JP6322433B2 - Pantograph abnormality detection method and detection apparatus - Google Patents

Description

  The present invention relates to a method and apparatus for detecting a pantograph abnormality, such as a stepped wear file generated on a pantograph slide plate, or the like.

  The pantograph slip plate of the electric railway collects electricity while sliding with the trolley wire. As shown in FIG. 10, the trolley line T is installed in a zigzag so as to repeatedly traverse the track center line C at a certain pitch, and the sliding positions of the sliding plate and the trolley line are dispersed. Yes. In this way, local wear is prevented from occurring on the sliding plate. A specific example of the lateral displacement is ± 250 mm and a period of 100 m. As shown in FIGS. 6 and 10, a curved metal fitting 45 is arranged at the bending point 9 of the lateral displacement of the trolley wire T, and the trolley wire T is pulled in the direction perpendicular to the rail. The curved metal fitting 45 is supported by the support structure 5. In addition to the bending point 9 of the trolley line T left / right deviation, the curved metal fitting is provided at the bending point (curve, branching / merging) of the center line of the train line. In addition, there is a brace (not shown) as a similar one to the curved pulling bracket 45.

  The support structure 5 includes, for example, a utility pole 50 shown in FIG. 6 and a horizontal pipe 51 supported by the utility pole 50. The curved metal fitting 45 may be attached to the horizontal pipe 51. Alternatively, the curved metal fitting 45 is attached to the utility pole 50 via a wire (not shown) or attached to a lower bundle (not shown). Such a curved metal fitting 45 has a strength capable of withstanding a tensile force such as a lateral tension of the trolley wire and a wind pressure load acting on the trolley wire.

FIG. 7 is a front view showing an example of the structure of the upper part (near the hull) of the pantograph.
The pantograph 1 includes a boat body 10 that holds a sliding plate 11 that slides with a trolley wire T. The boat body 10 is supported by a frame (not shown) installed on the roof of the electric railway vehicle so as to be able to stand up and down.

  The boat body 10 is a box-like body that extends along the width direction (vehicle width direction) of the vehicle body. A sliding plate 11 is attached to the upper surface of the boat body 10 (divided into three in this example). For example, the slip plate 11 is made of an iron-based or copper-based sintered alloy, a carbon-based material, or the like. The sliding plate 11 is in direct contact with the trolley wire T. Some boat bodies 10 are supported by left and right boat supports 13 near both ends, and others are supported near the center (not shown). The horn 14 that extends outward in the left-right direction includes one that is attached to the boat support 13 and one that is attached to the boat body 10 (not shown).

When the trolley wire T and the pantograph sliding plate 11 slide, local wear may occur on the sliding plate 11 due to some cause such as generation of an abnormal arc. When such wear progresses, a local recess is formed on the surface of the sliding plate 11 (see reference numeral 11b in FIG. 8). When such a concave portion exists on the surface of the sliding plate 11, the trolley wire T is fitted and the smooth left-right movement of the trolley wire T is obstructed. Furthermore, if this state continues, this recess may develop into a groove (stepped wear) that is one step lower than the other parts of the sliding plate. Such stepped wear may lead to accidents such as breakage of the sliding plate or cutting of the trolley wire. Pantograph contact strip is what is divided into a plurality in the rail perpendicular direction is generally the one of the divided sliding plates falls off can be a similar situation to wear with the above stage .

The present inventors have conducted research and development and proposals described in the following documents regarding a method for detecting step wear of the above-mentioned sliding plate.
Patent 5242538 "Method and apparatus for detecting stepped wear of pantograph sliding plate" Patent Publication 2011-244663 “Local Pitch Detection Method and Device for Pantograph Slide Plate” Takayuki Usuda and one other, "Detection of wear with stepped strips by vibration measurement of trolley wire", Railway Research Institute report, Vol.25, No.4, April 2011

Here, the “stepped wear detection method and apparatus for pantograph sliding plates” described in Patent Document 1 will be briefly described.
First, with reference to FIG. 8, the behavior of the trolley wire in the case where a recess such as a stepped wear occurs in the sliding plate will be described. As shown in FIG. 8A, when the trolley wire T moves from the flat portion 11a to the recess 11b of the sliding plate 11, an impact in the vertical direction is applied to the trolley wire T, and the vertical acceleration of the trolley wire T and An impulse-like signal is generated in the lateral acceleration. On the other hand, as shown in FIG. 8B, immediately after the trolley wire T shifts from the concave portion 11b of the sliding plate 11 to the flat portion 11a, the trolley wire T is released from the state pressed against the side wall of the concave portion 11b. As a result, a string is played, and free vibration in the left-right direction is generated on the trolley wire T.

  In this way, the behavior of the trolley wire is changed by the stepped wear, and the fluctuation of the acceleration inherent to the stepped wear occurs. That is, the occurrence of stepped wear can be detected by measuring the change in acceleration of the trolley wire.

  FIG. 9 is a diagram showing an outline of the stepped wear detection device disclosed in Patent Document 1. As shown in FIG. In this apparatus, in order to measure the acceleration of the trolley line T, acceleration sensors 22a, 22b, and 22c are attached to the trolley line T on which the pantograph sliding plate 11 of the vehicle 20 slides. As shown in FIG. 9B, the sensor 22a (the same applies to the sensors 22b and 22c) includes an accelerometer 22V that measures the vertical acceleration of the trolley line T and an accelerometer 22H that measures the horizontal acceleration. In general, since the direction of sensitivity of the accelerometer is determined, the same accelerometer may be arranged so that the sensitivity directions are the vertical direction and the horizontal direction, respectively. As shown in FIG. 9B, the accelerometers 22V and 22H can be fixed to the support member 31 attached to the trolley wire T via the insulating member 32. In addition, the vertical line 3 drawn on the trolley line T in FIG. 9A is a hanger that hangs the trolley line T, and the horizontal diagonal line 2 on the hanger 3 is a suspension line.

  The acceleration sensors 22a, 22b, and 22c are connected to, for example, a measuring instrument 24 (telemeter or the like) installed in the support structure 5 through the signal line 23, and signals measured by the sensors 22a, 22b, and 22c. Is input to the measuring device 24. The measuring device 24 is connected to a processing device (not shown) installed at a station or the like via a signal line such as a radio wave or an optical fiber.

  As shown in FIG. 8A, when the trolley wire T moves from the flat portion 11a to the recess 11b of the sliding plate 11, the trolley wire T has an impulse-like acceleration in the vertical direction and the horizontal direction as described above. Will occur. The acceleration signal is processed by a processing device to obtain an evaluation value. As shown in FIG. 8B, when the trolley wire T shifts from the concave portion 11b of the sliding plate 11 to the flat portion 11a, the trolley wire T freely vibrates in the left-right direction as described above. An evaluation value is obtained by processing the acceleration signal at this time.

  FIG. 10 shows an example in which a plurality of measurement points are provided in the “stepped wear detection method and apparatus for pantograph sliding plates” of Patent Document 1. FIG. 10 is a plan view schematically showing the installation state of the trolley wire. When providing a plurality of measurement points, the acceleration sensors 22a, 22b, and 22c are arranged in the rail direction in the effective displacement width W of the sliding plate.

  As described above, Patent Document 1 discloses a method of detecting stepped wear generated on a pantograph slide plate by an accelerometer installed on a trolley wire. On the other hand, Patent Document 2 (detailed introduction is omitted) shows a method of detecting stepped wear generated on a pantograph sliding plate by a displacement meter installed on a trolley wire. All of these measure the vibration of the trolley wire caused by stepped wear and detect the presence of stepped wear by capturing the vibration unique to stepped wear. In Patent Document 1, as described above, a method (method 1) for measuring and detecting the vertical acceleration of the trolley line, and a method (method for measuring and detecting the left-right vibration of the trolley line (rail vertical direction vibration)) are mainly used. 2). Patent Document 2 describes a method (method 3) of measuring and detecting left-right vibration of a trolley wire.

  Method 1 (vertical acceleration measurement) can detect stepped wear regardless of the position of the stepped wear in the direction perpendicular to the rail, but may not be able to detect it at high speeds. Also, since the left and right vibrations of the trolley wire are detected in method 2 and method 3, the stepped wear near the center of the left and right direction of the sliding plate (hull) (contact with the trolley wire at the center of the displacement section) Can be detected, but with regard to stepped wear at the location of large train line deviation (periphery of the left and right direction of the sliding plate), the left and right vibration of the trolley wire is suppressed by the curved line fitting of the train line fitting. Therefore, detection is difficult.

  The present invention has been made in view of the above problems, and an object of the present invention is to provide a pantograph abnormality detection method and a detection device that can detect stepped wear and the like at a location of large train line deviation. .

  According to the pantograph abnormality detection method of the present invention, the load applied to the curved metal fitting or the brace that supports the trolley wire sliding with the pantograph in the direction perpendicular to the rail is measured, and the absolute value of the load exceeds a predetermined threshold value. Alternatively, when the increase or decrease in the load exceeds a predetermined level, it is determined that the pantograph is likely to be abnormal.

The pantograph abnormality detection device of the present invention is a means for measuring a load applied to a curved metal fitting or a brace that supports a trolley wire sliding with the pantograph in a direction perpendicular to the rail;
Means for determining that there is a possibility of abnormality in the pantograph when the absolute value of the load exceeds a predetermined threshold value, or when the increase or decrease in the load exceeds a predetermined level. To do.

  The lateral load acting on the curve fitting is measured by a sensor attached to the curve fitting, and it is determined that there is an abnormality such as stepped wear when the load exceeds a threshold value. However, with this method alone, it is somewhat difficult to detect step wear near the center of the hull (the center of the trolley line deflection section). This is because the central portion of the trolley wire deflection section is separated from the curved wire fitting in the longitudinal direction of the train line (for example, 100 m), so that the sensitivity of the sensor attached to the curved wire fitting is reduced. Therefore, the method of the present invention is combined with the method of measuring the left-right vibration of the trolley wire, such as the method 2 of Patent Document 1 and the method 3 of Patent Document 2 described above, and the entire area perpendicular to the rail of the sliding plate is detected. It is preferable that This makes it possible to detect the stepped wear regardless of the vehicle speed condition and the position of the stepped wear in the direction perpendicular to the rail.

  In addition, since a lateral load acts on the trolley line even by a cross wind, it is preferable to perform waveform processing on the load measurement waveform acting on the curved metal fitting in order to remove the influence. The change in the left-right load due to stepped wear is a phenomenon that is faster than the change due to crosswind. Therefore, high-pass filter processing that passes the frequency band above the fluctuation frequency of the wind pressure load, and the time zone in which the waveform is differentiated and the differential value is large. For example, a process of extracting, a process of calculating a sharpness of a waveform and extracting a time zone having a high sharpness can be considered.

  ADVANTAGE OF THE INVENTION According to this invention, the pantograph abnormality detection method and detection apparatus which can detect also the step wear etc. in the location of a big train line deviation can be provided. As a result, trains equipped with pantographs with stepped wear are restrained, and major damage to the pantographs and train lines can be prevented, thereby contributing to stable train transportation.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a pantograph abnormality detection method and detection apparatus according to the present invention will be described with reference to the drawings.

It is a front view which shows the curve metal fitting used in the pantograph abnormality detection method and detection apparatus which concern on embodiment of this invention. It is a block diagram which shows the outline | summary of the pantograph abnormality detection method and detection apparatus which concern on embodiment of this invention. It is a flowchart which shows effects | actions, such as a stepped wear determination part, in the pantograph abnormality detection method which concerns on embodiment of this invention. It is a top view for demonstrating the outline | summary of proper use with the pantograph abnormality detection method of FIGS. 1-3, etc., and another method. It is a top view which shows the example of the preferable installation location of the pantograph abnormality detection area of FIG. 4 in a business railway line. It is a perspective view which shows a part of train line and its support structure. It is a front view which shows the example of the structure of the upper part (near hull) of a pantograph. It is a figure explaining the behavior of the trolley wire when recessed parts, such as a stepped abrasion, generate | occur | produce in the slip board. It is a figure which shows the outline | summary of the stepped wear detection apparatus currently disclosed by patent document 1. FIG. It is a top view which shows typically the installation state of the trolley wire in the case of providing a plurality of measurement points in the apparatus of FIG.

T: Trolley line, C: Track (train line) longitudinal center line 1; Pantograph, 2; Suspension line, 3; Hanger, 5; Support structure, 9; Bending point 10; Ship support, 14; horn,
21; Pantograph abnormality detection section 22a, 22b, 22c; acceleration sensor, 22V, 22H; accelerometer 23; signal line, 24; measuring instrument 43; signal line, 45, 45-1, 45-2, 45-3; Pull bracket 50; telephone pole 51; horizontal pipe 52; support bracket 53; ear 54; arm 57; train operation command 59; handle bracket 61; strain gauge 65; FM telemeter 71; receiver 72; Waveform processing unit 73; Stepped wear determination unit 81; Main line, 82; Junction point, 83; Junction line, 85;

  FIG. 1 is a front view illustrating a curved metal fitting used in a pantograph abnormality detection method and detection apparatus according to an embodiment of the present invention. In FIG. 1, reference numeral 51 is a horizontal pipe, 52 is a support fitting, 53 is an ear, T is a trolley wire, and 54 is an arm. The horizontal pipe 51 is supported by a structure such as a utility pole. A support fitting 52 is fixed to the horizontal pipe 51, and an arm 54 is supported on the support fitting 52 so that it can freely rotate on a vertical plane. An ear 53 is connected to the tip of the arm 54, and the trolley wire T is gripped by the ear 53. Therefore, the trolley wire T is fixed in the horizontal direction with respect to the tensile force and is free in the vertical direction.

  In the present embodiment, a strain gauge 61 as a load sensor is affixed to the curved portion 54 b of the arm 54 of the curved pulling fitting 45. As the load sensor, a load cell, an FBG sensor, or the like can be used in addition to the strain gauge. The load sensor can also be attached to the straight portion 54a of the arm 54 of the curved pulling fitting 45, the ear portion 53, the pulling fitting 59, or the like.

  A signal line (wired) 43 is connected to the strain gauge 61, and the signal line 43 extends to the FM telemeter 65 near the curved metal fitting 45. The FM telemeter 65 is fixed on the horizontal pipe 51 or the utility pole 50 (see FIG. 6) shown in FIG.

  FIG. 2 is a block diagram showing an outline of the pantograph abnormality detection device according to the embodiment of the present invention. The pantograph abnormality detection device includes a receiver 71 and a stepped wear determination unit 73 in addition to the strain gauge 61 and the FM telemeter 65 described above. The pantograph abnormality detection device may further include a waveform processing unit 72. The pantograph abnormality detection device may further include the acceleration sensor 22a described above. The FM telemeter 65 transmits the distortion signal to a nearby receiver 71 wirelessly. The receiver 71 is disposed near the utility pole.

  The receiver 71 transmits a strain signal to the stepped wear determination unit 73, and the unit 73 determines whether or not stepped wear (abnormality possibility) exists based on the strain signal. The function of the stepped wear determination unit 73 is realized by a processor of a computer device (not shown) loading and executing a program stored in a storage medium (not shown). The determination result of the presence or absence of step wear is sent to the train operation command 57.

  FIG. 3 is a flowchart showing the operation of the stepped wear determination unit and the like in the pantograph abnormality detection method according to the embodiment of the present invention. First, the load acting on the curved metal fitting is measured by the strain gauge 61 and the like, and the stepped wear determination unit 73 determines whether or not this load exceeds a predetermined threshold (S1). In the case of “excess (YES)”, it is determined that the pantograph has stepped wear (S2).

  If the load acting on the curved metal fitting does not exceed the predetermined threshold (S1; NO), the vibration of the trolley wire T is measured by the acceleration sensors 22a, 22b, and 22c described above, and the stepped wear determination unit 73 It is determined whether the vibration (particularly vibration specific to stepped wear) exceeds a predetermined threshold (S3). In the case of “excess (YES)”, it is determined that the pantograph has stepped wear (S4). If it does not exceed (NO), it is determined that there is no step wear (S5).

  However, in the above-described S1, when there is left-right vibration due to cross wind, it may be difficult to detect stepped wear only by looking at the absolute value of the load acting on the curved metal fitting. Therefore, waveform processing may be applied to the load measurement waveform acting on the curved metal fitting to determine whether or not the increase or decrease in load exceeds a predetermined level. For example, a high-pass filter that passes only a waveform having a frequency greater than the fluctuation frequency of the wind load may be used, and the case where the amplitude of the output waveform of the high-pass filter exceeds a threshold value may be determined as having stepped wear. Further, for example, the waveform may be time-differentiated, and when the maximum value of the differential value exceeds a threshold value, it may be determined that there is stepped wear. Further, for example, the sharpness of the waveform may be calculated, and the case where the sharpness exceeds a threshold value may be determined as having stepped wear. When performing such waveform processing, the receiver 71 transmits a distortion signal to the waveform processing unit 72, and the waveform processing unit 72 transmits the result of the waveform processing to the stepped wear determination unit 73.

  FIG. 4 is a plan view for explaining an outline of proper use of the pantograph abnormality detection method of FIG. 1 to FIG. 3 and other methods. In the figure, the alternate long and short dash line extending in the horizontal direction in the vertical direction is the center line C in the rail perpendicular direction of the track and the train line. The trolley line T is installed in a zigzag so as to cross the track center line C vertically in the figure. In FIG. 4, the curved metal fittings respectively arranged at the plurality of bending points 9 where the trolley line T is bent are distinguished by reference numerals 45-1, 45-2, and 45-3. However, the configuration and function of the curved metal fittings 45-1, 45-2, 45-3 are as described with reference to FIG. Each of the curved metal fittings 45-1, 45-2, 45-3 is adapted to pull the trolley wire T in the direction perpendicular to the rail. In the example shown in FIG. 4A, a section corresponding to about a half cycle of the left-right displacement of the trolley line T between the two curved metal fittings 45-1 and 45-2 is a pantograph abnormality detection section 21. It has become.

  The above-described load sensor 61 is attached to the curved metal fittings 45-1 and 45-2 at both ends of the pantograph abnormality detection section 21, and the tensile load (or bending) applied to each curved metal fitting 45-1 and 45-2 is attached. The load is also measured). As described above, abnormalities (such as stepped wear) of the pantograph sliding plate are detected by changes in the load applied to the curved metal fittings 45-1 and 45-2. In detecting the abnormalities of the sliding plate by measuring the curve fitting load, the portions 21a and 21c close to the curve fitting 45-1 or 45-2 are sensitive. Therefore, the detection sensitivity of the stepped wear of the sliding plate portion that is in contact with the trolley wire T in the portion near the curved metal fitting 45-1 or 45-2, that is, the peripheral portion in the left-right direction of the sliding plate is good.

  In the trolley line T in the pantograph abnormality detection section 21 of FIG. 4, acceleration sensors 22a, 22b, and 22c for measuring the acceleration of the trolley line T (or a displacement meter that measures the displacement of the trolley line T in the direction perpendicular to the rail). Is also attached. In this example, the acceleration sensor 22b is attached to the intersection where the center trolley line T of the left and right deviation section intersects the track center line C, and the intersection between the intersection and the curved metal fittings 45-1, 45-2. Acceleration sensors 22a and 22c are also attached to each other. These acceleration sensors 22a, 22b, and 22c detect the left-right vibration of the trolley line T in the portion 21b far from the curved metal fitting 45-1 or 45-2, and mainly the step at the central portion in the rail perpendicular direction of the sliding plate. Abnormalities such as wear are detected with high sensitivity.

  By using these two types of sensors / methods together, it is possible to accurately detect the possibility of abnormalities such as stepped wear at the central part and the peripheral part of the sliding plate. In addition, although the combined use with the example of patent document 1 was demonstrated concretely here, it can be used together with the example of patent document 2.

  Further, as shown in FIG. 4B, not only between the curved metal fittings 45-1 and 45-2 but also between the curved metal fittings 45-2 and 45-3 is included in the pantograph abnormality detection section 21. It is also possible that That is, the acceleration sensors 22d, 22e, and 22f may be attached between the curved metal fittings 45-2 and 45-3, and the load sensor 61 may be attached to the curved metal fitting 45-3. The acceleration sensors 22d, 22e, and 22f detect left and right vibrations of the trolley line T in a portion 21d far from the curved metal fitting 45-2 or 45-3, and the load sensor 61 attached to the curved metal fitting 45-3 It is possible to detect the stepped wear of the sliding plate portion in contact with the trolley wire T in the portion 21e close to the pulling fitting 45-3. According to this configuration, the stepped wear can be detected not only when the trolley wire T moves left and right in one of the directions perpendicular to the rail but also when the trolley wire T moves left and right in the opposite direction.

In addition to the presence or absence of stepped wear, a process for specifying which of the plurality of pantographs 1 provided in the plurality of vehicles 20 (see FIG. 9) has stepped wear may be added. For example, the raceway center line C and the X-axis, the top portion of the plurality of vehicles 20 the time the first time t ₁ which has passed through the first position x _1. Further, the strain gauge or accelerometer installed in the second position x ₂ is the time of detecting the load change or vibration seen to be caused by the stepped wear, and second time t _2. Let the speed of the vehicle 20 be v. In this case, the distance L between the leading portions of the plurality of vehicles 20 and the pantograph with stepped wear is approximately given by the following equation.
L = v (t ₂ −t ₁ ) − (x ₂ −x ₁ )
From this distance L, it can be substantially specified which of the plurality of pantographs 1 has stepped wear.

  FIG. 5 is a plan view showing an example of a preferred installation location of the pantograph abnormality detection section 21 of FIG. 4 on a commercial railway line. This figure shows a main line 81 of a business railway line and a merge line 83 that merges with it. At the end of the merge line 83, there are a vehicle base 85, a cargo terminal, and other companies' lines. A pantograph abnormality detection section 21 similar to that shown in FIG. 4 is provided in the merge line 83 before the merge point 82. In this pantograph abnormality detection section 21, an abnormality of the pantograph of a train that is about to enter the main line 81 is detected.

If an abnormality is detected, the following measures are taken.
A) Contact the operator of the train by radio from the operation command, stop the train, and perform a visual inspection of the pantograph.
B) Return the train to the depot and cargo terminal and check the pantograph once.
C) If there is a spare pantograph on the train, the problem pantograph is not used and switched to the spare pantograph.
D) When a serious abnormality is suspected, for example, in the case of a freight train, replace the electric locomotive.
E) If a serious abnormality is suspected, drive slowly and not use the pantograph in question.

  Further, a plurality of pantograph abnormality detection sections 21 as shown in FIG. 4 may be provided, and in these plurality of pantograph abnormality detection sections 21, the load applied to the curved metal fitting or the brace may be measured. Then, the frequency at which the absolute value of the load exceeds a predetermined threshold or the increase or decrease of the load exceeds a predetermined level is measured. When this frequency exceeds a predetermined value, it is determined that there is a possibility of abnormality in the pantograph. For example, when a load change exceeding a predetermined level is detected in the first pantograph abnormality detection section, but a load change exceeding a predetermined level is not detected in the second and third pantograph abnormality detection sections. Does not determine that there is a possibility of abnormality in the pantograph. Thus, by extracting only those with high reproducibility, it is possible to prevent erroneous detection that regards a normal pantograph as abnormal.

Claims (12)

A method for detecting an abnormality of a pantograph that collects electricity while sliding with a trolley wire suspended from a hanger hanging from a suspension line suspended between support structures ,
Measure the load applied to the curving bracket or brace that supports the pantograph and the trolley wire sliding in the direction perpendicular to the rail in plan view ,
An abnormality detection of a pantograph characterized by determining that there is a possibility of abnormality in the pantograph when the absolute value of the load exceeds a predetermined threshold or the increase or decrease of the load exceeds a predetermined level Method.   2. The pantograph abnormality detection method according to claim 1, wherein waveform processing is applied to the measurement waveform of the load in order to determine whether or not the increase or decrease of the load exceeds a predetermined level. further,
Measure the acceleration in the vertical and / or horizontal direction of the trolley wire,
3. The pantograph abnormality detection method according to claim 1, wherein the possibility of abnormality of the pantograph is determined based on a change in the acceleration. further,
Measure the displacement of the trolley wire in the direction perpendicular to the rail in plan view ,
4. The pantograph abnormality detection method according to claim 1, wherein vibration of the trolley wire is detected based on the displacement, and an abnormality possibility of the pantograph is determined based on the vibration. 5. A pantograph anomaly detection section is set up before the junction of the merge line that merges with the main line of the business railway line,
5. The pantograph abnormality detection method according to claim 1, wherein an abnormality of a pantograph of a train that is about to enter the main line is detected in the pantograph abnormality detection section. In a plurality of pantograph abnormality detection sections, measure the load applied to the curved metal fitting or the brace,
Measure the frequency at which the absolute value of the load exceeds a predetermined threshold or the increase or decrease of the load exceeds a predetermined level,
5. The pantograph abnormality detection method according to claim 1, wherein when the frequency exceeds a predetermined value, it is determined that there is a possibility of abnormality in the pantograph. A device for detecting an abnormality of a pantograph that collects electricity while sliding with a trolley wire suspended from a hanger hanging from a suspension line suspended between support structures ,
Means for measuring a load applied to a curved metal fitting or a brace that supports the pantograph and a trolley wire sliding in a direction perpendicular to the rail in plan view ;
Means for determining that there is a possibility of abnormality in the pantograph when the absolute value of the load exceeds a predetermined threshold value or when the increase or decrease of the load exceeds a predetermined level;
A pantograph abnormality detection device comprising:   The pantograph according to claim 7, further comprising waveform processing means for performing waveform processing on the measurement waveform of the load in order to determine whether the increase or decrease in the load exceeds a predetermined degree. Anomaly detection device. further,
Means for measuring acceleration in the vertical and / or horizontal direction of the trolley wire;
Means for determining the possibility of abnormality of the pantograph based on the fluctuation of the acceleration;
The pantograph abnormality detection device according to claim 7 or 8, characterized by comprising: further,
Means for measuring the displacement of the trolley wire in the direction perpendicular to the rail in plan view
Means for detecting vibration of the trolley wire based on the displacement, and determining the possibility of abnormality of the pantograph based on the vibration;
The pantograph abnormality detection device according to claim 7, wherein the pantograph abnormality detection device is provided .
There is a pantograph anomaly detection section in front of the junction of the merge line that merges with the main line of the business railway line,
The pantograph abnormality detection device according to any one of claims 7 to 10, wherein an abnormality of a pantograph of a train about to enter the main line is detected in the pantograph abnormality detection section. An acceleration sensor that measures the vertical and / or lateral acceleration of the trolley wire, or a displacement meter that measures the displacement of the trolley wire in a direction perpendicular to the rail in a plan view is located at a position away from the curved fitting of the trolley wire. 11. The pantograph abnormality detection device according to claim 9 or 10, wherein the abnormality detection device is installed and capable of detecting abnormality such as step wear at a central portion in a direction perpendicular to the rail in a plan view of the sliding plate with high sensitivity. .

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