WO2018100757A1 - 鉄道車両の状態監視装置 - Google Patents

鉄道車両の状態監視装置 Download PDF

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Publication number
WO2018100757A1
WO2018100757A1 PCT/JP2017/010182 JP2017010182W WO2018100757A1 WO 2018100757 A1 WO2018100757 A1 WO 2018100757A1 JP 2017010182 W JP2017010182 W JP 2017010182W WO 2018100757 A1 WO2018100757 A1 WO 2018100757A1
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WO
WIPO (PCT)
Prior art keywords
interval
bearing
monitoring
temperature
carriage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2017/010182
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English (en)
French (fr)
Japanese (ja)
Inventor
與志 佐藤
晴義 前田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Kawasaki Heavy Industries Ltd
Kawasaki Motors Ltd
Original Assignee
Kawasaki Heavy Industries Ltd
Kawasaki Jukogyo KK
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kawasaki Heavy Industries Ltd, Kawasaki Jukogyo KK filed Critical Kawasaki Heavy Industries Ltd
Priority to US16/466,269 priority Critical patent/US20200062121A1/en
Priority to CN201780072210.3A priority patent/CN109952224B/zh
Publication of WO2018100757A1 publication Critical patent/WO2018100757A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0038—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to sensors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/02—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows
    • F16C19/04—Bearings with rolling contact, for exclusively rotary movement with bearing balls essentially of the same size in one or more circular rows for radial load mainly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C41/00—Other accessories, e.g. devices integrated in the bearing not relating to the bearing function as such
    • F16C41/008—Identification means, e.g. markings, RFID-tags; Data transfer means
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K1/00—Details of thermometers not specially adapted for particular types of thermometer
    • G01K1/02—Means for indicating or recording specially adapted for thermometers
    • G01K1/024—Means for indicating or recording specially adapted for thermometers for remote indication
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K13/00—Thermometers specially adapted for specific purposes
    • G01K13/04—Thermometers specially adapted for specific purposes for measuring temperature of moving solid bodies
    • G01K13/08—Thermometers specially adapted for specific purposes for measuring temperature of moving solid bodies in rotary movement
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K3/00—Thermometers giving results other than momentary value of temperature
    • G01K3/08—Thermometers giving results other than momentary value of temperature giving differences of values; giving differentiated values
    • G01K3/10—Thermometers giving results other than momentary value of temperature giving differences of values; giving differentiated values in respect of time, e.g. reacting only to a quick change of temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C19/00—Bearings with rolling contact, for exclusively rotary movement
    • F16C19/52—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions
    • F16C19/525—Bearings with rolling contact, for exclusively rotary movement with devices affected by abnormal or undesired conditions related to temperature and heat, e.g. insulation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2233/00—Monitoring condition, e.g. temperature, load, vibration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16C—SHAFTS; FLEXIBLE SHAFTS; ELEMENTS OR CRANKSHAFT MECHANISMS; ROTARY BODIES OTHER THAN GEARING ELEMENTS; BEARINGS
    • F16C2326/00—Articles relating to transporting
    • F16C2326/10—Railway vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a railway vehicle state monitoring apparatus.
  • the carriage can be displaced relative to the vehicle body, and if wiring is made from the vehicle body to the temperature sensor of the carriage, the wiring is shaken due to the deviation of the carriage. Therefore, in order to reduce the wiring between the vehicle body and the carriage, it is conceivable that the temperature information detected by the temperature sensor is wirelessly transmitted to the vehicle body side, and the power source for the wireless transmission is also arranged on the carriage. Also, when the power source is arranged on the carriage, the number of power sources increases, so it is desirable to extend the life of the power source or to reduce the size, but if the power consumption is reduced by simply reducing the operation frequency of the temperature sensor, The amount of information related to bearing abnormalities is reduced, making it impossible to accurately grasp the state. The same applies when monitoring objects other than the bearing temperature as the monitoring target of the carriage.
  • the present invention is suitable for a railway vehicle having a power source provided on a carriage, for extending the life or reducing the capacity of the power source by reducing power consumption, and securing a sufficient amount of state information indicating an abnormality or a sign of abnormality. It aims at making it compatible.
  • a railway vehicle state monitoring apparatus is a railway vehicle state monitoring apparatus having a vehicle body and a carriage, the monitoring sensor provided in the carriage and detecting state information of the equipment of the carriage, A wireless transmitter that is provided in the carriage and wirelessly transmits a signal including state information detected by the monitoring sensor with a transmission interval, and is provided in the carriage and supplies power to the monitoring sensor and the wireless transmitter. And when the monitoring value using the state information is determined to be less than or equal to a threshold value, the wireless transmitter wirelessly transmits the signal using the transmission interval as a predetermined initial interval, When it is determined that the monitoring value exceeds the threshold value, the signal is wirelessly transmitted with the transmission interval being a narrow interval smaller than the initial interval.
  • the transmission interval of the wireless transmitter is set wide, so that the power consumption by the wireless transmission operation can be reduced.
  • the power consumption by the wireless transmission operation is usually larger than the power consumption by the detection operation of the monitoring sensor, it is possible to effectively save power.
  • the transmission interval of the wireless transmitter is set to be narrow, so that it is possible to transmit the state information indicating an abnormality or a sign of abnormality of the cart device with a sufficient amount of information.
  • a railway vehicle provided with a power source on a carriage, it is possible to extend the life or reduce the capacity of the power source by reducing power consumption, and to secure a sufficient amount of state information indicating an abnormality or a sign of abnormality. Both can be suitably achieved.
  • FIG. 1 is a schematic diagram of a railway vehicle 1 equipped with a bearing monitoring device 10 according to the embodiment.
  • FIG. 2 is a block diagram of the bearing temperature sensor units 11F and 11R of the bearing monitoring apparatus 10 shown in FIG.
  • FIG. 3 is a block diagram of the vehicle body mounting device 21 of the bearing monitoring device 10 shown in FIG.
  • the railway vehicle 1 includes a vehicle body 2, a first carriage 3 ⁇ / b> F that is disposed near one end portion in the longitudinal direction of the vehicle body 2 and supports the vehicle body 2, and near the other end portion in the longitudinal direction of the vehicle body 2.
  • a second carriage 3 ⁇ / b> R that supports the vehicle body 2.
  • a first air spring 4F and a second air spring 4R are interposed between the vehicle body 2 and the carts 3F and 3R, respectively.
  • the railway vehicle 1 is equipped with a bearing monitoring device 10 as an example of a state monitoring device.
  • the bearing monitoring device 10 monitors the temperature of the bearing (equipment) housed in the axle box of each carriage 3F, 3R while referring to the load (hereinafter simply referred to as load) and the rotational speed, It is a device that detects abnormal signs.
  • the bearing monitoring device 10 includes bearing temperature sensor units 11F and 11R attached to the respective axle boxes of the first carriage 3F and the second carriage 3R, and a vehicle body mounting device 21 mounted on the vehicle body 2.
  • each of the bearing temperature sensor units 11F and 11R includes a power source 12, a bearing temperature sensor 13, a processor 14, a storage unit 15, and a wireless transmission / reception unit 16.
  • the power supply 12 is a battery, for example.
  • the power source 12 may be a power source using energy harvesting technology that obtains power by collecting energy such as vibration, heat, and sunlight.
  • the bearing temperature sensor 13 detects the temperature of the bearing. Four bearing temperature sensors are installed per carriage, and the temperature of all the bearings of each carriage is detected. The bearing temperature sensor 13 directly detects the temperature of the bearing in contact with the bearing. However, the bearing temperature sensor 13 may be configured to detect the temperature of the bearing indirectly by contacting the axle box without contacting the bearing and detecting the temperature of the axle box.
  • the processor 14 controls the read / write operation of the storage unit 15 and the operation of the wireless transmission / reception unit 16.
  • the storage unit 15 stores temperature information (state information) detected by the bearing temperature sensor 13 and the like.
  • the wireless transmission / reception unit 16 wirelessly transmits the temperature information stored in the storage unit 15 and receives a wireless signal from the vehicle body mounting device 21.
  • the power source 12, the bearing temperature sensor 13, the processor 14, the storage unit 15, and the wireless transmission / reception unit 16 are integrated by a casing 17, and the casing 17 is a shaft. It is attached to the box.
  • the vehicle body mounting device 21 includes a pair of radio transceivers 22F and 22R, a data processing device 23 incorporating an acceleration sensor 24, an air spring pressure sensor 25, an ambient temperature sensor 26, Is provided.
  • the wireless transmitter / receiver 22F provided at one end of the vehicle body 2 receives sensor signals wirelessly transmitted from the four wireless transmitter / receivers 16 of the first carriage 3F.
  • the second wireless transmitter / receiver 22R provided at the other end of the vehicle body 2 receives sensor signals wirelessly transmitted from the four wireless transmitter / receivers 16 of the second carriage 3R.
  • the data processing device 23 is provided in the vehicle body 2 and is connected to the radio transceivers 22F and 22R via a communication line. Data stored in the data processing device 23 can be accessed from the outside. For example, the data processing device 23 is configured to be able to extract the data via a communication line, a recording medium, or the like (not shown).
  • the data processing device 23 includes an acceleration sensor 24 and a data processing unit 27, and the data processing unit 27 is housed in a housing 28 together with the acceleration sensor 24.
  • the casing 28 is attached to the vehicle body 2 and is disposed under the floor of the vehicle body 2.
  • the acceleration sensor 24 detects the acceleration in the vehicle longitudinal direction, that is, the acceleration in the vehicle traveling direction.
  • the acceleration sensor 24 is used in the data processing device 23 to calculate the rotational speed of each bearing of each carriage 3F, 3R.
  • the air spring pressure sensor 25 is provided in the vehicle body 2 and detects the internal pressure value of the first air spring 4F interposed between the vehicle body 2 and the first carriage 3F.
  • the air spring pressure sensor 25 is connected to the data processing device 23 and is used in the data processing device 23 to calculate the load of each bearing of the first cart 3F and the second cart 3R.
  • the atmospheric temperature sensor 26 is connected to the data processing device 23 and detects the atmospheric temperature outside the railway vehicle 1.
  • the ambient temperature sensor 26 is disposed below the housing 28 of the data processing device 23, for example.
  • the data processing unit 27 includes a processor, a volatile memory, a nonvolatile memory, an I / O interface, and the like.
  • the data processing unit 27 includes a transmission / reception unit 31, a storage unit 32, a communication interval determination unit 33, a diagnosis unit 34, and an output unit 35.
  • the transmission / reception unit 31 and the output unit 35 are realized by an I / O interface.
  • the storage unit 32 is realized by a volatile memory and a nonvolatile memory.
  • the nonvolatile memory of the storage unit 32 stores a program for executing the flowchart of FIG. 4, conversion tables of FIGS.
  • the communication interval determination unit 33 and the diagnosis unit 34 are realized by the processor performing arithmetic processing using the volatile memory in accordance with a program stored in the nonvolatile memory of the storage unit 32.
  • the transmission / reception unit 31 receives information on each temperature of each bearing received by the wireless transceivers 22F and 22R from the bearing temperature sensor units 11F and 11R wirelessly.
  • the transmission / reception unit 31 receives acceleration data in the vehicle traveling direction from the acceleration sensor 24.
  • the transmission / reception unit 31 receives data of the internal pressure value of the first air spring 4F from the air spring pressure sensor 25.
  • the transmission / reception unit 31 receives the ambient temperature data outside the vehicle from the ambient temperature sensor 26.
  • the storage unit 32 stores each data received by the transmission / reception unit 31.
  • the communication interval determination unit 33 determines the transmission interval of the wireless transmission / reception unit 16 of the bearing temperature sensor units 11F and 11R according to the procedure of the flowchart of FIG.
  • the transmission interval of the wireless transmission / reception unit 16 determined by the communication interval determination unit 33 is wirelessly transmitted as a command value from the wireless transmission / reception devices 22F and 22R to the wireless transmission / reception unit 16 of the bearing temperature sensor unit 11F.
  • the diagnosis unit 34 diagnoses the state of all the bearings of the first carriage 3F and the second carriage 3R based on each data stored in the storage unit 32.
  • the output unit 35 outputs the result determined by the diagnosis unit 34 to the outside in a predetermined manner (for example, transmission, display, sound, etc.).
  • FIG. 4 is a flowchart of the bearing monitoring apparatus 10 shown in FIGS.
  • FIG. 5 is a conversion table of the threshold value ⁇ T th (i) of the temperature increase ⁇ T depending on the bearing load F and the rotational speed V.
  • FIG. 6 is a conversion table of the threshold value dT th (i) of the temperature increase rate dT depending on the load F and the rotation speed V of the bearing.
  • FIG. 7 is a conversion table of the transmission interval C n and the abnormal levels I to III according to the temperature rise amount ⁇ T or the temperature rise rate dT.
  • the processing content of the bearing monitoring apparatus 10 will be described according to the flowchart of FIG. 4 with reference to FIGS.
  • a single bearing temperature sensor unit 11F will be described as an object.
  • ⁇ T is the temperature rise amount (° C.)
  • ⁇ T th (1) is the first threshold value for the temperature rise amount
  • ⁇ T th (2) is the second threshold value for the temperature rise amount
  • ⁇ T th (3) is the temperature rise.
  • the third threshold value, dT is the temperature rise rate
  • dT th (1) is the first threshold value for the temperature rise rate
  • dT th (2) is the second threshold value for the temperature rise rate
  • dT th (3) is the temperature rise rate.
  • the third threshold, C is the transmission interval
  • C 0 is the initial interval
  • C 1 is the first narrow interval
  • C 2 is the second narrow interval
  • C 3 is the third narrow interval
  • V is the bearing rotational speed
  • F is the bearing load.
  • the communication interval determination unit 33 sets the transmission interval C of the wireless transmission / reception unit 16 to the initial interval C 0 (step S1). As shown in the conversion table of FIG.
  • the communication interval determining unit 33 When the transmission interval C remains the initial interval C 0 and the temperature increase amount ⁇ T or the temperature increase rate dT exceeds the first threshold values ⁇ T th (1), dT th (1), the transmission interval C is set to the first interval C 0.
  • the narrow interval C 1 is set and the temperature rise amount ⁇ T or the temperature rise rate dT exceeds the second threshold values ⁇ T th (2) and dT th (2), the transmission interval C is set to the second narrow interval C 2 .
  • the transmission interval C is set to the third narrow interval C 3 (step S2). ).
  • the third threshold value ⁇ T th (3) is set to “50”, and regarding the temperature increase rate ⁇ dT, the first threshold value dT th (1) is “5”, and the second threshold value dT th (2) is “ 7 ”, the third threshold dT th (3) is set to“ 11 ”.
  • the values of the first to third threshold values ⁇ T th (i) of the temperature rise amount ⁇ T are increased, and the value of the bearing rotational speed V is increased.
  • the first to third threshold values ⁇ T th (i) of the temperature increase amount ⁇ T are increased. Further, as shown in FIG.
  • step S3 it is determined whether or not the transmission interval C set by the communication interval determining unit 33 has changed (step S3).
  • the data processing device 23 transmits information on the transmission interval C determined by the communication interval determination unit 33 to the bearing temperature sensor unit 11F, and the processor 14 performs wireless transmission / reception according to the information.
  • the transmission interval C of the unit 16 is set (step S4).
  • the data processing unit 27 acquires the temperature data T transmitted from the bearing temperature sensor unit 11F (step S5).
  • the bearing temperature sensor 13 detects bearing temperature information at a sampling interval narrower than the initial interval C 0 , and the storage unit 15 has a capacity capable of storing a plurality of temperature information detected at least within the initial interval C 0 . .
  • the sampling interval of the bearing temperature sensor 13 is narrower than any transmission interval C (C 0 , C 1 , C 2 , C 3 ).
  • the wireless transmission / reception unit 16 wirelessly transmits only a part of the temperature information among the plurality of temperature information stored in the initial interval C 0 stored in the storage unit 15. To do.
  • the wireless transmission / reception unit 16 wirelessly transmits only the latest temperature information among the plurality of temperature information within the initial interval C 0 stored in the storage unit 15.
  • the data processing device 23 acquires the ambient temperature T 0 , the bearing load F, and the bearing rotational speed V (step S6).
  • the ambient temperature T 0 is detected by the ambient temperature sensor 26.
  • the bearing load F is calculated using the internal pressure value P of the first air spring 4F detected by the air spring pressure sensor 25 (step S7).
  • the data processing unit 27 calculates the bearing load F by the following mathematical formula 4.
  • A is a pressure receiving area of the air spring
  • W is a weight of a member interposed between the air spring and the bearing in the carriage.
  • the bearing rotation speed V is calculated from the acceleration Acc in the vehicle traveling direction detected by the acceleration sensor 24 (step S8). Specifically, the data processing unit 27 calculates the bearing rotation speed V by the following formula 5. Where D is the wheel diameter of the carriage and ⁇ is the circumference.
  • step S9 it is determined whether or not the bearing rotational speed V is not zero (step S9). If the bearing rotational speed V is zero, it is determined whether or not the vehicle is already stopped (step S10). If the vehicle immediately before is already stopped, the process directly returns to step S6. If the vehicle is not stopped immediately before, the data processing unit 27 instructs the bearing temperature sensor unit 11F to stop transmission, and wirelessly The wireless transmission of temperature information from the transmission / reception unit 16 is stopped (step S11), and the process returns to step S6.
  • step S12 it is determined whether or not the vehicle was stopped immediately before (step S12). If the vehicle is stopped immediately before, the data processing unit 27 commands the bearing temperature sensor unit 11F to transmit the transmission interval C determined by the communication interval determination unit 33, and receives the temperature data T from the bearing temperature sensor unit 11F. It receives by radio
  • T is the detected bearing temperature (° C.)
  • t 2 is the current time
  • t 1 is the previous time
  • ⁇ T 2 is ⁇ T at time t 2
  • ⁇ T 1 is ⁇ T at time t 1 .
  • the communication interval determination unit 33 determines the values of the first to third threshold values ⁇ T th (i) and the first to third threshold values dT th (i) from the conversion tables of FIGS. 5 and 6 (step S15). Then, the communication interval determination unit 33 determines whether at least one of the following condition 1 and condition 2 is satisfied.
  • step S17 If neither condition 1 nor condition 2 is satisfied, it is determined whether or not the transmission interval C is the initial interval C 0 (step S17). If the transmission interval C is already the initial interval C 0 , the process returns to step S3 as it is. If the transmission interval C is not the initial gap C 0, the communication interval determination unit 33, the transmission interval C is determined in the initial interval C 0, sets the transmission interval C in the initial interval C 0 in bearing temperature sensor unit 11F Instructed by radio (step S18).
  • the data processing unit 27 includes a plurality (for example, all) from the previous transmission to the current time stored in the storage unit 15 with respect to the bearing temperature sensor unit 11F. ) Of the temperature data is requested, and the temperature data is received (step S19). Then, the communication interval determination unit 33 selects an emergency level and issues an abnormality based on the conversion table of FIG. 7, and changes the transmission interval C (step S20). As an urgent level, “I” means an abnormal sign, “II” means a minor abnormality, and “III” means a severe abnormality.
  • the diagnosis unit 34 makes an emergency
  • the level is selected as “I” and the output unit 35 outputs a warning to the outside, and the communication interval determination unit 33 instructs the bearing temperature sensor unit 11F to change the transmission interval C to the first narrow interval C 1.
  • the processor 14 sets the transmission interval C of the radio transmitting and receiving unit 16 to the first narrow gap C 1.
  • step S20 the process returns to step S3.
  • the radio transmission / reception unit 16 Since the transmission interval C is set wide, the power consumption by the wireless transmission operation can be reduced. In particular, since the power consumption by the wireless transmission operation is usually larger than the power consumption by the detection operation of the bearing temperature sensor 13, it is possible to effectively save power.
  • the transmission interval C of the wireless transmission / reception unit 16 is set to be narrow.
  • the previous transmission stored in the storage unit 15 to the current time are stored. Since only a part of the plurality of temperature data is wirelessly transmitted, it is possible to contribute to the suppression of the amount of transmission information and the reduction of power consumption.
  • the monitored value temperature rise amount ⁇ T or temperature rise rate dT
  • a temperature rise amount ⁇ T and a temperature rise rate dT are used as monitoring values, and at least one of the temperature rise amount ⁇ T and the temperature rise rate dT is the first to third threshold values ⁇ T th (i), dT th.
  • the temperature increase ⁇ T and the temperature increase rate dT tend to increase even if the bearing is normal.
  • the transmission interval C of the wireless transmission / reception unit 16 becomes narrow when the bearing is normal. Can be prevented.
  • the temperature rise amount ⁇ T and the temperature rise rate dT are relatively low even if an abnormality occurs in the bearing, so the first to third threshold values ⁇ T.
  • the wireless transmission / reception unit 16 stops wireless transmission when the bearing rotational speed V is zero. Can be effectively reduced.
  • the present invention is not limited to the above-described embodiment, and the configuration can be changed, added, or deleted.
  • the physical value indicating the state of the equipment of the cart is not limited thereto, and may be, for example, vibration of the bearing of the cart or state information of the leaf spring of the cart.
  • both the temperature rise amount ⁇ T and the temperature rise rate dT are monitored as monitored values, only one of them may be monitored.
  • the communication interval determination unit 33 is provided in the data processing unit 27, it may be provided in the bearing temperature sensor unit 11F.
  • the conversion tables in FIGS. 5 to 7 are merely examples, and specific values of the conversion tables are appropriately determined according to specifications. Moreover, you may change a threshold value based on the numerical formula which inputs a bearing load and a bearing rotational speed instead of changing based on a conversion table.
  • the air spring pressure sensor 25 was illustrated as a state sensor used for calculation of the bearing load F, it is not limited to this, For example, you may detect the bearing load F using a load cell.
  • the acceleration sensor 24 was illustrated as a state sensor used for calculation of the bearing rotational speed V, it is not limited to this, For example, you may detect the bearing rotational speed V using a vehicle speed sensor.
  • the sampling frequency of the bearing temperature sensor 13 may be changed for further power saving of the bearing temperature sensor unit 11F. That is, the processor sets the sampling interval of the bearing temperature sensor 13 to a predetermined initial interval when it is determined that the monitored value is equal to or less than the threshold value, and when it is determined that the monitored value exceeds the threshold value, the bearing The sampling interval of the temperature sensor 13 may be set to a narrow interval smaller than the initial interval.
  • the monitored value to be compared with the threshold value is the temperature increase amount ⁇ T or the temperature increase rate dT, but may be the temperature increase amount ⁇ T and the temperature increase rate dT.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Measuring Temperature Or Quantity Of Heat (AREA)
  • Rolling Contact Bearings (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
PCT/JP2017/010182 2016-12-01 2017-03-14 鉄道車両の状態監視装置 Ceased WO2018100757A1 (ja)

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CN201780072210.3A CN109952224B (zh) 2016-12-01 2017-03-14 铁道车辆的状态监视装置

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US20200062121A1 (en) 2020-02-27
CN109952224B (zh) 2022-09-16
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JP2018090040A (ja) 2018-06-14

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