JP7120934B2 - Railway vehicle monitoring system - Google Patents

Description

The present disclosure relates to rail vehicle monitoring systems.

Bogies of railroad vehicles are important parts related to running safety, running stability, ride comfort, and the like of railroad vehicles. Therefore, the trucks are periodically checked for defects by visual inspection or non-destructive inspection (for example, magnetic particle inspection).

Since the above inspection cannot be performed during commercial operation, defects cannot be discovered during regular inspections. Therefore, a method has been proposed for detecting an abnormality in a running truck by sealing gas inside the truck and detecting the pressure. However, this method requires a change in the structure of the truck, which increases the cost.

On the other hand, a method has been proposed in which the pressures of a plurality of air springs arranged between the bogie and the vehicle body are detected, and an abnormality is detected by the imbalance of these pressures (see Patent Document 1).

JP 2016-159643 A

In the method disclosed in the above publication, when the state in which the imbalance value exceeds the threshold continues for a determination period or longer, it is determined that there is an abnormality. In the above method, since a comparatively short judgment period of about 10 seconds is provided, it is necessary to increase the threshold value of the imbalance value in order to prevent erroneous judgment. For this reason, the above method detects a large abnormality or an abrupt abnormality, and cannot detect a gradually progressing abnormality at an early stage.

An object of one aspect of the present disclosure is to provide a railway vehicle monitoring system capable of early detection of an abnormality in a device that supports the vehicle body of a running railway vehicle.

One aspect of the present disclosure is a railway vehicle monitoring system that includes a detection unit and a determination unit. With respect to a running railroad vehicle, the detection unit detects the pressure A1 of the first air spring disposed on the right front in the traveling direction of the railroad vehicle between the vehicle body and the bogie, and the pressure A1 of the second air spring disposed on the left front. The pressure A2, the pressure A3 of the third air spring arranged on the right rear, and the pressure A4 of the fourth air spring arranged on the left rear are detected. The judging section judges an abnormality of the device supporting the vehicle body based on the pressure detected by the detecting section.

The judging section judges abnormality based on the relationship between the magnitude of the diagonal imbalance P obtained by the following formula (1) or formula (2) and the traveling distance or elapsed time of the railway vehicle.
P=(A1-A2)-(A3-A4) (1)
P=(A3-A4)-(A1-A2) (2)

According to such a configuration, even if the absolute value of the diagonal unbalance P is a small value, it can be determined as abnormal when the value of the diagonal unbalance P continues during running. Therefore, an abnormality that gradually progresses over a long period of time or over a long distance (for example, over several hours) can be detected at an early stage. In addition, it is possible to avoid erroneously determining that there is an abnormality when the railway vehicle stops for a long time at a location where the absolute value of the diagonal imbalance P is large.

Another aspect of the present disclosure is a railway vehicle monitoring system that includes a detector and a determiner. With respect to a running railroad vehicle, the detection unit detects the pressure A1 of the first air spring disposed on the right front in the traveling direction of the railroad vehicle between the vehicle body and the bogie, and the pressure A1 of the second air spring disposed on the left front. At least two pressures are detected among the pressure A2, the pressure A3 of the third air spring arranged on the right rear, and the pressure A4 of the fourth air spring arranged on the left rear. The judging section judges an abnormality of the device supporting the vehicle body based on the pressure detected by the detecting section.

The judging unit judges an abnormality based on the relationship between the magnitude of the diagonal imbalance P obtained by any one of the following formulas (3) to (8) and the traveling distance or elapsed time of the railway vehicle.
P=A1-A2 (3)
P=A3-A4 (4)
P=A2+A3 (5)
P=A1+A4 (6)
P=A1-A3 (7)
P=A2-A4 (8)

With such a configuration as well, it is possible to determine that there is an abnormality when the value of the diagonal imbalance P continues while the vehicle is running. In addition, the value of P obtained by any one of the above formulas (3) to (8) fluctuates (that is, increases or decreases It is a value that represents the diagonal imbalance of the air spring pressure.

Another aspect of the present disclosure is a railway vehicle monitoring system that includes a detector and a determiner. With respect to a running railroad vehicle, the detection unit detects the pressure A1 of the first air spring disposed on the right front in the traveling direction of the railroad vehicle between the vehicle body and the bogie, and the pressure A1 of the second air spring disposed on the left front. At least one of the pressure A2, the pressure A3 of the third air spring arranged on the right rear, and the pressure A4 of the fourth air spring arranged on the left rear is detected. The judging section judges an abnormality of the device supporting the vehicle body based on the pressure detected by the detecting section.

The judging section judges an abnormality based on the relationship between the magnitude of the diagonal imbalance P obtained by any one of the following formulas (9) to (12) and the traveling distance or elapsed time of the railway vehicle.
P=A1 (9)
P=A2 (10)
P=A3 (11)
P=A4 (12)

With such a configuration as well, it is possible to determine that there is an abnormality when the value of the diagonal imbalance P continues while the vehicle is running. In addition, the value of P obtained by any one of the above formulas (9) to (12) is a value that fluctuates following changes in the diagonal imbalance of pressure in a plurality of air springs. is an index representing the diagonal imbalance of the pressure of

In one aspect of the present disclosure, the determination unit determines that there is an abnormality when the representative value of the diagonal imbalance P in a certain travel distance or elapsed time of the railway vehicle is larger than a positive threshold or smaller than a negative threshold. may According to such a configuration, it is possible to easily and reliably detect an abnormality in the support device at an early stage.

In one aspect of the present disclosure, the determination unit may determine that the railway vehicle is abnormal when the integral value of the diagonal imbalance P for a certain running distance or elapsed time of the railway vehicle is equal to or greater than a certain value. According to such a configuration, the abnormality of the support device can be determined with higher accuracy.

In one aspect of the present disclosure, the determination unit determines that there is an abnormality when the state in which the diagonal imbalance P is larger than the positive threshold or smaller than the negative threshold continues for a certain running distance or elapsed time. good. With such a configuration as well, the abnormality of the support device can be determined with higher accuracy.

FIG. 1 is a block diagram schematically showing the configuration of a railway vehicle monitoring system according to an embodiment. FIG. 2 is a schematic front view of the railway vehicle. FIG. 3A is a schematic diagram showing the state of the four air springs when the bogie is normal, and FIG. 3B is a schematic diagram showing the state of the four air springs when the bogie has started to deform. 3C is a schematic diagram showing the state of the four air springs in the equilibrium state after the bogie is deformed. It is a typical graph which shows the relationship between a 1st threshold value and a 2nd threshold value.

Embodiments to which the present disclosure is applied will be described below with reference to the drawings.
[1. First Embodiment]
[1-1. Constitution]
A railway vehicle monitoring system (hereinafter, also simply referred to as a "monitoring system") 1 shown in FIG. 1 is a system for monitoring a device that supports a vehicle body 10 of a running railway vehicle. A monitoring system 1 includes a detection unit 2 and a determination unit 3 .

<Railway vehicle>
As shown in FIGS. 1 and 2, the railway vehicle to be monitored by the monitoring system 1 includes a vehicle body 10, a bogie 11, a wheel set 12, a first air spring 21, a second air spring 22, and a third air spring. 23 and a fourth air spring 24 .

The first air spring 21, the second air spring 22, the third air spring 23, and the fourth air spring 24 are arranged between the vehicle body 10 and the truck 11, respectively. These air springs are configured to be vertically expandable and vertically support the vehicle body 10 on the bogie 11 .

The first air spring 21 is arranged on the right front side in the traveling direction D of the railroad vehicle. The second air spring 22 is arranged on the front left in the traveling direction D. As shown in FIG. The third air spring 23 is arranged on the rear right side in the traveling direction D. As shown in FIG. The fourth air spring 24 is arranged on the rear left side in the traveling direction D. As shown in FIG.

The bogie 11 is composed of a bogie frame, a vehicle height adjusting device, and the like. A first air spring 21 , a second air spring 22 , a third air spring 23 and a fourth air spring 24 are attached to the upper surface of the carriage 11 . A wheel set 12 is attached to the lower surface of the carriage 11 .

For example, when deformation occurs in the bogie frame, as shown in FIG. 2, the difference (that is, imbalance) between the pressures of the air springs increases. The monitoring system 1 detects such an abnormality in the vehicle body support device. The vehicle body supporting device includes the first air spring 21, the second air spring 22, the third air spring 23 and the fourth air spring 24 in addition to the bogie frame and the vehicle height adjusting device that constitute the bogie 11.

<Detector>
The detection unit 2 detects the pressure A1 of the first air spring 21, the pressure A2 of the second air spring 22, the pressure A3 of the third air spring 23, and the pressure A4 of the fourth air spring 24 with respect to the running railway vehicle. detect. The detection unit 2 is composed of a known pressure sensor.

<Determination part>
A determination unit 3 determines an abnormality of the vehicle body support device based on the pressure detected by the detection unit 2 . The determination unit 3 is configured by, for example, a computer having an input/output unit.

The judgment unit 3 judges abnormality by using the unbalanced relationship between the four air springs. That is, the determination unit 3 determines abnormality based on the relationship between the magnitude of the diagonal imbalance P obtained by the following formula (1) or formula (2) and the traveling distance or elapsed time of the railroad vehicle.
P=(A1-A2)-(A3-A4) (1)
P=(A3-A4)-(A1-A2) (2)

When there is no abnormality in the vehicle body supporting device, as shown in FIG. 3A, the unbalance between the four air springs sandwiched between the vehicle body surface 10A and the bogie surface 11A is small. On the other hand, for example, when the right rear portion of the bogie frame is deformed, first, as shown in FIG. 3B, the pressure A3 of the third air spring 23 in the vicinity of the deformation becomes smaller.

After that, when the deformation progresses and reaches an equilibrium state (that is, a balanced state), the pressure A2 of the second air springs 22 arranged on the diagonal line changes, and as shown in FIG. 3C, the pressure A3 of the third air springs 23 and the pressure A2 of the second air spring 22 are balanced. However, the pressure A2 of the second air spring 22 and the pressure A3 of the third air spring 23 are smaller than the pressure A1 of the first air spring 21 and the pressure A4 of the fourth air spring 24 . Therefore, the absolute value of the diagonal imbalance P increases. As the deformation progresses further, the amount of change in the air spring pressure increases, so the absolute value of the diagonal unbalance P increases.

The determination unit 3 determines that the railway vehicle is abnormal when the representative value of the diagonal imbalance P for a given travel distance or elapsed time is greater than a positive threshold value or less than a negative threshold value. The diagonal unbalance P increases or decreases when the vehicle passes through transition curves or turnouts even in a normal vehicle. However, such an increase or decrease in diagonal unbalance P that is not based on an abnormality in the vehicle body support system recovers in a short distance or in a short period of time. Therefore, by continuously monitoring the diagonal imbalance P based on the travel distance or the elapsed time, it is possible to accurately determine the abnormality.

Which of the positive threshold value and the negative threshold value is used in determining the abnormality is appropriately determined depending on which of the above formulas (1) and (2) is selected as the formula for calculating the diagonal imbalance P. . That is, when the value of the diagonal unbalance P exists on the positive side during operation of the railway vehicle, a positive threshold is used, and when the value of the diagonal unbalance P exists on the negative side, a negative threshold Use

Specifically, a distance or time low-pass filter is used for the diagonal unbalance P, and among the diagonal unbalance P at each point or time, a value that does not persist while traveling a certain distance or a certain time is selected. The removed value is defined as the "representative value of the diagonal imbalance P at a certain running distance or elapsed time". Alternatively, the average value of the diagonal unbalance P at each point or time in a fixed travel distance or elapsed time may be used as the "representative value of the diagonal unbalance P in a given travel distance or elapsed time".

In addition, instead of the low-pass filter, using equipment that acquires the diagonal unbalance P at one or more predetermined acquisition points, "a representative value of the diagonal unbalance P at a certain running distance or elapsed time" can be obtained. When using a plurality of acquisition points, a plurality of points having the same track shape (for example, a point immediately after departure, a point at which the traveling speed is the same such as a high-speed traveling point) are set as acquisition points.

The equipment acquires the diagonal unbalance P when it receives, for example, a signal passing through the acquisition point as an input. The passing signal of the acquisition point may be transmitted to the facility from a device located on the ground side of the acquisition point, or may be directly input to the facility based on a human action such as pressing a switch or turning on the power.

The determination unit 3 monitors changes in the representative value of the diagonal imbalance P according to the travel distance or the elapsed time. If the representative value of the diagonal imbalance P is larger than a predetermined positive threshold value or smaller than a negative threshold value, the determination unit 3 determines that there is an abnormality in the vehicle body support device.

Note that each railway vehicle has a specific initial value of the diagonal unbalance P depending on conditions such as the arrangement of equipment. Therefore, using the value of the diagonal unbalance P at a specific point, time or speed, or the representative value of the diagonal unbalance P in a specific section or time, correcting the zero point of the diagonal unbalance P , can improve accuracy.

Furthermore, the determination unit 3 determines the integral value of the diagonal unbalance P or its representative value at a certain travel distance or elapsed time of the railway vehicle (that is, in the graph, the diagonal unbalance P or its representative value, the travel distance or elapsed time When the area of the region surrounded by time) exceeds a certain value, it may be determined as abnormal. In this case, since the abnormality is determined in consideration of the amount of change in the diagonal unbalance P and the frequency with which the diagonal unbalance P exceeds the threshold value, detection accuracy is improved.

Further, the determination unit 3 determines that there is an abnormality in the vehicle body support device when the amount of increase or decrease of the diagonal unbalance P in a certain running distance or elapsed time is larger than a positive threshold value or smaller than a negative threshold value. You can judge. The threshold here may be increased or decreased according to the traveling distance or elapsed time of the railway vehicle. Since the value of the diagonal unbalance P always tends to increase or always tends to decrease from the time when the abnormality of the vehicle body support device occurs, the increase or decrease of the diagonal unbalance P according to the travel distance or elapsed time By setting the threshold in accordance with , it is possible to detect an abnormality in the vehicle body support device.

Furthermore, the determination unit 3 determines that the diagonal unbalance P (including “representative value of diagonal unbalance P in a certain running distance or elapsed time”) is greater than a positive threshold or less than a negative threshold. may be determined to be abnormal when continues for a certain running distance or elapsed time. In this case, the determination unit 3 uses a positive or negative first threshold value for the diagonal imbalance P and a positive second threshold value for the running distance or the elapsed time.

In other words, the determination unit 3 determines that there is an abnormality when the continuous running distance or duration of the unbalanced state exceeds the second threshold. In this case, since the abnormality is determined in consideration of the duration or the continuous travel distance for which the diagonal imbalance P exceeds (or falls below) the first threshold value, the detection accuracy is improved.

The second threshold may be a function of the first threshold. For example, the larger the first threshold, the smaller the second threshold may be. As a result, when the imbalance amount is small, a short duration is not determined to be abnormal, while when the imbalance amount is large, an abnormality is determined even if the duration is short.

As shown in FIG. 4, by making the second threshold value V2 a function of the first threshold value V1, the magnitude of the diagonal imbalance P is the first axis, and the duration T or the continuous running distance D is the second axis. In the orthogonal coordinate system, any region can be excluded from the region A judged to be abnormal. In addition, in FIG. 4, N is a region determined as not abnormal.

In each of the above determination methods, the influence of the transition curve and the track shape due to the turnout on the diagonal unbalance P is the same value at the same point, so by comparing with the diagonal unbalance P when passing the same point in the past , the influence of the transition curve and the track shape due to the turnout may be excluded, and the abnormality of the vehicle body support device may be determined.

Also, the diagonal unbalance P fluctuates within a certain range even if there is no abnormality in the vehicle body support system. When there is no abnormality in the vehicle body support device, the diagonal imbalance P is always a value near zero when integrated with the running distance or the elapsed time. On the other hand, if the abnormality of the vehicle body support system is irreversible, the diagonal unbalance P will increase from the point of time when the abnormality of the vehicle body support system occurs when the diagonal imbalance P is integrated with the running distance or the elapsed time. Therefore, by integrating the diagonal imbalance P with the running distance or the elapsed time, it is possible to determine the abnormality of the vehicle body support system accumulated from the zero reset point or timing.

The determination unit 3 has a function of notifying the determination result of abnormality of the vehicle support device. As a method of notification, there is a method of displaying a warning or the like on a management system inside and/or outside the railway vehicle via the operation system of the railway vehicle to which the determination unit 3 is connected. As a result, it is possible to detect a malfunction of the vehicle support device at an early stage, and it is possible to take prompt action.

[1-2. effect]
According to the embodiment detailed above, the following effects are obtained.
(1a) Even if the absolute value of the diagonal unbalance P is a small value, it can be determined as abnormal when the value of the diagonal unbalance P continues during running. Therefore, abnormalities that gradually progress over a long period of time or over a long distance (for example, over several hours) can be detected early. In addition, it is possible to avoid erroneously determining that there is an abnormality when the railway vehicle has stopped for a long time at a location where the absolute value of the diagonal imbalance P is large.

[2. Second Embodiment]
[2-1. Constitution]
The railway vehicle monitoring system 1 of the second embodiment is the same as the railway vehicle monitoring system 1 of the first embodiment except for the formula for calculating the diagonal imbalance P used by the determination unit 3 .

In the second embodiment, the determination unit 3 obtains the diagonal imbalance P using any one of the following formulas (3) to (8) instead of the above formula (1) or formula (2). The procedure by which the judging section 3 judges an abnormality using the diagonal imbalance P is the same as in the first embodiment.
P=A1-A2 (3)
P=A3-A4 (4)
P=A2+A3 (5)
P=A1+A4 (6)
P=A1-A3 (7)
P=A2-A4 (8)

Note that the above expressions (3) to (8) are obtained by setting the pressure of any two air springs in the above expressions (1) or (2) to zero. For example, equation (3) is equation (1) with A3 and A4 set to zero, and equation (4) is equation (2) with A1 and A2 set to zero.

In the second embodiment, the detection unit 2 detects the pressure A1 of the first air spring 21, the pressure A2 of the second air spring 22, the pressure A3 of the third air spring 23, and the pressure A4 of the fourth air spring 24. At least two pressures used for calculating the diagonal imbalance P may be detected.

Therefore, the carriage 11 does not necessarily have to include an air spring whose pressure is not to be measured. In other words, the monitoring system 1 of the second embodiment can monitor a railway vehicle having two or three air springs arranged on the bogie 11 .

For example, for a railway vehicle in which only the first air spring 21 and the fourth air spring 24 are attached to the bogie 11, the abnormality can be determined by calculating the diagonal imbalance P using the above equation ( 6 ). It can be carried out.

[2-2. effect]
According to the embodiment detailed above, the following effects are obtained.
(2a) Abnormalities that gradually progress over a long period of time or over a long distance can be detected at an early stage, even for railcars in which less than four air springs are attached to the bogie 11 .

[3. Third Embodiment]
[3-1. Constitution]
The railway vehicle monitoring system 1 of the third embodiment is the same as the railway vehicle monitoring system 1 of the first embodiment except for the formula for calculating the diagonal imbalance P used by the determination unit 3 .

In the third embodiment, the determination unit 3 obtains the diagonal imbalance P using any one of the following formulas (9) to (12) instead of the above formula (1) or formula (2). The procedure by which the judging section 3 judges an abnormality using the diagonal imbalance P is the same as in the first embodiment.
P=A1 (9)
P=A2 (10)
P=A3 (11)
P=A4 (12)

Note that the above expressions (9) to (12) are obtained by setting the pressure of any three air springs in the above expressions (1) or (2) to zero. For example, equation (9) is equivalent to equation (1) with A2, A3 and A4 set to zero.

In the third embodiment, the detection unit 2 detects the pressure A1 of the first air spring 21, the pressure A2 of the second air spring 22, the pressure A3 of the third air spring 23, and the pressure A4 of the fourth air spring 24. At least one pressure used for calculating the diagonal imbalance P may be detected.

Therefore, the carriage 11 does not necessarily have to have an air spring whose pressure is not to be measured, as in the second embodiment. In other words, the monitoring system 1 of the third embodiment can monitor even a railway vehicle having one air spring arranged on the bogie 11 .

For example, for a railway vehicle in which only the first air spring 21 is attached to the bogie 11, the abnormality can be determined by calculating the diagonal imbalance P using the above equation (9).

[3-2. effect]
According to the embodiment detailed above, the following effects are obtained.
(3a) Abnormalities that gradually progress over a long period of time or over a long distance can be detected at an early stage even for a railway vehicle in which only one air spring is attached to the bogie 11 .

[4. Other embodiments]
Although the embodiments of the present disclosure have been described above, it is needless to say that the present disclosure is not limited to the above embodiments and can take various forms.

(4a) The function of one component in the above embodiments may be distributed as a plurality of components, or the functions of a plurality of components may be integrated into one component. Also, part of the configuration of the above embodiment may be omitted. Also, at least a part of the configuration of the above embodiment may be added, replaced, etc. with respect to the configuration of the other above embodiment. It should be noted that all aspects included in the technical idea specified by the wording in the claims are embodiments of the present disclosure.

DESCRIPTION OF SYMBOLS 1... Railway vehicle monitoring system, 2... Detection part, 3... Judgment part, 10... Vehicle body,
DESCRIPTION OF SYMBOLS 10A... Body surface, 11... Bogie, 11A... Bogie surface, 12... Wheelset, 21... First air spring,
22... 2nd air spring, 23... 3rd air spring, 24... 4th air spring.

Claims (6)

With respect to a running railway vehicle, the pressure A1 of the first air spring arranged on the right front in the traveling direction of the railway vehicle between the car body and the bogie, the pressure A2 of the second air spring arranged on the left front, a detection unit that detects the pressure A3 of the third air spring arranged on the rear right side and the pressure A4 of the fourth air spring arranged on the rear left side;
a determination unit that determines an abnormality of a device that supports the vehicle body based on the pressure detected by the detection unit;
with
The determination unit determines whether the increase or decrease of the diagonal imbalance P obtained by the following formula (1) or (2) in a certain running distance or elapsed time of the railway vehicle is larger than a positive threshold or negative If it is smaller than the threshold value, it is determined to be abnormal, and the value of the diagonal unbalance P at a specific point, time or speed, or the representative value of the diagonal unbalance P in a specific section or time, A railway vehicle monitoring system for correcting the zero point of the diagonal imbalance P.
P=(A1-A2)-(A3-A4) (1)
P=(A3-A4)-(A1-A2) (2) With respect to a running railway vehicle, the pressure A1 of the first air spring arranged on the right front in the traveling direction of the railway vehicle between the car body and the bogie, the pressure A2 of the second air spring arranged on the left front, a detection unit that detects at least two pressures among the pressure A3 of the third air spring arranged on the rear right side and the pressure A4 of the fourth air spring arranged on the rear left side;
a determination unit that determines an abnormality of a device that supports the vehicle body based on the pressure detected by the detection unit;
with
The determination unit determines that the increase or decrease of the diagonal imbalance P obtained by any one of the following formulas (3) to (8) for a certain running distance or elapsed time of the railway vehicle is larger than a positive threshold If it is smaller than a negative threshold, it is determined to be abnormal, and the value of the diagonal unbalance P at a specific point, time or speed, or the representative value of the diagonal unbalance P in a specific section or time is used to correct the zero point of the diagonal imbalance P.
P=A1-A2 (3)
P=A3-A4 (4)
P=A2+A3 (5)
P=A1+A4 (6)
P=A1-A3 (7)
P=A2-A4 (8) A railway vehicle monitoring system according to claim 1 or claim 2 ,
The determination unit determines an abnormality when a representative value of the diagonal imbalance P in a certain running distance or elapsed time of the railway vehicle is larger than a positive threshold or smaller than a negative threshold. Monitoring system. A railway vehicle monitoring system according to claim 3 ,
The railway vehicle monitoring system, wherein the representative value is the magnitude of the diagonal imbalance P acquired at a plurality of acquisition points having the same track shape. A railway vehicle monitoring system according to claim 1 or claim 2 ,
The railway vehicle monitoring system, wherein the judging unit judges an abnormality when an integral value of the diagonal imbalance P for a certain running distance or elapsed time of the railway vehicle is equal to or greater than a certain value. A railway vehicle monitoring system according to claim 1 or claim 2 ,
The railway vehicle monitoring system, wherein the judging unit judges an abnormality when the diagonal imbalance P continues to be greater than a positive threshold value or smaller than a negative threshold value for a certain running distance or elapsed time.

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