State monitoring system and method for railway vehicle

Abstract

Provided is a state monitoring system that presents an appropriate repair time for a structure of a railway vehicle. In order to solve the above problem, in one representative state monitoring system

Description

25 11 24 Title of Invention: STATE MONITORING SYSTEM AND METHOD FOR RAILWAY VEHICLE Technical Field

[0001] The present invention relates to a method of monitoring the state of a railway vehicle, and a state monitoring system for a railway vehicle. Background Art

[0002] In the field of railway vehicles, in order to achieve safe transportation of humans and things, optimization of operation and maintenance of a railway vehicle, in which a state monitoring technique for a railway vehicle using a sensing technique is introduced, has been advanced.

[0003] For example, PTL 1 discloses a monitoring device for a vehicle that "stores a first frequency property of acceleration per unit load at an acceleration detection position of a vehicle body when a load is applied to a load position of a bogie; stores a second frequency property of stress per unit load at an inspection position of the bogie 25 11 24 when the load is applied to the load position; calculates a load applied to the bogie during traveling based on the first frequency property and a third frequency property of a magnitude of the acceleration detected at the acceleration detection position while the vehicle is traveling; calculates stress at the inspection position while the vehicle is traveling based on the load applied to the bogie during traveling and the second frequency property; and performs monitoring of the inspection position based on an analysis result of the stress during traveling according to time passage", and the number of various sensors required for monitoring deterioration of a structure such as a vehicle is reduced as much as possible. Citation List Patent Literature

[0004] PTL 1: JP2018-155517A Summary of Invention Technical Problem

[0005] Regarding monitoring of the stress at the inspection position using an acceleration sensor signal, the monitoring device for a vehicle according to PTL 1 can reduce the 25 11 24 number of various sensors by calculating the stress from acceleration information during traveling based on the frequency properties of the acceleration and the stress stored in advance. However, it is necessary to prepare the frequency properties between the acceleration and the stress in advance by hammering or the like. Therefore, when there is no correlation between the frequency properties of the acceleration sensor signal and the stress, it is difficult to calculate the stress generated at the inspection position, and there is a problem that it is difficult to monitor the deterioration of the inspection position and to predict a future deterioration state in consideration of an operation state .

[0006] Accordingly, an object of the invention is to provide a state monitoring system for a railway vehicle that estimates a cumulative fatigue damage degree at an inspection position and a time thereof by calculating a frequency analysis result in a future operation schedule based on past operation record information and a frequency analysis result for each unit track section which is calculated based on a waveform of a vibration generated due to stress measured at the inspection position of the railway vehicle . Solution to Problem 25 11 24

[0007] In order to solve the above problem, a first aspect of the invention provides a method of monitoring the state of a railway vehicle according to claim 1. A second aspect of the invention provides a state monitoring system for a railway vehicle according to claim 3.

[0008]

[0009]

[0010] Further, the vibration sensor is a vibration acceleration sensor, and the vibration acceleration sensor is provided at a place that can be estimated based on the stress or the strain which is mounted at the installation position .

[0011] Further, the operation schedule in which the repair time is adjusted or extended is output.

[0012] Further, a part of functions of the state monitoring system is provided by a remote central monitoring system, or is constructed on a cloud. 25 11 24 Advantageous Effects of Invention

[0013] According to the invention, it is possible to provide a state monitoring system that outputs an appropriate repair time for the railway vehicle, and thus it is possible to improve reliability of operation of the railway vehicle.

[0014] Problems, configurations, and effects other than those described above will be further clarified with the following description of embodiments. Brief Description of Drawings

[0015] FIG. 1 is an example illustrating a configuration of a state monitoring system for a railway vehicle. FIG. 2 is an example of a flow illustrating a process in the state monitoring system for a railway vehicle. FIG. 3 is an example of collecting a frequency analysis result between each two stations of the railway vehicle . FIG. 4 is an example of calculating a track section of the railway vehicle. FIG. 5 is an example of calculating a repair timing of the railway vehicle. FIG. 6 is an example illustrating a configuration of 25 11 24 another state monitoring system for a railway vehicle. FIG. 7 is an example of a flow illustrating a process in the other state monitoring system for a railway vehicle. FIG. 8 is an example illustrating a configuration of another state monitoring system for a railway vehicle. FIG. 9 is an example of a flow illustrating a process in the other state monitoring system for a railway vehicle. Description of Embodiments

[0016] Hereinafter, embodiments will be described with reference to the drawings. In the drawings, components having common functions are designated by the same reference numerals, and repetitive descriptions thereof will be omitted. [Embodiment 1]

[0017] Embodiment 1 is a state monitoring system for a railway vehicle that uses a vibration sensor mounted on the railway vehicle and various databases to estimate a repair time of the position based on vibration sensor information to be monitored in the railway vehicle.

[0018] <Configuration of Embodiment 1> FIG. 1 is a diagram illustrating a configuration of a 25 11 24 state monitoring system 20a for a railway vehicle 1 according to Embodiment 1.

[0019] In FIG. 1, the railway vehicle 1 includes a vehicle body 2 for transporting humans and things, and a bogie 4 that travels on a railway 3. The bogie 4 includes a wheelset 7 and a bogie frame 8, and is connected to the vehicle body 2 via an air spring 9 and a damper receiving portion 10. A vibration sensor 5 for detecting a vibration state generated due to stress or strain is mounted on the vehicle body 2. The vibration sensor 5 may be provided at a portion (for example, a welded portion) that requires monitoring in terms of structural strength in the railway vehicle 1, and a plurality of vibration sensors 5 may be provided. A vehicle information management system 6 that manages vehicle operation information such as a traveling position or a traveling speed is mounted in the railway vehicle 1. Further, the state monitoring system 20a that includes a vibration information acquiring unit Ila, a traveling information acquiring unit 12, an evaluation information extracting unit 13a, an evaluation information record value calculating unit 14, an evaluation information schedule value calculating unit 15, a repair supporting unit 16, a database information input and output unit 17a, an evaluation information database 18, and a repair information 25 11 24 database 19 is mounted in the railway vehicle 1.

[0020] The state monitoring system 20a receives a sensor signal 31a from the vibration sensor 5 and a vehicle signal 32a from the vehicle information management system 6, and outputs support information 46a to the vehicle information management system 6.

[0021] The vibration information acquiring unit Ila receives the sensor signal 31a, converts the sensor signal 31a into sensor information 33a for performing a frequency analysis process and the like, and outputs the sensor information 33a to the evaluation information extracting unit 13a.

[0022] The traveling information acquiring unit 12 converts the vehicle signal 32a into traveling information 34a such as a speed pattern, traveling information between two stations, and position information, and outputs the traveling information 34a to the evaluation information extracting unit 13a.

[0023] The evaluation information extracting unit 13a receives the sensor information 33a and the traveling information 34a, performs the frequency analysis process in units of two stations and the like based on the traveling 25 11 24 information 34a, and then outputs evaluation information 35a, in which a result of the frequency analysis process, the traveling speed, and a traveling distance are combined, to the database information input and output unit 17a.

[0024] The evaluation information record value calculating unit 14 receives evaluation information 37a from the database information input and output unit 17a, and outputs, as update information 36a, a result of a cumulative frequency analysis process based on a traveling record up to a current time point to the database information input and output unit 17a.

[0025] The evaluation information schedule value calculating unit 15 receives evaluation information 39a from the database information input and output unit 17a, and outputs, as update information 38a, a predicted value of a result of the cumulative frequency analysis process to be performed in the future based on the traveling record up to the current time point to the database information input and output unit 17a.

[0026] The repair supporting unit 16 outputs request information 40a to the database information input and output unit 17a, receives repair information 41a from the database 25 11 24 information input and output unit 17a, and then outputs the support information 46a indicating a timing of a future repair schedule to the vehicle information management system 6.

[0027] Regarding input and output of information exchanged with the calculating units, the repair supporting unit 16, and the databases, the database information input and output unit 17a receives the evaluation information 35a from the evaluation information extracting unit 13a, receives the update information 36a from the evaluation information record value calculating unit 14, receives the update information 38a from the evaluation information schedule value calculating unit 15, receives the request information 40a from the repair supporting unit 16, receives evaluation information 43a that is based on a request command from the evaluation information database 18, and receives repair schedule information 45a from the repair information database 19. Further, the database information input and output unit 17a outputs the evaluation information 37a to the evaluation information record value calculating unit 14, outputs the evaluation information 39a to the evaluation information schedule value calculating unit 15, outputs the repair information 41a to the repair supporting unit 16, outputs a request command and evaluation information 42a to 25 11 24 the evaluation information database 18, and outputs a request command 44a to the repair information database 19.

[0028] The evaluation information database 18 receives request commands of the calculating units and the evaluation information 42a, records the request commands and the evaluation information 42a in the database in advance such that the evaluation information can be output in accordance with the request command, and outputs the evaluation information 43a that is based on the request command to the database information input and output unit 17a.

[0029] The repair information database 19 receives the request command 44a, and outputs the repair schedule information 45a that is based on the request command, such as schedule information on the repair of the vehicle, to the database information input and output unit 17a.

[0030] A system configuration may be adopted in which processing functions of the units and functions of the databases of the state monitoring system 20a are achieved in the vehicle information management system 6. In addition, a system configuration may be adopted in which a signal output from the vibration sensor 5 is input to the vehicle information management system 6 and then is output to the 25 11 24 state monitoring system 20a. Further, a configuration may be adopted in which, in order to perform an aggregation process on information acquired from other formation vehicles, the information may be managed in a unified manner on a dedicated server such as a cloud.

[0031] The details of the process described above will be separately described below.

[0032] <Example of Flow for Outputting Repair Support Information Based on Vibration Sensor Information> FIG. 2 is an example of a flow of a process in the state monitoring system 20a for the railway vehicle 1, in particular, is a flow for calculating a cumulative fatigue damage degree at a monitored site and a time thereof based on stress information, and outputting support information such as a repair schedule. Operations of the state monitoring system 20a will be described below with reference to step numbers in FIG. 2.

[0033] Step S101: The stress information that serves as the monitored site, and vehicle traveling information such as a speed pattern, a traveling position, and a track section are acquired from the vibration sensor 5 and the vehicle information management system 6. At this time, these pieces of information may be acquired as time history information. 25 11 24 and may be sampled as stress information including a necessary frequency component.

[0034] The process is performed using the vibration information acquiring unit Ila and the traveling information acquiring unit 12.

[0035] Step S102: Speed information and stress information from the vibration sensor 5 are detected in units of two stations based on the stress and vehicle traveling information acquired in step S101, and a frequency analysis process or the like on the stress information is performed. For example, as illustrated in FIG. 3, in a case where the railway vehicle 1 travels from a station A to a station D, a stress amplitude and a generation frequency for each two stations may be calculated by performing a rainflow counting analysis process on a time history waveform of the stress information acquired between each two stations, that is, between stations A and B, between stations B and C, and between stations C and D, and a data group including a formation number and a sequential vehicle number of the railway vehicle 1, the monitored site, the track section, a traveling date and time, and results of the rainflow counting analysis process may be stored in the evaluation information database 18 in advance. In addition, the 25 11 24 results of the rainflow counting analysis process may be acquired by performing classification according to upward and downward traveling between each two stations. Note that this calculation process may be performed at a timing such as a time or an event, for example, may be collectively performed at a time at which the operation of the vehicle is ended, and at that time, results of the frequency analysis process from the start of the operation of the vehicle to the end of the operation of the vehicle may be stored together.

[0036] In addition, this process is performed using the evaluation information extracting unit 13a, the database information input and output unit 17a, and the evaluation information database 18.

[0037] Step S103: Based on the results of the frequency analysis process acquired in Step 102 and the vehicle traveling information associated with the results, a result of the cumulative frequency analysis process on the evaluation information from a time point at which the monitored site is evaluated up to the current time point is calculated. For example, as illustrated in FIG. 3, an integrated value may be calculated for the results of the 25 11 24 rainflow counting analysis process acquired in the track sections, and may be updated and stored in the evaluation information database 18, and an integrated result of the rainflow counting analysis process on a previous day is updated by adding the result of the rainflow counting analysis process on the current day acquired in step 102.

[0038] This process is performed using the evaluation information record value calculating unit 14, the database information input and output unit 17a, and the evaluation information database 18.

[0039] Step S104: Based on the cumulative frequency analysis result of the evaluation information up to the current time point acquired in step S103 and the traveling information up to the current time point stored in the evaluation information database 18, the predicted value of the cumulative frequency analysis result based on future traveling scheduled sections is estimated. For example, as illustrated in FIG. 4, based on traveling records of the past N days, track sections for the next N days and times thereof are calculated. Based on the track sections and the times thereof, the frequency analysis results in the track sections stored in the evaluation information database 18 may be subjected to an addition process, and a time 04 02 25 history change thereof (for example, the next N days, N+l days) may be calculated. Further, this calculation result may be stored in the evaluation information database 18 as update information.

[0040] This process is performed using the evaluation information schedule value calculating unit 15, the database information input and output unit 17a, and the evaluation information database 18.

[0041] Step S105: Repair support information is output based on the predicted value of the cumulative frequency analysis result acquired in step 104 and repair information stored in the repair information database 19. For example, as illustrated in FIG. 5, the cumulative fatigue damage degree and the time thereof may be calculated in advance based on frequency analysis at the monitored site up to the current time point, and the time exceeding a threshold value set as the repair timing may be presented as the repair support information. The remaining fatigue life is evaluated based on the cumulative fatigue damage degree.

[0042] This process is performed using the repair supporting unit 16, the database information input and output unit 17a, and the repair information database 19.

[0043] <Effects of Embodiment 1> 25 11 24 As described above, in Embodiment 1, it is possible to output a repair time based on a predicted value of a time history change of the cumulative fatigue damage degree at the monitored site, and present the repair time as the support information, and thus it is possible to improve reliability of the operation of the railway vehicle 1. [Embodiment 2]

[0044] Embodiment 2 is a state monitoring system 20b for the railway vehicle 1 that can use the vibration sensor 5 mounted on the railway vehicle 1 and various databases to adjust the repair time of the position based on the vibration sensor information to be monitored in the railway vehicle 1.

[0045] <Configuration of Embodiment 2> An example of the state monitoring system 20b for the railway vehicle 1 according to Embodiment 2 is illustrated in FIG. 6. In a system configuration diagram of FIG. 6, changes with respect to the system configuration diagram of FIG. 1 will be described.

[0046] First, the state monitoring system 20b that additionally constitutes an operation information database 25 11 24 21 and an evaluation information schedule value correcting unit 22 is mounted in the railway vehicle 1.

[0047] The evaluation information schedule value correcting unit 22 outputs correction information 49a to a database information input and output unit 17b, and receives schedule information 50a, in which update information from the evaluation information schedule value calculating unit 15 and operation information from the operation information database 21 is combined, from the database information input and output unit 17b.

[0048] The database information input and output unit 17b additionally receives operation schedule information 48a from the operation information database 21 and the correction information 49a from the evaluation information schedule value correcting unit 22, and outputs request information 47a to the operation information database 21 and the schedule information 50a to the evaluation information schedule value correcting unit 22.

[0049] The operation information database 21 receives the request information 47a, and outputs the operation schedule information 48a such as schedule information on the operation to the database information input and output unit 17b. 25 11 24

[0050] A system configuration may be adopted in which the operation information database 21 of the state monitoring system 20b enables input and output of the operation information by cooperating with an operation management system or the like.

[0051] The details of the process described above will be separately described below.

[0052] <Example of Flow for Outputting Repair Support Information Based on Vibration Sensor Information> FIG. 7 is a flow illustrating a process of the state monitoring system 20b of the railway vehicle 1, and steps that are changes with respect to the flow of FIG. 2 will be described.

[0053] Step S106: Based on the cumulative frequency analysis result process on the evaluation information up to the current time point acquired in step S103 and future operation schedule information stored in the operation information database 21, the predicted value of the cumulative frequency analysis result that is based on the future traveling scheduled sections is estimated. For 25 11 24 example, the time history change of the cumulative frequency analysis result is calculated using the frequency analysis results in the track sections stored in the evaluation information database 18 which correspond to information on a traveling time and a traveling route as a future operation schedule, and a calculation result is stored in the evaluation information database 18 as update information.

[0054] This process is performed using the evaluation information schedule value calculating unit 15, the database information input and output unit 17b, the evaluation information database 18, and the operation information database 21.

[0055] Step S107: It is determined whether to adjust the predicted value based on the predicted value of the future cumulative frequency analysis result acquired in step S106.

[0056] This process is performed using the evaluation information schedule value correcting unit 22.

[0057] Step S108: When it is determined to adjust the predicted value in step S107, the predicted value of the cumulative frequency analysis result is corrected. For example, a combinatorial optimization problem of the track 25 11 24 sections may be solved by setting, as an objective variable, the cumulative fatigue damage degree calculated based on the cumulative frequency analysis result process, and an operation schedule in consideration of a repair schedule time and the track sections in which the cumulative fatigue damage degree falls below a threshold value thereof may be output.

[0058] This process is performed using the evaluation information schedule value correcting unit 22, the database information input and output unit 17b, the evaluation information database 18, and the operation information database 21.

[0059] Step S109: The repair support information is output based on the predicted values of the cumulative frequency analysis result acquired in step S108 and step S106 and the repair information stored in the repair information database 19 .

[0060] This process is performed using the repair supporting unit 16, the database information input and output unit 17b, and the repair information database 19.

[0061] <Effects of Embodiment 2> 25 11 24 (1) As described above, in Embodiment 2, it is possible to output the repair time determined based on the predicted value of the time history change of the cumulative fatigue damage degree at the monitored site estimated based on the operation schedule, and present the repair time as the support information, and thus it is possible to improve the reliability of the operation of the railway vehicle 1.

[0062] (2) Further, in Embodiment 2, the support information for optimizing the repair time by adjusting the change of the cumulative fatigue damage degree at the monitored site based on the operation schedule information can be presented, and thus optimization of maintenance of the railway vehicle 1 can be advanced. [Embodiment 3]

[0063] Embodiment 3 is a state monitoring system 20c for the railway vehicle 1 that can adjust the repair time of the position using vibration acceleration information and vehicle operation information mounted in the railway vehicle 1 to estimate stress (or strain) information to be monitored in the railway vehicle 1.

[0064] <Configuration of Embodiment 3> An example of the state monitoring system 20c for the 25 11 24 railway vehicle 1 according to Embodiment 3 is illustrated in FIG. 8. In a system configuration diagram of FIG. 8, changes with respect to the system configuration diagram of FIG. 6 will be described.

[0065] First, the railway vehicle 1 is provided with a plurality of vibration acceleration sensors (5b, 5c), and the state monitoring system 20c that additionally constitutes a vibration estimating unit 23 is mounted.

[0066] The state monitoring system 20c receives vibration acceleration sensor signals (31b, 31c) from the vibration acceleration sensors (5b, 5c) and the vehicle signal 32a from the vehicle information management system 6, and outputs the support information 46a to the vehicle information management system 6.

[0067] A vibration information acquiring unit 11b receives the vibration acceleration sensor signals (31b, 31c), converts the vibration acceleration sensor signals (31b, 31c) into vibration acceleration sensor information 51a for estimating stress information on the monitored site, and outputs the vibration acceleration sensor information 51a to the vibration estimating unit 23.

[0068] 25 11 24 The vibration estimating unit 23 receives the vibration acceleration sensor information 51a and the traveling information 34a, and outputs, to an evaluation information extracting unit 13b, the vibration acceleration sensor information 51a and the traveling information 34a together with a stress information estimation result on the monitored site and the vehicle traveling information as vibration information 52a.

[0069] The details of the process described above will be separately described below.

[0070] <Example of Flow for Outputting Repair Support Information Based on Vibration Sensor Information> FIG. 9 is a flow illustrating a process in the state monitoring system 20c of the railway vehicle 1, and steps that are changes with respect to the flow of FIG. 7 will be described.

[0071] Step S110: The vibration acceleration information for estimating the stress information that serves as the monitored site and the vehicle traveling information such as the speed pattern, the traveling position, and the track section are acquired from the vibration acceleration sensors (5b, 5c) and the vehicle information management system 6.

[0072] 25 11 24 The process is performed using the vibration information acquiring unit lib and the traveling information acquiring unit 12.

[0073] Step Sill: The stress information on the monitored site is estimated based on the vibration acceleration information and the vehicle operation information acquired in Step S110. For example, an estimation model for predicting the stress at the monitored site based on the vibration acceleration may be prepared based on a stationary test or traveling test and a numerical analysis result. In addition, an event specific to a railway infrastructure such as turnout passage may be considered in the estimation model based on the vehicle operation information, and further an estimation model in consideration of the repair information such as a wheel grinding condition may be further prepared.

[0074] This process is performed using the vibration estimating unit 23.

[0075] <Effects of Embodiment 3> As described above, in Embodiment 3, it is possible to configure a system that can perform the monitoring for a long period of time using the simple and robust vibration 25 11 24 acceleration sensors (5b, 5c), and to present, as the support information, the predicted value of the time history change of the cumulative fatigue damage degree at the monitored site, and it is possible to improve the reliability of the operation of the railway vehicle 1 and advance optimization of operation and maintenance of the railway vehicle 1.

[0076] Supplementary items of the Embodiments> Although a state monitoring application of the railway vehicle 1 is described in the embodiments described above, the application of the invention is not limited thereto. The invention is not limited to the above embodiments, and includes various modifications. For example, the above embodiments have been described in detail for easy understanding of the invention, and the invention is not necessarily limited to those including all configurations described above. A part of a configuration of one embodiment can be replaced with a configuration of another embodiment, and the configuration of the other embodiment can be added to the configuration of the one embodiment. In addition, a part of the configuration of each embodiment may be added to, deleted from, or replaced with another configuration. 25 11 24 Reference Signs List 1: railway vehicle 2: vehicle body (half of vehicle body) 3: railway 4: bogie 5: vibration sensor 6: vehicle information management system 7: wheelset 8: bogie frame 9: air spring 10: damper receiving portion 11: vibration information acquiring unit 12: traveling information acquiring unit 13: evaluation information extracting unit 14: evaluation information record value calculating unit 15: evaluation information schedule value calculating unit 16: repair supporting unit 17: database information input and output unit 18: evaluation information database 19: repair information database 20: state monitoring system

Claims

11 10241. A method of monitoring the state of a railway vehicle, wherein:a vibration generated due to stress or strain is detected using a vibration sensor provided between a vehicle body and a bogie of the railway vehicle;traveling speed information or track section information, and distance information are acquired from vehicle operation information of a vehicle information management system;a frequency analysis result for a vibration generation frequency is prepared, the frequency analysis result being calculated for each track section based on the vehicle operation information and the detected vibration;a cumulative frequency at a current time point is calculated based on the vehicle operation information and the frequency analysis result up to the current time point;a remaining fatigue life of the railway vehicle and a time duration thereof are calculated based on a future cumulative frequency predicted based on an operation schedule or an operation record; anda repair time at which repair of the railway vehicle needs to be performed is output, wherein:the frequency analysis result is prepared by a11 1024frequency analysis process,the frequency analysis process is a rainflow counting process, anda cumulative fatigue damage degree is calculated based on the frequency analysis result, and the remaining fatigue life is evaluated based on the cumulative fatigue damage degree .

2. The method according to claim 1, whereinthe operation schedule in which the repair time is adjusted or extended is output.

3. A state monitoring system for a railway vehicle, comprising:a vibration sensor provided between a vehicle body and a bogie of a railway vehicle, anda vehicle information management system,wherein the system is configured to carry out the method according to any preceding claim.

4. The state monitoring system for a railway vehicle according to claim 3, whereinthe vibration sensor is a vibration acceleration sensor, andthe vibration acceleration sensor is provided at aplace that can be estimated based on the stress or the strain which is mounted at the installation position.

5. The state monitoring system for a railway vehicle according to claim 3 or 4, whereina part of functions of the state monitoring system is provided by a remote central monitoring system, or is constructed on a cloud.11 1024

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