1 and the fourth support portion P4), the bogie frame 64 causes the second diagonal line L2. The posture changes by rotating around. When an unintended change (abnormality) occurs in the rigidity of the second shaft spring 63B or the third shaft spring 63C (the second support portion P2 and the third support portion P3), the bogie frame 64 causes the first diagonal line L1. The posture changes by rotating around.

The abnormality detection system 1 includes an abnormality detection device 10 and a first angular velocity sensor 11 and a second angular velocity sensor 12 mounted on the carriage 51. The first angular velocity sensor 11 is a rate sensor that detects a first angular velocity that is an angular velocity of rotation of the bogie frame 64 around the first diagonal line L1. The second angular velocity sensor 12 is a rate sensor that detects a second angular velocity that is an angular velocity of rotation of the bogie frame 64 around the second diagonal line L2. The first angular velocity sensor 11 and the second angular velocity sensor 12 are installed on the bogie frame 64 (for example, the lateral beam 64a). The first angular velocity sensor 11 and the second angular velocity sensor 12 may be arranged close to each other as long as they can detect the first angular velocity and the second angular velocity, respectively, or may be integrated into one unit.

FIG. 2 is a block diagram of the abnormality detection device 10 shown in FIG. As shown in FIG. 2, the abnormality detection device 10 includes a processor, a volatile memory, a nonvolatile memory, an I/O interface, and the like in terms of hardware. The abnormality detection device 10 includes a first angular velocity acquisition unit 21, a second angular velocity acquisition unit 22, a determination unit 23, and an output unit 24 in terms of function. The first angular velocity acquisition unit 21, the second angular velocity acquisition unit 22, and the determination unit 23 are realized by the processor performing arithmetic processing using a volatile memory based on the program stored in the non-volatile memory. The output unit 24 is realized by an I/O interface.

The first angular velocity acquisition unit 21 receives the detection value of the first angular velocity sensor 11 and acquires the first angular velocity. The second angular velocity acquisition unit 22 receives the detection value of the second angular velocity sensor 12 and acquires the second angular velocity. If a sensor that directly detects the first angular velocity and the second angular velocity is not provided, the first angular velocity and the second angular velocity may be calculated from the angular velocities in other directions. For example, the first angular velocity and the second angular velocity may be obtained by calculation from the roll rate (roll angular velocity) and the pitch rate (pitch angular velocity).

The determination unit 23 determines an abnormality in the second support portion P2 or the third support portion P3 based on the first angular velocity acquired by the first angular velocity acquisition unit 21. The determination unit 23 determines an abnormality in the first support portion P1 or the fourth support portion P4 based on the second angular velocity acquired by the second angular velocity acquisition unit 22. The abnormality in the first to fourth support portions P1 to P4 is, for example, abnormality in the first to fourth shaft springs 63A to 63D (for example, change in rigidity (spring constant)).

When it is determined that the first angular velocity exceeds the predetermined allowable range, the determination unit 23 determines that an abnormality has occurred in the second support portion P2 or the third support portion P3. For example, when the first angular velocity acquired by the first angular velocity acquisition unit 21 deviates from the previously stored normal first angular velocity value by more than a predetermined ratio, the determination unit 23 determines the second support P2. Alternatively, it may be determined that an abnormality has occurred in the third support portion P3. Alternatively, the determination unit 23 determines that an abnormality has occurred in the second support portion P2 or the third support portion P3 when the first angular velocity acquired by the first angular velocity acquisition unit 21 exceeds a predetermined threshold value. Good.

Similarly, when it is determined that the second angular velocity exceeds the predetermined allowable range, the determination unit 23 determines that an abnormality has occurred in the first support portion P1 or the fourth support portion P4. For example, when the second angular velocity acquired by the second angular velocity acquisition unit 22 deviates from the previously stored value of the normal second angular velocity by more than a predetermined ratio, the determination unit 23 determines the first support P1. Alternatively, it may be determined that an abnormality has occurred in the fourth support portion P4. Alternatively, the determination unit 23 determines that an abnormality has occurred in the first support portion P1 or the fourth support portion P4 when the second angular velocity acquired by the second angular velocity acquisition unit 22 exceeds a predetermined threshold value. Good.

When the determination unit 23 determines that an abnormality has occurred, the output unit 24 transmits the abnormality to an external device (for example, a driver's cab display device of a rail vehicle, a server of a base station, etc.).

FIG. 3A is a graph showing the roll angular velocity in the normal state and the abnormal state of the comparative example, and FIG. 3B is a graph showing the pitch angular velocity in the normal state and the abnormal state of the comparative example. FIG. 4A is a graph showing the first angular velocity in the normal state and abnormal state of the embodiment, and FIG. 4B is a graph showing the second angular velocity in the normal state and abnormal state of the embodiment. In the comparative example and the example, a computer simulation is used to set the rigidity (spring constant) of the first to fourth axial springs 63A to 63D to 100% in a normal state and the rigidity of the second to fourth axial springs 63B to 63D. The motion analysis was performed under the abnormal condition in which the (spring constant) was 100% and the rigidity (spring constant) of the first axial spring 63A was 90%. That is, the abnormal state is assumed to be a state in which abnormality occurs in the rigidity of only the first shaft spring 63A.

In the comparative example, the roll angular velocity and the pitch angular velocity of the bogie frame were evaluated in each of the normal state and the abnormal state. In the example, the first angular velocity around the first diagonal line L1 and the second angular velocity around the second diagonal line L2 of the bogie frame were evaluated in each of the normal state and the abnormal state. That is, the physical quantities to be evaluated are the roll angular velocity and the pitch angular velocity in the comparative example, and the first angular velocity and the second angular velocity in the example. The graphs of FIGS. 3A and 3B and FIGS. 4A and 4B show the actual value of the physical quantity of the evaluation target obtained in time series (the actual value of the roll angular velocity in the case of FIG. The root mean square (RMS) value at 1-second intervals calculated from the raw data) is made dimensionless by the average value of the RMS values at normal time acquired in advance, and the center value of the time series data is displayed as "1". Is.

As can be seen from FIGS. 3A and 3B, in the comparative example, although the data in the abnormal state deviates from the data in the normal state in both the roll angular velocity and the pitch angular velocity, the deviance is small and it is difficult to distinguish them from each other. Anomaly detection sensitivity is low. It is considered that this is because the influence of the decrease in the rigidity of the first axial spring 63A affects both the roll angular velocity and the pitch angular velocity, and thus the influence is diluted.

On the other hand, as can be seen from FIGS. 4A and 4B, in the embodiment, the data in the abnormal state at the first angular velocity almost match the data in the normal state, but the data in the abnormal state at the second angular velocity is normal. It greatly deviates from the state data, and the sensitivity of abnormality detection increases. As described above, by monitoring the second angular velocity, the abnormality of the first axial spring 63A can be easily detected.

According to the configuration described above, the first angular velocity around the first diagonal line L1 calculated by the first angular velocity acquisition unit 21 has the second support portion P2 and the third support portion arranged outside the first diagonal line L1. It is influenced by P3 and is not influenced by the first support portion P1 and the fourth support portion P4 arranged on the first diagonal line L1. Similarly, the second angular velocity around the second diagonal line L2 calculated by the second angular velocity acquisition unit 22 is influenced by the first support portion P1 and the fourth support portion P4 arranged outside the second diagonal line L2, It is not affected by the second support portion P2 and the third support portion P3 arranged on the second diagonal line L2. That is, one angular velocity around one diagonal line is affected by only two support parts of the first to fourth support parts P1 to P4. Therefore, the degree of influence of the abnormality of one of the first to fourth support portions P1 to P4 on the physical quantity (angular velocity) to be monitored increases, and the detection sensitivity of the abnormality in the support portions P1 to P4 can be increased. it can.

Moreover, since two sensors (the first and second angular velocity sensors 11 and 12) are sufficient for detecting the abnormality of the first to fourth support portions P1 to P4, the number of sensors can be reduced and the cost can be reduced. it can. Further, since the sensors 11 and 12 detect not the acceleration but the angular velocity, the sensors 11 and 12 can be arranged close to each other as long as the angular velocity around the diagonal lines L1 and L2 can be detected. Therefore, the degree of freedom in arranging the sensors in the railway vehicle can be increased.

(Second embodiment)
FIG. 5 is a schematic plan view showing an abnormality detection system 101 according to the second embodiment applied to a primary suspension (leaf spring) of a railway vehicle. As shown in FIG. 5, the abnormality detection system 101 is applied to a leaf spring type bogie 151 of a railway vehicle.

The bogie 151 includes a bogie frame 164 having a lateral beam and side beams omitted. The carriage 151 has a first leaf spring 163A having one end supported by the first axle box 62A and the other end supported by the third axle box 62C, and one end supported by the second axle box 62B and a fourth leaf spring 163A. A second plate spring 163B, the other end of which is supported by the axle box 62D, is provided. The central portion of the first leaf spring 163A supports one end portion of the bogie frame 164 in the lateral direction, and the central portion of the second leaf spring 163B supports the other end portion of the bogie frame 164 in the lateral direction. In addition, an intervening member (for example, a support tool, a rubber isolator, etc.) is interposed between the leaf springs 163A and 163B and the bogie frame 164, and between the leaf springs 163A and 163B and the axle boxes 63A to 63D. obtain.

One end of the first leaf spring 163A that overlaps the first axle box 62A in a plan view is a first support portion P1 for supporting the bogie frame 164. One end portion of the second plate spring 163B overlapping with the second axle box 62B in a plan view is a second support portion P2 for supporting the bogie frame 164. The other end of the first plate spring 163A that overlaps with the third axle box 62C in a plan view is a third support portion P3 for supporting the bogie frame 164. The other end of the second plate spring 163B overlapping with the fourth axle box 62D in a plan view is a fourth support portion P4 for supporting the bogie frame 164.

The first to fourth support portions P1 to P4 are respectively located at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, when an unintended change (abnormality) occurs in the rigidity of the one end portion (first support portion P1) of the first leaf spring 163A or the other end portion (fourth support portion P4) of the second leaf spring 163B, The bogie frame 164 rotates around the second diagonal line L2 to change its posture. When an unintended change (abnormality) occurs in the rigidity of one end of the second plate spring 163B (second support part P2) or the other end of the first plate spring 163A (third support part P3), The bogie frame 164 rotates around the first diagonal line L1 to change its posture.

The abnormality detection system 101 includes the abnormality detection device 10 and the first angular velocity sensor 11 and the second angular velocity sensor 12 mounted on the carriage 51, as in the first embodiment. The first angular velocity sensor 11 detects a first angular velocity that is an angular velocity of rotation of the bogie frame 164 around the first diagonal line L1. The second angular velocity sensor 12 detects a second angular velocity that is an angular velocity of rotation of the bogie frame 164 around the second diagonal line L2. Since the processing content of the abnormality detection device 10 is the same as that of the first embodiment, detailed description thereof will be omitted. In this way, even with a dolly without side beams, it is possible to increase the sensitivity of detecting an abnormality in the support portion of the dolly, as in the first embodiment.

(Third Embodiment)
FIG. 6 is a schematic plan view showing an abnormality detection system 201 according to the third embodiment applied to a secondary suspension (air spring) of a railway vehicle. As shown in FIG. 6, the abnormality detection system 201 is applied to the vehicle body 52 of a railway vehicle.

The railroad vehicle includes a vehicle body 52, a first truck 51A that supports one end of the vehicle body 52, and a second truck 51B that supports the other end of the vehicle body 52. A first air spring 53A and a second air spring 53B, which are laterally separated from each other, are interposed between the vehicle body 52 and the first carriage 51A. A third air spring 53C and a fourth air spring 53D that are laterally separated from each other are interposed between the vehicle body 52 and the second carriage 51B. The first and second air springs 53A, 53B serve as a secondary suspension arranged between the first carriage 51A and the vehicle body 52, and the third and fourth air springs 53C, 53D serve as the second carriage 51B. And plays a role of a secondary suspension arranged between the vehicle body 52 and the vehicle body 52.

A portion of the first air spring 53A that overlaps the vehicle body 52 in a plan view is a first support portion P1 for supporting the vehicle body 52. A portion of the second air spring 53B that overlaps the vehicle body 52 in a plan view is a second support portion P2 for supporting the vehicle body 52. A portion of the third air spring 53C that overlaps the vehicle body 52 in a plan view is a third support portion P3 for supporting the vehicle body 52. A portion of the fourth air spring 53D that overlaps the vehicle body 52 in a plan view is a fourth support portion P4 for supporting the vehicle body 52.

The first to fourth support portions P1 to P4 are respectively located at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, when an unintended change (abnormality) occurs in the rigidity of the first air spring 53A (first support portion P1) or the fourth air spring 53D (fourth support portion P4), the vehicle body 52 moves to the second diagonal line L2. The posture changes by rotating around. When an unintended change (abnormality) occurs in the rigidity of the second air spring 53B (second support portion P2) or the third air spring 53C (third support portion P3), the vehicle body 52 moves to the first diagonal line L1. The posture changes by rotating around.

The abnormality detection system 201 includes the abnormality detection device 10 and the first angular velocity sensor 11 and the second angular velocity sensor 12 mounted on the vehicle body 52. The first angular velocity sensor 11 detects a first angular velocity that is an angular velocity of rotation of the vehicle body 52 around the first diagonal line L1. The second angular velocity sensor 12 detects a second angular velocity that is an angular velocity of rotation of the vehicle body 52 around the second diagonal line L2. Since the processing content of the abnormality detection device 10 is the same as that of the first embodiment, detailed description thereof will be omitted. As described above, even if the application target is the secondary suspension, it is possible to increase the detection sensitivity of the abnormality in the support portion of the vehicle body 52, as in the first embodiment.

1, 101, 201 Abnormality Detection System 10 Abnormality Detection Device 11 First Angular Velocity Sensor 12 Second Angular Velocity Sensor 21 First Angular Velocity Acquisition Unit 22 Second Angular Velocity Acquisition Unit 23 Judgment Units 51, 51A, 51B, 151 Bogie 52 Vehicle Body 53A to 53D First to fourth air springs (secondary suspension)
62A-62D 1st-4th axle box 63A-64D 1st-4th axle spring (primary suspension)
64,164 Bogie frame 163A, 163B First and second leaf springs (primary suspension)
L1 1st diagonal line L2 2nd diagonal line P1-P4 1st-4th support part

Claims (4)

It is a railway vehicle provided with the 1st-4th support part respectively located in four corners of a virtual quadrangle in planar view, and the 1st support part and the 4th support part are the 1st of the above-mentioned virtual quadrangle in a plan view. An abnormality detection device for a railway vehicle, which is arranged on a diagonal line and in which the second support portion and the third support portion are arranged on a second diagonal line of the virtual quadrangle,
A first angular velocity acquisition unit that acquires a first angular velocity around the first diagonal line;
A second angular velocity acquisition unit that acquires a second angular velocity around the second diagonal line;
Based on the first angular velocity acquired by the first angular velocity acquisition unit, an abnormality in the second support unit or the third support unit is determined, and based on the second angular velocity acquired by the second angular velocity acquisition unit And a determination unit that determines an abnormality in the first support portion or the fourth support portion. The railway vehicle includes a primary suspension arranged between the axle box and the bogie frame of the bogie,
The abnormality detection device for a rail vehicle according to claim 1, wherein the first to fourth support portions are portions of the primary suspension that overlap the axle box. The railway vehicle includes a secondary suspension arranged between a car body and a bogie,
The abnormality detection device for a railway vehicle according to claim 1, wherein the first to fourth support portions are portions of the secondary suspension that overlap the vehicle body. An abnormality detection device according to any one of claims 1 to 3,
A first angular velocity sensor for detecting the first angular velocity;
A second angular velocity sensor for detecting the second angular velocity,
The first angular velocity acquisition unit of the abnormality detection device receives a detection value of the first angular velocity sensor,
The abnormality detection system for a railway vehicle, wherein the second angular velocity acquisition unit of the abnormality detection device receives a detection value of the second angular velocity sensor.

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