JP6530329B2 - Abnormality detection method and abnormality detection device for secondary spring system - Google Patents

Description

  The present invention relates to an abnormality detection method and an abnormality detection apparatus for a secondary spring system provided between a car body and a bogie of a railway vehicle, and in particular, it is possible to appropriately detect an abnormality even when the traveling speed changes. About.

A typical railway vehicle is provided with a primary spring system provided between an axle box supporting a wheelset and a bogie frame, and a secondary spring system provided between the bogie frame and a car body.
The secondary spring system includes a pillow spring, which is a spring element such as an air spring, and a vertical motion damper, a horizontal motion damper, and the like that generate a damping force according to the vertical and horizontal deformation of the pillow spring. .
Further, in some cases, the pillow spring itself also serves as a damping element by providing a throttle that generates a damping force in the flow path through which air passes according to the expansion and contraction of a pillow spring made of an air spring or the like.

In order to ensure the safety and ride comfort of the railway vehicle, the above-mentioned secondary spring system damping element fails to generate damping force normally, and secondary spring system abnormality such as pressure drop of air spring etc. Proper detection is required.
As a prior art related to abnormality detection of a bogie of a railway vehicle, for example, Patent Document 1 describes that an abnormality is determined when an output of an acceleration detection unit provided on the bogie becomes equal to or more than a predetermined threshold.
Further, Patent Document 2 describes that vibrational acceleration of a truck or the like is sampled at equal distance intervals, and abnormality is determined based on a change in average acceleration power squared after bandpass filter processing.
Further, Patent Document 3 utilizes the characteristic that the phase difference between the vertical acceleration of the vehicle body and the acceleration in the pitching direction changes according to normality or abnormality of the pillow spring system, and includes the natural frequency of the vehicle body and phase difference. By extracting a predetermined frequency band that is set to be different from the frequency at which the signal is inverted, and determining that the phase difference between the extracted vertical acceleration and the pitching direction acceleration is out of a predetermined allowable range, It has been described to properly detect the abnormality of the pillow spring system during the operation of the vehicle.

JP, 2000-6807, A Patent No. 4252227 Patent No. 5662298

In the abnormality detection method for the pillow spring system described in Patent Document 3, the frequency band to be extracted is different from the frequency at which the phase difference between the vertical acceleration and the pitching acceleration reverses, and the natural frequency of the vehicle body There is a problem that the traveling speed range of the vehicle in which the abnormality can be detected is narrow since it is difficult to appropriately detect the abnormality unless it is included in the range of the abnormality detectable frequency included.
SUMMARY OF THE INVENTION In view of the above-mentioned problems, it is an object of the present invention to provide a secondary spring system abnormality detection method and an abnormality detection apparatus capable of appropriately detecting an abnormality even when the traveling speed changes.

An abnormality detection method for a secondary spring system according to the present invention, which solves the above-mentioned problems, is an abnormality detection method for a secondary spring system provided between a car body and a bogie of a railway vehicle. A directional acceleration is detected, and a component of a predetermined frequency band set so as to shift to a high frequency side substantially in proportion to the traveling speed of the vehicle is extracted from the translational acceleration and the rotational acceleration; While judging that it is abnormal when the phase difference between the extracted translational direction acceleration and the rotational direction acceleration is out of a predetermined allowable range, the frequency band to be extracted is a combination of the translational direction acceleration and the rotational direction acceleration. The phase difference is set to be different from the frequency to be reversed, and the phase of the translational acceleration and the rotational direction acceleration when the traveling speed exceeds a preset extraction frequency changing speed There wherein the stepwise transition to a low frequency side to exceed the frequency of reversal.
Here, the secondary spring system includes a spring element such as a pillow spring and a damping element, and the damping element is not limited to a damper such as a hydraulic shock absorber provided separately from the spring element, but is, for example, an air spring. The spring element itself includes one that doubles as a damping element.
According to this, since the phase difference between the translational acceleration and the rotational acceleration of the vehicle body changes according to the normality and abnormality of the secondary spring system, the abnormality occurs when this phase difference deviates from the predetermined allowable range. By determining that, it is possible to properly detect an abnormality of the secondary spring system during the operation of the vehicle.
Further, from the translational acceleration and the rotational acceleration, a component of a predetermined frequency band set so as to shift substantially in proportion to the high frequency side according to the traveling speed of the vehicle is extracted and extracted. By setting the phase difference between the translational acceleration and the rotational acceleration to be different from the inverted frequency, it is possible to extract a frequency band in which a difference in phase difference tends to occur between normal and abnormal times, which is more appropriate. Anomaly can be detected.
In addition, when the traveling speed exceeds the preset extraction frequency changing speed, the frequency band to be extracted is stepped on the low frequency side so that the phase difference between the translational acceleration and the rotational acceleration exceeds the inverted frequency. By switching to the above, even if the traveling speed of the vehicle changes, it is possible to extract a frequency band suitable for abnormality detection, and abnormality detection can be appropriately performed.

In the present invention, the frequency band to be extracted may be set to be within an abnormality detectable range including the natural frequency of the translational mode of the vehicle body.
According to this, at frequencies near the natural frequency of the translational mode of the vehicle body, there is a difference in phase difference between the translational acceleration and the rotational acceleration between when the secondary spring system is normal and when it is abnormal. Since it easily occurs, abnormality detection can be performed more reliably.

Further, another abnormality detection method for a secondary spring system according to the present invention is an abnormality detection method for a secondary spring system provided between a car body and a bogie of a railway vehicle, the acceleration in the translational direction and the acceleration in the rotational direction of the car body. From the acceleration in the translational direction and the acceleration in the rotational direction, and extracts components of a plurality of predetermined frequency bands set so as to shift to a high frequency side substantially in proportion to the traveling speed of the vehicle. While judging that it is abnormal when the phase difference between the translational acceleration extracted from at least one frequency band and the rotational acceleration deviates from a predetermined allowable range, a plurality of the frequency bands to be extracted are in the translational direction The frequency at which the phase difference between the acceleration and the acceleration in the rotational direction is reversed is set to be different.
According to this, when a plurality of frequency bands are extracted from the translational acceleration and the rotational acceleration, and the phase difference between the translational acceleration and the rotational acceleration extracted from at least one frequency band is out of the predetermined allowable range By judging that there is an abnormality, it is possible to obtain substantially the same effect as that of the above-described invention.
In the present invention, at least one of the plurality of frequency bands to be extracted may be set to be within an abnormality detectable range including the natural frequency of the translational mode of the vehicle body.

In each of the above inventions, the translational acceleration may be a vertical acceleration of the vehicle body, and the rotational acceleration may be a pitching acceleration of the vehicle body.
In each of the above inventions, the translational acceleration may be a lateral acceleration of the vehicle body, and the rotational acceleration may be a yaw directional acceleration of the vehicle body.

Further, the abnormality detection device for a secondary spring system according to the present invention, which solves the above-mentioned problem, is an abnormality detection device for a secondary spring system provided between a car body and a bogie of a railway vehicle. And vehicle body behavior detection means for detecting the acceleration in the rotational direction, and the translational acceleration and the acceleration in the rotational direction are set to shift to the high frequency side substantially in proportion to the traveling speed of the vehicle. Frequency band extracting means for extracting a component of the frequency band, and an abnormality which is judged as abnormal when the phase difference between the translational acceleration extracted by the frequency band extracting means and the rotational direction acceleration deviates from a predetermined allowable range Detection means, wherein the frequency band extraction means sets the frequency band to be extracted different from a frequency at which the phase difference between the translational acceleration and the rotational acceleration is inverted. In addition, when the traveling speed exceeds the preset extraction frequency changing speed, the phase difference between the translational acceleration and the rotational acceleration is gradually shifted to the low frequency side so as to exceed the inverted frequency. It is characterized by
In the present invention, the frequency band extraction means may set the frequency band to be extracted to be within an abnormality detectable range including the natural frequency of the translation mode of the vehicle body.

Another abnormality detection method for a secondary spring system according to the present invention is an abnormality detection device for a secondary spring system provided between a car body and a bogie of a railway vehicle, the acceleration in the translational direction of the car body, and the rotation. Vehicle behavior detection means for detecting a directional acceleration, and a predetermined frequency band set so as to shift substantially in proportion to the traveling speed of the vehicle from the translational acceleration and the rotational acceleration according to the traveling speed of the vehicle Frequency band extraction means for extracting a component; and abnormality detection means for judging an abnormality when a phase difference between the translational acceleration and the rotational acceleration extracted by the frequency band extraction means deviates from a predetermined allowable range. The frequency band extraction unit extracts components of a plurality of frequency bands set to be different from the frequency at which the phase difference between the translational acceleration and the rotational acceleration is reversed, and the abnormality detection Stage, characterized in that the phase difference between at least one of said translational direction acceleration extracted from the frequency band and the rotating direction acceleration is determined to be abnormal if outside a predetermined allowable range.
In the present invention, at least one of the plurality of frequency bands to be extracted may be set to be within an abnormality detectable range including the natural frequency of the translational mode of the vehicle body.

In each of the above inventions, the vehicle body behavior detection means may be configured to detect the vertical acceleration of the vehicle as the translational acceleration and to detect the pitching acceleration of the vehicle as the rotational acceleration.
In each of the above inventions, the vehicle body behavior detection means can be configured to detect the lateral acceleration of the vehicle as the translational acceleration and to detect the yawing acceleration of the vehicle as the rotational acceleration. .

  As described above, according to the present invention, it is possible to provide an abnormality detection method and an abnormality detection device for a secondary spring system capable of appropriately detecting an abnormality even when the traveling speed changes.

It is a schematic diagram which shows the structure of the abnormality detection apparatus of the secondary spring system which is the reference example of this invention. It is a schematic diagram which shows the vibration form of the up-down translation mode and pitching mode of a railcar. It is a graph which shows an example of the phase difference of the up-down direction acceleration of a vehicle body in case a pillow spring damper is normal or abnormal, and pitching direction acceleration. It is a graph which shows an example of the acceleration history of the vehicle body in vertical translation mode and pitching mode. It is a graph which shows an example of the acceleration history of the vehicle body of the vertical translation mode and pitching mode after band pass filter passage. It is a graph which shows an example of the log | history of the code | symbol of the acceleration of the vehicle body of the up-down translation mode and pitching mode after band pass filter passage. It is a graph which shows an example of the history of the exclusive OR (XOR) of the sign of the acceleration of the up-and-down translation mode and pitching mode of a car body after band pass filter passage. It is a graph which shows an example of the value (sign non-match rate) which carried out the low pass filter and averaged the exclusive OR (XOR) of the code | symbol of the acceleration of the vehicle body of vertical translation mode and pitching mode. It is a graph which shows an example of transition of the code | symbol mismatch rate in normal time and abnormal time, Comprising: The case where a pillow spring damper is a semi active damper is shown. It is a graph which shows an example of transition of the code | symbol mismatch rate in the time of normal and abnormal, Comprising: The case where a pillow spring damper is a passive damper is shown. It is a graph which shows an example of the change of the phase difference of the up-down direction acceleration of the vehicle body according to the traveling speed of a vehicle, and a pitching direction acceleration. It is a graph which shows an example of the phase difference of the up-down direction acceleration of a vehicle body in case a pillow spring damper is normal or abnormal, and pitching direction acceleration, Comprising: The phase difference when travel speed is 50 km / h is shown. It is a graph which shows an example of the phase difference of the up-down direction acceleration of a vehicle body in case a pillow spring damper is normal or abnormal, and pitching direction acceleration, Comprising: The phase difference when travel speed is 60 km / h is shown. It is a graph which shows an example of the phase difference of the up-down direction acceleration of a vehicle body in case a pillow spring damper is normal or abnormal, and pitching direction acceleration, Comprising: A phase difference when traveling speed is 75 km / h is shown. It is a figure which shows the structure of the abnormality detection means in 1st Embodiment of the abnormality detection apparatus of the secondary spring system to which this invention is applied. It is a graph which shows the extraction frequency zone in the phase contrast detection device of a 1st embodiment. It is a graph which shows the relationship between the code | symbol mismatching rate and driving speed at the time of a pillow spring damper normal time. It is a graph which shows an example of transition of the code | symbol non-match rate in the time of 1st trolley | bogie right abnormality at the time of normal, and 2nd trolley | bogie right abnormality. It is a graph which shows what made the data of FIG. 18 the relative value on the basis of the approximation function shown in FIG. It is a graph which shows an example in the case of changing a threshold according to change of a code non-matching rate. It is a figure which shows the structure of the abnormality detection means in 2nd Embodiment of the abnormality detection apparatus of the secondary spring system to which this invention is applied. It is a graph which shows the extraction frequency zone in the phase contrast detection device of a 2nd embodiment. It is a figure which shows the structure of 2nd Embodiment of the abnormality detection apparatus of the secondary spring system to which this invention is applied. It is a schematic diagram which shows the structure of 4th Embodiment of the abnormality detection apparatus of the secondary spring system to which this invention is applied, and the vibration form of left-right translation mode and a yawing mode of a rail vehicle.

Hereinafter, a method of detecting an abnormality of a secondary spring system to which the present invention is applied, and first to fourth embodiments of an abnormality detecting apparatus used for the method of detecting an abnormality will be described.
Prior to the description of each embodiment, first, a method of detecting an abnormality in a secondary spring system, which is a reference example of the present invention, and an abnormality detection device will be described.

FIG. 1 is a schematic view showing the configuration of a secondary spring system abnormality detection device according to a reference example.
As shown in FIG. 1, the railway vehicle 1 provided with the abnormality detection apparatus 100 is a bogie vehicle provided with a first carriage 20 and a second carriage 30 which are a pair of bogies before and after the vehicle body 10.
The vehicle body 10 is substantially formed in a hexahedral shape by providing a side structure, a end structure, a roof structure, and the like on an upper portion of an underframe provided on a floor portion.

The first carriage 20 and the second carriage 30 are sequentially arranged from the front side in the traveling direction of the vehicle 1.
The first carriage 20 is configured to include a carriage frame 21, a first wheelset 22, a second wheelset 23, a secondary spring system 24, and the like.
The bogie frame 21 is a frame-shaped structural member to which the first wheelset 22 and the second wheelset 23 are attached via the axle box and the axle box support device.
The first wheelset 22 and the second wheelset 23 have a pair of wheels fixed at both ends of an axle.
The first wheelset 22 and the second wheelset 23 are sequentially arranged from the front side in the traveling direction of the vehicle 1.
The 1st wheelset 22 and the 2nd wheelset 23 are supported by the axle box which does not illustrate the both ends of an axle. The axle box is provided with bearings, a lubricating device, and the like.
The axle box is supported so as to be relatively displaceable in the vertical direction and the like with respect to the carriage frame 21 via an axle box support device (not shown).
The axial box supporting device includes an axial spring generating a spring reaction force corresponding to the vertical displacement of the axial box with respect to the bogie frame 21, and a primary spring consisting of an axial damper generating a damping force corresponding to the expansion / contraction speed of the axial spring. A system is provided.

The second carriage 30 is configured to include a carriage frame 31, a third wheelset 32, a fourth wheelset 33, a secondary spring system 34, and the like.
The bogie frame 31 is a frame-shaped structural member to which the third wheelset 32 and the fourth wheelset 33 are attached via the axle box and the axle box support device.
The third wheelset 32 and the fourth wheelset 33 have a pair of wheels fixed to both ends of an axle.
The third wheelset 32 and the fourth wheelset 33 are sequentially arranged from the front side in the traveling direction of the vehicle 1.
The 3rd wheelset 32 and the 4th wheelset 33 are supported by the axle box which does not illustrate the both ends of an axle. The axle box is provided with bearings, a lubricating device, and the like.
The axle box is supported so as to be relatively displaceable in the vertical direction and the like with respect to the carriage frame 31 via an axle box support device (not shown).
The axle box support device includes a shaft spring generating a spring reaction force corresponding to the vertical displacement of the shaft box with respect to the bogie frame 31, and a primary spring consisting of an axis damper generating a damping force corresponding to the expansion / contraction speed of the shaft spring. A system is provided.

The carriage frames 21 and 31 of the first carriage 20 and the second carriage 30 are attached to the lower part of the vehicle body 10 via secondary spring systems 24 and 34.
The secondary spring system 24, 34 includes a pillow spring (not shown) and a pillow spring damper 24a, 34a provided parallel to the pillow spring.
The pillow spring is a spring element such as an air spring which generates a spring reaction force according to the relative displacement of the bogie frames 21 and 31 relative to the vehicle body 10 in the vertical and horizontal directions.
The pillow spring dampers 24a and 34a are damping elements such as hydraulic shock absorbers that generate a damping force according to the vertical relative speed of the carriage frames 21 and 31 with respect to the vehicle body 10.
Further, the pillow spring dampers 24a and 34a are semi-active dampers that can change the damping force characteristics at any time during traveling in accordance with a command from a not-shown upper and lower damping system.
The pillow springs and the pillow spring dampers 24a and 34a are provided, for example, in pairs in the cart direction (left and right direction) in the carriage frames 21 and 31.

The abnormality detection device 100 according to the reference example detects, for example, an abnormality in which the above-described pillow spring dampers 24a and 34a do not normally generate a damping force.
FIG. 2 is a schematic view showing vibration modes of the vertical translation mode and the pitching mode of the railway vehicle.
As shown in FIG. 2, in the vertical translation mode, the vehicle body 10 is vertically translated by extension and contraction of the secondary spring system 24 of the first carriage 20 and the secondary spring system 34 of the second carriage 30 in phase. It vibrates in the direction.
In the pitching mode, the vehicle body 10 extends around the axis along the crosstie direction by the secondary spring system 24 of the first carriage 20 and the secondary spring system 34 of the second carriage 30 extending and contracting in the reverse phase. It pivots (rocks).

The abnormality detection device 100 includes a processing device 110, acceleration sensors 121 and 122, and the like.
The processing unit 110 includes, for example, a CPU as an information processing unit, a RAM, a ROM, storage means such as a magnetic disk drive and an optical disk drive, an input / output interface, and a bus connecting these.
The processing device 110 is an abnormality detection unit that processes signals from the respective sensors as described later and detects an abnormality.
The acceleration sensors 121 and 122 are disposed apart from each other in the front-rear direction on the left and right center line of the vehicle body 10, and include an acceleration pickup that detects the acceleration of the vehicle body 10 in the vertical direction.
The acceleration sensors 121 and 122 are, for example, suspended below the floor of the vehicle body 10 and arranged.
The acceleration sensor 121 is disposed in the vicinity of the first carriage 20.
The acceleration sensor 122 is disposed in the vicinity of the second carriage 30.
The output signals of the acceleration sensors 121 and 122 are transmitted to the processing device 110.

Hereinafter, the abnormality detection method of the pillow spring damper in the reference example will be described.
This abnormality detection method carries out the following procedure when the traveling speed of the vehicle 1 is included in a previously set abnormality detectable range.
(1) The acceleration sensors 121 and 122 measure vertical accelerations at two points separated in the traveling direction of the vehicle body 10.
(2) The vertical acceleration detected by each of the acceleration sensors 121 and 122 is separated into an acceleration in the vertical translation mode and an acceleration in the pitching mode.
(3) Change the sign of acceleration in the pitching mode in accordance with the traveling direction of the vehicle.
(4) A phase difference between the acceleration in the vertical translation mode and the acceleration in the pitching mode at a specific frequency described later is detected. The specific frequency is a frequency at which a large difference occurs in the phase difference between the normal time and the abnormal time, and is obtained in advance by experiment or the like.
(5) If the phase difference deviates from the preset allowable range, it is determined that the pillow spring dampers 24a and 34a have an abnormality.
At this time, it is determined which of the pillow spring dampers 24a and 34a of the first carriage 20 and the second carriage 30 has an abnormality depending on which of the plus side and the minus side exceeds the allowable range.

The calculation of the phase difference described above can also be performed based on, for example, a cross spectrum obtained by Fourier-transforming the cross-correlation function of the vertical acceleration and the pitching acceleration, but in the reference example, the load of calculation processing In order to reduce the phase difference, the phase difference is approximately determined by the following directions.
(1) By passing the vertical acceleration and the pitching acceleration through a band pass filter, a component of a specific frequency is extracted.
(2) The vertical acceleration and the pitching acceleration after passing through the band pass filter are binarized using 0 as a threshold. For example, if the sign is positive, it is 1; if it is negative, it is 0.
(3) An exclusive OR (XOR) of the binarized vertical acceleration and the pitching acceleration is performed. As a result, at each timing, it is determined whether or not the signs of the vertical acceleration and the pitching acceleration coincide with each other.
(4) For the above-mentioned exclusive OR, the sign mismatch rate between the vertical acceleration and the pitching acceleration can be determined by obtaining an average value within a predetermined fixed time or smoothing through a low pass filter.
Here, when the vertical acceleration and the pitching acceleration are periodic signals, if the phase difference between the two is 0 °, the code non-matching rate is zero. Further, if the phase difference is ± 180 °, the code mismatch rate is 1. Actually, the vertical acceleration and the pitching acceleration do not become complete periodic signals, but this code mismatch rate can be used as a parameter that approximately expresses the phase difference.

Hereinafter, the numerical simulation result by 1 vehicle model is demonstrated.
In this simulation, for example, the measured waveform of the vertical acceleration in the axle box when traveling at 75 km / h was input to the vehicle model. In this vehicle model, the pillow spring dampers 24a and 34a are variable damping dampers that can change the damping characteristics during traveling, and simulate a control state by a known vertical damping system. Further, in the abnormal state of the pillow spring dampers 24a and 34a, the variable damping damper is fixed at the minimum damping.

First, the frequency at which a large difference occurs in the phase difference between the normal time and the abnormal time is examined, and the frequency band to be focused in abnormality detection is determined.
FIG. 3 is a graph showing the phase difference between vibrations in the vertical translation mode of the vehicle body and the pitching mode determined from the cross spectrum, the horizontal axis showing frequency and the vertical axis showing phase difference. Further, in FIG. 3, data at the time of failure of the right pillow spring damper 24a of the first carriage 20 and at the time of failure of the right pillow spring damper 34a of the second carriage 30 are illustrated by a solid line, a dotted line, and a dashed dotted line in FIG. ing. (Similar in FIGS. 12 to 14 described later)
As shown in FIG. 3, the phase difference is significantly different between normal and abnormal in the vicinity of 1.5 Hz which is also near the natural frequency of the vehicle body 10.
Therefore, in the reference example, the abnormality is detected using the frequency component near 1.5 Hz.

FIG. 4 is a graph showing an example of the transition of the acceleration obtained by mode separation of the vertical accelerations at two points of the vehicle body 10 detected by the acceleration sensors 121 and 122.
FIG. 4A shows the acceleration in the vertical translation mode, and FIG. 4B shows the acceleration in the pitching mode.
In each of FIGS. 4A and 4B, the vertical axis represents acceleration, and the horizontal axis represents time.

FIG. 5 is a graph showing the result of passing the acceleration shown in FIG. 4 through a band pass filter that passes near 1.5 Hz.
FIG. 5 (a) shows the acceleration in the vertical translation mode, and FIG. 5 (b) shows the acceleration in the pitching mode.
In each of FIGS. 5 (a) and 5 (b), the vertical axis represents acceleration, and the horizontal axis represents time.

FIG. 6 shows the history of acceleration codes obtained by binarizing the acceleration in the vertical translation mode and pitching mode after passing through the band pass filter shown in FIGS. 5A and 5B with 0 as a threshold as described above. FIG.
FIG. 6 (a) shows the acceleration code in the vertical translation mode, and FIG. 6 (b) shows the acceleration code in the pitching mode.
In each of FIGS. 6A and 6B, the vertical axis represents the acceleration code, and the horizontal axis represents time.

FIG. 7 is a graph showing the history of the exclusive OR (XOR) of the acceleration code in the vertical translation mode shown in FIG. 6 and the acceleration code in the pitching mode.
In FIG. 7, the vertical axis indicates the exclusive OR (1: different sign, 0: same sign) of the acceleration code, and the horizontal axis indicates time.

FIG. 8 is a graph showing a history of results (sign mismatch rate) obtained by passing the exclusive OR shown in FIG. 7 through a low pass filter and taking the average value within a predetermined period.
In FIG. 8, the vertical axis represents the code mismatch rate, and the horizontal axis represents time.
The sign mismatch rate represents an approximate phase difference between the acceleration in the vertical translation mode and the pitching mode.

FIG. 9 shows the result of calculation of the sign mismatch rate between the normal state and the abnormal state using the above-described vehicle model.
In FIG. 9, the vertical axis represents the code mismatch rate, and the horizontal axis represents time, the normal state, the right pillow spring damper 24 a abnormal state of the first carriage 20, the left pillow spring damper 24 a abnormal state of the first carriage 20, The abnormal state of the right pillow spring damper 34a of the second bogie 30 and the abnormal state of the left pillow spring damper 34a of the second bogie 30 are illustrated by a solid line, a dotted line, an alternate long and short dash line, an alternate long and short dash line, and an alternate long and short dash line (figures described later) The same in 10).

As shown in FIG. 9, the code mismatch rate is stable around 0.55 when normal, but if the pillow spring damper 24a of the first carriage 20 is abnormal, the code mismatch rate (approximate phase difference) is larger than normal Also, when the pillow spring damper 34a of the second carriage 30 is abnormal, it can be seen that the code mismatch rate is smaller than normal.
In this case, if, for example, 0.5 to 0.6 is set as the allowable range, it is judged as abnormal if it deviates from this, and depending on which side of the allowable range it deviates, whichever of the pillow spring dampers 24a, 34a Can be identified.
Here, since the initial value of the filter is 0.55, the calculation start (0 second) is 0.55 in all cases.

Moreover, FIG. 10 is a graph which shows the calculation result at the time of using a pillow spring damper as a passive damper of a damping-force characteristic fixed type.
As shown in FIG. 10, although the difference between normal and abnormal times is reduced with respect to the upper and lower damping control state shown in FIG. 9, the tendency is common, and by setting the threshold appropriately, It is possible to detect the abnormality of the pillow spring damper on a bogie basis.

According to the reference example described above, the phase difference between the vertical acceleration and the pitching direction acceleration of the vehicle body 10 changes in accordance with normality and abnormality of the pillow spring dampers 24a and 34a, and therefore this phase difference is predetermined allowance By judging as abnormal when out of the range, it is possible to appropriately detect abnormality of the pillow spring dampers 24a, 34a while the vehicle 1 is in operation.
Furthermore, it is possible to determine which side of the allowable range the phase difference deviates from, which abnormality of the pillow spring dampers 24a and 34a.
Further, by passing the vertical acceleration and the pitching acceleration through a band pass filter in the vicinity of 1.5 Hz where the difference between normal and abnormal times is large and then using it for abnormality detection, the pillow spring dampers 24a and 34a can be more appropriately Anomalies can be detected.
Furthermore, the calculation load is reduced by using the sign mismatch rate of the vertical acceleration and the pitching acceleration after passing through the band pass filter as a parameter (approximate phase difference) indicating the magnitude of the phase difference, which is relatively simple. It is possible to perform computations at high speed with various devices.

First Embodiment
Next, a first embodiment of a secondary spring system abnormality detection device to which the present invention is applied will be described.
In the first embodiment, in view of the fact that the frequency band in which the difference in phase difference is likely to occur between the normal and abnormal states of the secondary spring system is around the natural frequency of the vibration in the vertical translation mode of the vehicle body. The frequency band around the frequency is extracted by a band pass filter to detect abnormality.

It has been found that the phase difference between the vertical acceleration and the pitching acceleration reverses 180 ° with a certain frequency, and the frequency is proportional to the traveling speed.
FIG. 11 is a graph showing an example of changes in the phase difference between the vertical acceleration and the pitching acceleration of the vehicle body according to the traveling speed of the vehicle.
Therefore, when the frequency band extracted by the band pass filter is constant, depending on the traveling speed, both inverted phase differences are mixed, and a stable code mismatch rate can not be obtained.

ここで、ｘはフィルタ通過前の信号、ｙはフィルタ通過後の信号、ａ_１及びｂ_１は低速度用フィルタの係数、ａ_２及びｂ_２は高速度用フィルタの係数、ζは補間係数である。
なお、このように走行速度に応じて抽出する周波数帯域を変化させる場合であっても、例えば走行速度が極低速の場合等には、本手法による異常検出は困難である。
そこで、第１実施形態においては、走行速度が所定値以上の場合にのみ異常検出を行なうとともに、所定値未満の場合には異常検出を停止するようにしている。 Therefore, in the first embodiment, the cutoff frequency of the band pass filter is changed in proportion to the traveling speed.
Thus, the filter in which the cutoff frequency changes according to the traveling speed is approximately designed by, for example, designing two band pass filters having different cutoff frequencies and linearly interpolating between these filter coefficients. It is possible to realize. By using such a method, for example, the calculation load can be reduced as compared to calculating filter coefficients each time.
An example of the configuration of such a filter is shown in Equations 1 to 3.

Here, x is a signal before passing through a filter, y is a signal after passing through a filter, a ₁ and b ₁ are coefficients of a low speed filter, a ₂ and b ₂ are coefficients of a high speed filter, and ζ is an interpolation coefficient is there.
Even when the frequency band to be extracted is changed according to the traveling speed as described above, it is difficult to detect an abnormality according to the present method, for example, when the traveling speed is extremely low.
Therefore, in the first embodiment, the abnormality detection is performed only when the traveling speed is equal to or more than a predetermined value, and the abnormality detection is stopped when the traveling speed is less than the predetermined value.

Here, when the cutoff frequency of the band pass filter is simply changed in proportion to the traveling speed, the frequency band extracted according to the traveling speed change is set around the natural frequency of the vibration in the vertical translation mode of the vehicle body. It may deviate from the range of the anomaly detectable frequency.
In this case, although the phase difference is not reversed, the difference between the normal state and the abnormal state becomes small, so detection of the abnormality becomes difficult.
12 to 14 are graphs showing an example of the phase difference between the vertical acceleration and the pitching acceleration of the vehicle when the pillow spring damper is normal or abnormal, and the traveling speed is 50 km / h and 60 km / h, respectively. It shows the phase difference at 75 km / h.

In FIGS. 12-14, the frequency bands extracted by the band pass filter are illustrated by dashed rectangles.
As shown in FIGS. 12 to 14, when the cutoff frequency of the band pass filter is made proportional to the traveling speed and the extracted frequency band is shifted to the high frequency side according to the speed improvement, the extracted frequency It is possible to prevent inversion of the phase difference in the band and disturb the abnormality detection.
However, in the case of 75 km / h shown in FIG. 14, as a result of the frequency band extracted with respect to FIGS. 12 and 13 shifting to the high frequency side, it deviates from the natural frequency of vibration in the vertical translation mode of the vehicle body, It deviates from the range of the abnormality detectable frequency, and the difference between the normal state and the abnormal state becomes small and the detection becomes difficult.

Therefore, in the first embodiment, the extracted frequency band is shifted to the high frequency side in proportion to the traveling speed of the vehicle, and the extracted frequency band deviates from the natural frequency of the vertical translation mode of the vehicle body Changes the extracted frequency band stepwise so that the phase difference at the lower side of the current frequency band is lower than the frequency to be inverted (as it crosses the frequency at which the phase difference is inverted). It is supposed to be configured.
For example, in FIG. 14, by shifting the frequency band extracted from the area indicated by the dashed rectangle to the area indicated by the dashed double-dotted line, abnormality detection of the secondary spring system based on the phase difference is appropriately performed. It is possible to do it.

FIG. 15 is a view showing the configuration of the abnormality detection means in the abnormality detection device for a secondary spring system according to the first embodiment.
The processing unit 110 of the abnormality detection apparatus 100 includes an abnormality detection unit 200 having band pass filters (BPFs) 210 and 220 as shown in FIG. 15, a phase difference detection unit 230, and a threshold determination unit 240.
The BPF 210 extracts a component of a predetermined frequency band from the vertical acceleration (translational acceleration).
The BPF 220 extracts a component of a predetermined frequency band from the pitching direction acceleration (rotational direction acceleration).
The phase difference detection means 230 detects the phase difference between the vertical acceleration and the pitching acceleration based on the outputs of the BPFs 210 and 220.
The threshold determination means 240 compares the phase difference detected by the phase difference detection means 230 with a predetermined threshold, and establishes an abnormality determination if the phase difference is equal to or greater than the threshold.

FIG. 16 is a graph showing an extraction frequency band in the phase difference detection device of the first embodiment.
In FIG. 16, the vertical axis indicates the frequency, and the horizontal axis indicates the traveling speed of the vehicle.
Further, in FIG. 16, the frequency at which the phase difference between the vertical acceleration and the pitching acceleration is inverted is indicated by a broken line, and the frequency band (extraction frequency band) extracted by the BPFs 210 and 220 is indicated by a shaded thick line. (Same in FIG. 22)
As shown in FIG. 16, although there are a plurality of frequencies at which the phase difference reverses, they all have a proportional relationship with the traveling speed.

As shown in FIG. 16, in the first embodiment, the extraction frequency band is set to increase linearly as the vehicle speed increases, and the extraction frequency band approaches the upper limit of the abnormality detectable frequency range. In the case, it is shifted stepwise so as to be lower than the phase difference inversion frequency present immediately below the frequency and within the range of the anomaly detectable frequency.
For example, in the example shown in FIG. 16, the extraction frequency band is set to B1 when the traveling speed is less than 45 km / h, and is set to B2 when the traveling speed is 45 km / h or more and less than 70 km / h. In h and above, it is set to B3.
45 km / h and 70 km / h are the extraction frequency change speed according to the present invention.
That is, the BPFs 210 and 220 sequentially switch the extraction frequency bands B1 to B3 according to the traveling speed of the vehicle, so that the present extraction frequency band is a range of an abnormality detectable frequency including the natural frequency of the translational mode of the vehicle body. Maintain to be included in
The extraction frequency bands B1 to B3 are all set to increase in proportion to the increase of the traveling speed.
Further, one frequency in which the phase difference is inverted exists between the extraction frequency bands B1 and B2 and between the extraction frequency bands B2 and B3.

Further, the sign and the sign mismatch rate tend to fluctuate depending on the traveling speed even in the normal state, and this fluctuation may make it difficult to determine an abnormality.
Therefore, in the first embodiment, the relationship between the traveling speed and the code non-matching rate is approximated by a function based on travel data acquired in advance, and the code non-matching rate relative to this approximate function is used as the evaluation value. Thus, the influence of the traveling speed is reduced, and the abnormality detection accuracy is enhanced.

FIG. 17 is a graph showing the relationship between the code non-matching rate and the traveling speed at the normal time of the damper acquired in the traveling test. In order to understand the average tendency, moving average processing is applied to both the code mismatch rate and the traveling speed.
It can be seen from FIG. 17 that the code mismatch rate depends on the traveling speed and increases as the speed decreases.
Here, the relationship between the traveling speed v (t) and the sign mismatch rate y (t) is approximated by a quadratic function as shown in Equation 4.

_yo = av (t) ² + bv (t) + c · · · (Expression 4)

In the case of FIG. 17, an approximation function (Expression 5) indicated by a thick solid line in FIG. 2 was obtained.

^{_{y o = 0.0020797v 2 -0.0359v + 1.8268}} ·· ( Equation 5)

FIG. 18 is a graph showing an example of the transition of the code mismatch rate at the time of normal, at the time of the first truck right abnormality, and at the time of the second truck right abnormality.
FIG. 19 is a graph showing the data of FIG. 18 as relative values based on the approximation function shown in FIG.
As shown in FIG. 19, by performing abnormality detection using the relative code mismatch rate y _r (t) from the approximate function y ₀ (t), the influence of the dependence of the code mismatch rate on the traveling speed is suppressed, It is possible to improve detection accuracy.
This relative code mismatch rate y _r (t) is shown in equation 6.

y _r (t) = y (t) -y _o (t)
= Y (y)-(av (t) ² + bv (t) + c) (Equation 6)

Further, instead of using the code mismatch rate as a relative value, a threshold (allowable range) used for abnormality detection may be changed according to the traveling speed.
FIG. 20 is a graph showing an example in the case of changing the threshold according to the change in the code mismatch rate.
In the example shown in FIG. 20, the threshold value is a relative value from the approximate function y ₀ of the code mismatch rate in the normal state.
By this, the threshold value changes according to the traveling speed, and the threshold value can be changed so as to follow the fluctuation of the sign mismatch rate.

According to the first embodiment described above, the phase difference between the vertical acceleration and the pitching direction acceleration of the vehicle body 10 changes in accordance with normality and abnormality of the secondary spring system, and therefore this phase difference is a predetermined allowance. By determining as an abnormality when out of the range, it is possible to appropriately detect an abnormality of the secondary spring system during the operation of the vehicle.
Further, components of predetermined frequency bands B1, B2 and B3 set so as to shift substantially in proportion to the traveling speed of the vehicle from the vertical acceleration and the pitching acceleration are extracted and extracted By setting the frequency band to be different from the frequency at which the phase difference between the vertical acceleration and the pitching direction acceleration is reversed, thereby extracting a frequency band in which a difference in phase difference tends to occur between normal and abnormal times. And can detect abnormalities more properly.
In addition, when the traveling speed exceeds the preset extraction frequency changing speed, the frequency band to be extracted is stepped on the low frequency side so that the phase difference between the vertical acceleration and the pitching acceleration is reversed. By switching to the above, even if the traveling speed of the vehicle changes, it is possible to extract a frequency band suitable for abnormality detection, and abnormality detection can be appropriately performed.
Also, when the frequency difference with the secondary spring system is normal by setting the frequency band to be extracted within the range of the abnormality detectable frequency including the natural frequency of the vertical translation mode of the vehicle body The difference between the phase difference and the phase difference can be expanded, and abnormality detection can be performed more reliably.

Second Embodiment
Next, a second embodiment of an abnormality detection device for a secondary spring system to which the present invention is applied will be described.
In the description of each embodiment to be described below, the same reference numerals are given to portions substantially common to the previous embodiment and the description will be omitted, and differences will be mainly described.

FIG. 21 is a diagram showing the configuration of the abnormality detection means in the abnormality detection device for a secondary spring system according to the second embodiment.
As shown in FIG. 21, in the second embodiment, a plurality of abnormality detection means 200 are provided, and the outputs of each abnormality detection means 200 are collected in an OR logic gate 250, and abnormality is generated in at least one abnormality detection means 200. When it is determined, the abnormality determination is established.

FIG. 22 is a graph showing an extraction frequency band in the phase difference detection device of the second embodiment.
In the second embodiment, the plurality of abnormality detection units 200 simultaneously and simultaneously perform abnormality detection on a plurality of frequency bands B1, B2, B3,.
Then, when any one of the abnormality detection means 200 detects an abnormality, the abnormality determination is established.
Also in the second embodiment described above, substantially the same effects as the effects of the above-described first embodiment can be obtained.

Third Embodiment
Next, a third embodiment of a secondary spring system abnormality detection device to which the present invention is applied will be described.
FIG. 23 is a diagram showing the configuration of a secondary spring system abnormality detection device according to the third embodiment.
The abnormality detection apparatus 100A of the third embodiment is provided with an acceleration sensor 123 and a gyro sensor 130 which are disposed at a central lower part of the floor of the vehicle body 10, instead of the acceleration sensors 121 and 122 of the first embodiment.

In the first embodiment, the accelerations in the vertical translation mode and the pitching mode are detected by mode separation of the vertical acceleration detected by the pair of acceleration sensors 121 and 122, but in the third embodiment, the acceleration sensor 123 The acceleration in translational mode is detected, and the gyro sensor 130 detects angular acceleration in the pitching direction.
Also in the third embodiment described above, substantially the same effects as the effects of the first embodiment described above can be obtained.

Fourth Embodiment
Next, a fourth embodiment of a secondary spring system abnormality detection device to which the present invention is applied will be described.
Unlike the first to third embodiments, the abnormality detection device for the secondary spring system according to the fourth embodiment has a phase difference between the acceleration in the left-right direction (direction / vehicle width direction) of the vehicle and the acceleration in the yawing direction. Based on that of the secondary spring system, in particular for detecting abnormalities in the lateral spring system.
FIG. 24 is a schematic view showing the configuration of the abnormality detection device for a secondary spring system according to the fourth embodiment, and the vibration mode in the left-right translational mode and the yawing mode of the railway vehicle.

In the vehicle provided with the abnormality detection device 100B of the fourth embodiment, in addition to the configuration of the first embodiment, left and right movement dampers 24b, 34b are provided in the secondary spring systems 24, 34.
The left and right motion dampers 24b and 34b are provided between the carriage frames 21 and 31 of the first carriage 20 and the second carriage 30 and the lower portion of the vehicle body 10, and the lateral velocity of the carriage frames 21 and 31 relative to the vehicle body 10 It is a damping element, such as a hydraulic shock absorber, which generates a corresponding damping force.
Further, the left and right motion dampers 24b and 34b are semi-active dampers that can change the damping force characteristics at any time during traveling according to a command from a left and right damping system (not shown).

The abnormality detection apparatus 100B of the fourth embodiment is configured to include acceleration sensors 123 and 124 and the like.
The acceleration sensors 123 and 124 are spaced apart in the front-rear direction on the left and right center line of the vehicle body 10, and include an acceleration pickup that detects the acceleration in the left-right direction (linkage direction) of the vehicle body 10.
The acceleration sensors 123 and 124 are, for example, suspended below the floor of the vehicle body 10 and arranged.
The acceleration sensor 123 is disposed in the vicinity of the first carriage 20.
The acceleration sensor 124 is disposed in the vicinity of the second carriage 30.
The output signals of the acceleration sensors 123 and 124 are transmitted to the processing device 110.

As shown in FIG. 24, in the left-right translational mode, the vehicle body 10 vibrates in the translational direction in the lateral direction by the relative displacement of the first carriage 20 and the second carriage 30 in the lateral direction in the same phase with respect to the vehicle body 10. It is.
In the yawing mode, when the first carriage 20 and the second carriage 30 are displaced in opposite phases relative to the vehicle body 10 in the left-right direction, the vehicle body 10 pivots (swings) around the vertical axis. is there.

The lateral acceleration and the yawing acceleration of the vehicle body 10 detected by the acceleration sensors 123 and 124 are band pass filter processing, phase difference detection processing by abnormality detection means substantially the same as in the first embodiment or the second embodiment. A threshold determination process is performed to detect an abnormality in the secondary spring system.
Also in the fourth embodiment described above, it is possible to appropriately detect an abnormality such as the lateral spring system of the pillow spring, the lateral motion dampers 24b and 34b, and the like in the secondary spring system based on the lateral behavior of the vehicle body 10.
Also in this case, the yaw direction acceleration can be detected using a gyro sensor substantially in the same manner as in the third embodiment.
In this case, it is sufficient to detect the translational acceleration in the left and right direction, for example, at one central portion of the vehicle body 10.

(Other embodiments)
The present invention is not limited to the above-described embodiment, and various applications and modifications can be considered.
For example, the detailed configuration of the abnormality detection method and the abnormality detection device of the secondary spring system is not limited to that of each embodiment described above, and can be appropriately changed.
For example, in each embodiment, after the vertical acceleration and the pitching acceleration are binarized, the abnormality determination is performed based on the sign mismatch rate, but the present invention is not limited thereto. For example, the phase difference is calculated using a cross spectrum If the phase difference deviates from the allowable range, an abnormality may be determined.
Further, the type and arrangement of the sensors for detecting the vertical acceleration, the pitching acceleration, the horizontal acceleration, and the yawing acceleration are not particularly limited.
Further, the present invention is not limited to detection of abnormality of vertical motion damper and lateral motion damper provided independently of the secondary spring, abnormality detection of the pillow spring itself, for example, the pillow spring itself such as air spring doubles as a damping element. In the case, it can also be used for the abnormality detection.
For example, the invention can be used to detect the pressure drop of a pneumatic spring for a pillow spring.
In each of the embodiments, the code mismatch rate or the threshold is corrected according to the traveling speed, but in the case where abnormality detection is directly performed using the phase difference without using the code mismatch rate, the phase difference or this rate The threshold with which the phase difference is compared may be corrected according to the traveling speed using the correlation between the phase difference at the time of normal and the traveling speed acquired in advance.

DESCRIPTION OF SYMBOLS 1 vehicle 10 vehicle body 20 first carriage 21 carriage frame 22 first wheel shaft 23 second wheel shaft 24 secondary spring system 24a bearing spring damper 24b left and right dynamic damper 30 second carriage 31 carriage frame 32 third wheel shaft 33 fourth wheel shaft 34 secondary Spring system 34a Pillow spring damper 34b Left / right motion damper 100 Abnormality detection device (first embodiment)
100A Abnormality Detection Device (Third Embodiment)
100B Anomaly Detection Device (Fourth Embodiment)
DESCRIPTION OF SYMBOLS 110 Processing device 121-125 Acceleration sensor 130 Gyro sensor 200 Abnormality detection means 210 Band pass filter 220 Band pass filter 230 Phase difference detection means 240 Threshold determination means 250 OR logic gate

Claims (12)

A method of detecting an abnormality in a secondary spring system provided between a car body of a railway vehicle and a bogie,
Detects the translational acceleration and rotational acceleration of the vehicle body,
From the translational acceleration and the rotational acceleration, a component of a predetermined frequency band set so as to shift substantially in proportion to the high frequency side according to the traveling speed of the vehicle is extracted, and the extracted translational direction When it is determined that the phase difference between the acceleration and the acceleration in the rotational direction is out of a predetermined allowable range, an abnormality is detected,
The frequency band to be extracted is set to be different from the frequency at which the phase difference between the acceleration in the translational direction and the acceleration in the rotational direction is reversed, and when the traveling speed exceeds a preset extraction frequency change speed. A method for detecting an abnormality in a secondary spring system, wherein the phase difference between the translational acceleration and the rotational acceleration is gradually shifted to a low frequency side so as to exceed a frequency to be inverted. The method for detecting an abnormality in a secondary spring system according to claim 1, wherein the frequency band to be extracted is set within an abnormality detectable range including a natural frequency of a translation mode of a vehicle body. A method of detecting an abnormality in a secondary spring system provided between a car body of a railway vehicle and a bogie,
Detects the translational acceleration and rotational acceleration of the vehicle body,
From the translational acceleration and the rotational acceleration, components of a plurality of predetermined frequency bands set to shift substantially in proportion to the high frequency side according to the traveling speed of the vehicle are extracted, and at least one frequency is extracted. When it is determined that the phase difference between the translational acceleration extracted from the band and the rotational acceleration is out of a predetermined allowable range, an abnormality is determined;
A method of detecting an abnormality in a secondary spring system, wherein the plurality of frequency bands to be extracted are set to be different from the frequency at which the phase difference between the translational acceleration and the rotational acceleration is reversed. The secondary spring system according to claim 3, wherein at least one of the plurality of frequency bands to be extracted is set within an abnormality detectable range including a natural frequency of a translation mode of a vehicle body. Abnormality detection method. The translational acceleration is the vertical acceleration of the vehicle body,
The method for detecting an abnormality in a secondary spring system according to any one of claims 1 to 4, wherein the acceleration in the rotational direction is an acceleration in the pitching direction of the vehicle body. The translational acceleration is a lateral acceleration of the vehicle body,
The method according to any one of claims 1 to 4, wherein the acceleration in the rotational direction is an acceleration in the yawing direction of the vehicle body. An abnormality detection device for a secondary spring system provided between a car body of a railway vehicle and a bogie,
A vehicle behavior detection means for detecting a translational acceleration of the vehicle body and a rotational acceleration;
Frequency band extracting means for extracting a component of a predetermined frequency band which is set so as to shift substantially to a high frequency side substantially in proportion to the traveling speed of the vehicle from the translational direction acceleration and the rotational direction acceleration;
Abnormality detection means for judging as an abnormality when the phase difference between the translational acceleration extracted by the frequency band extraction means and the rotational direction acceleration deviates from a predetermined allowable range;
The frequency band extraction means sets the frequency band to be extracted different from the frequency at which the phase difference between the translational acceleration and the rotational acceleration is reversed, and changes the extraction frequency at which the traveling speed is preset. An abnormality detection device for a secondary spring system, characterized in that when the speed is exceeded, the phase difference between the translational acceleration and the rotational acceleration is gradually shifted to the low frequency side so as to exceed the inverted frequency. The secondary spring system according to claim 7, wherein the frequency band extraction means sets the frequency band to be extracted within an abnormality detectable range including a natural frequency of a translation mode of a vehicle body. Anomaly detection device. An abnormality detection device for a secondary spring system provided between a car body of a railway vehicle and a bogie,
A vehicle behavior detection means for detecting a translational acceleration of the vehicle body and a rotational acceleration;
Frequency band extracting means for extracting a component of a predetermined frequency band which is set so as to shift substantially to a high frequency side substantially in proportion to the traveling speed of the vehicle from the translational direction acceleration and the rotational direction acceleration;
Abnormality detection means for judging as an abnormality when the phase difference between the translational acceleration extracted by the frequency band extraction means and the rotational direction acceleration deviates from a predetermined allowable range;
The frequency band extraction unit extracts components of a plurality of frequency bands set to be different from the frequency at which the phase difference between the translational acceleration and the rotational acceleration is inverted.
The secondary spring may be characterized in that the abnormality detection means is abnormal when the phase difference between the translational acceleration extracted from at least one frequency band and the rotational acceleration deviates from a predetermined allowable range. System abnormality detection device. 10. The apparatus according to claim 9, wherein the frequency band extraction unit sets at least one of the plurality of frequency bands to be extracted within an abnormality detectable range including a natural frequency of a translation mode of a vehicle body. The secondary spring system abnormality detection device according to claim 1. The vehicle body behavior detection means detects vertical acceleration of the vehicle body as the translational direction acceleration and detects pitching direction acceleration of the vehicle body as the rotational direction acceleration. An abnormality detection device for a secondary spring system according to any one of the above. The vehicle body behavior detection means detects the lateral acceleration of the vehicle body as the translational direction acceleration and detects the yawing direction acceleration of the vehicle body as the rotational direction acceleration. An abnormality detection device for a secondary spring system according to any one of the above.

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