JP7177693B2 - RAILWAY VEHICLE ANNOUNCEMENT DEVICE AND SYSTEM INCLUDING THE SAME - Google Patents

RAILWAY VEHICLE ANNOUNCEMENT DEVICE AND SYSTEM INCLUDING THE SAME Download PDF

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JP7177693B2
JP7177693B2 JP2018245127A JP2018245127A JP7177693B2 JP 7177693 B2 JP7177693 B2 JP 7177693B2 JP 2018245127 A JP2018245127 A JP 2018245127A JP 2018245127 A JP2018245127 A JP 2018245127A JP 7177693 B2 JP7177693 B2 JP 7177693B2
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angular velocity
support portion
abnormality
railway vehicle
abnormality detection
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JP2020106389A (en
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雄太 吉松
雅幸 三津江
恵介 ▲高▼橋
洋行 川崎
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Kawasaki Railcar Manufacturing Co Ltd
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Description

本開示は、平面視において仮想四角形の４つの角にそれぞれ配置された第１～第４支持部を備えた鉄道車両の異常検知装置及びそれを備えたシステムに関する。 TECHNICAL FIELD The present disclosure relates to an abnormality detection device for a railway vehicle having first to fourth support portions respectively arranged at four corners of a virtual quadrangle in plan view, and a system having the same.

鉄道車両のバネ系の点検は、定期的な目視検査により実施される。定期検査では点検間隔が空いてしまうし、目視検査では作業員の判断に委ねられることになる。そこで、特許文献１では、台車枠に複数の上下方向加速度センサを設置し、それらセンサの検出値に基づいてバネ系の異常を判定することが提案されている。 Inspection of the spring system of railway vehicles is carried out by periodic visual inspection. Periodic inspections lead to gaps in inspection intervals, and visual inspections are left to the discretion of workers. In view of this, Patent Document 1 proposes installing a plurality of vertical acceleration sensors on the bogie frame and determining whether there is an abnormality in the spring system based on the detected values of these sensors.

特開２０１２－１１１３１９号公報JP 2012-111319 A

しかし、特許文献１の構成では、加速度センサの各々は、全てのバネの影響を受けるため、１つのバネの故障が加速度センサの各々に影響してしまう。そのため、１つのバネの故障が１つの加速センサに及ぼす影響の度合いが希釈化され、バネの異常検知の感度が低下することになる。 However, in the configuration of Patent Document 1, each of the acceleration sensors is affected by all the springs, so failure of one spring affects each of the acceleration sensors. Therefore, the degree of influence of failure of one spring on one acceleration sensor is diluted, and the sensitivity of spring abnormality detection is lowered.

そこで本発明は、鉄道車両の異常検知の感度を高めることを目的とする。 SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to increase the sensitivity of abnormality detection of a railway vehicle.

本開示の一態様に係る鉄道車両の異常検知装置は、平面視において仮想四角形の４つの角にそれぞれ配置された第１～第４支持部を備えた鉄道車両であって、平面視において前記第１支持部及び前記第４支持部が前記仮想四角形の第１対角線上に配置され且つ前記第２支持部及び前記第３支持部が前記仮想四角形の第２対角線上に配置されてなる鉄道車両の異常検知装置であって、前記第１対角線周りの第１角速度を取得する第１角速度取得部と、前記第２対角線周りの第２角速度を取得する第２角速度取得部と、前記第１角速度取得部で取得された第１角速度に基づいて、前記第２支持部又は第３支持部における異常を判定し、かつ、前記第２角速度取得部で取得された第２角速度に基づいて、前記第１支持部又は第４支持部における異常を判定する判定部と、を有する。 An abnormality detection device for a railway vehicle according to an aspect of the present disclosure is a railway vehicle including first to fourth support portions arranged at four corners of a virtual quadrangle in plan view, A railway vehicle in which the first support section and the fourth support section are arranged on the first diagonal line of the virtual quadrilateral, and the second support section and the third support section are arranged on the second diagonal line of the virtual quadrilateral. An anomaly detection device, comprising: a first angular velocity acquisition unit for acquiring a first angular velocity around the first diagonal; a second angular velocity acquisition unit for acquiring a second angular velocity around the second diagonal; and the first angular velocity acquisition. based on the first angular velocity acquired by the second angular velocity acquisition part, and based on the second angular velocity acquired by the second angular velocity acquisition part, the first and a determination unit that determines an abnormality in the support portion or the fourth support portion.

前記構成によれば、第１角速度取得部で算出される第１対角線周りの第１角速度は、第１対角線の外側に配置された第２支持部及び第３支持部の影響を受け、第１対角線上に配置された第１支持部及び第４支持部の影響を受けない。同様に、第２角速度取得部で算出される第２対角線周りの第２角速度は、第２対角線の外側に配置された第１支持部及び第４支持部の影響を受け、第２対角線上に配置された第２支持部及び第３支持部の影響を受けない。即ち、１つの対角線周りの１つの角速度は、第１～第４支持部のうち２つの支持部のみの影響を受ける。よって、第１～第４支持部のうち１つの支持部における異常が監視対象の物理量（角速度）に及ぼす影響の度合いが高まり、支持部における異常の検知感度を高めることができる。 According to the above configuration, the first angular velocity around the first diagonal calculated by the first angular velocity acquisition section is affected by the second support section and the third support section arranged outside the first diagonal line, It is not affected by the first support and the fourth support which are diagonally arranged. Similarly, the second angular velocity around the second diagonal calculated by the second angular velocity acquisition section is affected by the first support section and the fourth support section arranged outside the second diagonal line, and is on the second diagonal line. It is not affected by the arranged second support and third support. That is, one angular velocity around one diagonal is affected by only two of the first to fourth supports. Therefore, the degree of influence of an abnormality in one of the first to fourth support portions on the physical quantity (angular velocity) to be monitored is increased, and the detection sensitivity of the abnormality in the support portions can be increased.

本開示の一態様に係る鉄道車両の異常検知システムは、前述した異常検知装置と、前記第１角速度を検出する第１角速度センサと、前記第２角速度を検出する第２角速度センサと、を備え、前記異常検知装置の前記第１角速度取得部は、前記第１角速度センサの検出値を受信し、前記異常検知装置の前記第２角速度取得部は、前記第２角速度センサの検出値を受信する。 An abnormality detection system for a railway vehicle according to an aspect of the present disclosure includes the abnormality detection device described above, a first angular velocity sensor that detects the first angular velocity, and a second angular velocity sensor that detects the second angular velocity. , the first angular velocity acquisition unit of the abnormality detection device receives a detection value of the first angular velocity sensor, and the second angular velocity acquisition unit of the abnormality detection device receives a detection value of the second angular velocity sensor .

前記構成によれば、第１～第４支持部の異常を検知するために２つのセンサで足りるため、センサ数を低減してコスト削減を図ることができる。また、各センサは、加速度ではなく角速度を検出するので、各対角線周りの角速度を検出できる位置であれば各センサを互いに近接配置することもできる。よって、鉄道車両におけるセンサ配置の自由度を高めることもできる。 According to the above configuration, since two sensors are sufficient for detecting an abnormality in the first to fourth support portions, it is possible to reduce the number of sensors and reduce costs. In addition, since each sensor detects angular velocity instead of acceleration, the sensors can be placed close to each other as long as the angular velocity around each diagonal can be detected. Therefore, it is possible to increase the degree of freedom in arranging the sensors in the railway vehicle.

本開示によれば、鉄道車両に搭載された支持部における異常の検知感度を高めることができる。 Advantageous Effects of Invention According to the present disclosure, it is possible to increase the detection sensitivity of an abnormality in a support portion mounted on a railroad vehicle.

（Ａ）は鉄道車両の一次サスペンション（コイルバネ）に適用された第１実施形態に係る異常検知システムを示す概略平面図、（Ｂ）はその概略側面図である。1A is a schematic plan view showing an abnormality detection system according to a first embodiment applied to a primary suspension (coil spring) of a railway vehicle, and FIG. 1B is a schematic side view thereof; FIG. 図１に示す異常検知装置のブロック図である。2 is a block diagram of the abnormality detection device shown in FIG. 1; FIG. （Ａ）は比較例の正常状態及び異常状態におけるロール角速度を示すグラフ、（Ｂ）は比較例の正常状態及び異常状態におけるピッチ角速度を示すグラフである。(A) is a graph showing roll angular velocities in normal and abnormal conditions of a comparative example, and (B) is a graph showing pitch angular velocities in normal and abnormal conditions of a comparative example. （Ａ）は実施例の正常状態及び異常状態における第１角速度を示すグラフ、（Ｂ）は実施例の正常状態及び異常状態における第２角速度を示すグラフである。(A) is a graph showing the first angular velocity in the normal state and the abnormal state of the embodiment, (B) is a graph showing the second angular velocity in the normal state and the abnormal state of the embodiment. 鉄道車両の一次サスペンション（板バネ）に適用された第２実施形態に係る異常検知システムを示す概略平面図である。FIG. 7 is a schematic plan view showing an abnormality detection system according to a second embodiment applied to a primary suspension (leaf spring) of a railway vehicle; 鉄道車両の二次サスペンション（空気バネ）に適用された第３実施形態に係る異常検知システムを示す概略平面図である。FIG. 11 is a schematic plan view showing an abnormality detection system according to a third embodiment applied to a secondary suspension (air spring) of a railway vehicle;

以下、図面を参照して実施形態を説明する。 Embodiments will be described below with reference to the drawings.

（第１実施形態）
図１（Ａ）は、鉄道車両の一次サスペンション（軸バネ）に適用された第１実施形態に係る異常検知システム１を示す概略平面図であり、図１（Ｂ）は、その概略側面図である。図１（Ａ）（Ｂ）に示すように、異常検知システム１は、鉄道車両の一般的な台車５１に対して適用される。 (First embodiment)
FIG. 1(A) is a schematic plan view showing an abnormality detection system 1 according to a first embodiment applied to a primary suspension (shaft spring) of a railway vehicle, and FIG. 1(B) is a schematic side view thereof. be. As shown in FIGS. 1A and 1B, the anomaly detection system 1 is applied to a general bogie 51 of a railway vehicle.

台車５１は、台車枠６４を備える。台車枠６４は、車両進行方向（車両長手方向）に直交する横方向（幅方向）に延びる横梁６４ａと、横梁６４ａの両端部からそれぞれ車両進行方向に延びる一対の側梁６４ｂとを有する。台車５１は、台車枠６４の車両進行方向の両側に配置され、互いに平行に配置された第１輪軸６１Ａ及び第２輪軸６１Ｂを備える。台車５１は、第１輪軸６１Ａの両端を支持する軸受をそれぞれ収容する第１軸箱６２Ａ及び第２軸箱６２Ｂを備える。 The bogie 51 has a bogie frame 64 . The bogie frame 64 has a lateral beam 64a extending in a lateral direction (width direction) orthogonal to the vehicle traveling direction (vehicle longitudinal direction), and a pair of side beams 64b extending in the vehicle traveling direction from both ends of the lateral beam 64a. The bogie 51 includes a first wheel set 61A and a second wheel set 61B which are arranged on both sides of the bogie frame 64 in the direction of travel of the vehicle and which are arranged parallel to each other. The bogie 51 includes a first axle box 62A and a second axle box 62B that respectively accommodate bearings that support both ends of the first wheel set 61A.

台車５１は、一方の側梁６４ｂの一端部と第１軸箱６２Ａとの間に介設された第１軸バネ６３Ａと、他方の側梁６４ｂの一端部と第２軸箱６２Ｂとの間に介設された第２軸バネ６３Ｂと、一方の側梁６４ｂの他端部と第３軸箱６２Ｃとの間に介設された第３軸バネ６３Ｃと、他方の側梁６４ｂの他端部と第４軸箱６２Ｄとの間に介設された第４軸バネ６３Ｄとを備える。第１～第４軸バネ６３Ａ～６３Ｄは、第１～第４軸箱６２Ａ～６２Ｄと台車枠６４との間にそれぞれ配置された一次サスペンションの役目を果たす。第１～第４軸バネ６３Ａ～６３Ｄは、例えばコイルバネである。 The truck 51 includes a first axle spring 63A interposed between one end of one side beam 64b and the first axle box 62A, and between one end of the other side beam 64b and the second axle box 62B. a second spring 63B interposed between the two side beams 64b, a third spring 63C interposed between the other end of one side beam 64b and the third axle box 62C, and the other end of the other side beam 64b and a fourth axle spring 63D interposed between the part and the fourth axle box 62D. The first to fourth axle springs 63A to 63D serve as primary suspensions arranged between the first to fourth axle boxes 62A to 62D and the bogie frame 64, respectively. The first to fourth axial springs 63A to 63D are coil springs, for example.

台車５１は、第１軸箱６２Ａから一方の側梁６４ｂに向けて突出した第１軸梁６５Ａと、第３軸箱６２Ｃから一方の側梁６４ｂに向けて突出した第３軸梁６５Ｃとを備える。なお、図示しないが、台車５１は、第２軸バネ６３Ｂ及び第４軸バネ６３Ｄの側において、同様にして第２軸梁及び第４軸梁を備える。第１軸梁６５Ａの先端部には、一方の側梁６４ｂに接続されて第１軸梁６５Ａを回転可能に支持する第１心棒６６Ａが設けられる。第３軸梁６５Ｃの先端部には、一方の側梁６４ｂに接続されて第３軸梁６５Ｃを回転可能に支持する第３心棒６６Ｃが設けられる。なお、図示しないが、台車５１は、第２軸バネ６３Ｂ及び第４軸バネ６３Ｄの側において、同様にして第２心棒及び第４心棒を備える。 The truck 51 has a first axle box 62A protruding toward one side beam 64b and a third axle box 62C protruding from the third axle box 62C toward one side beam 64b. Prepare. Although not shown, the truck 51 similarly includes a second shaft beam and a fourth shaft beam on the side of the second shaft spring 63B and the fourth shaft spring 63D. A first axle 66A that is connected to one side beam 64b and rotatably supports the first shaft beam 65A is provided at the tip of the first shaft beam 65A. The tip of the third beam 65C is provided with a third axle 66C connected to one side beam 64b to rotatably support the third beam 65C. Although not shown, the truck 51 similarly includes a second axle and a fourth axle on the side of the second axle spring 63B and the fourth axle spring 63D.

平面視において第１軸バネ６３Ａのうち第１軸箱６２Ａに重なる部分（の中心部）が、台車枠６４を支持するための第１支持部Ｐ１である。平面視において第２軸バネ６３Ｂのうち第２軸箱６２Ｂに重なる部分（の中心部）が、台車枠６４を支持するための第２支持部Ｐ２である。平面視において第３軸バネ６３Ｃのうち第３軸箱６２Ｃに重なる部分（の中心部）が、台車枠６４を支持するための第３支持部Ｐ３である。平面視において第４軸バネ６３Ｄのうち第４軸箱６２Ｄに重なる部分（の中心部）が、台車枠６４を支持するための第４支持部Ｐ４である。 A portion of the first axle spring 63A that overlaps the first axle box 62A (the central portion thereof) in a plan view is a first support portion P1 for supporting the bogie frame 64. As shown in FIG. A portion (the central portion thereof) of the second axle spring 63B that overlaps the second axle box 62B in a plan view is the second support portion P2 for supporting the bogie frame 64 . A portion of the third axle spring 63</b>C that overlaps the third axle box 62</b>C (the central portion thereof) in plan view is the third support portion P<b>3 for supporting the bogie frame 64 . A portion of the fourth axle spring 63D that overlaps the fourth axle box 62D (the central portion thereof) in a plan view is a fourth support portion P4 for supporting the bogie frame 64. As shown in FIG.

第１～第４支持部Ｐ１～Ｐ４は、平面視において仮想四角形ＶＳの４つの角にそれぞれ位置する。第１支持部Ｐ１及び第４支持部Ｐ４が、仮想四角形ＶＳの第１対角線Ｌ１上に配置される。第２支持部Ｐ２及び第３支持部Ｐ３が、仮想四角形ＶＳの第２対角線Ｌ２上に配置される。よって、第１軸バネ６３Ａ又は第４軸バネ６３Ｄ（第１支持部Ｐ１及び第４支持部Ｐ４）の剛性に意図されない変化（異常）が生じた場合には、台車枠６４が第２対角線Ｌ２周りに回転して姿勢変化する。また、第２軸バネ６３Ｂ又は第３軸バネ６３Ｃ（第２支持部Ｐ２及び第３支持部Ｐ３）の剛性に意図されない変化（異常）が生じた場合には、台車枠６４が第１対角線Ｌ１周りに回転して姿勢変化する。 The first to fourth support portions P1 to P4 are positioned at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, if an unintended change (abnormality) occurs in the stiffness of the first axle spring 63A or the fourth axle spring 63D (the first support portion P1 and the fourth support portion P4), the bogie frame 64 will move toward the second diagonal line L2. Rotate around and change posture. Further, if an unintended change (abnormality) occurs in the stiffness of the second axle spring 63B or the third axle spring 63C (the second support portion P2 and the third support portion P3), the bogie frame 64 will move toward the first diagonal line L1. Rotate around and change posture.

異常検知システム１は、異常検知装置１０と、台車５１に搭載された第１角速度センサ１１及び第２角速度センサ１２とを備える。第１角速度センサ１１は、台車枠６４の第１対角線Ｌ１周りの回転の角速度である第１角速度を検出するレートセンサである。第２角速度センサ１２は、台車枠６４の第２対角線Ｌ２周りの回転の角速度である第２角速度を検出するレートセンサである。第１角速度センサ１１及び第２角速度センサ１２は、台車枠６４（例えば、横梁６４ａ）に設置されている。第１角速度センサ１１及び第２角速度センサ１２は、それぞれ第１角速度及び第２角速度を検出可能であれば互いに近接配置されてもよく、互いに一体にユニット化されてもよい。 The abnormality detection system 1 includes an abnormality detection device 10 and a first angular velocity sensor 11 and a second angular velocity sensor 12 mounted on a truck 51 . The first angular velocity sensor 11 is a rate sensor that detects a first angular velocity, which is the angular velocity of rotation of the bogie frame 64 around the first diagonal line L1. The second angular velocity sensor 12 is a rate sensor that detects a second angular velocity, which is the angular velocity of rotation of the bogie frame 64 around the second diagonal line L2. The first angular velocity sensor 11 and the second angular velocity sensor 12 are installed on a bogie frame 64 (for example, a lateral beam 64a). The first angular velocity sensor 11 and the second angular velocity sensor 12 may be arranged close to each other as long as they can detect the first angular velocity and the second angular velocity, respectively, or may be integrally united with each other.

図２は、図１に示す異常検知装置１０のブロック図である。図２に示すように、異常検知装置１０は、ハードウェア面において、プロセッサ、揮発性メモリ、不揮発性メモリ及びＩ／Ｏインターフェース等を有する。異常検知装置１０は、機能面において、第１角速度取得部２１、第２角速度取得部２２、判定部２３及び出力部２４を有する。第１角速度取得部２１、第２角速度取得部２２及び判定部２３は、不揮発性メモリに保存されたプログラムに基づいてプロセッサが揮発性メモリを用いて演算処理することで実現される。出力部２４は、Ｉ／Ｏインターフェースにより実現される。 FIG. 2 is a block diagram of the abnormality detection device 10 shown in FIG. As shown in FIG. 2, the anomaly detection device 10 has a processor, a volatile memory, a nonvolatile memory, an I/O interface, etc. in terms of hardware. The abnormality detection device 10 has a first angular velocity acquisition section 21, a second angular velocity acquisition section 22, a determination section 23, and an output section 24 in terms of functions. The first angular velocity acquisition unit 21, the second angular velocity acquisition unit 22, and the determination unit 23 are implemented by a processor performing arithmetic processing using a volatile memory based on a program stored in the nonvolatile memory. The output unit 24 is realized by an I/O interface.

第１角速度取得部２１は、第１角速度センサ１１の検出値を受信して第１角速度を取得する。第２角速度取得部２２は、第２角速度センサ１２の検出値を受信して第２角速度を取得する。なお、第１角速度及び第２角速度を直接的に検出するセンサが設けられない場合には、他の方向の角速度から計算により第１角速度及び第２角速度を求めてもよい。例えば、ロールレート（ロール角速度）及びピッチレート（ピッチ角速度）から計算により第１角速度及び第２角速度を求めてもよい。 The first angular velocity acquisition unit 21 receives the detection value of the first angular velocity sensor 11 and acquires the first angular velocity. The second angular velocity acquisition unit 22 receives the detection value of the second angular velocity sensor 12 and acquires the second angular velocity. If a sensor that directly detects the first angular velocity and the second angular velocity is not provided, the first angular velocity and the second angular velocity may be obtained by calculation from the angular velocity in another direction. For example, the first angular velocity and the second angular velocity may be calculated from the roll rate (roll angular velocity) and the pitch rate (pitch angular velocity).

判定部２３は、第１角速度取得部２１で取得された第１角速度に基づいて、第２支持部Ｐ２又は第３支持部Ｐ３における異常を判定する。判定部２３は、第２角速度取得部２２で取得された第２角速度に基づいて、第１支持部Ｐ１又は第４支持部Ｐ４における異常を判定する。第１～第４支持部Ｐ１～Ｐ４における異常は、例えば、第１～第４軸バネ６３Ａ～６３Ｄの異常（例えば、剛性（バネ定数）の変化）である。 Based on the first angular velocity acquired by the first angular velocity acquisition part 21, the determination part 23 determines an abnormality in the second support part P2 or the third support part P3. Based on the second angular velocity acquired by the second angular velocity acquisition part 22, the determination part 23 determines abnormality in the first support part P1 or the fourth support part P4. Abnormalities in the first to fourth support portions P1 to P4 are, for example, abnormalities in the first to fourth shaft springs 63A to 63D (for example, changes in stiffness (spring constant)).

判定部２３は、第１角速度が所定の許容範囲を超えたと判定されると、第２支持部Ｐ２又は第３支持部Ｐ３における異常が発生したと判定する。例えば、判定部２３は、第１角速度取得部２１で取得された第１角速度が予め記憶された正常時の第１角速度の値から所定の割合を超えて乖離したときに、第２支持部Ｐ２又は第３支持部Ｐ３における異常が発生したと判定してもよい。或いは、判定部２３は、第１角速度取得部２１で取得された第１角速度が所定の閾値を超えたときに、第２支持部Ｐ２又は第３支持部Ｐ３における異常が発生したと判定してもよい。 When the determination unit 23 determines that the first angular velocity exceeds the predetermined allowable range, the determination unit 23 determines that an abnormality has occurred in the second support portion P2 or the third support portion P3. For example, when the first angular velocity acquired by the first angular velocity acquiring part 21 deviates from the value of the first angular velocity in the normal state stored in advance by more than a predetermined ratio, the determination part 23 determines that the second support part P2 Alternatively, it may be determined that an abnormality has occurred in the third support portion P3. Alternatively, the determination unit 23 determines that an abnormality has occurred in the second support portion P2 or the third support portion P3 when the first angular velocity acquired by the first angular velocity acquisition part 21 exceeds a predetermined threshold value. good too.

同様に、判定部２３は、第２角速度が所定の許容範囲を超えたと判定されると、第１支持部Ｐ１又は第４支持部Ｐ４における異常が発生したと判定する。例えば、判定部２３は、第２角速度取得部２２で取得された第２角速度が予め記憶された正常時の第２角速度の値から所定の割合を超えて乖離したときに、第１支持部Ｐ１又は第４支持部Ｐ４における異常が発生したと判定してもよい。或いは、判定部２３は、第２角速度取得部２２で取得された第２角速度が所定の閾値を超えたときに、第１支持部Ｐ１又は第４支持部Ｐ４における異常が発生したと判定してもよい。 Similarly, when it is determined that the second angular velocity exceeds the predetermined allowable range, the determination unit 23 determines that an abnormality has occurred in the first support portion P1 or the fourth support portion P4. For example, when the second angular velocity acquired by the second angular velocity acquiring part 22 deviates from the previously stored value of the second angular velocity in the normal state by more than a predetermined ratio, the determination part 23 determines that the first support part P1 Alternatively, it may be determined that an abnormality has occurred in the fourth support portion P4. Alternatively, the determination unit 23 determines that an abnormality has occurred in the first support portion P1 or the fourth support portion P4 when the second angular velocity acquired by the second angular velocity acquisition unit 22 exceeds a predetermined threshold value. good too.

出力部２４は、判定部２３で異常発生が判定されると、その異常を外部の装置（例えば、鉄道車両の運転台の表示装置、基地局のサーバ等）に送信する。 When the determination unit 23 determines that an abnormality has occurred, the output unit 24 transmits the abnormality to an external device (for example, a display device in the cab of a railway vehicle, a server in a base station, etc.).

図３（Ａ）は比較例の正常状態及び異常状態におけるロール角速度を示すグラフ、図３（Ｂ）は比較例の正常状態及び異常状態におけるピッチ角速度を示すグラフである。図４（Ａ）は実施例の正常状態及び異常状態における第１角速度を示すグラフ、図４（Ｂ）は実施例の正常状態及び異常状態における第２角速度を示すグラフである。比較例及び実施例では、コンピュータシミュレーションを用い、第１～第４軸バネ６３Ａ～６３Ｄの剛性（バネ定数）を全て１００％とした正常状態と、第２～第４軸バネ６３Ｂ～６３Ｄの剛性（バネ定数）を１００％として且つ第１軸バネ６３Ａの剛性（バネ定数）を９０％とした異常状態とでそれぞれ運動解析を行った。即ち、異常状態は、第１軸バネ６３Ａにのみ剛性が低下する異常が発生した状態を想定したものである。 FIG. 3A is a graph showing roll angular velocities in normal and abnormal states of a comparative example, and FIG. 3B is a graph showing pitch angular velocities in normal and abnormal states of a comparative example. FIG. 4A is a graph showing first angular velocities in normal and abnormal states of the embodiment, and FIG. 4B is a graph showing second angular velocities in normal and abnormal states of the embodiment. In the comparative example and the working example, computer simulation was used to determine the normal state in which the rigidity (spring constant) of the first to fourth shaft springs 63A to 63D were all 100%, and the rigidity of the second to fourth shaft springs 63B to 63D. Kinetic analysis was performed in each of the abnormal conditions where the (spring constant) was 100% and the stiffness (spring constant) of the first shaft spring 63A was 90%. That is, the abnormal state assumes a state in which the rigidity of only the first shaft spring 63A is reduced.

比較例では、前記正常状態と前記異常状態との夫々において台車枠のロール角速度及びピッチ角速度を評価した。実施例では、前記正常状態と前記異常状態との夫々において台車枠の第１対角線Ｌ１周りの第１角速度及び第２対角線Ｌ２周りの第２角速度を評価した。即ち、評価対象の物理量は、比較例ではロール角速度及びピッチ角速度であり、実施例では、第１角速度及び第２角速度である。図３（Ａ）（Ｂ）及び図４（Ａ）（Ｂ）のグラフは、時系列的に得られた評価対象の物理量の実際値（図３（Ａ）であればロール角速度の実際値（生データ）より算出した１秒間隔の二乗平均平方根（ＲＭＳ）値）を、予め取得した正常時のＲＭＳ値の平均値で無次元化し、時系列データの中心値を「１」として表示したものである。 In the comparative example, the roll angular velocity and pitch angular velocity of the bogie frame were evaluated in each of the normal state and the abnormal state. In the embodiment, the first angular velocity about the first diagonal L1 and the second angular velocity about the second diagonal L2 of the bogie frame were evaluated in each of the normal state and the abnormal state. That is, the physical quantities to be evaluated are the roll angular velocity and the pitch angular velocity in the comparative example, and the first angular velocity and the second angular velocity in the embodiment. The graphs of FIGS. 3A, 3B and 4A, 4B show the actual values of the physical quantities to be evaluated obtained in time series (in the case of FIG. 3A, the actual values of the roll angular velocity ( The root mean square (RMS) value of 1 second intervals calculated from the raw data) is made dimensionless by the average value of the normal RMS values obtained in advance, and the central value of the time series data is displayed as "1". is.

図３（Ａ）（Ｂ）から分かるように、比較例では、ロール角速度及びピッチ角速度の両方において異常状態のデータが正常状態のデータから乖離するものの、その乖離度が小さくて互いに区別しにくく、異常検知の感度が低くなる。これは、第１軸バネ６３Ａの剛性低下の影響がロール角速度とピッチ角速度との両方に影響するために、当該影響が希釈されたからであると考えられる。 As can be seen from FIGS. 3A and 3B, in the comparative example, although the data in the abnormal state deviates from the data in the normal state in both the roll angular velocity and the pitch angular velocity, the degree of deviation is small and it is difficult to distinguish them from each other. Anomaly detection becomes less sensitive. It is considered that this is because the influence of the decrease in rigidity of the first shaft spring 63A affects both the roll angular velocity and the pitch angular velocity, so that the influence is diluted.

他方、図４（Ａ）（Ｂ）から分かるように、実施例では、第１角速度において異常状態のデータが正常状態のデータと殆ど一致しているが、第２角速度において異常状態のデータが正常状態のデータから大きく乖離しており、異常検知の感度が高くなる。このように、第２角速度を監視することで第１軸バネ６３Ａの異常を容易に検出できる。 On the other hand, as can be seen from FIGS. 4A and 4B, in the embodiment, the data of the abnormal state at the first angular velocity almost match the data of the normal state, but the data of the abnormal state at the second angular velocity are not normal. There is a large deviation from the state data, and the sensitivity of anomaly detection is high. By monitoring the second angular velocity in this manner, an abnormality of the first shaft spring 63A can be easily detected.

以上に説明した構成によれば、第１角速度取得部２１で算出される第１対角線Ｌ１周りの第１角速度は、第１対角線Ｌ１の外側に配置された第２支持部Ｐ２及び第３支持部Ｐ３の影響を受け、第１対角線Ｌ１上に配置された第１支持部Ｐ１及び第４支持部Ｐ４の影響を受けない。同様に、第２角速度取得部２２で算出される第２対角線Ｌ２周りの第２角速度は、第２対角線Ｌ２の外側に配置された第１支持部Ｐ１及び第４支持部Ｐ４の影響を受け、第２対角線Ｌ２上に配置された第２支持部Ｐ２及び第３支持部Ｐ３の影響を受けない。即ち、１つの対角線周りの１つの角速度は、第１～第４支持部Ｐ１～Ｐ４のうち２つの支持部のみの影響を受ける。よって、第１～第４支持部Ｐ１～Ｐ４のうち１つの支持部の異常が監視対象の物理量（角速度）に及ぼす影響の度合いが高まり、支持部Ｐ１～Ｐ４における異常の検知感度を高めることができる。 According to the configuration described above, the first angular velocity around the first diagonal line L1 calculated by the first angular velocity acquisition unit 21 is obtained by the second support part P2 and the third support part arranged outside the first diagonal line L1. It is affected by P3 and is not affected by the first support portion P1 and the fourth support portion P4 arranged on the first diagonal line L1. Similarly, the second angular velocity around the second diagonal line L2 calculated by the second angular velocity acquisition unit 22 is affected by the first support part P1 and the fourth support part P4 arranged outside the second diagonal line L2, It is not affected by the second supporting portion P2 and the third supporting portion P3 arranged on the second diagonal line L2. That is, one angular velocity around one diagonal is affected by only two of the first to fourth supports P1 to P4. Therefore, the degree of influence of an abnormality in one of the first to fourth support portions P1 to P4 on the physical quantity (angular velocity) to be monitored increases, and the detection sensitivity of the abnormality in the support portions P1 to P4 can be increased. can.

また、第１～第４支持部Ｐ１～Ｐ４の異常を検知するために２つのセンサ（第１及び第２角速度センサ１１，１２）で足りるため、センサ数を低減してコスト削減を図ることができる。また、各センサ１１，１２は、加速度ではなく角速度を検出するので、各対角線Ｌ１、Ｌ２周りの角速度を検出できる位置であれば各センサ１１，１２を互いに近接配置することもできる。よって、鉄道車両におけるセンサ配置の自由度を高めることもできる。 In addition, since two sensors (the first and second angular velocity sensors 11 and 12) are enough to detect abnormalities in the first to fourth support portions P1 to P4, it is possible to reduce the number of sensors and reduce costs. can. Moreover, since the sensors 11 and 12 detect angular velocities rather than accelerations, the sensors 11 and 12 can be placed close to each other as long as they can detect angular velocities around the diagonals L1 and L2. Therefore, it is possible to increase the degree of freedom in arranging the sensors in the railway vehicle.

（第２実施形態）
図５は、鉄道車両の一次サスペンション（板バネ）に適用された第２実施形態に係る異常検知システム１０１を示す概略平面図である。図５に示すように、異常検知システム１０１は、鉄道車両の板バネ式の台車１５１に対して適用される。 (Second embodiment)
FIG. 5 is a schematic plan view showing an abnormality detection system 101 according to a second embodiment applied to a primary suspension (leaf spring) of a railway vehicle. As shown in FIG. 5, the anomaly detection system 101 is applied to a leaf spring type bogie 151 of a railway vehicle.

台車１５１は、横梁を有し且つ側梁が省略された台車枠１６４を備える。台車１５１は、第１軸箱６２Ａに一端部が支持され且つ第３軸箱６２Ｃに他端部が支持された第１板バネ１６３Ａと、第２軸箱６２Ｂに一端部が支持され且つ第４軸箱６２Ｄに他端部が支持された第２板バネ１６３Ｂとを備える。第１板バネ１６３Ａの中央部は、台車枠１６４の横方向の一端部を支持し、第２板バネ１６３Ｂの中央部は、台車枠１６４の横方向の他端部を支持する。なお、板バネ１６３Ａ，１６３Ｂと台車枠１６４との間、及び、板バネ１６３Ａ，１６３Ｂと軸箱６３Ａ～６３Ｄとの間には、介在部材（例えば、支持具、防振ゴム等）が介在し得る。 The bogie 151 includes a bogie frame 164 having lateral beams and omitting side beams. The carriage 151 includes a first leaf spring 163A having one end supported by the first axle box 62A and the other end supported by the third axle box 62C, and a fourth leaf spring 163A having one end supported by the second axle box 62B and having the other end supported by the third axle box 62C. and a second leaf spring 163B having the other end supported by the axle box 62D. The central portion of the first leaf spring 163A supports one lateral end of the bogie frame 164, and the central portion of the second leaf spring 163B supports the other lateral end of the bogie frame 164. As shown in FIG. Between the plate springs 163A, 163B and the bogie frame 164, and between the plate springs 163A, 163B and the axle boxes 63A to 63D, intervening members (for example, supports, anti-vibration rubbers, etc.) are interposed. obtain.

平面視において第１板バネ１６３Ａのうち第１軸箱６２Ａに重なる一端部が、台車枠１６４を支持するための第１支持部Ｐ１である。平面視において第２板バネ１６３Ｂのうち第２軸箱６２Ｂに重なる一端部が、台車枠１６４を支持するための第２支持部Ｐ２である。平面視において第１板バネ１６３Ａのうち第３軸箱６２Ｃに重なる他端部が、台車枠１６４を支持するための第３支持部Ｐ３である。平面視において第２板バネ１６３Ｂのうち第４軸箱６２Ｄに重なる他端部が、台車枠１６４を支持するための第４支持部Ｐ４である。 One end portion of the first plate spring 163A that overlaps the first axle box 62A in a plan view is a first support portion P1 for supporting the bogie frame 164. As shown in FIG. One end portion of the second plate spring 163B that overlaps the second axle box 62B in a plan view is a second support portion P2 for supporting the bogie frame 164. As shown in FIG. The other end portion of the first leaf spring 163A that overlaps the third axle box 62C in plan view is the third support portion P3 for supporting the bogie frame 164. As shown in FIG. The other end portion of the second plate spring 163B that overlaps the fourth axle box 62D in plan view is the fourth support portion P4 for supporting the bogie frame 164. As shown in FIG.

第１～第４支持部Ｐ１～Ｐ４は、平面視において仮想四角形ＶＳの４つの角にそれぞれ位置する。第１支持部Ｐ１及び第４支持部Ｐ４が、仮想四角形ＶＳの第１対角線Ｌ１上に配置される。第２支持部Ｐ２及び第３支持部Ｐ３が、仮想四角形ＶＳの第２対角線Ｌ２上に配置される。よって、第１板バネ１６３Ａの一端部（第１支持部Ｐ１）又は第２板バネ１６３Ｂの他端部（第４支持部Ｐ４）の剛性に意図されない変化（異常）が生じた場合には、台車枠１６４が第２対角線Ｌ２周りに回転して姿勢変化する。また、第２板バネ１６３Ｂの一端部（第２支持部Ｐ２）又は第１板バネ１６３Ａの他端部（第３支持部Ｐ３）の剛性に意図されない変化（異常）が生じた場合には、台車枠１６４が第１対角線Ｌ１周りに回転して姿勢変化する。 The first to fourth support portions P1 to P4 are positioned at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, when an unintended change (abnormality) occurs in the rigidity of one end (first support portion P1) of the first leaf spring 163A or the other end (fourth support portion P4) of the second leaf spring 163B, The bogie frame 164 rotates around the second diagonal line L2 to change its posture. Further, when an unintended change (abnormality) occurs in the rigidity of one end (second support portion P2) of the second leaf spring 163B or the other end (third support portion P3) of the first leaf spring 163A, The bogie frame 164 rotates around the first diagonal line L1 to change its posture.

異常検知システム１０１は、第１実施形態と同様に、異常検知装置１０と、台車５１に搭載された第１角速度センサ１１及び第２角速度センサ１２とを備える。第１角速度センサ１１は、台車枠１６４の第１対角線Ｌ１周りの回転の角速度である第１角速度を検出する。第２角速度センサ１２は、台車枠１６４の第２対角線Ｌ２周りの回転の角速度である第２角速度を検出する。異常検知装置１０の処理内容は、第１実施形態と同様であるため、詳細な説明は省略する。このように、側梁を備えない台車であっても、第１実施形態と同様に、台車の支持部における異常の検知感度を高めることができる。 An abnormality detection system 101 includes an abnormality detection device 10, and a first angular velocity sensor 11 and a second angular velocity sensor 12 mounted on a truck 51, as in the first embodiment. The first angular velocity sensor 11 detects a first angular velocity that is the angular velocity of rotation of the bogie frame 164 around the first diagonal line L1. The second angular velocity sensor 12 detects a second angular velocity, which is the angular velocity of rotation of the bogie frame 164 around the second diagonal line L2. The processing contents of the anomaly detection device 10 are the same as those of the first embodiment, so detailed description thereof will be omitted. As described above, even in a truck that does not have side beams, it is possible to increase the detection sensitivity of an abnormality in the support portion of the truck, as in the first embodiment.

（第３実施形態）
図６は、鉄道車両の二次サスペンション（空気バネ）に適用された第３実施形態に係る異常検知システム２０１を示す概略平面図である。図６に示すように、異常検知システム２０１は、鉄道車両の車体５２に対して適用される。 (Third embodiment)
FIG. 6 is a schematic plan view showing an abnormality detection system 201 according to a third embodiment applied to a secondary suspension (air spring) of a railroad vehicle. As shown in FIG. 6, the anomaly detection system 201 is applied to a vehicle body 52 of a railway vehicle.

鉄道車両は、車体５２と、車体５２の一端部を支持する第１台車５１Ａと、車体５２の他端部を支持する第２台車５１Ｂとを備える。車体５２と第１台車５１Ａとの間には、互いに横方向に離れて配置された第１空気バネ５３Ａ及び第２空気バネ５３Ｂが介在している。車体５２と第２台車５１Ｂとの間には、互いに横方向に離れて配置された第３空気バネ５３Ｃ及び第４空気バネ５３Ｄが介在している。第１及び第２空気バネ５３Ａ，５３Ｂは、第１台車５１Ａと車体５２との間に配置された二次サスペンションの役目を果たし、第３及び第４空気バネ５３Ｃ，５３Ｄは、第２台車５１Ｂと車体５２との間に配置された二次サスペンションの役目を果たす。 The railway vehicle includes a car body 52 , a first bogie 51 A supporting one end of the car body 52 , and a second bogie 51 B supporting the other end of the car body 52 . A first air spring 53A and a second air spring 53B are interposed between the vehicle body 52 and the first truck 51A, which are laterally spaced from each other. A third air spring 53C and a fourth air spring 53D are interposed between the vehicle body 52 and the second bogie 51B, which are laterally spaced from each other. The first and second air springs 53A, 53B serve as secondary suspensions arranged between the first truck 51A and the vehicle body 52, and the third and fourth air springs 53C, 53D act as suspensions for the second truck 51B. and the vehicle body 52 serves as a secondary suspension.

平面視において第１空気バネ５３Ａのうち車体５２に重なる部分が、車体５２を支持するための第１支持部Ｐ１である。平面視において第２空気バネ５３Ｂのうち車体５２に重なる部分が、車体５２を支持するための第２支持部Ｐ２である。平面視において第３空気バネ５３Ｃのうち車体５２に重なる部分が、車体５２を支持するための第３支持部Ｐ３である。平面視において第４空気バネ５３Ｄのうち車体５２に重なる部分が、車体５２を支持するための第４支持部Ｐ４である。 A portion of the first air spring 53</b>A that overlaps the vehicle body 52 in plan view is a first support portion P<b>1 for supporting the vehicle body 52 . A portion of the second air spring 53B that overlaps the vehicle body 52 in plan view is the second support portion P2 for supporting the vehicle body 52 . A portion of the third air spring 53</b>C that overlaps the vehicle body 52 in plan view is the third support portion P<b>3 for supporting the vehicle body 52 . A portion of the fourth air spring 53</b>D that overlaps the vehicle body 52 in plan view is a fourth support portion P<b>4 for supporting the vehicle body 52 .

第１～第４支持部Ｐ１～Ｐ４は、平面視において仮想四角形ＶＳの４つの角にそれぞれ位置する。第１支持部Ｐ１及び第４支持部Ｐ４が、仮想四角形ＶＳの第１対角線Ｌ１上に配置される。第２支持部Ｐ２及び第３支持部Ｐ３が、仮想四角形ＶＳの第２対角線Ｌ２上に配置される。よって、第１空気バネ５３Ａ（第１支持部Ｐ１）又は第４空気バネ５３Ｄ（第４支持部Ｐ４）の剛性に意図されない変化（異常）が生じた場合には、車体５２が第２対角線Ｌ２周りに回転して姿勢変化する。また、第２空気バネ５３Ｂ（第２支持部Ｐ２）又は第３空気バネ５３Ｃ（第３支持部Ｐ３）の剛性に意図されない変化（異常）が生じた場合には、車体５２が第１対角線Ｌ１周りに回転して姿勢変化する。 The first to fourth support portions P1 to P4 are positioned at four corners of the virtual quadrangle VS in plan view. The first support portion P1 and the fourth support portion P4 are arranged on the first diagonal line L1 of the virtual quadrangle VS. The second support portion P2 and the third support portion P3 are arranged on the second diagonal line L2 of the virtual quadrangle VS. Therefore, if an unintended change (abnormality) occurs in the stiffness of the first air spring 53A (first support portion P1) or the fourth air spring 53D (fourth support portion P4), the vehicle body 52 will move toward the second diagonal line L2. Rotate around and change posture. Further, when an unintended change (abnormality) occurs in the rigidity of the second air spring 53B (second support portion P2) or the third air spring 53C (third support portion P3), the vehicle body 52 may move toward the first diagonal line L1. Rotate around and change posture.

異常検知システム２０１は、異常検知装置１０と、車体５２に搭載された第１角速度センサ１１及び第２角速度センサ１２とを備える。第１角速度センサ１１は、車体５２の第１対角線Ｌ１周りの回転の角速度である第１角速度を検出する。第２角速度センサ１２は、車体５２の第２対角線Ｌ２周りの回転の角速度である第２角速度を検出する。異常検知装置１０の処理内容は、第１実施形態と同様であるため、詳細な説明は省略する。このように、適用対象が二次サスペンションであっても、第１実施形態と同様に、車体５２の支持部における異常の検知感度を高めることができる。 The abnormality detection system 201 includes an abnormality detection device 10 and a first angular velocity sensor 11 and a second angular velocity sensor 12 mounted on a vehicle body 52 . The first angular velocity sensor 11 detects a first angular velocity that is the angular velocity of the rotation of the vehicle body 52 around the first diagonal line L1. The second angular velocity sensor 12 detects a second angular velocity, which is the angular velocity of rotation of the vehicle body 52 around the second diagonal line L2. The processing contents of the anomaly detection device 10 are the same as those of the first embodiment, so detailed description thereof will be omitted. In this way, even if the application target is the secondary suspension, it is possible to increase the detection sensitivity of the abnormality in the supporting portion of the vehicle body 52, as in the first embodiment.

１，１０１，２０１ 異常検知システム
１０ 異常検知装置
１１ 第１角速度センサ
１２ 第２角速度センサ
２１ 第１角速度取得部
２２ 第２角速度取得部
２３ 判定部
５１，５１Ａ，５１Ｂ，１５１ 台車
５２ 車体
５３Ａ～５３Ｄ 第１～第４空気バネ（二次サスペンション）
６２Ａ～６２Ｄ 第１～第４軸箱
６３Ａ～６４Ｄ 第１～第４軸バネ（一次サスペンション）
６４，１６４ 台車枠
１６３Ａ，１６３Ｂ 第１及び第２板バネ（一次サスペンション）
Ｌ１ 第１対角線
Ｌ２ 第２対角線
Ｐ１～Ｐ４ 第１～第４支持部 Reference Signs List 1, 101, 201 Abnormality detection system 10 Abnormality detection device 11 First angular velocity sensor 12 Second angular velocity sensor 21 First angular velocity acquisition part 22 Second angular velocity acquisition part 23 Determination part 51, 51A, 51B, 151 Carriage 52 Car body 53A to 53D 1st to 4th air springs (secondary suspension)
62A to 62D 1st to 4th axle boxes 63A to 64D 1st to 4th axle springs (primary suspension)
64, 164 Bogie frame 163A, 163B First and second leaf springs (primary suspension)
L1 first diagonal line L2 second diagonal line P1 to P4 first to fourth support parts

Claims (4)

平面視において仮想四角形の４つの角にそれぞれ位置する第１～第４支持部を備えた鉄道車両であって、平面視において前記第１支持部及び前記第４支持部が前記仮想四角形の第１対角線上に配置され且つ前記第２支持部及び前記第３支持部が前記仮想四角形の第２対角線上に配置されてなる鉄道車両の異常検知装置であって、
前記第１対角線周りの第１角速度を取得する第１角速度取得部と、
前記第２対角線周りの第２角速度を取得する第２角速度取得部と、
前記第１角速度取得部で取得された第１角速度に基づいて、前記第２支持部又は第３支持部における異常を判定し、かつ、前記第２角速度取得部で取得された第２角速度に基づいて、前記第１支持部又は第４支持部における異常を判定する判定部と、を有する、鉄道車両の異常検知装置。 A railway vehicle including first to fourth support portions located at four corners of a virtual quadrangle in plan view, wherein the first support portion and the fourth support portion are located at four corners of the virtual quadrangle in plan view. An abnormality detection device for a railway vehicle, wherein the second support portion and the third support portion are arranged on a diagonal line and arranged on a second diagonal line of the virtual quadrangle,
a first angular velocity acquisition unit that acquires a first angular velocity around the first diagonal;
a second angular velocity acquisition unit that acquires a second angular velocity around the second diagonal;
Based on the first angular velocity acquired by the first angular velocity acquiring unit, an abnormality in the second supporting part or the third supporting part is determined, and based on the second angular velocity acquired by the second angular velocity acquiring part and a determination unit that determines an abnormality in the first support portion or the fourth support portion. 前記鉄道車両は、台車における軸箱と台車枠との間に配置された一次サスペンションを備え、
前記第１～第４支持部は、前記一次サスペンションのうち前記軸箱に重なる部分である、請求項１に記載の鉄道車両の異常検知装置。 The railway vehicle comprises a primary suspension disposed between an axle box and a bogie frame in the bogie,
2. The abnormality detection device for a railway vehicle according to claim 1, wherein said first to fourth support portions are portions of said primary suspension that overlap with said axle box. 前記鉄道車両は、車体と台車との間に配置された二次サスペンションを備え、
前記第１～第４支持部は、前記二次サスペンションのうち前記車体に重なる部分である、請求項１に記載の鉄道車両の異常検知装置。 The railway vehicle comprises a secondary suspension disposed between the vehicle body and the bogie,
2. The abnormality detection device for a railway vehicle according to claim 1, wherein said first to fourth support portions are portions of said secondary suspension that overlap with said vehicle body. 請求項１乃至３のいずれか１項に記載の異常検知装置と、
前記第１角速度を検出する第１角速度センサと、
前記第２角速度を検出する第２角速度センサと、を備え、
前記異常検知装置の前記第１角速度取得部は、前記第１角速度センサの検出値を受信し、
前記異常検知装置の前記第２角速度取得部は、前記第２角速度センサの検出値を受信する、鉄道車両の異常検知システム。 The abnormality detection device according to any one of claims 1 to 3;
a first angular velocity sensor that detects the first angular velocity;
a second angular velocity sensor that detects the second angular velocity,
The first angular velocity acquisition unit of the abnormality detection device receives a detection value of the first angular velocity sensor,
The abnormality detection system for railway vehicles, wherein the second angular velocity acquisition unit of the abnormality detection device receives a detection value of the second angular velocity sensor.
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JP2016141234A (en) 2015-02-02 2016-08-08 川崎重工業株式会社 Axle box support device of bogie for railroad vehicle

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JP2002205517A (en) 2001-01-11 2002-07-23 Toyota Motor Corp Abnormal wheel determining device of tire air pressure
JP2007015484A (en) 2005-07-06 2007-01-25 Odakyu Dentetsu Kk Abnormality detection method and device of truck steering mechanism for articulated railway vehicle
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