JP2023086002A - Abnormality detection device and abnormality detection method - Google Patents

Abstract

To provide an abnormality detection device capable of accurately detecting abnormality of a damper device mounted on a truck.SOLUTION: An abnormality detection device 1 has a processing unit 25 executing detection processing for detecting abnormality of a damper device 5a and a damper device 5b. The processing unit 25 acquires first data, which indicates a relation between a first moving distance of a railway vehicle 7 and a physical amount PQ1 of a preceding truck 3a, and second data, which indicates a relation between the first moving distance and a physical amount PQ1 of a following truck 3b. In relation to a first mutual correlation function between the first data and the second data with a first shift distance as a first variable, the abnormality of the damper device 5a and the damper device 5b is detected based on a first arithmetic value of the first mutual correlation function calculated when a first predetermined distance is substituted for the first variable. The first predetermined distance is set such that a difference between the first predetermined distance and a track intercentral distance is 0 or within a predetermined range.SELECTED DRAWING: Figure 1

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an abnormality detection device and an abnormality detection method for detecting an abnormality in a damper device of a railway vehicle.

In railway vehicles, when an abnormality occurs in a bogie or the like, abnormal vibrations unique to the car body or bogie appear, so abnormalities in the bogie or damper device, etc. are detected based on the vibration of the car body or bogie. there is

In Japanese Patent Application Laid-Open No. 2000-6807 (Patent Document 1), in a railway vehicle, acceleration detection means are provided on each of a plurality of bogies deployed in the vehicle, and acceleration signals detected by these acceleration detection means are compared. However, a technique is disclosed that includes detection means for determining that an abnormality has occurred when one of the signals has a value greater than a predetermined value with respect to the other acceleration signals.

Japanese Patent Application Laid-Open No. 2004-90848 (Patent Document 2) discloses an abnormality detection device for railway vehicles that detects an abnormality in a plurality of railway vehicles forming a train. Sampling means for measuring at intervals, computing means for obtaining acceleration power or angular velocity power with respect to spatial frequency by taking mean square after band-pass filtering of vibration acceleration or angular velocity measurement signals, normalization of acceleration power or angular velocity power, and A technique is disclosed that includes an abnormality detection means for detecting an abnormality that has occurred in a railroad vehicle by comparing the normalized value with a threshold value.

Non-Patent Document 1 discloses a technique that uses cross-correlation between measurements from two bogie-mounted accelerometers as an effective method for fault detection and condition monitoring of railway suspensions. In the technique described in Non-Patent Document 1, as an abnormality detection means for dampers mounted on two trucks arranged in a vehicle, time-series data of acceleration related to the translational and rotational degrees of freedom of the two trucks are exchanged. The correlation is calculated, and the property that the cross-correlation changes from the healthy state when an abnormality occurs in the shaft damper is utilized.

JP-A-2000-6807 JP-A-2004-90848

T.X. Mei et al., "A model-less technique for the fault detection of rail vehicle suspensions", Vehicle System Dynamics, 2008, Vol.46, pp.277-287

In the techniques described in Patent Documents 1 and 2, it is determined whether an abnormality has occurred by comparing the evaluation value of the level or power of vibration acceleration or angular velocity with a predetermined threshold value. Here, since the evaluation value is small when the abnormality that has occurred is minor, it is necessary to lower the set level of the threshold. However, if the threshold value is lowered, there is a concern that the vehicle may be erroneously determined to be abnormal when passing through a location with a large track irregularity. That is, the techniques described in Patent Documents 1 and 2 may not be able to accurately detect an abnormality.

In addition, in the technique described in Non-Patent Document 1, the time difference between the data observed by the front and rear trucks used for abnormality detection changes as the running speed changes. , the data used for evaluation must be acquired under constant running speed.

The present invention has been made to solve the problems of the prior art as described above. An object of the present invention is to provide an anomaly detection device that does not require data to be acquired at a constant running speed and can detect anomalies with high accuracy.

A brief outline of typical inventions disclosed in the present application is as follows.

An abnormality detection device as one aspect of the present invention includes a vehicle body, a front bogie that supports a front portion of the vehicle body, a rear bogie that supports a rear portion of the vehicle body, and a first damper device attached to the front bogie. and a second damper device attached to a trailing bogie. The abnormality detection device is provided on the front bogie, and detects six physical quantities including longitudinal acceleration, lateral acceleration, vertical acceleration, and roll angular velocity, pitch angular velocity, and yaw angular velocity of the bogie. a first measuring unit that measures the first physical quantity, which is one of the physical quantities, a second measuring unit that is provided on the trailing truck and measures the first physical quantity, a first damper device, and a second damper and a processing unit that executes a detection process for detecting an abnormality in the device. The processing unit measures the first physical quantity with the first measuring unit, measures the first physical quantity with the second measuring unit, and calculates the first physical quantity measured with the first measuring unit when the railroad vehicle travels on the first track. By repeatedly executing a first recording process for recording the first measured value of one physical quantity and the second measured value of the first physical quantity measured by the second measuring unit, on the first track of the railway vehicle Acquiring first data indicating the relationship between the first distance traveled from the first starting point and the first measured value and second data indicating the relationship between the first distance traveled and the second measured value; a first cross-correlation function of the first data and the second data, and wherein one of the first data and the second data is shifted relative to the other along a first travel distance axis; A first calculation process is executed to calculate a first cross-correlation function having the first shift distance as a first variable. In the first calculation process, the processing unit calculates a first calculated value of the first cross-correlation function when the first predetermined distance is substituted for the first variable. In the detection process, the processing unit detects an abnormality in the first damper device and the second damper device based on the first calculated value of the first cross-correlation function calculated in the first calculation process. The first predetermined distance is set such that the difference between the first predetermined distance and the center-to-center distance between the front and rear trucks is 0 or within a predetermined range.

As another aspect, in the first acquisition process, the processing unit repeats the first recording process each time the railroad vehicle travels on the first track for the first predetermined interval, thereby performing the first movement Acquiring first data indicating the relationship between the distance and the first measured value at first predetermined intervals, and second data indicating the relationship between the first moving distance and the second measured value at first predetermined intervals. may The first predetermined distance may be set such that the difference between the first predetermined distance and the center-to-center distance of the truck is equal to or less than the first predetermined interval.

Further, as another aspect, the processing unit calculates a second cross-correlation function between the first data and the second data, and one of the first data and the second data moves a first with respect to the other. A second cross-correlation function is calculated with the second shift distance shifted in the direction of the distance axis as a second variable, and the second calculation process is repeatedly executed while changing the second shift distance. to acquire third data indicating the relationship between the second shift distance and the second calculated value of the second cross-correlation function calculated in the second calculation process by executing the second acquisition process good too. In the first arithmetic processing, the processing unit calculates a plurality of sets, each of which is included in the third data and each includes a second shift distance and a second calculated value, and a combination of the second shift distance and the center-to-center distance of the truck. By extracting, as the first calculated value, the second calculated value included in the set having the largest second calculated value among the plurality of sets whose difference is equal to or less than the first predetermined interval, the first cross-correlation function of the first A calculated value may be calculated.

Further, as another aspect, the processing unit, before executing the first acquisition process, causes the railway vehicle to travel on the second track in a state in which no abnormality has occurred in the first damper device and the second damper device. By repeatedly executing the first recording process each time the railcar travels for one predetermined interval, the relationship between the second traveled distance from the second starting point on the second track of the railway vehicle and the first measurement value is recorded at the first predetermined interval. and fifth data indicating the relationship between the second movement distance and the second measurement value at first predetermined intervals. A third variable is a third cross-correlation function with 5 data, and a third shift distance by which one of the fourth data and the fifth data is shifted with respect to the other in the second movement distance axis direction. A third calculation process may be performed to calculate a third cross-correlation function. In the third calculation process, the processing unit may calculate a third calculated value of the third cross-correlation function when the first predetermined distance is substituted for the third variable. In the detection process, the processing unit calculates a first value that is a ratio of the first calculated value to the third calculated value of the third cross-correlation function calculated in the third calculation process, and calculates the calculated first value. It is compared with a preset first threshold, and if the first value exceeds the first threshold, it is determined that there is no abnormality in the first damper device and the second damper device, and the first value is the first threshold In the following cases, it may be determined that an abnormality has occurred in the first damper device and the second damper device.

Further, as another aspect, the abnormality detection device may have a third measurement unit that measures the yaw angular velocity of the vehicle body. In the first acquisition process, the processing unit measures the first physical quantity with the first measurement unit, measures the first physical quantity with the second measurement unit, and performs the third measurement when the railroad vehicle travels on the first track. The unit measures a vehicle body yaw angular velocity, which is the vehicle body yaw angular velocity, compares a third measured value of the measured vehicle body yaw angular velocity with a preset second threshold value, and if the third measured value is equal to or less than the second threshold value, , and a first recording process of recording the first measured value and the second measured value, the first data and the second data may be obtained by repeatedly performing the steps.

Further, as another aspect, the first damper device has two first yaw dampers respectively provided between the vehicle body and the front bogie and arranged on both left and right sides of the vehicle body. The device may have two second yaw dampers respectively provided between the vehicle body and the trailing bogie and arranged on both left and right sides of the vehicle body. The first physical quantity may be the yaw angular velocity of the bogie. In the detection process, the processing unit may detect an abnormality in either the two first yaw dampers or the two second yaw dampers based on the first calculated value.

Further, as another aspect, the first damper device has a first lateral damper provided between the vehicle body and the front bogie, and the second damper device is provided between the vehicle body and the rear bogie. A second lateral damper may be provided. The first physical quantity may be the lateral acceleration of the bogie. In the detection process, the processing unit may detect an abnormality in either the first lateral damper or the second lateral damper based on the first calculated value.

Further, as another aspect, the first measurement unit measures a second physical quantity, which is one of the six physical quantities and is a different type of physical quantity from the first physical quantity, and the second measurement The unit may measure the second physical quantity. The processing unit measures the second physical quantity with the first measurement unit, measures the second physical quantity with the second measurement unit, and measures the second physical quantity with the first measurement unit each time the railcar travels on the first track for the first predetermined interval. By repeatedly executing a second recording process for recording a fourth measured value of the second physical quantity measured by the second measuring unit and a fifth measured value of the second physical quantity measured by the second measuring unit, the first movement executing a fourth acquisition process to acquire sixth data indicating the relationship between the distance and the fourth measured value and seventh data indicating the relationship between the first movement distance and the fifth measured value; and the seventh data, and the fourth variable is a fourth shift distance by which one of the sixth data and the seventh data is shifted relative to the other in the first movement distance axis direction You may perform the 4th arithmetic processing which calculates the 4th cross-correlation function to be. In the fourth calculation process, the processing unit may calculate a fourth calculated value of the fourth cross-correlation function when the first predetermined distance is substituted for the fourth variable. In the detection process, the processing unit detects an abnormality in the first damper device and the second damper device based on the fourth calculated value and the first calculated value of the fourth cross-correlation function calculated in the fourth calculation process. may

Further, as another aspect, the first damper device has four first shaft dampers provided on the front, rear, left, and right of the front bogie, respectively, and the second damper devices are provided on the front, rear, left, and right of the rear bogie, respectively. It may have four second axial dampers that are connected to each other. The first physical quantity may be horizontal acceleration, and the second physical quantity may be roll angular velocity. In the detection process, the processing unit may detect an abnormality in one of the four first shaft dampers and the four second shaft dampers based on the fourth calculated value and the first calculated value.

Further, as another aspect, the first damper device has two third yaw dampers respectively provided between the vehicle body and the front bogie and arranged on both left and right sides of the vehicle body. The device may have two fourth yaw dampers respectively provided between the vehicle body and the trailing bogie and arranged on both left and right sides of the vehicle body. The first physical quantity may be acceleration in the longitudinal direction, and the second physical quantity may be yaw angular velocity. In the detection process, the processing unit may detect an abnormality in either the two third yaw dampers or the two fourth yaw dampers based on the fourth calculated value and the first calculated value.

Further, as another aspect, the first measurement unit measures a third physical quantity, which is one of the six physical quantities and is a different physical quantity from both the first physical quantity and the second physical quantity. The second measurement unit may measure the third physical quantity. The processing unit measures the third physical quantity with the first measuring unit, measures the third physical quantity with the second measuring unit, and measures the third physical quantity with the first measuring unit each time the railcar travels on the first track for the first predetermined interval. By repeatedly executing a third recording process of recording a sixth measured value of the third physical quantity measured by the second measuring unit and a seventh measured value of the third physical quantity measured by the second measuring unit, the first movement performing a fifth acquisition process of acquiring eighth data indicating the relationship between the distance and the sixth measured value and ninth data indicating the relationship between the first movement distance and the seventh measured value; and the ninth data, and a fifth shift distance by which one of the eighth data and the ninth data is shifted with respect to the other in the first movement distance axis direction as a fifth variable You may perform the 5th arithmetic processing which calculates the 5th cross-correlation function to be. In the fifth calculation process, the processing unit may calculate a fifth calculated value of the fifth cross-correlation function when the first predetermined distance is substituted for the fifth variable. In the detection process, the processing unit performs the first damper device and the second damper device based on the fifth calculated value, the fourth calculated value, and the first calculated value of the fifth cross-correlation function calculated in the fifth calculation process. anomaly may be detected. The first damper device has four third-axis dampers provided on the front, rear, left and right of the front bogie, respectively, and the second damper device has four fourth-axis dampers provided on the front, rear, left and right of the rear bogie, respectively. may have The first physical quantity may be longitudinal acceleration, the second physical quantity may be lateral acceleration, and the third physical quantity may be roll angular velocity. In the detection process, the processing unit may detect an abnormality in any one of the four third-axis dampers and the four fourth-axis dampers based on the fifth calculated value, the fourth calculated value, and the first calculated value. .

An abnormality detection method as one aspect of the present invention includes a vehicle body, a front bogie that supports a front portion of the vehicle body, a rear bogie that supports a rear portion of the vehicle body, and a first damper device attached to the front bogie. and a second damper device attached to a trailing bogie. The abnormality detection device is provided on the front bogie and detects any of six physical quantities including longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity and yaw angular velocity. Abnormality of the first measuring unit that measures the first physical quantity, the second measuring unit that is provided on the trailing truck and measures the first physical quantity, and the first damper device and the second damper device. and a processing unit that executes a detection process for detecting the In the anomaly detection method, the processing unit measures a first physical quantity with a first measurement unit, measures a first physical quantity with a second measurement unit, and measures a first physical quantity with a first measurement unit when a railway vehicle travels on a first track. By repeatedly executing a first recording process of recording a first measured value of the first physical quantity measured by the unit and a second measured value of the first physical quantity measured by the second measuring unit, the railway vehicle First data showing the relationship between the first distance traveled from the first starting point on the first track and the first measured value, and second data showing the relationship between the first distance traveled and the second measured value (a) obtaining a first cross-correlation function of the first data and the second data, and a first shift of one of the first data and the second data relative to the other; a step (b) of calculating a first cross-correlation function with the first shift distance shifted in the direction of the distance axis as a first variable; (c) a step; In step (b), the processing unit calculates a first calculated value of the first cross-correlation function when the first predetermined distance is substituted for the first variable. In step (c), the processing unit detects an abnormality in the first damper device and the second damper device based on the first calculated value of the first cross-correlation function calculated in step (b). The first predetermined distance is set such that the difference between the first predetermined distance and the center-to-center distance between the front and rear trucks is 0 or within a predetermined range.

By applying one aspect of the present invention, in an abnormality detection device for detecting an abnormality in a damper device in a railway vehicle equipped with a damper device attached to a bogie, it is necessary to acquire data under a constant traveling speed. and the abnormality can be detected with high accuracy.

It is a figure which shows typically the structure of the abnormality detection apparatus of embodiment. It is a figure which shows typically the structure of the abnormality detection apparatus of embodiment. It is a figure for demonstrating the physical quantity of the trolley|bogie measured by the measurement part which the abnormality detection apparatus of embodiment has. It is a figure for demonstrating the physical quantity of the trolley|bogie measured by the measurement part which the abnormality detection apparatus of embodiment has. It is a flow diagram showing some steps of the anomaly detection method of the embodiment. It is a figure for demonstrating each process which the process part which the abnormality detection apparatus of embodiment has performs. It is a flow chart showing the abnormality detection method of the embodiment. It is a figure which shows the structure of a damper typically. It is a figure which shows the dynamics model showing a damper. 4 is a graph showing movement distance dependence of each degree of freedom of the front and rear bogies when the damping force of one yaw damper is reduced. 4 is a graph showing the shift distance dependency of the cross-correlation function of each degree of freedom of the front and rear bogies when the damping force of one yaw damper is reduced. 4 is a graph showing movement distance dependence of each degree of freedom of the front and rear bogies when the damping force of one lateral damper is reduced. 4 is a graph showing the shift distance dependence of the cross-correlation function of each degree of freedom of the front and rear bogies when the damping force of one lateral damper is reduced. 4 is a graph showing movement distance dependence of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one yaw damper is damaged. 4 is a graph showing shift distance dependency of the cross-correlation function of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one yaw damper is damaged. It is a graph which shows the movement distance dependence of each degree of freedom of the front and rear trucks when damage occurs to the rubber bush with a pin of one lateral motion damper. 4 is a graph showing the shift distance dependency of the cross-correlation function of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one lateral motion damper is damaged.

Each embodiment of the present invention will be described below with reference to the drawings.

It should be noted that the disclosure is merely an example, and those skilled in the art can easily conceive appropriate modifications while keeping the gist of the invention are, of course, included in the scope of the present invention. In addition, in order to make the description clearer, the drawings may schematically show the width, thickness, shape, etc. of each part compared to the embodiment, but this is only an example, and the interpretation of the present invention is not limited. It is not limited.

Moreover, in this specification and each figure, the same reference numerals may be given to the same elements as those described above with respect to the previous figures, and detailed description thereof may be omitted as appropriate.

Furthermore, in the drawings used in the embodiments, hatching may be omitted even in cross-sectional views in order to make the drawings easier to see. Also, even a plan view may be hatched to make the drawing easier to see.

(Embodiment)
<Abnormality detection device and abnormality detection method>
An abnormality detection device and an abnormality detection method according to an embodiment, which is one embodiment of the present invention, will be described.

1 and 2 are diagrams schematically showing the configuration of an abnormality detection device according to an embodiment. FIG. 1 shows a side view schematically showing the configuration of a railway vehicle provided with the abnormality detection device of the embodiment, in addition to a block diagram showing the configuration of the abnormality detection device of the embodiment. FIG. 2 shows a plan view schematically showing the configuration of a railway vehicle provided with the abnormality detection device of the embodiment. Also, FIGS. 1 and 2 show an arrangement example of dampers, which are shock absorbers for railroad bogies to be subjected to abnormality detection.

3 and 4 are diagrams for explaining the physical quantity of the trolley measured by the measurement unit of the abnormality detection device according to the embodiment. 3(a) shows the longitudinal and lateral positions and yaw angles of the truck, FIG. 3(b) shows the longitudinal and vertical positions and the pitch angle of the truck, and FIG. , the lateral and vertical positions and roll angles of the front truck, and FIG. 4(b) shows the lateral and vertical positions and roll angles of the rear truck.

FIG. 5 is a flow diagram showing some steps of the anomaly detection method of the embodiment. FIG. 6 is a diagram for explaining each process executed by a processing unit included in the abnormality detection device according to the embodiment;

First, an example of an abnormality detection device and an abnormality detection method according to the present embodiment will be described with reference to FIGS. 1 and 2. FIG.

As shown in FIGS. 1 and 2, the abnormality detection device 1 of the present embodiment includes a vehicle body 2, a front bogie 3a serving as a bogie 3 that supports the front portion of the vehicle body 2, and a rear portion of the vehicle body. A railway provided with a rear bogie 3b that is a bogie 3, a damper device 5a that is a damper device 5 attached to the front bogie 3a, and a damper device 5b that is a damper device 5 attached to the rear bogie 3b An abnormality detection device for detecting an abnormality in a damper device 5 a and a damper device 5 b in a vehicle 7 . Further, the abnormality detection method of the present embodiment is an abnormality detection method using the abnormality detection device of the present embodiment.

In the example shown in FIGS. 1 and 2, each of the two trucks 3, namely the front truck 3a and the rear truck 3b, comprises wheels 3c, axles 3d, axle boxes 3e, truck frames 3f, It has a shaft spring 3g and an air spring 3h. The wheel 3c is a member that makes rolling contact with the rail (track) R, and the axle 3d is a member that rotates together with the wheel 3c. The axle box 3e is a member that rotatably supports the axle 3d, and the bogie frame 3f is a main component of the bogie 3, and is composed of left and right side beams and horizontal beams connecting them. The axle spring 3g connects the axle box 3e and the bogie frame 3f, and elastically supports a load in the vertical direction (vertical direction). The air spring 3h supports the vehicle body 2 by connecting the vehicle body 2 and the bogie frame 3f.

In the example shown in FIGS. 1 and 2, the damper devices 5a are provided between the vehicle body 2 and the front bogie 3a, respectively, and are spaced apart from each other on the left and right sides in the width direction of the vehicle body 2 or the front bogie 3a. There are two yaw dampers 11a as the two yaw dampers 11 respectively arranged on the sides. The damper devices 5b are two yaw dampers provided between the vehicle body 2 and the rear truck 3b, respectively, and spaced from each other on both left and right sides in the width direction of the vehicle body 2 or the rear truck 3b. 11 with two yaw dampers 11b.

The vehicle body 2 has a yaw damper receiver 2a suspended from the floor surface of the vehicle body 2, and each of the two yaw dampers 11a and the two yaw dampers 11b is attached between the yaw damper receiver 2a and the bogie frame 3f. . The yaw damper 11 comprises a damper DM1, which will be described later with reference to FIG. 8, and is a damping device and damping device that dampens yawing of the bogie 3 with respect to the vehicle body 2 caused by vibration from the track such as track irregularities or rail joints. device or damping device.

Further, the damper device 5a has a lateral motion damper 13a as a lateral motion damper 13 provided between the vehicle body 2 and the front bogie 3a, and the damper device 5b is provided between the vehicle body 2 and the rear bogie 3b. has a lateral motion damper 13b as the lateral motion damper 13 provided in the . The lateral motion damper 13 comprises a damper DM1, which will be described later with reference to FIG. 8, and is a shock absorber, vibration damping device, or damping device for damping lateral motion of the vehicle body 2 of the railway vehicle 7 with respect to the bogie frame 3f.

The damper device 5a has four shaft dampers 15a as the four shaft dampers 15 provided on the front, rear, left, and right sides of the front truck 3a, respectively. It has four axial dampers 15b as the four axial dampers 15 that are separated from each other. The shaft damper 15 comprises a damper DM1, which will be described later with reference to FIG. It is a shock absorber, damping device or damping device that improves the ride comfort of the vehicle. Thus, in the specification of the present application, a damper device means a single damper attached to one truck or a damper group consisting of a plurality of dampers attached to one truck.

In the example shown in FIGS. 1 and 2, the dampers loaded on the front bogie 3a and the rear bogie 3b are arranged point-symmetrically with respect to the center of the vehicle.

As shown in FIGS. 1 and 2, the abnormality detection device 1 of the present embodiment includes a measurement unit 21a as the measurement unit 21, a measurement unit 21b as the measurement unit 21, a measurement unit 23, and a processing unit 25. , has

The measurement unit 21a is provided on the front bogie 3a, and includes longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity, and yaw angular velocity of the front bogie 3a. A physical quantity (degree of freedom) PQ1, which is one of the six physical quantities (6 degrees of freedom), is measured. In the specification of the present application, the front-rear direction means the direction along the track, that is, the length direction of the track (the length direction of the vehicle body 2), and the left-right direction means the width direction of the track (the width direction of the vehicle body 2). ), and the vertical direction means the vertical direction.

The measuring unit 21b is provided on the trailing truck 3b, and includes longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity, and yaw angular velocity of the trailing truck 3b. A physical quantity PQ1, which is one of the two physical quantities and is the same type of physical quantity as the physical quantity measured by the measuring unit 21a, is measured.

As shown in FIGS. 3(a) and 3(b) and FIGS. 4(a) and 4(b), the front-back direction, the left-right direction, and the up-down direction are the x-axis direction, the y-axis direction, and the z-axis direction. do. Further, the position in the front-rear direction, the position in the left-right direction, and the position in the vertical direction of the front truck 3a are defined as xt ₍₁₎ , yt ₍₁₎ , and zt ₍₁₎ , and the roll angle of the front truck 3a, Let the pitch angle and yaw angle be φ _t(1) , θ _t(1) , and ψ _t(1) . Further, the position in the front-rear direction, the position in the left-right direction, and the position in the vertical direction of the trailing truck 3b are set to xt ₍₂₎ , yt ₍₂₎ , and zt ₍₂₎ , and the roll angle of the trailing truck 3b, Let the pitch angle and yaw angle be φ _t(2) , θ _t(2) , and ψ _t(2) .

Specifically, the abnormality detection device 1 of the present embodiment can have an inertial sensor 21c installed near the center of gravity CG1 of the front truck 3a as the measurement unit 21a, and an inertial sensor 21c installed near the center of gravity CG1 of the front truck 3a as the measurement unit 21b. It can have an inertial sensor 21d placed near the center of gravity CG2 of 3b. Each of the inertial sensor 21c and the inertial sensor 21d has sensitivity to translational acceleration and rotational angular velocity in three mutually orthogonal directions.

The measuring unit 23 measures the running speed of the railroad vehicle 7 . Specifically, the abnormality detection device 1 of the present embodiment can use a vehicle monitor device, a speed generator, or a brake control device as the measurement unit 23 .

The processing unit 25 executes detection processing for detecting an abnormality in the damper device 5a and the damper device 5b. As the processing unit 25, a recording analysis device 25a that records and analyzes output data from the inertial sensors 21c and 21d can be used. As the recording analysis device 25a, for example, a calculation unit (Central Processing Unit: CPU) and a storage unit (memory) are included, and each program stored in the storage unit and the abnormality detection method of the present embodiment has It is possible to use a computer that executes a program for executing the steps by means of an arithmetic unit.

Processing unit 25 includes a movement distance calculation unit 27 . The travel distance calculation unit 27 calculates the travel distance of the railroad vehicle 7 from the starting point on the track. For example, the travel distance calculation unit 27 measures the running speed SP1 of the railroad vehicle 7 at an arbitrary time by the measuring unit 23, and the measured value of the measured running speed SP1 and the measured value of the running speed SP1 are measured. Based on the time obtained, the moving distance of the railroad vehicle 7 from the starting point at an arbitrary time, that is, moving distances DS1 and DS2 (see FIG. 6), etc., which will be described later, are calculated.

The processing unit 25 also includes a first acquisition processing unit 31 . The first acquisition processing unit 31 measures the physical quantity PQ1 with the measuring unit 21a, measures the physical quantity PQ2 with the measuring unit 21b, and measures the physical quantity PQ1 measured with the measuring unit 21a when the railway vehicle 7 travels on the track. By repeatedly executing the first recording process for recording the measured value MV1 and the measured value MV2 of the physical quantity PQ1 measured by the measuring unit 21b, the travel distance DS1 from the starting point on the track of the railroad vehicle 7 and the measured Data DT1 (see FIG. 6(a)) showing the relationship between the value MV1 and data DT2 (see FIG. 6(b) See), a first acquisition process (step S1 in FIG. 5) is executed.

The processing unit 25 also includes a first arithmetic processing unit 32 . The first arithmetic processing unit 32 calculates the cross-correlation function FN1 (see FIG. 6(e)) of the data DT1 and the data DT2, and the movement distance axis direction of one of the data DT1 and the data DT2 with respect to the other. A first calculation process (step S2 in FIG. 5) is executed to calculate a cross-correlation function FN1 having a shift distance to be shifted to as a variable. The cross-correlation function indicates how similar two waveforms (data) are, etc., and is expressed as a function of the amount of deviation (shift amount) between the two waveforms.

In addition, in the first arithmetic processing (step S2 in FIG. 5), the processing unit 25 substitutes the predetermined distance PD1 for the variable, and the data DT1 is shifted to the positive side in the moving distance axial direction by the predetermined distance PD1. or the data DT2 is shifted to the negative side in the moving distance axial direction by a predetermined distance PD1, the calculated value CV1 (see FIG. 6E) of the cross-correlation function FN1 is calculated.

The case where the data DT2 is shifted to the negative side in the moving distance axial direction by the predetermined distance PD1 can be rephrased as follows. In such a case, the first arithmetic processing unit 32, in the first arithmetic processing (step S2 in FIG. 5), subtracts the predetermined distance (shift distance) PD1 from the movement distance DS1 to obtain a movement distance DS11 ((c in FIG. 6) )), the data DT2 (see FIG. 6B) representing the relationship between the moving distance DS1 and the measured value MV2 is changed to data DT21 representing the relationship between the moving distance DS11 and the measured value MV2 (see FIG. 6 ( c)), and calculate the cross-correlation function FN1 (see FIG. 6(e)) between the converted data DT21 and the data DT1.

The predetermined distance (shift distance) PD1 is set so that the difference between the predetermined distance PD1 and the center-to-center distance LT between the front truck 3a and the rear truck 3b is 0 or within a predetermined range. be. When the predetermined distance PD1 is set so that the difference between the center-to-center distance LT of the front and rear cars 3a and 3b is 0, the predetermined distance PD1 is equal to the center-to-center distance LT. means if In the specification of the present application, the bogie center-to-center distance LT between the front bogie 3a and the rear bogie 3b means the center of gravity CG1 of the front bogie 3a in the length direction of the track (the length direction of the car body 2), It means the distance from the center of gravity CG2 of the trailing truck 3b.

The processing unit 25 also includes a detection processing unit 33 . The detection processing unit 33 detects the damper device 5a and the damper device 5b based on the calculated value CV1 (see FIG. 6E) of the cross-correlation function FN1 calculated in the first calculation process (step S2 in FIG. 5). A detection process (step S3 in FIG. 5) for detecting an abnormality is executed.

Here, a problem to be solved by the abnormality detection device 1 of the present embodiment will be described.

In the technique described in Patent Document 1, acceleration detection means are provided on each of a plurality of bogies deployed in a railway vehicle, and the detected acceleration signals are compared, and one signal is compared with the other acceleration signal. If the value is greater than a predetermined value, it is determined that an abnormality has occurred.

Further, in the technique described in Patent Document 2, the vibration acceleration or angular velocity of a truck or the like is sampled at equal distance intervals, and after band-pass filter processing, the square-averaged acceleration power or angular velocity power is obtained, normalized, and thresholded. Anomaly is detected by comparing with

As described above, in the techniques described in Patent Document 1 and Patent Document 2, it is determined whether an abnormality has occurred by comparing the evaluation value of the level or power of the vibration acceleration or angular velocity with a predetermined threshold value. . Here, since the evaluation value is small when the abnormality that has occurred is minor, it is necessary to lower the set level of the threshold. However, if the threshold value is lowered, there is a concern that the vehicle may be erroneously determined to be abnormal when passing through a location with a large track irregularity. That is, the techniques described in Patent Documents 1 and 2 may not be able to accurately detect an abnormality.

In addition, in the technique described in Non-Patent Document 1, time-series data of acceleration related to translational and rotational degrees of freedom of two trucks is used as an abnormality detection means for dampers attached to two trucks arranged in a vehicle. It calculates the cross-correlation of the shaft damper, and utilizes the property that the cross-correlation changes from the normal state when an abnormality occurs in the shaft damper. In the technique described in Non-Patent Document 1, attention is paid to the time difference obtained by dividing the distance between the front and rear trucks (the distance between the truck centers) by the traveling speed. Using the degree of reduction and the time difference of data to be compared as parameters, the effects of these on the cross-correlation are verified.

However, in the technique described in Non-Patent Document 1, the time difference between the data observed by the front and rear trucks used for abnormality detection changes as the running speed changes. , the data used for evaluation must be obtained at a constant running speed. In addition, it is necessary to calculate the time difference by dividing the center-to-center distance of the bogie by the running speed at that time each time the determination is made. In the technique described in Non-Patent Document 1, although it is stated that the cross-correlation changes when a failure occurs, it is limited to the case where an abnormality occurs in one type of damper, and the carriage can be freely selected. As for the degrees, the verification is limited to two degrees of freedom, ie, the vertical direction and the pitch angle, and methods using other degrees of freedom are neither mentioned nor examined.

On the other hand, the abnormality detection device 1 of the present embodiment includes a measurement unit 21a that measures the physical quantity PQ1 of the front truck 3a, a measurement unit 21b that measures the physical quantity PQ1 of the rear truck 3b, damper devices 5a and 5b. and a processing unit 25 that executes a detection process for detecting an abnormality of. The processing unit 25 provides data DT1 indicating the relationship between the travel distance DS1 of the railcar 7 and the physical quantity PQ1 of the leading bogie 3a, and the relationship between the travel distance DS1 of the railcar 7 and the physical quantity PQ1 of the trailing bogie 3b. Based on the calculated value CV1 of the cross-correlation function FN1 calculated when the predetermined distance PD1 is substituted for the variable for the cross-correlation function FN1 between the data DT1 and the data DT2 having the shift distance as a variable. to detect an abnormality in the damper device 5a and the damper device 5b. The predetermined distance PD1 is set so that the difference from the distance LT between the centers of the bogies is 0 or within a predetermined range.

That is, in the present embodiment, the data observed by the front and rear carriages is sampled at regular movement distance intervals, or the data once time-sampled is also time-sampled movement distance data. After resampling for each distance, the translational acceleration of the front and rear trucks in the three directions of the vertical direction, the horizontal direction, and the front and rear direction, and the three rotational angular velocities of the front and rear trucks, that is, the roll angular velocity, the pitch angular velocity, and the yaw angular velocity. Calculate the value of the cross-correlation function. A cross-correlation function is a function of the shift distance between two range data. Here, when a railway vehicle travels in a specific section, the bogie is vibrated in six degrees of freedom due to track irregularities, etc. There is a correlation between the front and rear bogies in the rigid body motions in the directions of 6 degrees of freedom when passing through. In the abnormality detection device and abnormality detection method of the present embodiment, when an abnormality occurs in a shock absorber mounted on a truck, that is, a damping device such as a damper or a damping device, the correlation between the front and rear trucks decreases. and detect it as an anomaly.

In the abnormality detection device of the present embodiment, unlike the techniques described in Patent Documents 1 and 2, evaluation is not performed based on the vibration acceleration itself, but the correlation between the rigid body motions between the front and rear trucks is evaluated. Observe and evaluate. In such a case, even if the difference in the vibration state between the front and rear bogies due to the abnormality is slight, the correlation of the rigid body motion is lowered. Therefore, by capturing the correlation of rigid body motions between the front and rear bogies, it is possible to detect an abnormality with high accuracy.

Further, in the abnormality detection device of the present embodiment, as shown in FIGS. 11, 13, 15 and 17 in the examples described later, when the loaded shock absorber is in a healthy state, the cross-correlation function The value is maximized whenever the shift distance matches the truck center distance. Therefore, even if the traveling speed changes with time, there is no difficulty in selecting the shift amount necessary for evaluating the cross-correlation. This eliminates the requirement that observation data must be obtained under a constant running speed, as in the technology described in Non-Patent Document 1. In addition, the shift distance, which is the focus of attention when checking and evaluating the value of the cross-correlation function, is a fixed value of the bogie center-to-center distance at any traveling speed. Abnormality detection of the shock absorber becomes possible.

That is, according to the abnormality detection device of the present embodiment, data need not be acquired at a constant running speed, and abnormality can be detected with high accuracy.

Next, another preferred example of the abnormality detection device and the abnormality detection method of this embodiment will be described.

Preferably, the first acquisition processing unit 31 included in the processing unit 25, in the first acquisition processing (step S1 in FIG. 5), each time the railroad vehicle 7 travels on the track for the predetermined interval GP1, the first record By repeatedly executing the process, data DT1 (see FIG. 6A) showing the relationship between the movement distance DS1 and the measurement value MV1 at predetermined intervals GP1, and the relationship between the movement distance DS1 and the measurement value MV2 are obtained. Data DT2 (see FIG. 6B) shown for each interval GP1 is obtained.

Further, the predetermined distance PD1 is set so that the difference between the predetermined distance PD1 and the distance LT between the centers of the trucks is equal to or less than the predetermined interval GP1.

Moreover, more preferably, the processing unit 25 includes a second arithmetic processing unit 34 . The second arithmetic processing unit 34 calculates the cross-correlation function FN2 (see FIG. 6(e)) of the data DT1 and the data DT2, and the movement distance axis direction of one of the data DT1 and the data DT2 with respect to the other. A second calculation process (step S4 in FIG. 5) is performed to calculate a cross-correlation function FN2 with the variable shift distance PD2.

Note that the second arithmetic processing can be rephrased as follows. That is, the second arithmetic processing unit 34 subtracts the shift distance PD2 from the movement distance DS1 to obtain the movement distance DS12 (see FIG. 6D), thereby showing the relationship between the movement distance DS1 and the measured value MV2. The data DT2 (see FIG. 6(b)) is converted into data DT22 (see FIG. 6(d)) indicating the relationship between the movement distance DS12 and the measured value MV2, and the cross-correlation between the converted data DT22 and the data DT1 Calculate the function FN2 (see FIG. 6(e)).

The processing unit 25 also includes a second acquisition processing unit 35 . The second acquisition processing unit 35 repeatedly executes the second arithmetic processing (step S4 in FIG. 5) while changing the shift distance PD2, thereby obtaining the shift distance PD2 and the second arithmetic processing (step S4 in FIG. 5). A second acquisition process (step S5 in FIG. 5) is performed to acquire data DT3 (see FIG. 6(e)) indicating the relationship between the calculated value CV2 of the cross-correlation function FN2 calculated in the above manner.

Further, the first arithmetic processing unit 32 included in the processing unit 25 is included in the data DT3 (see FIG. 6E) in the first arithmetic processing (step S2 in FIG. 5), and the shift distance PD2 and the arithmetic value CV2 (see FIG. 6(e)) and in which the difference between the shift distance PD2 and the truck center-to-center distance LT is equal to or less than the predetermined interval GP1, the calculated value CV2 is A cross-correlation function FN1 (Fig. 6 ( e) Compute cf.

As shown in FIGS. 11, 13, 15 and 17 in the embodiments described later, the shift distance ideally coincides with the center-to-center distance of the bogie. However, as a result of verification using data obtained when the railroad vehicle actually runs on the railroad track, the shift distance at which the value of the cross-correlation function peaks is in the range of about 10 cm. It was found that there are cases where the distance between the bogie centers deviates. The value of 10 cm is a difference of about 1 sample because the verified data is sampled every 10 cm of movement distance. When the shift distance is equal to the truck center distance, the difference between the cross-correlation function value is not so large, so it is assumed that the shift distance is equal to the truck center distance (the predetermined distance PD1 is equal to the truck center distance LT). Although the abnormality can be detected with high accuracy even in this case, the peak value can be captured even more accurately by calculating the cross-correlation function while changing the shift distance. That is, the predetermined distance PD1 is preferably set such that the difference between the predetermined distance PD1 and the distance LT between the centers of the trucks is equal to or less than the predetermined interval GP1.

Preferably, the processing section 25 includes a third acquisition processing section 36 . Before executing the first acquisition process (step S1 in FIG. 5), the third acquisition processing unit 36 determines whether the railway vehicle 7 is traveling on the track in a state where there is no abnormality in the damper device 5a and the damper device 5b. By repeatedly executing the first recording process each time the railroad vehicle 7 travels for the interval GP1, data DT4 (Fig. 6(a)) and data DT5 (see FIG. 6(b)) indicating the relationship between the movement distance DS2 and the measured value MV2 at predetermined intervals GP1 (see FIG. 5). S6) is executed. Note that the position on the track when executing the third acquisition process and the position on the track when executing the first acquisition process may be the same or different.

The processing unit 25 also includes a third arithmetic processing unit 37 . The third arithmetic processing unit 37 is a cross-correlation function FN3 (see FIG. 6(e)) of the data DT4 (see FIG. 6(a)) and the data DT5 (see FIG. 6(b)), and the data A third calculation process (step S7 in FIG. 5) is performed to calculate a cross-correlation function FN3 whose variable is a shift distance in which one of DT4 and data DT5 is shifted relative to the other in the movement distance axis direction.

In the third arithmetic processing (step S7 in FIG. 5), the processing unit 25 determines whether the predetermined distance PD1 is substituted for the variable and whether the data DT4 has been shifted to the positive side in the moving distance axial direction by the predetermined distance PD1. Alternatively, the calculated value CV3 (see FIG. 6(e)) of the cross-correlation function FN3 is calculated when the data DT5 is shifted by a predetermined distance PD1 to the negative side in the moving distance axial direction.

The case where the data DT5 is shifted to the negative side in the moving distance axial direction by the predetermined distance PD1 can be rephrased as follows. In such a case, in the third arithmetic processing (step S7 in FIG. 5), the third arithmetic processing unit 37 subtracts the predetermined distance PD1 from the movement distance DS2 to obtain the movement distance DS21 (see FIG. 6C). As a result, data DT5 (see FIG. 6(b)) representing the relationship between the moving distance DS2 and the measured value MV2 is converted to data DT51 (see FIG. 6(c)) representing the relationship between the moving distance DS21 and the measured value MV2. , and the cross-correlation function FN3 (see FIG. 6(e)) of the converted data DT51 and data DT4 is calculated.

In addition, in the detection process (step S3 in FIG. 5), the detection processing unit 33 included in the processing unit 25 uses the calculated value CV3 ( A first value that is a ratio of the calculated value CV1 to FIG. In this case, it is determined that the damper device 5a and the damper device 5b are not abnormal.

In such a case, the determination is made by using the ratio of the cross-correlation function value to the cross-correlation function value at the time of health rather than simply setting a threshold value for the cross-correlation function value itself. Become. For example, if the front and rear trucks have different specifications such as loaded parts, the value of the cross-correlation function itself between the front and rear trucks decreases. On the other hand, by using the ratio of the cross-correlation function value to the value of the cross-correlation function when healthy, it is possible to reliably detect the difference in rigid body motion due to the difference in specifications between the front and rear bogies as an abnormality. It is possible to detect However, if the specifications of loaded parts and the like are not so different between the front and rear trucks, it is also possible to simply set a threshold value for the value of the cross-correlation function for determination.

Preferably, the abnormality detection device 1 of the present embodiment has a measurement section MP1 that measures the yaw angular velocity of the vehicle body 2. As shown in FIG. Specifically, the abnormality detection device 1 of the present embodiment can have a rate gyro installed inside the vehicle body 2, that is, inside the vehicle, as the measurement unit MP1. The rate gyro is fixedly installed, for example, on the floor surface inside the vehicle so as to be oriented to measure the yaw rate of the vehicle body 2 .

In addition, in the first acquisition process (step S1 in FIG. 5), the first acquisition processing unit 31 included in the processing unit 25 measures the physical quantity PQ1 with the measurement unit 21a when the railroad vehicle 7 travels on the railroad track. , the measuring unit 21b measures the physical quantity PQ1, the measuring unit MP1 measures the vehicle body yaw angular velocity SP2, which is the yaw angular velocity of the vehicle body 2, and the measured value MV3 of the vehicle body yaw angular velocity SP2 measured by the measuring unit MP1 is set in advance. A first recording process of recording the measured value MV1 measured by the measuring unit 21a and the measured value MV2 measured by the measuring unit 21b when the measured value MV3 is less than or equal to the second threshold compared with the second threshold. , to obtain data DT1 (see FIG. 6A) and data DT2 (see FIG. 6B).

In such a case, as described later with reference to FIG. 7, when the vehicle body yaw rate, that is, the vehicle body yaw angular velocity satisfies the condition that the vehicle body yaw angular velocity is equal to or less than a specified value, the translational acceleration and rotational angular velocity relating to the center of gravity of the bogie are buffered in the ring memory. can be done. Therefore, data can be sampled only when the rolling stock is traveling on a straight section, preventing erroneous detection of the difference in rigid body motion between the front and rear bogies when the rolling stock is traveling on a curved section. or can be suppressed.

Furthermore, in the abnormality detection device of the present embodiment, by monitoring all the degrees of freedom of the bogie, it is possible to simultaneously monitor a plurality of types of dampers and detect an abnormality. This is possible because the yaw dampers are loaded orthogonally to different axes, the x-axis, the y-axis for the lateral dampers, and the z-axis for the axial dampers.

In such a case, preferably, the measuring unit 21a measures the physical quantity PQ2, which is one of the six physical quantities of the front bogie 3a and is a different type of physical quantity from the physical quantity PQ1. , the measuring unit 21b measures a physical quantity PQ2, which is one of the six physical quantities in the trailing truck 3b and is the same type of physical quantity as the physical quantity measured by the measuring unit 21a.

The processing unit 25 also includes a fourth acquisition processing unit 38 . The fourth acquisition processing unit 38 measures the physical quantity PQ2 with the measuring unit 21a, measures the physical quantity PQ2 with the measuring unit 21b, and measures the physical quantity PQ2 with the measuring unit 21a every time the railcar 7 travels on the track for the predetermined interval GP1. By repeatedly executing the second recording process for recording the measured value MV4 of the physical quantity PQ2 measured by the measuring unit 21b and the measured value MV5 of the physical quantity PQ2 measured by the measuring unit 21b, the movement of the railroad vehicle 7 from the starting point on the track Acquire data DT6 (see FIG. 6A) indicating the relationship between the distance DS1 and the measured value MV4, and data DT7 (see FIG. 6B) indicating the relationship between the movement distance DS1 and the measured value MV5; A fourth acquisition process (step S8 in FIG. 5) is executed.

The processing unit 25 also includes a fourth arithmetic processing unit 39 . The fourth arithmetic processing unit 39 calculates the cross-correlation function FN4 (see FIG. 6(e)) of the data DT6 and the data DT7, in which one of the data DT6 and the data DT7 moves in the movement distance axis direction with respect to the other. A fourth calculation process (step S9 in FIG. 5) is executed to calculate a cross-correlation function FN4 having a shift distance to be shifted to as a variable.

In addition, in the fourth arithmetic processing (step S9 in FIG. 5), the processing unit substitutes the predetermined distance PD1 for the variable, and the data DT6 is shifted to the positive side in the moving distance axial direction by the predetermined distance PD1. Alternatively, the calculated value CV4 (see FIG. 6E) of the cross-correlation function FN4 is calculated when the data DT7 is shifted by a predetermined distance PD1 to the negative side in the moving distance axial direction.

The case where the data DT7 is shifted to the negative side in the moving distance axial direction by the predetermined distance PD1 can be rephrased as follows. In such a case, in the fourth arithmetic processing (step S9 in FIG. 5), the fourth arithmetic processing unit 39 subtracts the predetermined distance PD1 from the movement distance DS1 to obtain the movement distance DS13 (see FIG. 6(c)). As a result, data DT7 (see FIG. 6(b)) representing the relationship between the moving distance DS1 and the measured value MV5 is converted to data DT71 (see FIG. 6(c)) representing the relationship between the moving distance DS13 and the measured value MV5. , and the cross-correlation function FN4 (see FIG. 6(e)) of the converted data DT71 and data DT6 is calculated.

In addition, in the detection process (step S3 in FIG. 5), the detection processing unit 33 included in the processing unit 25 performs the calculation value CV4 of the cross-correlation function FN4 calculated in the fourth calculation process (step S9 in FIG. 5) and Abnormality of the damper device 5a and the damper device 5b is detected based on the calculated value CV1 (see FIG. 6(e)).

In such a case, the abnormality of the damper device 5a and the damper device 5b is detected based on the calculated values of the two cross-correlation functions calculated for each of the two physical quantities among the six physical quantities corresponding to the six degrees of freedom. Therefore, as shown in Table 1 which will be described later, for example, an abnormality in any one of the eight shaft dampers 15 attached to each of the front bogie 3a and the rear bogie 3b can be detected.

Preferably, the measurement unit 21a measures the physical quantity PQ3, which is one of the six physical quantities in the front bogie 3a and is a different type of physical quantity from both the physical quantity PQ1 and the physical quantity PQ2. , the measuring unit 21b measures a physical quantity PQ3, which is one of the six physical quantities in the trailing truck 3b and is the same type of physical quantity as the physical quantity measured by the measuring unit 21a.

The processing unit 25 also includes a fifth acquisition processing unit 40 . The fifth acquisition processing unit 40 measures the physical quantity PQ3 with the measuring unit 21a, measures the physical quantity PQ3 with the measuring unit 21b, and measures the physical quantity PQ3 with the measuring unit 21a every time the railroad vehicle 7 travels on the track for the predetermined interval GP1. By repeatedly executing the third recording process for recording the measured value MV6 of the physical quantity PQ3 measured by the measuring unit 21b and the measured value MV7 of the physical quantity PQ3 measured by the measuring unit 21b, the movement of the railroad vehicle 7 from the starting point on the track Acquire data DT8 (see FIG. 6A) indicating the relationship between the distance DS1 and the measured value MV6, and data DT9 (see FIG. 6B) indicating the relationship between the movement distance DS1 and the measured value MV7. , the fifth acquisition process (step S10 in FIG. 5) is executed.

The processing unit 25 also includes a fifth arithmetic processing unit 41 . The fifth arithmetic processing unit 41 calculates the cross-correlation function FN5 (see FIG. 6(e)) of the data DT8 and the data DT9, and one of the data DT8 and the data DT9 moves in the direction of the moving distance axis with respect to the other. A fifth calculation process (step S11 in FIG. 5) is performed to calculate a cross-correlation function FN5 having a shift distance to be shifted to as a variable.

Further, in the fifth arithmetic processing (step S11 in FIG. 5), the processing unit substitutes the predetermined distance PD1 for the variable, and the data DT8 is shifted to the positive side in the moving distance axial direction by the predetermined distance PD1. Alternatively, the calculated value CV5 (see FIG. 6(e)) of the cross-correlation function FN5 is calculated when the data DT9 is shifted by a predetermined distance PD1 to the negative side in the moving distance axial direction.

The case where the data DT9 is shifted to the negative side in the moving distance axial direction by the predetermined distance PD1 can be rephrased as follows. In such a case, in the fifth arithmetic processing (step S11 in FIG. 5), the fifth arithmetic processing unit 41 subtracts the predetermined distance PD1 from the movement distance DS1 to obtain the movement distance DS14 (see FIG. 6C). As a result, data DT9 (see FIG. 6(b)) representing the relationship between the moving distance DS1 and the measured value MV7 is converted to data DT91 (see FIG. 6(c)) representing the relationship between the moving distance DS14 and the measured value MV7. , and the cross-correlation function FN5 (see FIG. 6(e)) of the converted data DT91 and data DT8 is calculated.

In addition, in the detection process (step S3 in FIG. 5), the detection processing unit 33 included in the processing unit 25 performs the calculation value CV5 of the cross-correlation function FN5 calculated in the fifth calculation process (step S11 in FIG. 5), Abnormality of the damper device 5a and the damper device 5b is detected based on the calculated value CV4 and the calculated value CV1 (see FIG. 6(e)).

In such a case, the abnormality of the damper device 5a and the damper device 5b is detected based on the calculated values of the three cross-correlation functions calculated for each of the three physical quantities among the six physical quantities corresponding to the six degrees of freedom. Therefore, as shown in Table 1 which will be described later, for example, an abnormality in any one of the eight shaft dampers 15 attached to each of the front bogie 3a and the rear bogie 3b can be detected.

Note that when an abnormality in the damper device 5a and the damper device 5b is detected based on the calculated value of the cross-correlation function calculated for each of two or three physical quantities among the six physical quantities (two or three In the case of physical quantity), the cross-correlation function is calculated while changing the shift distance in the same manner as in the case of detecting an abnormality based on the calculated value of the cross-correlation function calculated for one physical quantity (in the case of one physical quantity). Thereby, the peak value can be captured even more accurately. Also, in the case of two or three physical quantities, as in the case of one physical quantity, by using the ratio of the cross-correlation function value to the cross-correlation function value in the normal state, it is possible to reliably detect when an abnormality occurs. be able to. Also, in the case of two or three physical quantities, as in the case of one physical quantity, when the vehicle body yaw angular velocity satisfies the condition that the vehicle body yaw angular velocity is equal to or less than a specified value, the translational acceleration and the rotational angular velocity can be buffered in the ring memory, It is possible to prevent or suppress erroneous detection of the difference in rigid body motion between the front and rear bogies that accompanies the railway vehicle traveling in a curved section. The same applies to the case of four or more physical quantities.

Next, specific examples of the abnormality detection device and the abnormality detection method according to the present embodiment will be described.

As shown in FIGS. 3(a) and 3(b) and FIGS. 4(a) and 4(b), the installation positions of the inertial sensors 21c and 21d may coincide with the centers of gravity CG1 and CG2 of the truck 3. Although desirable, the truck center of gravity is not always on the truck 3 components.

Here, the three translational accelerations output from the inertial sensor in the three directions of the front-rear direction, the left-right direction, and the up _- down direction are ^d2xs _(i) / ^dt2 , ^d2ys _(i) /dt ² , d ² z _s(i) /dt ² (i=1, 2). Further, the three rotational angular velocities output from the inertial sensor, namely roll angular velocity, pitch angular velocity and yaw angular velocity, are defined as dφ _s(i) /dt, dθ _s(i) /dt, dψ _{s (i)} /dt (i=1, 2). However, i=1 corresponds to the case where the truck 3 is the front truck 3a, and i=2 corresponds to the case where the truck 3 is the rear truck 3b (the same applies hereinafter).

Further, the three translational accelerations at the center of gravity of the bogie, namely, the longitudinal, lateral, and vertical directions, are d ² x _t(i) /dt ² ,d ² y _t(i) /dt ² , d ² z _t(i) /dt ² (i=1, 2). Further, the three rotational angular velocities at the center of gravity of the bogie, which are roll angular velocity, pitch angular velocity and yaw angular velocity, are defined as dφ _t(i) /dt, dθ _t(i) /dt, dψ _{t(i )} /dt (i=1, 2).

Also, as shown in FIGS. 3(a) and 3(b) and FIGS. 4(a) and 4(b), the center of gravity CG1 and Let the offset amounts from CG2 to the inertial sensors 21c and 21d be L _s(i) , b _s(i) , h _s(i) (i=1, 2).

In such a case, the three translational accelerations and the three rotational angular velocities output from the inertial sensors 21c and 21d are the three translational accelerations and the three rotational angular velocities at the center of gravity CG1 and CG2 of the truck 3 and the three translational accelerations and the three rotational angular velocities at the center of gravity CG1 of the truck 3. and offset amounts from CG2 to the inertial sensors 21c and 21d are used to express the following equations (1) to (6).

When the above formulas (1) to (6) are arranged for the three translational accelerations and the three rotational angular velocities at the centers of gravity CG1 and CG2 of the truck 3, the following formulas (7) to (12) are obtained.

By using the above formulas (7) to (9), the three translational accelerations output from the inertial sensors 21c and 21d can be converted into three translational accelerations at the positions of the centers of gravity CG1 and CG2 of the truck 3. can. It should be noted that, as shown in the above formulas (10) to (12), the three rotational angular velocities at the center of gravity CG1 and CG2 of the truck 3 match the three rotational angular velocities output from the inertial sensors 21c and 21d.

Next, with reference to FIG. 7, a specific example of the abnormality detection method of this embodiment will be described in detail. FIG. 7 is a flow diagram showing an abnormality detection method according to the embodiment. FIG. 7 is a flow chart for more specifically explaining the abnormality detection method of the present embodiment shown in the flow chart of FIG.

First, the inertia sensors 21c and 21d output the translational acceleration in the three degrees of freedom of the front and rear trucks 3, that is, the front-back direction, the left-right direction, and the vertical direction, and the inertia sensors 21c and 21d output the translational accelerations of the front and rear trucks 3 Digitally sample the output of three rotational angular velocities, roll angular velocity, pitch angular velocity, and yaw angular velocity, which are three degrees of freedom, and the output of the yaw rate of the vehicle body 2 by the yaw rate sensor (rate gyro) with a recording analysis device (step in FIG. 7 S21).

Next, in order to remove noise caused by the power supply, etc., and to remove unnecessary offset components included in sensor output and DC components of acceleration and angular velocity associated with traveling in curved sections and slope sections, front and rear trucks 3 The translational acceleration with three degrees of freedom and the rotational angular velocity with three degrees of freedom are filtered by a bandpass filter (step S22 in FIG. 7).

Next, in order to grasp the linear state of the track, the yaw rate of the vehicle body 2 is filtered by a low-pass filter (step S23 in FIG. 7).

Next, by using the above formulas (7) to (9), the acceleration at the center of gravity CG1 and CG2 of the truck 3 is obtained from the outputs of the inertial sensors 21c and 21d and the position of the center of gravity of the truck of the inertial sensors 21c and 21d. and the offset amount of (step S24 in FIG. 7).

Next, with regard to data on the movement distance, whether a specified distance (for example, 0.1 m) has been moved since the previous buffering, whether the running speed is a specified speed (for example, 50 km/h) or higher, and whether the vehicle body yaw rate is a specified value or less; If it is determined that each of the three conditions is satisfied, three translational accelerations and three rotational angular velocities at the center of gravity CG1 and CG2 of the truck 3 are measured by the ring Buffer to memory (step S25 in FIG. 7).

It is determined whether or not the distance base data in the ring memory has been newly updated as continuous data over a specified length (for example, 1 km). A cross-correlation function R _1,2(m) (cross-correlation function FN2) is calculated for each of the rotational angular velocities. The cross-correlation function R _1,2(m) is a function whose variable is the shift distance m (shift distance PD2). Here, the degrees of freedom (physical quantities) of the centers of gravity CG1 and CG2 of the front and rear bogies 3 are q _t(1)(i) , q _t(2)(i) (i=0, 1, . . . , N) and N is the number of data for each degree of freedom (physical quantity). In such a case, the cross-correlation function R _{1,2 (m)} is defined by the following formula (13), and the following formula (14) is used so that the autocorrelation function becomes 1 when the shift distance m is zero. Normalized (step S26 in FIG. 7).

Next, the value of the cross-correlation function R _1,2(m) (cross-correlation function FN2) when the shift distance m (shift distance PD2) is equal to the truck center distance LT is calculated for three translational accelerations and three rotational angular velocities. are picked up (step S27 in FIG. 7).

Here, when picking up the value of the cross-correlation function R _{1,2 (m)} (cross-correlation function FN2), ie, data collection, is collection of data in a healthy state as a reference for evaluation, a non-volatile memory or the like may be used. saves the picked up data in (step S28 in FIG. 7).

On the other hand, when picking up the values of the cross-correlation function R _1,2(m) (cross-correlation function FN2), ie, data collection, is data collection in normal diagnostic processing, the picked-up six degrees of freedom (six physical quantities) The value of the cross-correlation function R _{1,2 (m)} for minutes is compared with the value at the time of health (step S29 in FIG. 7), the ratio of the picked up value to the value at the time of health is calculated, and the ratio is less than the specified value In this case, for example, as shown in Table 1, which will be described later, a table in which each damper is associated with the number of abnormalities is referred to (step S30 in FIG. 7).

Next, the type and the number of dampers in which an abnormality has occurred are identified based on the combination of the degrees of freedom (physical quantities) that are equal to or less than the specified value (step S31 in FIG. 7).

Next, the picked up data is stored in a non-volatile memory or the like (step S32 in FIG. 7). After that, it returns to the waiting state of the specified length buffering again (step S25 in FIG. 7).

The above processing flow assumes processing and determination in real time while driving. On the other hand, it is also possible to temporarily save a series of target data in the storage area of the recording analysis device, and then analyze and judge using an analysis processing device or the like separate from the recording analysis device.

Hereinafter, this embodiment will be described in more detail based on examples. In addition, the present invention is not limited to the following examples.

(Example)
[Verification by data]
In order to verify the effect of the abnormality detection method of the present embodiment, verification was performed using data calculated by simulation as an example.

Specifically, using a single-car simulation model consisting of the mass elements of the car body, bogie, wheelsets, and rails, as well as the springs and dampers that connect them, Acceleration and angular velocity were calculated. The distance LT between the bogie centers of the railway vehicle is set to 14.4 m. A comparison was made between the behavior of the front and rear bogies when the railway vehicle was running with an abnormality in the damper. As track conditions, track irregularities were randomly included in all three directions corresponding to elevation displacement, alignment displacement, and level displacement.

FIG. 8 is a diagram schematically showing the configuration of the damper. FIG. 8(a) shows a view of the rubber bush with a pin as viewed from the direction in which the pin extends, and FIG. Figure shows. FIG. 9 is a diagram showing a dynamic model representing the damper. FIG. 9(a) shows a dynamic model representing the damper, and FIG. 9(b) shows a graph representing non-linear reaction force due to rubber gaps.

As shown in FIGS. 8A and 8B, the damper DM1 has a cylindrical cylinder 51 and two rubber bushes 52 with pins provided at both ends of the cylinder 51, respectively. Oil is sealed in the cylinder 51 as a working fluid, and two rubber bushes 52 with pins are fitted to both ends of the cylinder 51 in order to mount the damper DM1 on a bogie or car body. The rubber bush 52 with a pin is fitted between the shaft portion 53 , the outer cylinder portion 54 arranged on the outer peripheral side of the shaft portion 53 and mounted in the through hole of the mounting object, and the shaft portion 53 and the outer cylinder portion 54 . and a tubular rubber portion 55 that is combined and compressed.

The dynamic model shown in FIG. 9(a) is a Maxwell model in which a spring 56 and a dashpot 57 are arranged in series, and is often used as a dynamic model for dampers of railway vehicles. k represents the spring constant, c represents the damping coefficient, and x represents the deflection of the rubber. The rubber portion 55 generates a reaction force proportional to x in the elastic deformation region.

As the mode of abnormality occurring in the damper DM1, it is assumed that the damping force of the cylinder 51 is reduced due to oil leakage (Case 1) and that the rubber portion 55 of the rubber bush 52 with a pin is deteriorated or damaged (Case 2). bottom. In the case 2, as shown in FIG. 8A, it is assumed that there is a gap (not shown) between the rubber portion 55 and the shaft portion 53 or the outer cylindrical portion 54. As shown in FIG. In case 1, the damping coefficient c shown in FIG. 9A was reduced to 1/10 of the design value in order to reproduce the form of the abnormality that occurs in the damper DM1 in the simulation model. On the other hand, in Case 2, as shown in FIG. 9B, the rubber reaction force of the rubber portion 55 due to the gap between the rubber portion 55 and the shaft portion 53 or the outer cylinder portion 54 is made non-linear.

[When a decrease in damping force occurs in one of the dampers installed in one vehicle]
Translational acceleration in the three directions of the longitudinal direction, the lateral direction, and the vertical direction, which are the three degrees of freedom of the bogies arranged in the front and rear, when a damping force decrease occurs in one damper out of the dampers installed in one vehicle. , and the three degrees of freedom of the bogies arranged in front and behind, which are the roll angular velocity, the pitch angular velocity, and the yaw angular velocity. In addition, a cross-correlation function with the shift distance as a parameter was obtained for each data of the front and rear bogies. Those results are shown in FIGS. 10 to 13. FIG.

FIG. 10 is a graph showing the movement distance dependence of each degree of freedom of the front and rear bogies when the damping force of one yaw damper is reduced. FIG. 11 is a graph showing the shift distance dependence of the cross-correlation function of each degree of freedom of the front and rear bogies when the damping force of one yaw damper is reduced. 10 and 11 show the case where the damping force of one of the four yaw dampers is reduced.

FIG. 12 is a graph showing the movement distance dependence of each degree of freedom of the front and rear bogies when the damping force of one lateral damper is reduced. FIG. 13 is a graph showing the shift distance dependence of the cross-correlation function of each degree of freedom of the front and rear bogies when the damping force of one lateral damper is reduced. 12 and 13 show the case where the damping force of one of the two lateral dampers is reduced.

10 to 13, the bogies are named 1st bogie and 2nd bogie in order from the front side to the rear side in the traveling direction of the railway vehicle (the same applies to FIGS. 14 to 17 described later). .

As shown in FIGS. 10 and 12, both when the damping force of one yaw damper decreases and when the damping force of one lateral damper decreases, the behavior of the 2nd truck, that is, the waveform, is the same as that of the 1st truck. It can be seen that there is a positive shift in the axial direction of the movement distance and a delay with respect to the behavior, that is, the waveform of .

As shown in FIGS. 11 and 13, for all degrees of freedom (physical quantities), when the shift distance is −14.4 m, which is the same as the center-to-center distance of the truck. The value of the cross-correlation function is maximized when the new movement distance is obtained by subtracting 14.4 m, which is equal to the distance between the two.

[When deterioration or damage occurs to a rubber bush with a pin in one of the dampers installed in one vehicle]
In the event that one of the dampers installed in one vehicle has a rubber bush with a pin that is deteriorated or damaged, the three degrees of freedom of the bogies arranged in the front and rear, namely the front-rear direction, the left-right direction, and the vertical direction Translational acceleration in one direction and three rotation angular velocities (roll angular velocity, pitch angular velocity, and yaw angular velocity), which are the three degrees of freedom of bogies arranged in the front and rear, are compared with the distance traveled by the railway vehicle from the starting point. plotted. In addition, a cross-correlation function with the shift distance as a parameter was obtained for each data of the front and rear bogies. Those results are shown in FIGS. 14 to 17. FIG.

FIG. 14 is a graph showing movement distance dependence of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one yaw damper is damaged. FIG. 15 is a graph showing the shift distance dependency of the cross-correlation function of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one yaw damper is damaged. 14 and 15 show the case where the rubber bush with a pin of one of the four yaw dampers is damaged.

FIG. 16 is a graph showing the movement distance dependency of each degree of freedom of the front and rear trucks when a rubber bush with a pin of one lateral motion damper is damaged. FIG. 17 is a graph showing the shift distance dependence of the cross-correlation function of each degree of freedom of the front and rear bogies when a rubber bush with a pin of one lateral motion damper is damaged. FIGS. 16 and 17 show the case where the rubber bush with a pin of one of the two laterally-moving dampers is damaged.

As shown in FIGS. 14 and 16, both when the rubber bush with the pin of one yaw damper is damaged and when the rubber bush with the pin of the lateral motion damper is damaged, It can be seen that the behavior or waveform is shifted in the positive direction in the axial direction of the distance traveled and delayed with respect to the behavior or waveform of the 1st truck.

As shown in FIGS. 15 and 17, for all degrees of freedom (physical quantities), when the shift distance is −14.4 m, which matches the center-to-center distance of the truck, that is, the moving distance included in the data of the second-place truck The value of the cross-correlation function is maximized when the new movement distance is obtained by subtracting 14.4 m, which is equal to the distance between the two.

[Proportion of correlation function for each degree of freedom in healthy condition]
For the value of the cross-correlation function of each degree of freedom of the front and rear bogies, the value when the shift distance is equal to the bogie center-to-center distance is extracted, the ratio to the healthy case is calculated, and the calculated ratio is applied to each damper. and sorted by type of anomaly. The results are shown in Table 1. In Table 1, hatching is applied to the squares of the combination of the degree of freedom (physical quantity) and the type of damper and abnormality when the calculated ratio is 0.9 or less.

As shown in Table 1, it can be seen that there is a one-to-one correspondence between the degree of freedom (physical quantity) of the bogie in which the ratio of the cross-correlation function value has decreased, the damper in which an abnormality has occurred, and the type of abnormality.

Specifically, when the degree of freedom (physical quantity) whose ratio is reduced is the yaw angular velocity, it corresponds to the insufficient damping force of the yaw damper, and when the degree of freedom whose ratio is reduced is the lateral acceleration, the damping of the lateral damper If the degrees of freedom that correspond to the force deficit and have reduced proportions are the lateral acceleration and the roll angular velocity, then the shaft damper lacks the damping force.

In addition, if the degree of freedom (physical quantity) whose ratio is reduced is longitudinal acceleration and yaw angular velocity, it corresponds to damage to the rubber bush with the yaw damper pin, and if the degree of freedom whose ratio is reduced is lateral acceleration, lateral movement Corresponding to the damage of the rubber bush with a pin of the damper, if the degree of freedom of which the rate is reduced is the longitudinal acceleration, the lateral acceleration and the roll angular velocity, it corresponds to the damage of the rubber bush with the pin of the shaft damper.

The reason why the degree of freedom (physical quantity) of the bogie with a reduced ratio of the cross-correlation function value and the type of abnormality and the damper in which the abnormality has occurred are clearly classified in a one-to-one ratio is that the center of gravity of the bogie This is because the three types of dampers are arranged parallel to each of the three directions that intersect each other with respect to the coordinate axes, and are orthogonal to each other.

As described above, by using the abnormality detection device and the abnormality detection method of the present embodiment, it is possible to detect the abnormality of the dampers loaded on the bogie, and to determine which of the plurality of types of loaded dampers has the abnormality. It was shown that it is possible to specify

That is, when the physical quantity PQ1 is the yaw angular velocity, the processing unit 25 detects an abnormality in either the two yaw dampers 11a or the two yaw dampers 11b based on the calculated value CV1 in the detection process (step S3 in FIG. 5). can do.

Further, when the physical quantity PQ1 is the acceleration in the horizontal direction, the processing unit 25 detects an abnormality in either the horizontal damper 13a or the horizontal damper 13b based on the calculated value CV1 in the detection process (step S3 in FIG. 5). can be detected.

Further, when the physical quantity PQ1 is the acceleration in the horizontal direction and the physical quantity PQ2 is the roll angular velocity, in the detection process (step S3 in FIG. 5), the processing unit 25 calculates four Any abnormality of the shaft damper 15a and the four shaft dampers 15b can be detected.

Further, when the physical quantity PQ1 is the longitudinal acceleration and the physical quantity PQ2 is the yaw angular velocity, in the detection process (step S3 in FIG. 5), the processing unit 25 calculates two values based on the calculated value CV4 and the calculated value CV1. Abnormalities in either the yaw damper 11a or the two yaw dampers 11b can be detected.

Further, when the physical quantity PQ1 is the acceleration in the longitudinal direction, the physical quantity PQ2 is the acceleration in the lateral direction, and the physical quantity PQ3 is the roll angular velocity, the processing unit 25 calculates the calculated value CV5 , based on the calculated value CV4 and the calculated value CV1, it is possible to detect an abnormality in one of the four shaft dampers 15a and the four shaft dampers 15b.

Further, by calculating the ratio of the correlation function for all of the six types of physical quantities (degrees of freedom), it is possible to accurately detect various types of abnormalities including the types of dampers and abnormalities described using Table 1.

Although the invention made by the present inventor has been specifically described based on the embodiment, the invention is not limited to the above embodiment, and can be variously modified without departing from the gist of the invention. Needless to say.

Within the scope of the idea of the present invention, those skilled in the art can conceive of various modifications and modifications, and it is understood that these modifications and modifications also fall within the scope of the present invention.

For example, a person skilled in the art may appropriately add, delete, or change the design of components, or add, omit, or change the conditions of the above-described embodiments. As long as it has the gist, it is included in the scope of the present invention.

Further, in the embodiment, as an abnormality detection device, an abnormality in a damper device attached to two bogies in one railway vehicle provided with a vehicle body and two bogies supporting the vehicle body is detected. explained things. However, the abnormality detection device of the embodiment is an abnormality detection device that detects an abnormality in the damper devices attached to the two bogies when the two bogies are provided in one railway vehicle. is not limited.

Therefore, the two bogies for which the abnormality detection device of the embodiment detects an abnormality are respectively supported by the car bodies provided in one railroad vehicle that composes the train, or two railroad cars that compose the train. A first bogie and a second bogie respectively supporting two car bodies provided on the rolling stock, wherein the second bogie is arranged behind the first bogie in the traveling direction of the train. It can be rephrased as a second truck.

In such a case, the front truck described in the abnormality detection device of the embodiment can be called the first truck, and the rear truck described in the abnormality detection device of the embodiment can be called the second truck. Further, the anomaly detection device of the embodiment may be mounted on each of the car bodies provided in one railroad car that composes a train, or on two car bodies provided in two railcars that compose a train. A damper attached to a first bogie and a second bogie that respectively support each, the second bogie being arranged behind the first bogie in the traveling direction of the train It can be applied to an abnormality detection device that detects an abnormality in a device.

Also, part of the contents described in the above embodiment will be described below.

[Appendix 1]
One or two railcars forming a train, each supporting a carbody provided on said one railcar or supporting each of two carbodies provided on said two railcars. The one or two railroad cars comprising supporting first and second bogies, a first damper device attached to the first bogie, and a second damper device attached to the second bogie In an abnormality detection device for detecting an abnormality in the first damper device and the second damper device in a vehicle,
Any one of six physical quantities provided on the first bogie and including longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity and yaw angular velocity. a first measuring unit that measures a first physical quantity;
a second measuring unit provided on the second carriage and measuring the first physical quantity;
a processing unit that executes a detection process for detecting an abnormality in the first damper device and the second damper device;
has
The second bogie is arranged behind the first bogie in the traveling direction of the train,
The processing unit is
When the train runs on the first track, the first measurement unit measures the first physical quantity, the second measurement unit measures the first physical quantity, and the first measurement unit measures the first physical quantity. By repeatedly executing a first recording process for recording a first measured value of the first physical quantity and a second measured value of the first physical quantity measured by the second measuring unit, the First data indicating the relationship between the first distance traveled from the first starting point on the first track and the first measured value, and second data indicating the relationship between the first distance traveled and the second measured value. , executing a first acquisition process,
a first cross-correlation function of said first data and said second data, wherein one of said first data and said second data is shifted relative to the other in said first travel distance axis direction; performing a first calculation process for calculating the first cross-correlation function with the first shift distance as the first variable;
The processing unit, in the first calculation process, calculates a first calculated value of the first cross-correlation function when a first predetermined distance is substituted for the first variable,
In the detection process, the processing unit detects an abnormality in the first damper device and the second damper device based on the first calculated value of the first cross-correlation function calculated in the first calculation process. detect and
The first predetermined distance is set such that the difference between the first predetermined distance and the center-to-center distance between the first and second trucks is 0 or is within a predetermined range. , anomaly detector.

INDUSTRIAL APPLICABILITY The present invention is effective when applied to an abnormality detection device and an abnormality detection method for detecting an abnormality in a damper device in a railway vehicle.

REFERENCE SIGNS LIST 1 abnormality detection device 2 car body 2a yaw damper receiver 3 bogie 3a front bogie 3b rear bogie 3c wheel 3d axle 3e axle box 3f bogie frame 3g axle spring 3h air spring 5, 5a, 5b damper device 7 railcar 11, 11a, 11b Yaw dampers 13, 13a, 13b Horizontal dampers 15, 15a, 15b Axial dampers 21, 21a, 21b, 23, MP1 Measuring units 21c, 21d Inertial sensor 25 Processing unit 25a Recording analysis device 27 Moving distance calculating unit 31 First acquisition processing unit 32 First calculation processing unit 33 Detection processing unit 34 Second calculation processing unit 35 Second acquisition processing unit 36 Third acquisition processing unit 37 Third calculation processing unit 38 Fourth acquisition processing unit 39 Fourth calculation processing unit 40 Fifth acquisition Processing unit 41 Fifth arithmetic processing unit 51 Cylinder 52 Rubber bushing 53 with pin 53 Shaft 54 Outer cylinder 55 Rubber 56 Spring 57 Dashpot CG1, CG2 Center of gravity CV1-CV5 Calculated value DM1 Damper DS1, DS11-DS14, DS2, DS21 Movement distance DT1, DT2, DT21, DT22, DT3, DT4, DT5, DT51 Data DT6, DT7, DT71, DT8, DT9, DT91 Data FN1-FN5 Cross-correlation function GP1 Predetermined interval LT Center-to-car distance MV1-MV7 Measured value PD1 Predetermined distance PD2 Shift distance PQ1 to PQ3 Physical quantity R Rail SP1 Running speed SP2 Vehicle yaw angular velocity

Claims (12)

A vehicle body, a front bogie that supports a front portion of the vehicle body, a rear bogie that supports a rear portion of the vehicle body, a first damper device attached to the front bogie, and a damper device attached to the rear bogie. and a second damper device comprising:
Any one of six physical quantities provided on the front bogie and including longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity and yaw angular velocity. a first measuring unit that measures a first physical quantity;
a second measuring unit provided on the rear bogie and measuring the first physical quantity;
a processing unit that executes a detection process for detecting an abnormality in the first damper device and the second damper device;
has
The processing unit is
When the railway vehicle runs on the first track, the first measurement unit measures the first physical quantity, the second measurement unit measures the first physical quantity, and the first measurement unit measures the first physical quantity. By repeatedly executing a first recording process for recording the first measured value of the first physical quantity and the second measured value of the first physical quantity measured by the second measuring unit, the railway vehicle First data showing the relationship between the first distance traveled from the first starting point on the first track and the first measured value, and the first data showing the relationship between the first distance traveled and the second measured value 2, executing a first acquisition process to acquire data;
a first cross-correlation function of said first data and said second data, wherein one of said first data and said second data is shifted relative to the other in said first travel distance axis direction; performing a first calculation process for calculating the first cross-correlation function with the first shift distance as the first variable;
The processing unit, in the first calculation process, calculates a first calculated value of the first cross-correlation function when a first predetermined distance is substituted for the first variable,
In the detection process, the processing unit detects an abnormality in the first damper device and the second damper device based on the first calculated value of the first cross-correlation function calculated in the first calculation process. detect and
The first predetermined distance is set such that the difference between the first predetermined distance and the center-to-center distance between the front and rear trucks is 0 or is within a predetermined range. , anomaly detector. In the abnormality detection device according to claim 1,
In the first acquisition process, the processing unit repeats the first recording process each time the railroad vehicle travels on the first track for a first predetermined interval, thereby obtaining the first movement distance and the The first data indicating the relationship with the first measured value at the first predetermined interval, and the second data indicating the relationship between the first moving distance and the second measured value at the first predetermined interval. , to get the
The abnormality detection device, wherein the first predetermined distance is set such that a difference between the first predetermined distance and the center-to-center distance of the truck is equal to or less than the first predetermined interval. In the abnormality detection device according to claim 2,
The processing unit is
a second cross-correlation function of said first data and said second data, wherein one of said first data and said second data is shifted relative to the other in said first movement distance axis direction; performing a second calculation process of calculating the second cross-correlation function with the second shift distance as a second variable;
By repeatedly executing the second calculation process while changing the second shift distance, the second shift distance and the second calculated value of the second cross-correlation function calculated in the second calculation process are obtained. , executing a second acquisition process for acquiring third data indicating the relationship between
In the first arithmetic processing, the processing unit generates a plurality of sets, each of which is included in the third data and each includes the second shift distance and the second calculated value, and the second shift distance and the The second calculated value included in the set having the largest second calculated value among the plurality of sets whose difference from the center-to-center distance of the bogie is equal to or less than the first predetermined interval is extracted as the first calculated value. The abnormality detection device that calculates the first calculated value of the first cross-correlation function by: In the abnormality detection device according to claim 2,
The processing unit is
Before executing the first acquisition process, the railway vehicle travels on the second track for the first predetermined interval in a state in which no abnormality has occurred in the first damper device and the second damper device. each time, by repeatedly executing the first recording process, the relationship between the second moving distance from the second starting point of the railway vehicle on the second track and the first measured value is recorded at every first predetermined interval. and fifth data indicating the relationship between the second movement distance and the second measurement value at each first predetermined interval, performing a third acquisition process,
a third cross-correlation function of said fourth data and said fifth data, wherein one of said fourth data and said fifth data is shifted relative to the other in said second movement distance axis direction; performing a third calculation process of calculating the third cross-correlation function with the third shift distance as a third variable;
In the third calculation process, the processing unit calculates a third calculated value of the third cross-correlation function when the first predetermined distance is substituted for the third variable,
In the detection process, the processing unit calculates a first value that is a ratio of the first calculated value to the third calculated value of the third cross-correlation function calculated in the third calculation process, and calculates The obtained first value is compared with a preset first threshold value, and if the first value exceeds the first threshold value, no abnormality has occurred in the first damper device and the second damper device. and determining that an abnormality has occurred in the first damper device and the second damper device when the first value is equal to or less than the first threshold value. In the abnormality detection device according to claim 1,
Having a third measuring unit for measuring the yaw angular velocity of the vehicle body,
In the first acquisition process, the processing unit measures the first physical quantity using the first measurement unit when the railroad vehicle travels on the first track, and measures the first physical quantity using the second measurement unit. A physical quantity is measured, a vehicle body yaw angular velocity, which is the yaw angular velocity of the vehicle body, is measured by the third measuring unit, and the measured third measured value of the vehicle body yaw angular velocity is compared with a preset second threshold value to determine the By repeatedly executing the first recording process of recording the first measured value and the second measured value when the third measured value is equal to or less than the second threshold value, the first data and the second data An anomaly detection device that acquires In the abnormality detection device according to any one of claims 2 to 4,
The first damper device has two first yaw dampers respectively provided between the vehicle body and the front bogie and arranged on both left and right sides of the vehicle body,
The second damper device has two second yaw dampers respectively provided between the vehicle body and the trailing bogie and arranged on both left and right sides of the vehicle body,
the first physical quantity is a yaw angular velocity;
The abnormality detection device, wherein in the detection process, the processing unit detects an abnormality in one of the two first yaw dampers and the two second yaw dampers based on the first calculated value. In the abnormality detection device according to any one of claims 2 to 4,
The first damper device has a first lateral damper provided between the vehicle body and the front bogie,
The second damper device has a second lateral damper provided between the vehicle body and the rear bogie,
The first physical quantity is acceleration in the left-right direction,
The abnormality detection device, wherein in the detection process, the processing unit detects an abnormality in either the first lateral motion damper or the second lateral motion damper based on the first calculated value. In the abnormality detection device according to any one of claims 2 to 4,
The first measurement unit measures a second physical quantity, which is one of the six physical quantities and is a different type of physical quantity from the first physical quantity,
The second measurement unit measures the second physical quantity,
The processing unit is
Each time the railcar travels on the first track for the first predetermined interval, the first measurement unit measures the second physical quantity, the second measurement unit measures the second physical quantity, and Repeatedly executing a second recording process of recording a fourth measured value of the second physical quantity measured by the first measuring unit and a fifth measured value of the second physical quantity measured by the second measuring unit By doing so, obtain sixth data indicating the relationship between the first moving distance and the fourth measured value, and seventh data indicating the relationship between the first moving distance and the fifth measured value, Execute a fourth acquisition process,
a fourth cross-correlation function of said sixth data and said seventh data, wherein one of said sixth data and said seventh data is shifted relative to the other in said first movement distance axis direction performing a fourth calculation process of calculating the fourth cross-correlation function with the fourth shift distance as a fourth variable;
In the fourth calculation process, the processing unit calculates a fourth calculated value of the fourth cross-correlation function when the first predetermined distance is substituted for the fourth variable,
In the detection process, the processing unit performs the first damper device and the first damper device based on the fourth calculated value and the first calculated value of the fourth cross-correlation function calculated in the fourth calculation process. 2 An abnormality detection device that detects an abnormality in the damper device. In the abnormality detection device according to claim 8,
The first damper device has four first shaft dampers respectively provided on the front, rear, left, and right of the front bogie,
The second damper device has four second shaft dampers provided on the front, rear, left, and right sides of the rear bogie,
The first physical quantity is acceleration in the left-right direction,
The second physical quantity is roll angular velocity,
In the detection process, the processing unit detects an abnormality in one of the four first shaft dampers and the four second shaft dampers based on the fourth calculated value and the first calculated value. detection device. In the abnormality detection device according to claim 8,
The first damper device has two third yaw dampers respectively provided between the vehicle body and the front bogie and arranged on both left and right sides of the vehicle body,
The second damper device has two fourth yaw dampers respectively provided between the vehicle body and the trailing bogie and arranged on both left and right sides of the vehicle body,
the first physical quantity is acceleration in the longitudinal direction;
the second physical quantity is a yaw angular velocity;
The abnormality detection device, wherein in the detection process, the processing unit detects an abnormality in one of the two third yaw dampers and the two fourth yaw dampers based on the fourth calculated value and the first calculated value. . In the abnormality detection device according to claim 8,
The first measurement unit measures a third physical quantity, which is one of the six physical quantities and is a different type of physical quantity from both the first physical quantity and the second physical quantity,
The second measurement unit measures the third physical quantity,
The processing unit is
Each time the railcar travels on the first track for the first predetermined interval, the first measurement unit measures the third physical quantity, the second measurement unit measures the third physical quantity, and Repeatedly executing a third recording process of recording a sixth measured value of the third physical quantity measured by the first measuring unit and a seventh measured value of the third physical quantity measured by the second measuring unit By doing so, obtain eighth data indicating the relationship between the first movement distance and the sixth measurement value, and ninth data indicating the relationship between the first movement distance and the seventh measurement value, Execute a fifth acquisition process,
a fifth cross-correlation function of the eighth data and the ninth data, wherein one of the eighth data and the ninth data is shifted relative to the other in the first movement distance axis direction; performing a fifth calculation process of calculating the fifth cross-correlation function with the fifth shift distance as a fifth variable;
The processing unit, in the fifth calculation process, calculates a fifth calculated value of the fifth cross-correlation function when the first predetermined distance is substituted for the fifth variable,
In the detection process, the processing unit performs the first detecting an abnormality in the first damper device and the second damper device;
The first damper device has four third shaft dampers respectively provided on the front, rear, left, and right of the front bogie,
The second damper device has four fourth shaft dampers provided on the front, rear, left and right of the rear bogie, respectively,
the first physical quantity is acceleration in the longitudinal direction;
the second physical quantity is acceleration in the left-right direction;
the third physical quantity is roll angular velocity,
In the detection process, the processing unit detects any one of the four third-axis dampers and the four fourth-axis dampers based on the fifth calculated value, the fourth calculated value, and the first calculated value. An anomaly detection device that detects an anomaly. A vehicle body, a front bogie that supports a front portion of the vehicle body, a rear bogie that supports a rear portion of the vehicle body, a first damper device attached to the front bogie, and a damper device attached to the rear bogie. and a second damper device comprising:
The abnormality detection device is
Any one of six physical quantities provided on the front bogie and including longitudinal acceleration, lateral acceleration, vertical acceleration, roll angular velocity, pitch angular velocity and yaw angular velocity. a first measuring unit that measures a first physical quantity;
a second measuring unit provided on the rear bogie and measuring the first physical quantity;
a processing unit that executes a detection process for detecting an abnormality in the first damper device and the second damper device;
has
The anomaly detection method includes:
(a) the processing unit measures the first physical quantity by the first measurement unit and measures the first physical quantity by the second measurement unit when the railroad vehicle travels on the first track; repeating a first recording process of recording a first measured value of the first physical quantity measured by the first measuring unit and a second measured value of the first physical quantity measured by the second measuring unit; By executing, first data indicating the relationship between the first travel distance from the first starting point of the rail vehicle on the first track and the first measurement value, and the first travel distance and the second obtaining second data indicating a relationship with the measured value;
(b) the processing unit is a first cross-correlation function of the first data and the second data, and one of the first data and the second data is the first cross-correlation function with respect to the other; calculating the first cross-correlation function with the first shift distance shifted in the movement distance axis direction as the first variable;
(c) a step in which the processing unit detects an abnormality in the first damper device and the second damper device;
has
In step (b), the processing unit calculates a first calculated value of the first cross-correlation function when the first predetermined distance is substituted for the first variable,
In the step (c), the processing unit performs the calculation of the first damper device and the second damper device based on the first calculated value of the first cross-correlation function calculated in the step (b). detect anomalies,
The first predetermined distance is set such that the difference between the first predetermined distance and the center-to-center distance between the front and rear trucks is 0 or is within a predetermined range. , anomaly detection methods.

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