Method and device for detecting punctures in the horizontal wheels of a monorail bogie

Abstract

To provide a method and device for detecting punctures in the horizontal wheels of monorail bogies, which can be easily and accurately detected while keeping maintenance costs low. [Solution] A method for detecting punctures in the horizontal wheels of a monorail vehicle equipped with two or more bogies having horizontal wheels that contact the side surface of a track girder comprises: a first step of detecting that the monorail vehicle has passed the starting point of a curved track girder; a second step of detecting that the monorail vehicle has passed the ending point of the curved track girder; a third step of acquiring time history data of the vibration acceleration of the bogie frame of the bogie detected between the detection in the first step and the detection in the second step; and a fourth step of determining whether or not the horizontal wheel is punctured based on the processing result of the third step.

Description

[Technical Field]

[0001] The present invention relates to a method and device for detecting punctures in the horizontal wheels of a monorail bogie. [Background technology]

[0002] Generally, the bogies of straddle-type monorail vehicles have running wheels (vertical wheels) that contact the top surface of the girder and support the weight of the monorail vehicle, guide wheels (horizontal wheels) that contact the upper part of the girder side and guide the direction of travel of the monorail vehicle, and stabilizing wheels (horizontal wheels) that contact the lower part of the girder side and stabilize the monorail vehicle. Since each of these wheels is a rubber tire filled with nitrogen, there is a risk of puncture (air leakage). If the tires of the monorail vehicle's bogie puncture, not only will the ride comfort be impaired, but there is also a risk of damage to the track girder and bogie, and pieces of rubber from the punctured tire may fall to the ground.

[0003] Patent Document 1 discloses a wireless tire pressure monitoring system for the horizontal wheels of a tandem monorail vehicle. This pressure monitoring system consists of a tire pressure sensor, a repeater, a system host, and a system mainframe connecting these devices. It is said that introducing this pressure monitoring system can lead to reduced tire wear, extended tire life, savings in operation and maintenance costs, and improved operation and maintenance efficiency. [Prior art documents] [Patent Documents]

[0004] [Patent Document 1] Chinese Patent Application Publication No. 106476542 Specification [Overview of the project] [Problems that the invention aims to solve]

[0005] The wireless tire pressure monitoring system for horizontal wheels disclosed in Patent Document 1 can detect punctures in the horizontal wheels, but it requires pressure sensors on all six horizontal wheels of a single trolley. Furthermore, since the lifespan of the power supply (battery, rechargeable battery) that drives the pressure sensors often does not coincide with the lifespan of the horizontal wheels, maintenance and inspection of the horizontal wheels, pressure sensors, and power supply are necessary. Therefore, there are issues that need to be resolved from the perspective of reducing costs.

[0006] The present invention aims to provide a method and device for detecting punctures in the horizontal wheels of a monorail bogie, which can be easily and accurately detected while keeping maintenance costs low. [Means for solving the problem]

[0007] One representative method for detecting punctures in the horizontal wheels of a monorail bogie according to the present invention, which solves the above problems, is: In a method for detecting punctures in the horizontal wheels of a monorail vehicle equipped with two or more bogies having horizontal wheels that contact the side surface of a track girder, The first step is to detect that the monorail vehicle has passed the starting point of the curved track girder, A second step involves detecting that the monorail vehicle has passed the end point of the curved track girder, A third step involves acquiring time history data of the vibration acceleration of the bogie frame of the bogie detected between the detection in the first step and the detection in the second step, A fourth step involves determining whether or not the horizontal wheel is punctured based on the processing result of the third step, This is achieved by having. [Effects of the Invention]

[0008] According to the present invention, it is possible to provide a method and device for detecting punctures in the horizontal wheels of a monorail bogie that can be easily and accurately detected while keeping maintenance costs low. Problems, configurations, and effects other than those described above will be clarified by the following description of the embodiments.

Brief Description of the Drawings

[0009] [Figure 1] FIG. 1 is a side view of a straddle-type monorail vehicle traveling on a track girder. [Figure 2] FIG. 2 is a side view of a bogie of the monorail vehicle. [Figure 3] FIG. 3 is a cross-sectional view (section A-A in FIG. 1) intersecting the longitudinal direction of the monorail vehicle. [Figure 4] FIG. 4 is a system diagram of a detection device for detecting a puncture of a horizontal wheel of a monorail bogie. [Figure 5] FIG. 5 is an operation model in which a four-car unit of a monorail vehicle travels back and forth on a virtual route between Station A and Station B. [Figure 6] FIG. 6 is a diagram showing the change over time of the horizontal vibration acceleration intersecting the traveling direction of the bogie frame when a monorail bogie equipped with a sound horizontal wheel passes through a curved track girder. [Figure 7] FIG. 7 is a diagram showing the change over time of the horizontal vibration acceleration intersecting the traveling direction of the bogie frame when a monorail bogie equipped with a punctured horizontal wheel passes through a curved track girder. [Figure 8] FIG. 8 is a flowchart showing the procedure for detecting a puncture of a horizontal wheel of a monorail bogie during commercial operation. [Figure 9] FIG. 9 is a table used for an algorithm for detecting a puncture of a horizontal wheel of either the front bogie or the rear bogie of any vehicle constituting a monorail formation. [Figure 10] FIG. 10 is a table used for an algorithm for detecting a puncture of horizontal wheels of both the front bogie and the rear bogie of any vehicle constituting a monorail formation.

Embodiments for Carrying Out the Invention

[0010] The following describes a method and device for detecting punctures in the horizontal wheels of a monorail bogie according to one embodiment of the present invention. Monorail vehicles are vehicles that travel along laid girders, and there are two types: straddle-type monorails that operate straddling the girders, and suspended-type monorails that operate hanging from the girders. Here, the embodiment implemented for a straddle-type monorail will be described as a representative of monorails. The present invention can also be similarly applied to suspended-type monorails that have bogies equipped with horizontal wheels.

[0011] First, we define each direction. Two orthogonal axes forming a horizontal plane are defined as the x-axis (direction of the girder or the longitudinal direction of the monorail vehicle) and the y-axis (direction intersecting the girder or the longitudinal direction of the monorail vehicle), and the axis perpendicular to the horizontal plane formed by the x-axis and y-axis is defined as the z-axis (height direction). Furthermore, in this specification, "in operation" includes not only cases where the monorail is carrying passengers, but also cases where it is running without passengers, such as during deadheading.

[0012] Figure 1 is a side view of a straddle-type monorail vehicle that runs on a track girder. The straddle-type monorail vehicle 1 (hereinafter referred to as monorail vehicle 1) consists of a pair of bogies 4, one at the front (forward in the direction of travel) and one at the rear (rear in the direction of travel), that run on the laid track girder 2, and a plurality of car bodies 3 supported by these bogies 4. Adjacent car bodies 3 are connected, and air conditioning equipment is mounted on the roof of the car body 3. The bogies 4 are equipped with a power supply unit (not shown) that is provided on the side of the track girder 2 and receives power from the overhead line (catenary) that supplies power to the monorail vehicle 1. Here, the pair of bogies 4 that support the car bodies 3 are distinguished as a front bogie 4 and a rear bogie 4 depending on the direction of travel.

[0013] Figure 2 is a side view of the bogie of the monorail vehicle, and Figure 3 is a cross-sectional view (cross-sectional view AA in Figure 1) that intersects the longitudinal direction of the monorail vehicle. The bogie 4 of the monorail vehicle 1 has a bogie frame 20, running wheels (vertical wheels) 24 mounted on the bogie frame 20 and rolling on the upper surface of the track girder 2, guide wheels (horizontal wheels) 25 that roll on the upper side of the track girder 2, and stabilizing wheels (horizontal wheels) 26 that roll on the lower side of the track girder 2. Therefore, one bogie 4 has two vertical wheels (running wheels 24) and six horizontal wheels (a pair of guide wheels 25 on the left and right and stabilizing wheels 26 on the left and right, arranged on either side of the track girder 2).

[0014] The bogie frame 20 includes a pair of side beams 21 that extend in a direction along the track girder 2 and are spaced apart from each other, a pair of end beams 22 that connect the x-direction ends of the side beams 21, and a stabilizing wheel support portion 23 that connects the x-direction central part of the side beams 21 and hangs down from both ends in the y-direction (inverted U-shape when viewed in the x-direction).

[0015] The end beam 22 is equipped with auxiliary running wheel 34, which is used when the running wheel 24 is punctured. Similarly, the guide wheel 25 is equipped with an auxiliary guide wheel 35 coaxially, which is used when the guide wheel 25 is punctured, and the stabilizing wheel 26 is equipped with an auxiliary stabilizing wheel 36 coaxially, which is used when the stabilizing wheel 26 is punctured. These auxiliary wheels do not come into contact with the upper or side surfaces of the track girder 2, including the curved track girder, when it is in good condition, but they come into contact and roll auxiliaryly when the running wheels (vertical wheels), guide wheels, or stabilizing wheels (horizontal wheels) are punctured, enabling the monorail vehicle 1 to continue operating. However, since the auxiliary wheels have higher rigidity than the running wheels, etc., when they are in good condition, the vibration acceleration generated in the bogie frame 20 when the auxiliary wheels come into contact is greater than the vibration acceleration when they are in good condition. Generally, the driving wheels 24 are equipped with a TPMS (Tire Pressure Monitoring System), and the air pressure of the driving wheels' tires is constantly monitored by the TPMS. However, in some cases, it is desirable to omit the TPMS from the guide wheels 25 and stabilizing wheels 26 in order to simplify the system. In such cases, an alternative device is needed to detect whether or not the horizontal wheels are punctured.

[0016] The monorail vehicle 1 is equipped with a skirt 5 that extends downward from the lower part of the vehicle body 3 to the side (y-direction) of the bogie 4. The skirt 5 suppresses the diffusion of noise generated when the bogie 4 rolls on the track girder 2.

[0017] A vibration accelerometer 71, which serves as a data acquisition unit 70, is provided in the lower part of the stabilizing wheel support section 23 that constitutes the bogie frame 20 of the bogie 4, between the guide wheel 25 and the stabilizing wheel 26. This data acquisition unit 70 (in this case, the vibration accelerometer 71) measures the vibration acceleration of the bogie frame 20 in the y direction. The data acquisition unit 70 may be provided near both ends M in the x direction of the side beam 21 of the bogie frame 20, or near the central part L in the x direction. In this embodiment, since one data acquisition unit 70 is provided on each bogie frame 20, the number per train set is small, but data acquisition units 70 may also be provided facing each other on both the left and right sides of the track girder 2.

[0018] Furthermore, when a horizontal wheel (especially a stabilizing wheel 26) punctures, the bogie frame 20 often tilts significantly in the yz plane (large roll angle). For this reason, a gyroscope can be provided to monitor the tilt of the bogie frame 20, which differs from the normal state. In this embodiment, in order to detect horizontal wheel punctures with high accuracy, a gyroscope 72 is provided at the lower end N of the stabilizing wheel support portion 23 of the bogie frame 20 as an auxiliary measuring instrument of the data acquisition unit 70. Only when the gyroscope 72 detects a roll angle of the bogie frame 20 that exceeds a reference value may it be detected that a horizontal wheel puncture has occurred (this may be added to the judgment condition S120 in Figure 8, which will be described later). Hereafter, vibration acceleration in the horizontal direction intersecting the y direction or the direction of travel will simply be referred to as vibration acceleration.

[0019] Figure 4 is a system diagram of a detection device for detecting punctures in the horizontal wheels of a monorail bogie. The detection device for detecting punctures in the horizontal wheels of a monorail bogie includes a data acquisition unit 70, a data processing unit 80, and an alarm unit 90.

[0020] The data acquisition unit 70 mainly includes an accelerometer 71 for measuring the vibration acceleration of the bogie frame 20 and a gyroscope 72 for measuring the degree of tilt (attitude) of the bogie frame 20. It is not necessary to have both the accelerometer 71 and the gyroscope 72; having either one is sufficient.

[0021] The data processing unit 80 includes a vehicle positioning unit (GPS positioning unit, GPS: Global Positioning System) 81 that grasps the position of the monorail vehicle 1 in real time, a storage unit 83 that stores past vibration acceleration data, newly measured vibration acceleration data, distance marker information that is installed along the track girder and indicates the start and end points of curved tracks, and GPS coordinate information corresponding to the distance marker information, a calculation unit 84 that calculates the average value and effective value (RMS, root mean square) of vibration acceleration from the vibration acceleration data acquired by the data acquisition unit 70, and a processing unit (processor) 82 that compares and verifies the calculation result of vibration acceleration calculated by the calculation unit 84 with the calculation result of past vibration acceleration stored in the storage unit 83 to determine whether or not there is a puncture in the horizontal wheels (guide wheels 25, stabilizing wheels 26) of the bogie 4, and transmits puncture information to the alarm unit 90 described later. Note that distance marker information, which includes information such as the starting and ending points of straight and curved sections of the track girder on which monorail vehicle 1 runs, the magnitude of the gradient (starting and ending points of the gradient), and the radius of curvature of curves and the length of transition curves, is sometimes referred to as kilometer marker information, but here it will be consistently described as distance marker information. Distance marker information is known from design values ​​or measured values.

[0022] The alarm unit 90 includes a display unit (monitor or display) 91 and an alarm (sound alarm) device 92. The display unit 91 displays information about the punctured horizontal wheel (guide wheel 25, stabilizing wheel 26) (including information about the bogie having the punctured horizontal wheel), and the sound alarm device 92 notifies the crew of the puncture with an alarm sound.

[0023] Each monorail car 1 is equipped with a data acquisition unit 70 on each bogie 4, so a six-car monorail car 1 has a total of 12 data acquisition units 70. The data acquisition units 70 are connected to a transmission line 100 that runs from the leading car to the last car, and the data processing unit 80 is connected to this transmission line 100. Therefore, one data processing unit 80 is provided per monorail car train.

[0024] Since the alarm unit 90 is installed in the crew compartment (driver's cab or conductor's compartment) of the monorail vehicle 1, approximately two units are installed per monorail train set.

[0025] Figure 5 shows an operational model of a four-car monorail train traveling back and forth on a hypothetical route between Station A and Station B. Here, monorail train 1 departs Station A (distance marker starting point a1kP) at time t1, passes distance marker a2kP at time t2, passes distance marker a3kP at time t3, and arrives at the terminal distance marker a4kP at Station B at time t4. Furthermore, after departing Station A and arriving at Station B, monorail train 1 changes direction, departs Station B and heads towards Station A, and is used for round-trip operation between Station A and Station B.

[0026] In this operating model, monorail vehicle 1 travels along a straight track girder from distance marker a1kP to distance marker a2kP, travels along a curved track girder with a radius of curvature of 400m from distance marker a2kP (the beginning of the curved track girder) to distance marker a3kP (the end of the curved track girder), and travels along a straight track girder from distance marker a3kP to distance marker a4kP.

[0027] Here, distance marker a1kP corresponds to the GPS coordinates (s1°t1'u1"N, x1°y1'z1"E), and similarly, distance marker a2kP corresponds to the GPS coordinates (s2°t2'u2"N, x2°y2'z2"E), distance marker a3kP corresponds to the GPS coordinates (s3°t3'u3"N, x3°y3'z3"E), and distance marker a4kP corresponds to the GPS coordinates (s4°t4'u4"N, x4°y4'z4"E).

[0028] Therefore, the GPS coordinates (s2°t2'u2”N, x2°y2'z2”E) represent the distance marker (a2kP) at one endpoint of the curved track girder with a radius of curvature of 400m, and the GPS coordinates (s3°t3'u3”N, x3°y3'z3”E) represent the distance marker (a3kP) at the other endpoint of the same curved track girder.

[0029] Generally, a monorail vehicle 1 supported by a bogie with a punctured horizontal wheel is more likely to have its auxiliary wheels come into contact with the curved track girder due to inertia when traveling on a curved track girder than when traveling on a straight track girder, resulting in a large vibration acceleration in the horizontal direction (y-direction) intersecting the direction of travel of the monorail vehicle 1. Therefore, in this embodiment, the presence or absence of a puncture in the horizontal wheel is monitored by measuring the vibration acceleration of the bogie frame 20 while the monorail vehicle 1 is traveling on a curved track girder (section P in Figure 5).

[0030] The storage unit 83 of the data processing unit 80, as explained in Figure 4, stores the distance marker information and GPS coordinate information corresponding to the distance marker information. The vehicle positioning unit 81 of the data processing unit 80 can determine the position information of the track girder (either a straight track or a curved track girder) on which the monorail vehicle 1 is traveling by comparing the GPS coordinate information of the monorail vehicle 1, which is acquired in real time, with the distance marker information associated with this GPS coordinate information.

[0031] Figure 6 shows the change over time of horizontal vibration acceleration intersecting the direction of travel of the bogie frame when a monorail bogie with sound horizontal wheels passes over a curved track girder, and Figure 7 shows the change over time of horizontal vibration acceleration intersecting the direction of travel of the bogie frame when a monorail bogie with punctured horizontal wheels passes over a curved track girder. In both figures, the vertical axis represents acceleration in the y direction and the horizontal axis represents time.

[0032] Figures 6 and 7 show an example of the time history of vibration acceleration of the bogie frame 20 acquired by a data acquisition unit 70 provided in the stabilizing wheel support section 23 of the bogie frame 20. Specifically, Figure 6 shows the fluctuation of vibration acceleration of the bogie frame 20 when the horizontal wheels (guide wheels 25, stabilizing wheels 26) of any bogie 4 are healthy (meaning they are not punctured), and Figure 7 shows the fluctuation of vibration acceleration of the bogie frame 20 when one of the six horizontal wheels (guide wheels 25, stabilizing wheels 26) of any bogie 4 is punctured. Comparing Figures 6 and 7, it can be seen that the amplitude of vibration acceleration of the bogie frame 20 with a punctured stabilizing wheel 26 is about 3 to 4 times larger than the amplitude of vibration acceleration of the bogie frame 20 with a healthy stabilizing wheel 26. When vibration acceleration increases in this way, passengers will feel uncomfortable, so it is desirable to repair the puncture as soon as possible.

[0033] Figure 8 is a flowchart showing the procedure for detecting punctures in the horizontal wheels of a monorail bogie during commercial operation. The prefix "S" in each step indicates the step. The following describes each step using a combination of S and a number.

[0034] In S10, the puncture detection system for the horizontal wheels of the monorail bogie is activated. The puncture detection system may be activated automatically by referring to the operating schedule or the operation of the master controller handle by the driver of monorail vehicle 1, or the crew of monorail vehicle 1 (such as the driver) may manually activate the puncture detection system located in the Train Control Management System (TCMS).

[0035] In S20, the vehicle positioning unit 81 acquires GPS coordinate information of the monorail vehicle 1 in real time.

[0036] In S30, the calculation unit 82 retrieves distance marker information associated with the GPS coordinate information of the monorail vehicle 1 acquired by the vehicle positioning unit 81 in S20.

[0037] In the first step, S40, the calculation unit 82 compares the GPS coordinate information of the monorail vehicle 1 from S20 with the distance marker information referenced in S30 to determine whether the monorail vehicle 1 is at (or has passed) the vibration acceleration measurement start point. If the calculation unit 82 determines that the monorail vehicle 1 is at (or has passed) the vibration acceleration measurement start point, the process proceeds to S50. If the calculation unit 82 determines that the monorail vehicle 1 is not at (or has not passed) the vibration acceleration measurement start point, the process returns to S20.

[0038] In S50, the data acquisition unit 70 starts measuring the vibration acceleration of the bogie frame 20 using the vibration accelerometer 71.

[0039] In S60, the vehicle positioning unit 81 acquires GPS coordinate information of the monorail vehicle 1 in real time.

[0040] In S70, the calculation unit 82 retrieves distance marker information associated with the GPS coordinate information of the monorail vehicle 1 acquired by the vehicle positioning unit 81 in S60.

[0041] In the second step, S80, the calculation unit 82 compares the GPS coordinate information of the monorail vehicle 1 from S60 with the distance marker information referenced in S70 to determine whether the monorail vehicle 1 is at (or has passed) the measurement end point for vibration acceleration. If the calculation unit 82 determines that the monorail vehicle 1 is at (or has passed) the measurement end point for vibration acceleration, the process proceeds to S90. If the calculation unit 82 determines that the monorail vehicle 1 is not at (or has not passed) the measurement end point, the process returns to S60.

[0042] At S90, the data acquisition unit 70 stops measuring the vibration acceleration of the bogie frame 20 using the vibration accelerometer 71.

[0043] In the third step, S100, the data processing unit 80 stores data (time history data) in the storage unit 83 that associates the vibration acceleration of each bogie frame 20 measured by the data acquisition unit 70 with the time.

[0044] In S110, the calculation unit 84 of the data processing unit 80 calculates the vibration acceleration of each bogie frame 20 measured by the vibration accelerometer 71 between S50 and S90. The data processed by the data processing unit 80 is the time history data of the vibration acceleration of each bogie frame 20 measured while the monorail vehicle 1 was passing over the curved track girder, from the time when the measurement started in S50 (for example, time t2 in Figure 5) to the time when the measurement stopped in S90 (for example, time t3 in Figure 5). The procedure by which the calculation unit 82 and the calculation unit 84 of the data processing unit 80 work together to analyze the time history data of the vibration acceleration of each bogie frame 20, and the data processing unit 80 stores these calculation results in the storage unit 83, will be described in detail later.

[0045] In the fourth step, S120, the calculation unit 82 of the data processing unit 80 compares the time-averaged, effective, and maximum values ​​of the vibration acceleration of the bogie frame 20 calculated by the calculation unit 84 in S110 with the respective reference values ​​for determining whether the horizontal wheels (guide wheels 25, stabilizing wheels 26) have punctured, and determines whether or not the horizontal wheels have punctured.

[0046] The method by which the calculation unit 82 of the data processing unit 80 determines a puncture in S120 will be described in detail later. If it is determined in S120 that the horizontal wheel is punctured, the process proceeds to S130; otherwise, the process proceeds to S160.

[0047] In S130, the calculation unit 82 of the data processing unit 80 transmits puncture information, such as the car number and bogie position (front bogie, rear bogie) of the monorail vehicle 1 whose horizontal wheel has punctured, to the alarm unit 90 via the transmission line 100, based on the judgment result of the calculation unit 82. The alarm unit 90, upon receiving the puncture information, displays the puncture information (including information identifying the front and / or rear bogie of each vehicle) on the display unit 91 and activates the alarm device 92. As a result, the crew can use the onboard information system (TCMS) to notify the operation management center (control center) that a horizontal wheel of the vehicle has punctured, along with information about the bogie having the punctured horizontal wheel.

[0048] In S140, the crew of the monorail vehicle 1 that has grasped the puncture of the horizontal wheel can determine whether to continue the operation in cooperation with the operation management center or the like. When the crew or the like determines to continue the commercial operation, after stopping the emission of an alarm sound or the like according to the operation of a switch (not shown) or the like, they return to S20. On the other hand, when it is determined not to continue the commercial operation, they proceed to S150.

[0049] Then, in S150, the puncture detection system of the horizontal wheel of the monorail bogie stops (ends).

[0050] On the other hand, if no puncture of the horizontal wheel is detected, they proceed to S160 and determine whether to continue the commercial operation of the monorail 1. If the commercial operation is to be continued, they return to S20 and continue to monitor for punctures.

[0051] On the other hand, when ending the commercial operation, they proceed to S170, and the puncture detection system of the horizontal wheel of the monorail bogie stops (ends).

[0052] <Calculation Processing and Data Storage by the Data Processing Unit 80 of S110> While the monorail vehicle 1 (H01 formation, a four - vehicle formation from car No. 1 to car No. 4) departs from Station A and heads towards Station B on the virtual route map of Fig. 5, during the time from time t2 to time t3 during commercial operation, the maximum value of the vibration acceleration (m / s 2 ) detected on the bogie frame 20 of the bogie 4 of the monorail vehicle 1 passing through the curved track girder (section P) with a curve radius of 400 m is shown as an example of calculation processing.

[0053] First, the calculation unit 82 of the data processing unit 80 calls the time - history data of the vibration acceleration of the bogie frame 20 measured between time t2 and time t3 stored in the storage unit 83.

[0054] Next, the calculation unit 84 of the data processing unit 80 analyzes the called time - history data in the entire frequency band by PSD (Power Spectral Density - Function) to extract features such as the peak frequency.

[0055] Then, based on features such as these peak frequencies, the arithmetic unit 82 of the data processing unit 80 selects an optimal filtering method such as the selection of a low-pass filter. Thereafter, the calculation unit 84 applies the selected filtering method to the analysis of the time history data of the vibration acceleration from time t2 to time t3 stored in the storage unit 83, and calculates the maximum value of the vibration acceleration (m / s 2 ). The data processing unit 80 stores the result (maximum value) calculated by the calculation unit 84 in the storage unit 83.

[0056] In the above, the process of calculating the maximum value of the vibration acceleration (m / s 2 ) was exemplified. However, instead of the maximum value of the vibration acceleration (m / s 2 ), the RMS value of the vibration acceleration (root mean square of the squares) (((m / s 2 )) 2 ), the frequency-weighted RMS value of the vibration acceleration (((m / s 1 / 2 )) 2 ) 2 ) 1 / 2 ) may be calculated.

[0057] <Horizontal wheel puncture determination of S120> Generally, when a monorail formation transitions from a straight track girder to a curved track girder, the bogie 4 located on the side in the traveling direction of each car will align the traveling direction of the car body 3 of the monorail vehicle 1 along the curvature of the curved track. For this reason, the vibration acceleration of the (front) bogie 4 located on the traveling direction side of the monorail formation is greater than the vibration acceleration of the rear bogie 4. Also, when the (front) bogie 4 located on the front side in the traveling direction passes through discontinuous locations such as the joints of the track girder 2 or track irregularities (especially, derailment) of the track girder 2, its vibration acceleration becomes greater than the vibration acceleration of the rear bogie 4.

[0058] Therefore, an algorithm that can detect flat tires on the horizontal wheels of the bogie 4 of monorail vehicle 1 while suppressing the effects of track irregularities at the curved track girder entrance and the track girder itself is effective. This algorithm is explained below. Figure 9 is a table used in the algorithm to detect flat tires on the horizontal wheels of either the front or rear bogie of any vehicle that makes up a monorail train, and Figure 10 is a table used in the algorithm to detect flat tires on the horizontal wheels of both the front and rear bogies of any vehicle that makes up a monorail train.

[0059] Referring to Figure 9, the algorithm for detecting a flat tire on either the front or rear horizontal wheel of any of the cars constituting monorail train set 1 (H01 formation, a 4-car formation from car 1 to car 4) is explained. In this explanation, the maximum value (m / s) of the vibration acceleration of the bogie frame of bogie 4 of monorail train set 1 is used. 2 The presence or absence of a puncture is determined using the maximum value of the vibration acceleration (m / s²). 2 Instead of ), use the RMS value (root mean square) of vibration acceleration (m / s² 2 ) 2 ) 1 / 2 ), frequency-weighted RMS value of vibration acceleration (((m / s 2 ) 2 ) 1 / 2 You may also use ).

[0060] First, the data processing unit 80 stores in the storage unit 83 in S110 the maximum values ​​a1~a8 (m / s²) of the vibration acceleration of each front bogie 4 and each rear bogie 4 of monorail cars 1 to 4 between time t2 and time t3. 2 The function is called and sent to the calculation unit 84. The calculation unit 84 calculates the first processing value as the value obtained by subtracting the arithmetic mean (referred to as the first detection mean) of the maximum vibration acceleration of the front and rear bogies of the same car from the maximum vibration acceleration (referred to as the maximum detection value) of each bogie 4 (referred to as the maximum detection value) of the front bogie and rear bogie of the same car (referred to as the first detection mean). For example, in the case of the front bogie 4 of car No. 1, the first processing value (maximum detection value - first detection mean) is (a1 - (a1 + a2) / 2), and in the case of the rear bogie 4 of car No. 1, the first processing value (maximum detection value - first detection mean) is (a2 - (a1 + a2) / 2), and so on.

[0061] Next, the data processing unit 80 retrieves threshold 1 (also called the first threshold or first reference value) from the storage unit 83. Threshold 1 is the maximum value a'1~a'8 (m / s²) of the vibration acceleration of each bogie 4 (bogie frame 20) measured in the monorail vehicle 1 passing between time t2 and time t3, when all horizontal wheels of the bogies 4 of the monorail vehicle (H01 formation, a 4-car formation from car 1 to car 4) are in good condition. 2 The threshold value is obtained by subtracting the arithmetic mean of the maximum vibration accelerations of the front and rear bogies of the same car (referred to as the first reference mean) from the maximum reference value (referred to as the maximum reference value). For example, the threshold value 1 for the front bogie 4 of car 1 is (a'1 - (a'1 + a'2) / 2), the threshold value 1 for the rear bogie 4 of car 1 is (a'2 - (a'1 + a'2) / 2), and so on.

[0062] Threshold 1 is the maximum vibration acceleration (m / s²) measured when monorail vehicle 1 passes through each curved track girder (corresponding to section P in Figure 5) present on the entire line at a predetermined speed, assuming all horizontal wheels are sound (internal pressure of the horizontal wheels is within the allowable range). 2 The threshold 1 is determined based on the maximum value of the vibration acceleration actually measured (m / s²). 2 Instead of ), the maximum value of vibration acceleration (m / s²) obtained by numerical simulation is used. 2 It can also be calculated from ).

[0063] Next, the calculation unit 82 of the data processing unit 80 compares the first processed value (maximum detected value - first detected average value) of each bogie frame 20 with threshold 1 (maximum reference value - first reference average value). The calculation unit 82 determines that the horizontal wheel of each bogie 4 has punctured if the first processed value, based on the vibration acceleration measured during commercial operation of each bogie 4 (each bogie frame 20), is significantly different from threshold 1 (i.e., the difference between the first processed value and threshold 1 is greater than or equal to a first predetermined value). The first predetermined value can be derived by numerical simulation or experimentation.

[0064] The route on which the monorail vehicle 1 operates includes multiple curved track girders. The storage unit 83 of the data processing unit 80 stores in advance a table of threshold values ​​1 associated with each of these multiple curved track girders. When the monorail vehicle 1 travels over any curved track girder, the vehicle positioning unit 81 of the monorail vehicle 1 identifies the curved track girder that the monorail vehicle 1 is passing over in real time and transmits distance marker information for this curved track girder to the calculation unit 82. Upon receiving the distance marker information for the curved track girder, the calculation unit 82 retrieves the threshold value 1 corresponding to the curved track girder that the monorail vehicle 1 is passing over from the storage unit 83 and compares it with the result calculated by the calculation unit 84 to determine whether or not there is a puncture in the horizontal wheel of the bogie 4. These series of operations are the same for threshold values ​​2 (also called the second threshold or second reference value) and 3 (also called the third threshold or third reference value), which will be explained with reference to Figure 10.

[0065] However, if the presence or absence of a puncture is detected solely based on threshold 1, the first detection value used as the first processing value is the arithmetic mean of the maximum detected vibration acceleration values ​​of the front and rear bogies of the same vehicle body. Therefore, if a puncture occurs in the horizontal wheel of both the front and rear bogies of the same vehicle body simultaneously, the vibration acceleration of both bogies will increase similarly. As a result, it is conceivable that the difference between the first processing value and threshold 1 may not exceed a first predetermined value, which could make it difficult to detect a puncture in the horizontal wheel. In contrast, the above problem can be solved by detecting the presence or absence of a puncture by taking into account thresholds 2 and 3, which will be explained with reference to Figure 10.

[0066] Figure 10 shows an algorithm for detecting flat tires on the horizontal wheels of the front and rear bogies of any vehicle that makes up a monorail train.

[0067] Referring to Figure 10, the algorithm for detecting punctures in the horizontal wheels of the front and rear bogies of any vehicle constituting monorail train set 1 (H01 formation, a 4-car formation from car 1 to car 4) is explained. In this explanation, the maximum value (m / s) of the vibration acceleration of the bogie frame of bogie 4 of monorail train set 1 is used. 2 The presence or absence of a puncture is determined using the maximum value of the vibration acceleration (m / s²). 2Instead of ), use the RMS value (root mean square) of vibration acceleration (m / s² 2 ) 2 ) 1 / 2 ), frequency-weighted RMS value of vibration acceleration (((m / s 2 ) 2 ) 1 / 2 You may also use ).

[0068] First, the data processing unit 80 stores in the memory unit 83 the maximum values ​​a1~a8 (m / s²) of the vibration acceleration of each front bogie 4 and each rear bogie 4 of cars 1 to 4 of the monorail train set 1 between time t2 and time t3, which were stored in the memory unit 83 in S110. 2 The function is called and sent to the calculation unit 84. The calculation unit 84 calculates a second processing value (maximum detected value - second detected value) by subtracting the arithmetic mean of the maximum detected vibration acceleration of each front bogie 4 of each car (called the second detected mean) from the maximum value (maximum detected value) a1, a3, a5, a7 of the vibration acceleration of each front bogie 4 (each bogie frame 20).

[0069] Furthermore, the calculation unit 84 calculates a third processing value (maximum detected value - third detected value) by subtracting the arithmetic mean of the maximum detected vibration acceleration of each rear bogie 4 of each car (referred to as the third detected mean) from the maximum values ​​(maximum detected values) a2, a4, a6, a8 of the vibration acceleration of each rear bogie 4 (each bogie frame 20) a2, a4, a6, a8. For example, the second processing value (maximum detected value - second detected mean) for the front bogie 4 of car No. 1 is (a1 - (a1 + a3 + a5 + a7) / 4), and the third processing value (maximum value - third detected mean) for the rear bogie 4 of car No. 1 is (a2 - (a2 + a4 + a6 + a8) / 4), and so on. Generally, the vibration acceleration of the front bogie 4 is higher than that of the rear front bogie 4. Therefore, by separating the vibration acceleration of the front bogie 4 and the vibration acceleration of the rear bogie 4 and processing them as a second processing value and a third processing value, respectively, the accuracy of puncture detection can be improved.

[0070] Next, the data processing unit 80 retrieves thresholds 2 and 3 from the storage unit 83. Thresholds 2 and 3 are the maximum values ​​a'1 to a'8 (m / s²) of the vibration acceleration of each bogie 4 (bogie frame 20) measured by the monorail vehicle 1 passing between time t2 and time t3, when all horizontal wheels of the bogies 4 of the monorail vehicle (H01 formation, a 4-car formation from car 1 to car 4) are sound. 2 This value is calculated from the following. Specifically, the threshold 2 for each front bogie 4 (each bogie frame 20) in a healthy state is the value obtained by subtracting the arithmetic mean of the maximum vibration acceleration of the front bogie 4 of each car (referred to as the second reference mean) from the maximum vibration acceleration of each front bogie (maximum reference value) a1', a3', a5', a7' (maximum reference value - second reference mean). On the other hand, the threshold 3 for each rear bogie 4 (each bogie frame 20) in a healthy state is the value obtained by subtracting the arithmetic mean of the maximum vibration acceleration of the rear bogie 4 of each car (referred to as the third reference mean) from the maximum vibration acceleration of each rear bogie (maximum reference value) a2', a4', a6', a8' (maximum reference value - third reference mean). For example, the threshold 2 for the front bogie 4 of car 1 is (a'1-(a'1+a'3+a'5+a'7) / 4), the threshold 3 for the rear bogie 4 of car 1 is (a'2-(a'2+a'4+a'6+a'8) / 4), and so on.

[0071] Thresholds 2 and 3 are the maximum vibration acceleration values ​​(m / s²) measured when monorail vehicle 1 passes through the curved track girders (corresponding to section P in Figure 5) present on the entire line at a predetermined speed, assuming all horizontal wheels are intact. 2 ) and is determined in accordance with the curved track girder. Thresholds 2 and 3 are the maximum values ​​(m / s²) of the measured vibration acceleration. 2 Instead of ), the maximum value of vibration acceleration (m / s²) obtained by numerical simulation is used. 2 It can also be calculated from ).

[0072] Next, the calculation unit 82 of the data processing unit 80 compares the second processed value (maximum detected value - second detected average value) obtained from the maximum values ​​a1, a3, a5, and a7 of the vibration acceleration of each front bogie 4 with the threshold 2 (maximum reference value - second reference average value). If the second processed value based on the vibration acceleration of each bogie measured during commercial operation of each front bogie 4 (each bogie frame 20) is significantly different from the threshold 2 (if the difference between the second processed value and the threshold 2 is greater than or equal to a second predetermined value), the calculation unit 82 determines that the horizontal wheel of that front bogie 4 has punctured.

[0073] Furthermore, the calculation unit 82 of the data processing unit 80 compares a third processing value (maximum detected value - third detected average value) obtained from the maximum vibration acceleration values ​​a2, a4, a6, and a8 of each rear bogie 4 with a threshold value 3 (maximum reference value - third reference average value). If the third processing value based on the vibration acceleration of each bogie measured during commercial operation of each rear bogie 4 (each bogie frame 20) is significantly different from the threshold value 3 (if the difference between the third processing value and the threshold value 3 is greater than or equal to a third predetermined value), the calculation unit 82 determines that the horizontal wheel of the rear bogie 4 has punctured. The second predetermined value and the third predetermined value can be derived by numerical simulation or experiment.

[0074] It is optional whether to detect the presence or absence of a flat tire using the algorithm based on the table in Figure 9 or the algorithm based on the table in Figure 10. For example, the presence or absence of a flat tire could be detected using algorithms based on both tables, and an alarm could be triggered if a flat tire is detected using at least one of the algorithms.

[0075] <Effects> A puncture in the horizontal wheels (guide wheels 25, stabilizing wheels 26) on the bogie 4 of the monorail vehicle 1 can be detected with greater accuracy when the monorail vehicle 1 is traveling on a curved track than when it is traveling on a straight track. This is because when monorail vehicle 1, with one of its horizontal wheels punctured (air leaking out), moves from a straight track girder to a curved track girder, the highly rigid auxiliary wheels of the horizontal wheels (auxiliary wheels 35 of the guide wheel 25, auxiliary wheels 36 of the stabilizing wheel 26) come into contact with the side of the curved track, causing a large vibration acceleration to be detected in the bogie frame 20 of the bogie 4.

[0076] In this embodiment, the monorail vehicle 1 detects the curved track girder, and the data processing unit 80 determines whether or not a horizontal wheel is punctured only when the vehicle is traveling over the curved track girder where a large vibration acceleration is detected in the bogie frame 20 of the bogie 4 having a punctured horizontal wheel. Therefore, the presence or absence of a punctured horizontal wheel can be determined accurately with a small number of vibration accelerometers 71 and less computation. As a result, the maintenance (upkeep) costs of the monorail vehicle 1 can be reduced.

[0077] Furthermore, in this embodiment, even when a temporary peak in vibration acceleration caused by the entrance to a curved track girder or track irregularities of the track girder is detected, detection errors are suppressed by comparing the value obtained by subtracting the arithmetic mean from the maximum value of vibration acceleration with thresholds 1 to 3, thereby enabling accurate puncture detection.

[0078] In addition, by using different thresholds 2-3, it is possible to detect both cases where the horizontal wheels of one of the two bogies on the monorail vehicle 1 are punctured, and cases where the horizontal wheels of both bogies are punctured.

[0079] For example, if, in two bogies supporting the same vehicle body, the threshold 1 of one bogie is smaller than the first predetermined value, and the threshold 1 of the other bogie is larger than the first predetermined value, it can be determined that the horizontal wheel of the bogie with the higher vibration acceleration has punctured. On the other hand, if the horizontal wheels of both bogies supporting the same vehicle body puncture, the first detection average value will be large, so the threshold 1 of both bogies on the same vehicle body may both be smaller than the first predetermined value. However, if the threshold 2 of the front bogie is greater than or equal to the second predetermined value, it can be determined that the horizontal wheel of the front bogie of that vehicle body has punctured, and if the threshold 3 of the rear bogie is greater than or equal to the third predetermined value, it can be determined that the horizontal wheel of the rear bogie of that vehicle body has punctured.

[0080] This specification includes disclosures of the following inventions. (First aspect) In a method for detecting punctures in the horizontal wheels of a monorail vehicle equipped with two or more bogies having horizontal wheels that contact the side surface of a track girder, The first step is to detect that the monorail vehicle has passed the starting point of the curved track girder, A second step involves detecting that the monorail vehicle has passed the end point of the curved track girder, A third step involves acquiring time history data of the vibration acceleration of the bogie frame of the bogie detected between the detection in the first step and the detection in the second step, A fourth step involves determining whether or not the horizontal wheel is punctured based on the processing result of the third step, Having, A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0081] (Second aspect) In a first embodiment of a method for detecting punctures in the horizontal wheels of a monorail vehicle, In step 1 above, The system determines that the monorail vehicle has passed the starting point of the curved track girder by referring to distance marker information indicating the starting point of the curved track girder stored in the memory unit of the monorail vehicle and position information acquired by the vehicle positioning unit of the monorail vehicle. In the second step above, The system determines that the monorail vehicle has passed the end point of the curved track girder by referring to distance marker information indicating the end point of the curved track girder stored in the memory unit of the monorail vehicle and position information acquired by the vehicle positioning unit of the monorail vehicle. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0082] (Third aspect) In a method for detecting punctures in the horizontal wheels of a monorail vehicle according to the first or second embodiment, When all horizontal wheels are sound, and the monorail vehicle passes through the curved track girder, a first reference average value is calculated by averaging the maximum reference value of the vibration acceleration of the bogie frame of the front bogie supporting the same car body and the maximum reference value of the vibration acceleration of the bogie frame of the rear bogie supporting the same car body. When the value obtained by subtracting the first reference average value from the maximum reference value of the vibration acceleration of each bogie frame in the same car body is set as the first threshold, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a first detection average value is calculated by averaging the maximum detected vibration acceleration of the bogie frame of the front bogie supporting the same vehicle body and the maximum detected vibration acceleration of the bogie frame of the rear bogie supporting the same vehicle body. The first processing value is obtained by subtracting the first detection average value from the maximum detected vibration acceleration of each bogie frame on the same vehicle body. If the difference between the first processing value and the first threshold value is greater than or equal to a first predetermined value, it is determined that the horizontal wheel of the bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0083] (Fourth aspect) In a third embodiment of a method for detecting punctures in the horizontal wheels of a monorail vehicle, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0084] (Fifth aspect) In a method for detecting a puncture in the horizontal wheel of a monorail vehicle according to any of the first to fourth embodiments, The aforementioned monorail vehicle consists of multiple car bodies, each supported by two bogies, connected together. When all horizontal wheels are sound, a second reference average value is calculated by averaging the maximum reference values ​​of the vibration acceleration of the bogie frame of each leading bogie when the monorail vehicle passes through the curved track girder, and the value obtained by subtracting the second reference average value from the maximum reference value of the vibration acceleration of the bogie frame of each leading bogie is set as the second threshold value, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a second detection average value is calculated by averaging the maximum detected vibration acceleration values ​​of the bogie frame of each leading bogie. The second processing value is obtained by subtracting the second detection average value from the maximum detected vibration acceleration value of the bogie frame of each leading bogie. If the difference between the second processing value and the second threshold value is greater than or equal to a second predetermined value, it is determined that the horizontal wheel of the leading bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0085] (Sixth aspect) In a fifth embodiment of a method for detecting punctures in the horizontal wheels of a monorail vehicle, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the front bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0086] (Seventh aspect) In a method for detecting a puncture in the horizontal wheel of a monorail vehicle according to any of the first to sixth embodiments, The aforementioned monorail vehicle consists of multiple car bodies, each supported by two bogies, connected together. When all horizontal wheels are sound, a third reference average value is calculated by averaging the maximum reference values ​​of the vibration acceleration of the bogie frame of each rear bogie when the monorail vehicle passes through the curved track girder, and the value obtained by subtracting the third reference average value from the maximum reference value of the vibration acceleration of the bogie frame of each rear bogie is set as the third threshold, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a third detection average value is calculated by averaging the maximum detected vibration acceleration values ​​of the bogie frame of each rear bogie. The third processing value is obtained by subtracting the third detection average value from the maximum detected vibration acceleration value of the bogie frame of each rear bogie. If the difference between the third processing value and the third threshold value is greater than or equal to a third predetermined value, it is determined that the horizontal wheel of the rear bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0087] (Eighth aspect) In a seventh embodiment of a method for detecting punctures in the horizontal wheels of a monorail vehicle, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the rear bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

[0088] (Ninth aspect) In a method for detecting a puncture in the horizontal wheel of a monorail vehicle according to any of the first to eighth embodiments, Auxiliary wheels, which have higher rigidity than the horizontal wheels when in good condition, are rotatably mounted on the aforementioned bogie frame. The auxiliary wheel does not roll against the curved track girder when the horizontal wheel is intact, but rolls against the curved track girder when the horizontal wheel is punctured. A puncture detection device for the horizontal wheels of a monorail vehicle, characterized by the following features.

[0089] (Tenth aspect) A detection device for performing a method for detecting a puncture in the horizontal wheel of a monorail vehicle according to any of the first to ninth embodiments, A vibration accelerometer is attached to each of the stabilizing wheel support parts installed on multiple bogie frames, A data processing unit that performs the steps from the first to the fourth step, It has, The data processing unit acquires the time history data for each of the trolley frames based on the vibration acceleration detected by the vibration accelerometer. A puncture detection device for the horizontal wheels of a monorail vehicle, characterized by the following features. [Explanation of symbols]

[0090] 1...Monorail train (set), 2...Track girder, 3...car body, 4...bogie, 5... Skirt, 20... Bogie frame, 21...Side beam, 22...End beam, 23... Stabilizer wheel support section, 24... Running wheels (vertical wheels), 25... Guide wheel (horizontal wheel), 26... Stabilizing wheel (horizontal wheel), 34... Driving wheel auxiliary wheel, 35... Guide wheel auxiliary wheel, 36... Stabilizing wheel auxiliary wheel, 70... Data acquisition unit, 71...accelerometer, L, M...accelerometer installation position, 72...Gyroscope, N...Gyroscope installation position, P...Vibration acceleration measurement section, 80...Data processing section, 81...Positioning unit, 82...Calculation unit (processor), 83...Storage unit, 84...Calculation unit, 90...Alarm section, 91...Display section, 92...Sound alarm device, 100...Transmission line

Claims

1. A method for detecting punctures in the horizontal wheels of a monorail vehicle equipped with two or more bogies having horizontal wheels that contact the side surface of a track girder, The first step is to detect that the monorail vehicle has passed the starting point of the curved track girder, A second step involves detecting that the monorail vehicle has passed the end point of the curved track girder, A third step involves acquiring time history data of the vibration acceleration of the bogie frame of the bogie detected between the detection in the first step and the detection in the second step, A fourth step involves determining whether or not the horizontal wheel is punctured based on the processing result of the third step, Having, A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

2. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 1, In the first step described above, The system determines that the monorail vehicle has passed the starting point of the curved track girder by referring to distance marker information indicating the starting point of the curved track girder stored in the memory unit of the monorail vehicle and position information acquired by the vehicle positioning unit of the monorail vehicle. In the second step described above, The system determines that the monorail vehicle has passed the end point of the curved track girder by referring to distance marker information indicating the end point of the curved track girder stored in the memory unit of the monorail vehicle and position information acquired by the vehicle positioning unit of the monorail vehicle. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

3. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 1, When all horizontal wheels are sound, and the monorail vehicle passes through the curved track girder, a first reference average value is calculated by averaging the maximum reference value of the vibration acceleration of the bogie frame of the front bogie supporting the same car body and the maximum reference value of the vibration acceleration of the bogie frame of the rear bogie supporting the same car body. When the value obtained by subtracting the first reference average value from the maximum reference value of the vibration acceleration of each bogie frame in the same car body is set as the first threshold, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a first detection average value is calculated by averaging the maximum detected vibration acceleration of the bogie frame of the front bogie supporting the same vehicle body and the maximum detected vibration acceleration of the bogie frame of the rear bogie supporting the same vehicle body. The first processing value is obtained by subtracting the first detection average value from the maximum detected vibration acceleration of each bogie frame on the same vehicle body. If the difference between the first processing value and the first threshold value is greater than or equal to a first predetermined value, it is determined that the horizontal wheel of the bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

4. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 3, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

5. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 1, The aforementioned monorail vehicle consists of multiple car bodies, each supported by two bogies, connected together. When all horizontal wheels are sound, a second reference average value is calculated by averaging the maximum reference values ​​of the vibration acceleration of the bogie frame of each leading bogie when the monorail vehicle passes through the curved track girder, and the value obtained by subtracting the second reference average value from the maximum reference value of the vibration acceleration of the bogie frame of each leading bogie is set as the second threshold value, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a second detection average value is calculated by averaging the maximum detected vibration acceleration values ​​of the bogie frame of each leading bogie. The second processing value is obtained by subtracting the second detection average value from the maximum detected vibration acceleration value of the bogie frame of each leading bogie. If the difference between the second processing value and the second threshold value is greater than or equal to a second predetermined value, it is determined that the horizontal wheel of the leading bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

6. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 5, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the front bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

7. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 1, The aforementioned monorail vehicle consists of multiple car bodies, each supported by two bogies, connected together. When all horizontal wheels are sound, a third reference average value is calculated by averaging the maximum reference values ​​of the vibration acceleration of the bogie frame of each rear bogie when the monorail vehicle passes through the curved track girder, and the value obtained by subtracting the third reference average value from the maximum reference value of the vibration acceleration of the bogie frame of each rear bogie is set as the third threshold, In the fourth step described above, When the monorail vehicle passes over the curved track girder, a third detection average value is calculated by averaging the maximum detected vibration acceleration values ​​of the bogie frame of each rear bogie. A third processing value is obtained by subtracting the third detection average value from the maximum detected vibration acceleration value of the bogie frame of each rear bogie. If the difference between the third processing value and the third threshold value is greater than or equal to a third predetermined value, it is determined that the horizontal wheel of the rear bogie where the difference occurred has punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

8. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 7, In the fourth step, if it is determined that a flat tire has occurred in the horizontal wheel, an alarm is issued and information about the rear bogie in which the flat tire occurred is provided. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

9. In the method for detecting a puncture in the horizontal wheel of a monorail vehicle according to claim 1, Auxiliary wheels, which have higher rigidity than the horizontal wheels when in good condition, are rotatably mounted on the aforementioned bogie frame. The auxiliary wheel does not roll against the curved track girder when the horizontal wheel is intact, but rolls against the curved track girder when the horizontal wheel is punctured. A method for detecting punctures in the horizontal wheels of a monorail vehicle, characterized by the features described above.

10. A detection device for performing a method for detecting a puncture in the horizontal wheel of a monorail vehicle according to any one of claims 1 to 9, A vibration accelerometer is attached to each of the stabilizing wheel support parts installed on multiple bogie frames, A data processing unit that performs the steps from the first to the fourth step, It has, The data processing unit acquires the time history data for each of the trolley frames based on the vibration acceleration detected by the vibration accelerometer. A puncture detection device for the horizontal wheels of a monorail vehicle, characterized by the following features.

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