JPH0672327A - Abnormal rocking detection of railway rolling stock - Google Patents

Abstract

PURPOSE:To secure safe travelling in accordance with a detection signal of your-damper-fail as well as automatically detecting the your-damper-fail by measuring vibration acceleration and vibration frequency in the crosswise direction and/or in your-direction in the carriage of a railway rolling stock. CONSTITUTION:Each vibration acceleration meter 5 respectively consisting of a crosswise direction vibration acceleration meter and a your-direction vibration acceleration meter is arranged on front and rear carriages 1, 10 in a railway vehicle. Additionally, each detection signal from each of the vibration acceleration meters 5 is input to each computer 8 respective through each amplifier 6 and each A/D converter 7. Additionally, after finding band pass filter of a frequency band generated at the time of your-damper-fail and/or finding specific frequency by way of analyzing frequency, they (it) are (is) compared with previously input standard value. When as a result of comparison it is judged as abnormality, a fail signal is output and the abnormality is informed of by an alarm unit 9.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a detection method for detecting abnormal rolling of a railway vehicle using a yaw damper.

[0002]

2. Description of the Related Art Most of recent high-speed railway vehicles employ a yaw damper. The yaw dampers are provided between the car body and the bogie on the left and right sides of the front and rear bogies, and control the yaw direction force of the car body and the bogie. When the yaw damper is working normally, the influence of various disturbances on the vehicle is suppressed by the damping force of the yaw damper, the stability of the vehicle's snake action is improved, and safe high-speed traveling is secured. When the yaw damper malfunctions due to oil leakage or falls off, or other abnormalities occur, vibrations peculiar to the dolly appear, making the running unstable and making high-speed running extremely dangerous. However, at present, no method has been established for detecting this abnormality of the yaw damper (hereinafter referred to as "yaw damper failure").

[0003]

As described above, the method for detecting the yaw damper failure of the vehicle running at high speed has not been established, and the high speed running of the vehicle in which the yaw damper failure has occurred is very dangerous. In view of the above situation, the present invention provides a detection method for automatically detecting a yaw damper failure that has occurred in a vehicle running at high speed. Furthermore, it is an object of the present invention to ensure safe running of the vehicle by an operation from a crew member or a central command room which comprehensively monitors and controls the vehicle based on the detection signal of the yaw damper failure.

[0004]

In order to achieve the above-mentioned object, the present invention provides a railway vehicle using a yaw damper, in which the vibration acceleration and vibration frequency in the left and right direction of the bogie or the vibration acceleration and vibration in the yaw direction. It is a method for detecting abnormal sway of a railroad vehicle, which is characterized by detecting the yaw damper failure by measuring the vibration acceleration and frequency in both the left and right direction and the yaw direction.

[0005]

The yaw damper failure of the railcar can be detected by measuring the vibration acceleration and the vibration frequency of the bogie in the left-right direction. First, as shown in FIGS. 6 and 7, when the yaw damper is normal (in the case of FIG. 6) and when the yaw damper fails (in FIG. 7).
In the case of (1), the vibration acceleration in the left-right direction of the trolley has a difference in its waveform, but no significant difference in its magnitude is recognized. However, a yaw damper failure can be detected by applying a band-pass filter to the vibration acceleration in the horizontal direction of the truck.
FIGS. 8 and 9 show the vibration acceleration in the left-right direction of the bogie when the yaw damper is normal (in the case of FIG. 6) and when the yaw damper fails (in the case of FIG. 7), respectively, and the bandpass of the natural frequency band during the yaw damper failure. It is the vibration acceleration obtained by filtering. In this way, the vibration acceleration in the left-right direction of the bogie after the bandpass filter is applied when the yaw damper is normal (in the case of FIG. 8) and when the yaw damper fails (in the case of FIG. 9) is greatly different from each other. It is also possible to detect a yaw damper failure.

Further, as shown in FIGS. 10 and 11, the horizontal vibration frequency of the bogie when the yaw damper is normal (in the case of FIG. 10) and when the yaw damper fails (in the case of FIG. 11) is greatly different. In this way, at the time of Yoda damper failure,
Since the bogie has a vibration frequency in the left-right direction, which is greatly different from that when the yaw damper is normal, it is possible to detect a yaw damper failure based on the vibration frequency.

In order to detect the yaw damper failure, as described above, it is possible to judge by either the lateral vibration acceleration or the vibration frequency of the carriage, but it is also possible to make a judgment by combining both.

On the other hand, the yaw damper failure of the railway vehicle can be detected by measuring the vibration acceleration and the vibration frequency of the bogie in the yaw direction. As shown in FIGS. 12 and 13, although the yaw direction vibration acceleration of the bogie during normal yaw damper (in the case of FIG. 12) and yaw damper failure (in the case of FIG. 13) has a difference in its waveform, There is no noticeable difference in size. Therefore, as in the case of the vibration acceleration in the left-right direction of the bogie, when the band-pass filter of the natural frequency band at the time of yaw damper failure is applied to the vibration acceleration of the bogie in the yaw direction of FIG.
As shown in FIG. 5, a large difference is recognized in the vibration acceleration of the carriage in the yaw direction, and the yaw damper failure can be detected by the vibration acceleration.

Further, as shown in FIG. 16 and FIG. 17, the yaw frequency of the carriage greatly differs when the yaw damper is normal (in the case of FIG. 16) and when the yaw damper fails (in the case of FIG. 17). In this way, at the time of Yoda damper failure,
The bogie has a vibration frequency in the yaw direction which is peculiar to the trolley, and the vibration frequency is significantly different from that when the yaw damper is normal, so that the yaw damper failure can be detected by the vibration frequency.

In order to detect the yaw damper failure, as described above, it is possible to judge by either the vibration acceleration or the vibration frequency of the carriage in the yaw direction, but it is also possible to make a judgment by combining both.

Further, in order to detect the yaw damper failure, as described above, the vibration acceleration or the vibration frequency or the vibration acceleration and the vibration frequency in either the left or right direction of the truck or the yaw direction of the truck can be used. However, it is also possible to make a determination by combining the vibration acceleration or the vibration frequency or the vibration acceleration and the vibration frequency in both the lateral direction of the carriage and the yaw direction of the carriage.

In order to detect the yaw damper failure, as described above, the measured value when the yaw damper is normal is compared with the measured value when the yaw damper fails, and the reference value for comparison is the yaw damper. It may be a measured value at a normal time or a measured value at a yaw damper failure. That is, the measured value when the yaw damper is normal may be input in advance, and the measured value obtained while the vehicle is traveling may be compared with the reference value that is input in advance when the yaw damper is normal. On the contrary, the measured value during the yaw damper failure may be input in advance, and the actual measurement value obtained while the vehicle is traveling may be compared with the reference value during the yaw damper failure input in advance. .

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION As shown in FIGS. 4 and 5, the method for detecting the yaw damper failure according to the present invention is a vibration accelerometer 3 for the left and right directions of the bogies installed on the front and rear bogies 1 and 10.
Also, the detection signals from the various vibration accelerometers 5 of the yaw direction vibration accelerometer 4 are passed through the amplifier 6, A / D converted by the A / D converter 7, and input to the calculator 8. After applying a pass filter to obtain the maximum value of the vibration acceleration, or / and performing the frequency analysis to obtain the natural frequency, compare it with the reference value input in advance,
When it is determined that there is an abnormality, a fail signal is issued and the alarm device 9 issues an alarm. Hereinafter, each detection method for detecting the yaw damper failure will be described with reference to a flowchart.

Example 1 FIG. 1 shows an example of a flow chart in the case of measuring the vibration acceleration in the lateral direction of a trolley. As shown in FIG. 4, the left and right vibration accelerometers 3 of the bogies provided on the front and rear bogies 1 and 10 and the arithmetic unit 8 provided on the vehicle are electrically connected via the amplifier 6 and installed. The alarm device 9 is connected so as to receive the fail signal from the calculator 8. A reference value (vibration acceleration and frequency) obtained from vibration at the time of yaw damper failure is input to the calculator 8 in advance. The vibration acceleration measured by the left-right vibration accelerometer 3 of the trolley during traveling is input to the calculator 8 and is subjected to a bandpass filter in the frequency band generated during the yaw damper failure. The computing unit 8 obtains the extreme value ad of the vibration acceleration and compares it with the reference value ab (0.4 G in the case of FIG. 9) and / or the minimum value f _min (FIG. 11) of the vibration frequency fd being the reference value. In case of 3
Hz) and the maximum value f _max (5 Hz in the case of FIG. 11), and if so, a fail signal is issued and the alarm 9 informs the abnormality. When the fail signal is issued, if the vehicle is decelerated to a safe speed range, the vehicle can be driven even after the yaw damper fails.

Embodiment 2 FIG. 2 shows an example of a flow chart in the case of measuring the vibration acceleration of the carriage in the yaw direction. As shown in FIG. 4, a pair of bogie yaw-direction vibration accelerometers 4 are installed on the front and rear bogies 1 and 10, respectively, and an amplifier 6 is provided as in the first embodiment.
Is electrically connected to the arithmetic unit 8 provided on the vehicle via. A reference value (vibration acceleration and frequency) obtained from vibration at the time of yaw damper failure is input to the calculator 8 in advance.
Further, the vibration acceleration measured by the pair of yaw-direction vibration accelerometers 4 provided on the carriage while the vehicle is traveling is input to the calculator 8, and the two vibration accelerations are calculated to obtain the yaw-direction vibration acceleration. calculate. In the calculator 8, a bandpass filter of the frequency band generated at the time of yaw damper failure is applied to obtain the extreme value ac of the vibration acceleration, and whether it exceeds the reference value ae (for example, 0.2 G in the case of FIG. 15), and / Alternatively, the frequency F is the reference value F
_It is judged whether or not it is within _min (3 Hz in the case of FIG. 17) and F _max (5 Hz in the case of FIG. 17), and if it is present, a fail signal is emitted and the alarm 9 informs the abnormality.

Embodiment 3 FIG. 3 shows an example of a flow chart when fail detection is performed by measuring both the lateral vibration acceleration of the carriage and the yaw vibration acceleration of the carriage. The device in this case is shown in FIG.
As shown in FIG. 2, the front and rear bogies 1 and 10 are electrically connected to the left and right vibration accelerometers 3 and the pair of left and right yaw vibration accelerometers 4 via an amplifier 6 to an arithmetic unit 8 provided on the car. To do. A reference value (vibration acceleration and frequency) obtained from vibration at the time of yaw damper failure is input to the calculator 8 in advance. Both the lateral vibration acceleration of the bogie and the vibration acceleration of the bogie in the yaw direction measured during traveling are input to the calculator 8, and the calculator 8 applies a bandpass filter for the frequency band generated when the yaw damper fails. afterwards,
Whether the extreme value ad of the lateral vibration acceleration of the truck exceeds the reference value ab, and / or whether the extreme value ac of the vibration acceleration of the truck yaw direction exceeds the reference value ae, and / or the lateral direction of the vehicle Frequency fd of the vehicle is within the reference values f _min and f _max , and / or the vehicle body yaw frequency Fc is within the reference values F _min and F _max. However, if it is present, a fail signal is emitted and the alarm 9 notifies the abnormality.

[0017]

According to the present invention, it is possible to know which trolley of a railroad vehicle has an abnormal yaw damper, and when an abnormal sway occurs due to an abnormal yaw damper, it is immediately detected and the detection signal By decelerating to a safe speed by an operation from a crew member or a central command room based on the above, it is possible to prevent an accident at the time of a yaw damper failure and secure a safe running of the vehicle.

[Brief description of drawings]

FIG. 1 is a flowchart showing an example of a method for detecting a yaw damper failure due to a lateral vibration acceleration of a bogie.

FIG. 2 is a flowchart showing an example of a method for detecting a yaw damper failure due to vibration acceleration of a carriage in a yaw direction.

FIG. 3 is a flowchart showing an example of a method for detecting a yaw damper failure due to vibration acceleration in the lateral direction of the carriage and vibration acceleration in the yaw direction of the carriage.

FIG. 4 is an explanatory diagram of a yaw damper failure detection device showing an example of the arrangement of left and right vibration accelerometers for a cart.

FIG. 5 is a block diagram showing an example of a detection device for carrying out the detection method of the present invention.

FIG. 6 is a diagram showing a lateral vibration acceleration of the bogie when the yaw damper is normal.

FIG. 7 is a diagram showing vibration acceleration in the left-right direction of the bogie when the yaw damper fails.

8 is a diagram showing a vibration acceleration obtained by applying a bandpass filter of a natural frequency band at the time of yaw damper failure to the vibration acceleration shown in FIG. 6;

9 is a diagram showing a vibration acceleration obtained by applying a bandpass filter of the natural frequency band at the time of yaw damper failure to the vibration acceleration shown in FIG. 7.

FIG. 10 is a frequency analysis diagram of vibration acceleration in the horizontal direction of the bogie when the yaw damper is normal.

FIG. 11 is a frequency analysis diagram of vibration acceleration in the left-right direction of the bogie when the yaw damper fails.

FIG. 12 is a diagram showing the yaw-direction vibration acceleration of the bogie when the yaw damper is normal.

FIG. 13 is a diagram showing vibration acceleration in the yaw direction of the bogie when the yaw damper fails.

FIG. 14 is a diagram showing a vibration acceleration obtained by applying the vibration acceleration shown in FIG. 12 to a bandpass filter in a natural frequency band at the time of yaw damper failure.

FIG. 15 is a diagram showing the vibration acceleration obtained by applying the band-pass filter of the natural frequency band at the time of yaw damper failure to the vibration acceleration shown in FIG.

FIG. 16 is a frequency analysis diagram of vibration acceleration in the yaw direction of the bogie when the yaw damper is normal.

FIG. 17 is a frequency analysis diagram of vibration acceleration in the yaw direction of the bogie when the yaw damper fails.

[Explanation of symbols]

 1,10 bogie 2 vehicle body 3 left and right vibration accelerometer of 4 bogie yaw direction vibration accelerometer 5 various vibration accelerometers 6 amplifier 7 A / D converter 8 calculator 9 alarm device ad, ac pole of vibration acceleration Value ab, ae Reference value fd, Fc Frequency

 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Naoshi Negoro 4-533 Kitahama, Chuo-ku, Osaka City, Osaka Prefecture Sumitomo Metal Industries, Ltd. (72) Ryutaro Ishikawa, 4-5 Kitahama, Chuo-ku, Osaka City, Osaka Prefecture No. 33 Sumitomo Metal Industries, Ltd.

Claims (1)

[Claims] 1. In a railway vehicle using a yaw damper, a horizontal vibration acceleration and a vibration frequency of a bogie, a yaw vibration acceleration and a vibration frequency, or both a left vibration direction and a yaw vibration acceleration and vibration. A method for detecting abnormal rolling motion of a railway vehicle, which is characterized by detecting a yaw damper failure by measuring the number.