Railway vehicle condition monitoring system

Abstract

To provide a state monitoring system for presenting an appropriate repair time of a structure of a railroad vehicle.SOLUTION: According to the present invention, one of representative state monitoring systems of a railroad vehicle detects stress and strain vibrations with vibration sensors installed in a vehicle body of a railroad vehicle and a carrier, acquires information on a travel speed, a travel section, and distance information from a vehicle travel information of a vehicle information management system, prepares a frequency analysis result about an occurrence frequency of vibrations calculated in each travel section from the vehicle travel information and vibration information, calculates a cumulative frequency at a present time from the vehicle travel information so far and the frequency analysis result, calculates remaining life and its time from a future cumulative frequency predicted on the basis of a travel plan and travel results, and outputs a repair time of the railroad vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a railway vehicle condition monitoring system.

Background Art

[0002] In the field of railway vehicles, in order to achieve safe transportation of people and goods, the optimization of railway vehicle operation and maintenance incorporating railway vehicle condition monitoring technology utilizing sensing technology has been promoted.

[0003] For example, Patent Document 1 discloses a vehicle monitoring device that "stores the first frequency characteristic of acceleration per unit load at the vehicle body acceleration detection location when a load is applied to the load location of the bogie, stores the second frequency characteristic of stress per unit load at the inspection location of the bogie when a load is applied to the load location, calculates the load applied to the bogie during running based on the third frequency characteristic of the magnitude of the acceleration detected at the acceleration detection location during vehicle running and the first frequency characteristic, calculates the stress during vehicle running at the inspection location based on the load applied to the bogie during running and the second frequency characteristic, and monitors the inspection location based on the analysis result of the stress during running according to the passage of time". This is a response by minimizing the various sensors required for monitoring the deterioration of structures such as vehicles.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] The vehicle monitoring device described in Patent Document 1 monitors the stress at the inspection point using acceleration sensor signals. While it can reduce the number of sensors by calculating stress from acceleration information during driving based on pre-stored frequency characteristics of acceleration and stress, it requires that the frequency characteristics between acceleration and stress be prepared in advance by hammering or other means. Therefore, if there is no correlation between the frequency characteristics between the acceleration sensor signal and stress, it is difficult to calculate the stress generated at the inspection point. This presents a problem in that it is not only difficult to monitor the deterioration of the inspection point, but also difficult to predict future deterioration conditions that take into account the operating conditions.

[0006] Therefore, the present invention aims to provide a railway vehicle condition monitoring system that estimates the cumulative fatigue damage level and timing of the inspection point by calculating frequency analysis results for future operation plans based on frequency analysis results for each running section calculated from the vibration waveform of stress measured at the inspection point of the railway vehicle, and past operation performance information. [Means for solving the problem]

[0007] To solve the above problems, one of the representative railway vehicle condition monitoring systems of the present invention detects stress and strain vibrations using vibration sensors installed on the body and bogies of the railway vehicle, obtains information on running speed, running section, and distance from the vehicle operation information of the vehicle information management system, prepares frequency analysis results for the frequency of vibration occurrence calculated for each running section from the vehicle operation information and vibration information, calculates the current cumulative frequency from the vehicle operation information and frequency analysis results to date, calculates the remaining lifespan and the timing of repairs based on the future cumulative frequency predicted based on the operation plan and actual operation results, and outputs the repair timing for the railway vehicle.

[0008] Furthermore, the vibration sensors are configured to be installed around the couplers between the car bodies or between the car body and the bogie, and at the welded parts.

[0009] Furthermore, the frequency analysis results are prepared by a frequency analysis process, which is a rainflow process, and is configured to calculate the cumulative fatigue damage level based on the frequency analysis results and to evaluate the lifespan based on the cumulative fatigue damage level.

[0010] Furthermore, the vibration sensor is a vibration acceleration sensor, and the vibration acceleration sensor is configured to be installed at a location where it can be estimated from the stress and strain mounted at the installation site.

[0011] Furthermore, the system is configured to output the operation plan that adjusts or extends the aforementioned repair period.

[0012] Furthermore, some functions of the aforementioned status monitoring system are handled by a remote central monitoring system, or are configured to be built on the cloud. [Effects of the Invention]

[0013] This invention makes it possible to provide a condition monitoring system that outputs the appropriate repair timing for railway vehicles, thereby improving the operational reliability of railway vehicles.

[0014] Other issues, configurations, and effects will be clarified by the following description of the embodiments. [Brief explanation of the drawing]

[0015] [Figure 1] This is an example illustrating the configuration of a railway vehicle condition monitoring system. [Figure 2] This is an example of a flowchart illustrating the processing of a railway vehicle condition monitoring system. [Figure 3] This is an example of collecting frequency analysis results for each section of railway rolling stock between stations. [Figure 4] This is an example of calculating the travel distance of a railway vehicle. [Figure 5] This is an example of how to calculate the timing of repairs for railway vehicles. [Figure 6] This is an example illustrating the configuration of a condition monitoring system for another railway vehicle. [Figure 7] This is an example of a flowchart for explaining the processing of another railway vehicle condition monitoring system. [Figure 8] This is an example showing the configuration of another railway vehicle condition monitoring system. [Figure 9] This is an example of a flowchart for explaining the processing of another railway vehicle condition monitoring system.

Mode for Carrying Out the Invention

[0016] Hereinafter, embodiments will be described with reference to the drawings. In each figure, components having the same functions are given the same reference numerals, and redundant descriptions thereof are omitted.

Embodiment

[0017] Embodiment 1 is a railway vehicle condition monitoring system that uses vibration sensors mounted on railway vehicles and various databases to estimate the repair time of a location from vibration sensor information to be monitored on the railway vehicle.

[0018] <Configuration of Embodiment 1> FIG. 1 is a diagram showing the configuration of a condition monitoring system 20a of a railway vehicle 1 according to Embodiment 1.

[0019] In the figure, the railway vehicle 1 consists of a body 2 for transporting people and goods, and a bogie 4 that runs on the track 3. The bogie 4 consists of a wheelset 7 and a bogie frame 8, and is connected to the body 2 via air springs 9 and damper receivers 10. The body 2 is equipped with vibration sensors 5 that detect vibration conditions such as stress and strain. The vibration sensors 5 only need to be installed in parts of the railway vehicle 1 that require monitoring for structural strength (e.g., welded parts), and multiple sensors may be installed. The railway vehicle 1 is also equipped with a vehicle information management system 6 that manages vehicle operation information such as running position and running speed. Furthermore, the railway vehicle 1 is equipped with a condition monitoring system 20a consisting of a vibration information acquisition unit 11a, a running information acquisition unit 12, an evaluation information extraction unit 13a, an evaluation information actual value calculation unit 14, an evaluation information planned value calculation unit 15, a repair support unit 16, a database information input / output unit 17a, an evaluation information database 18, and a repair information database 19.

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

[0021] The vibration information acquisition unit 11a receives the sensor signal 31a, converts it into sensor information 33a for frequency analysis processing and other tasks, and outputs it to the evaluation information extraction unit 13a.

[0022] The driving information acquisition unit 12 converts the vehicle signal 32a into driving information 34a, such as speed patterns, information between stations, and location information, and outputs it to the evaluation information extraction unit 13a.

[0023] The evaluation information extraction unit 13a receives sensor information 33a and driving information 34a, performs frequency analysis processing on units such as between stations based on the driving information 34a, and then outputs evaluation information 35a, which is the result of the frequency analysis processing along with the driving speed and driving distance, to the database information input / output unit 17a.

[0024] The evaluation information performance value calculation unit 14 receives evaluation information 37a from the database information input / output unit 17a and outputs the cumulative frequency analysis processing result based on past driving performance as update information 36a to the database information input / output unit 17a.

[0025] The evaluation information planning value calculation unit 15 receives evaluation information 39a from the database information input / output unit 17a and outputs the predicted value of the cumulative frequency analysis processing result to be observed in the future, based on past driving performance, as update information 38a to the database information input / output unit 17a.

[0026] The repair support unit 16 outputs request information 40a to the database information input / output unit 17a, inputs repair information 41a from the database information input / output unit 17a, and then outputs support information 46a indicating the timing of future repair plans to the vehicle information management system 6.

[0027] The database information input / output unit 17a inputs and outputs information exchanged between each calculation unit, the repair support unit 16, and each database by inputting evaluation information 35a from the evaluation information extraction unit 13a, update information 36a from the evaluation information actual value calculation unit 14, update information 38a from the evaluation information plan value calculation unit 15, request information 40a from the repair support unit 16, evaluation information 43a based on request commands from the evaluation information database 18, and repair plan information 45a from the repair information database 19. Furthermore, it outputs evaluation information 37a to the evaluation information actual value calculation unit 14, evaluation information 39a to the evaluation information plan value calculation unit 15, repair information 41a to the repair support unit 16, request commands and evaluation information 42a to the evaluation information database 18, and request commands 44a to the repair information database 19.

[0028] The evaluation information database 18 receives the request commands and evaluation information 42a from each calculation unit, records the evaluation information in the database so that it can be output according to the request commands, and outputs the evaluation information 43a based on the request commands to the database information input / output unit 17a.

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

[0030] Furthermore, the system configuration may be such that the processing functions and database functions of the status monitoring system 20a described above are configured within the vehicle information management system 6. Alternatively, the system configuration may be such that the signal output from the vibration sensor 5 is input to the vehicle information management system 6 and then output to the status monitoring system 20a. In addition, the system may be configured to centrally manage information acquired from other train sets on a dedicated server such as a cloud service for aggregate processing.

[0031] Details of the above processing will be explained separately later.

[0032] <An example of a workflow for outputting repair support information from vibration sensor data> Figure 2 shows an example of a flowchart illustrating the processing of the condition monitoring system 20a of the railway vehicle 1. In particular, it calculates the cumulative fatigue damage level and timing at the monitored part from stress information and outputs support information such as a repair plan. The operation of the condition monitoring system 20a will be explained according to the step numbers in the figure.

[0033] Step S101: Stress information for the monitored area and vehicle driving information such as speed pattern, driving position, and driving section are acquired from the vibration sensor 5 and the vehicle information management system 6. At this time, it is sufficient that this information is acquired as time history information and sampled as stress information containing the necessary frequency components.

[0034] This process is carried out by the vibration information acquisition unit 11a and the driving information acquisition unit 12.

[0035] Step S102: Based on the stress and vehicle running information obtained in Step S101, speed information and stress information from the vibration sensor 5 are detected on a station-to-station basis, and frequency analysis processing is performed on this stress information. For example, as shown in Figure 3, consider the case where railway vehicle 1 runs from station A to station D. Rainflow analysis processing is performed on the time history waveform of the stress information obtained between stations A and B, stations B and C, and stations C and D to calculate the stress amplitude and occurrence frequency for each station. This data can then be stored in the evaluation information database 18 as a data set including the train set number and car number of railway vehicle 1, the monitoring part, the running section, the running date and time, and the rainflow analysis processing results. Furthermore, the rainflow analysis processing results should be kept for each station-to-station interval, classified by uphill and downhill running. Note that this calculation process can be performed at specific times or events, such as when the vehicle operation is completed, and the frequency analysis processing results from the start to the end of the vehicle operation should also be kept.

[0036] This process is carried out by the evaluation information extraction unit 13a, the database information input / output unit 17a, and the evaluation information database 18.

[0037] Step S103: Based on the frequency analysis processing results obtained in Step 102 and the associated vehicle driving information, the cumulative frequency analysis processing results of the evaluation information from the time the evaluation of the monitoring part started to the present are calculated. For example, as shown in Figure 3, the cumulative value is calculated for the rain flow analysis processing results obtained for each driving section and updated and stored in the evaluation information database 18. The cumulative rain flow analysis processing results from one day prior to the current day are added to and updated with the rain flow analysis processing results for the current day obtained in Step 102.

[0038] This process is carried out by the evaluation information performance value calculation unit 14, the database information input / output unit 17a, and the evaluation information database 18.

[0039] Step S104: Based on the cumulative frequency analysis results of the evaluation information obtained in Step S103 and the past driving information stored in the evaluation information database 18, a predicted value of the cumulative frequency analysis results based on the planned driving sections in the future is estimated. For example, as shown in Figure 4, the driving sections and their timings for the next N days are calculated based on the driving performance of the past N days. Based on the driving sections and their timings, the frequency analysis results for the driving sections stored in the evaluation information database 18 are added together, and the time history changes (for the next N days, N+1 days, etc.) are calculated. Furthermore, these calculation results can be stored in the evaluation information database 18 as update information.

[0040] This process is carried out by the evaluation information plan value calculation unit 15, the database information input / output unit 17a, and the evaluation information database 18.

[0041] Step S105: Based on the predicted value of the cumulative frequency analysis result obtained in Step 104 and the repair information stored in the repair information database 19, repair support information is output. For example, as shown in Figure 5, the cumulative fatigue damage degree and its timing can be calculated based on the frequency analysis of the monitored part so far, and the timing when the threshold set as the repair timing is exceeded can be presented as repair support information.

[0042] This process is carried out by the repair support unit 16, the database information input / output unit 17a, and the repair information database 19.

[0043] <Effects of Example 1> As described above, in Example 1, it is possible to output the repair timing from the predicted value of the time history change in the cumulative fatigue damage level at the monitored part and present it as support information, thereby improving the operational reliability of the railway vehicle 1. [Examples]

[0044] Embodiment 2 is a railway vehicle condition monitoring system 20b that uses a vibration sensor 5 mounted on the railway vehicle 1 and various databases to adjust the timing of repairs to a particular location based on vibration sensor information to be monitored by the railway vehicle 1.

[0045] <Configuration of Example 2> Figure 6 shows an example of the condition monitoring system 20b for the railway vehicle 1 in Example 2. The changes in the system configuration diagram in Figure 6 compared to the system configuration diagram in Figure 1 will be explained below.

[0046] First, the railway vehicle 1 is equipped with a condition monitoring system 20b which additionally comprises an operation information database 21 and a unit 22 for correcting evaluation information plan values.

[0047] The evaluation information plan value correction unit 22 outputs the correction information 49a to the database information input / output unit 17b, and inputs the plan information 50a from the database information input / output unit 17b, which is a combination of the update information from the evaluation information plan value calculation unit 15 and the operation information from the operation information database 21.

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

[0049] The operation information database 21 receives request information 47a and outputs operation plan information 48a, such as operation-related planning information, to the database information input / output unit 17b.

[0050] Furthermore, the operation information database 21 of the status monitoring system 20b described above may be configured to be able to input and output operation information by linking with an operation management system, etc.

[0051] Details of the above processing will be explained separately later.

[0052] <An example of a workflow for outputting repair support information from vibration sensor data> Figure 7 is a flowchart illustrating the processing of the condition monitoring system 20b of the railway vehicle 1, and explains the steps that are changes from the flowchart in Figure 2.

[0053] Step S106: Based on the cumulative frequency analysis results of the evaluation information obtained in Step S103 and the future operation plan information stored in the operation information database 21, a predicted value of the cumulative frequency analysis result based on the planned route is estimated. For example, using the frequency analysis results for the route stored in the evaluation information database 18 from the information of the route and time of travel that constitute the future operation plan, the time history change of the cumulative frequency analysis result is calculated, and this calculation result is stored in the evaluation information database 18 as update information.

[0054] This process is carried out by the evaluation information plan value calculation unit 15, the database information input / output unit 17b, the evaluation information database 18, and the operation information database 21.

[0055] Step S107: Based on the predicted values ​​of the future cumulative frequency analysis results obtained in Step S106, a decision is made as to whether or not to adjust these predicted values.

[0056] This process is carried out by the evaluation information plan value correction unit 22.

[0057] Step S108: If it was determined in Step S107 that the predicted values ​​should be adjusted, the predicted values ​​of the cumulative frequency analysis results are corrected. For example, the cumulative fatigue damage level calculated from the cumulative frequency analysis results processing is used as the target variable, and a combination optimization problem of the running sections is solved. This allows for the output of a running plan that considers running sections that fall below the threshold for the repair planning timing and the cumulative fatigue damage level.

[0058] This process is carried out by the evaluation information plan value correction unit 22, the database information input / output unit 17b, the evaluation information database 18, and the operation information database 21.

[0059] Step S109: Based on the predicted values ​​of the cumulative frequency analysis results obtained in Steps S108 and S106 and the repair information stored in the repair information database 19, repair support information is output.

[0060] This process is carried out by the repair support unit 16, the database information input / output unit 17b, and the repair information database 19.

[0061] <Effects of Example 2> (1) As described above, in Example 2, it is possible to output the repair timing from the predicted value of the time history change of the cumulative fatigue damage degree at the monitored part based on the operation plan and present it as support information, thereby improving the operational reliability of the railway vehicle 1.

[0062] (2) Furthermore, in Example 2, it becomes possible to provide support information that optimizes the timing of repairs by adjusting the change in the cumulative fatigue damage level at the monitored part based on the operation plan information, thereby optimizing the maintenance of the railway vehicle 1. [Examples]

[0063] Example 3 is a condition monitoring system 20c for a railway vehicle 1 that can adjust the timing of repairs to a particular location by estimating stress (or strain) information that should be monitored in the railway vehicle 1 using vibration acceleration information and vehicle operation information installed in the railway vehicle 1.

[0064] <Configuration of Example 3> Figure 8 shows an example of the condition monitoring system 20c for the railway vehicle 1 in Example 3. The changes from the system configuration diagram in Figure 6 to the system configuration diagram in Figure 8 will be explained below.

[0065] First, the railway vehicle 1 is equipped with multiple vibration acceleration sensors (5b, 5c), and is also fitted with a condition monitoring system 20c that constitutes a vibration estimation unit 23.

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

[0067] The vibration information acquisition unit 11b receives vibration acceleration sensor signals (31b, 31c), converts them into vibration acceleration sensor information 51a for estimating stress information of the monitored area, and outputs them to the vibration estimation unit 23.

[0068] The vibration estimation unit 23 receives vibration acceleration sensor information 51a and driving information 34a, and outputs the stress information estimation result of the monitored part and the vehicle driving information together as vibration information 52a to the evaluation information extraction unit 13b.

[0069] Details of the above processing will be explained separately later.

[0070] <An example of a workflow for outputting repair support information from vibration sensor data> Figure 9 is a flowchart illustrating the processing of the condition monitoring system 20c of the railway vehicle 1, and describes the steps that are changes from the flowchart in Figure 7.

[0071] Step S110: Vibration acceleration information for estimating stress information for the monitored area, as well as vehicle driving information such as speed pattern, driving position, and driving section, are acquired from the vibration acceleration sensors (5b, 5c) and the vehicle information management system 6.

[0072] This process is carried out by the vibration information acquisition unit 11b and the driving information acquisition unit 12.

[0073] Step S111: Based on the vibration acceleration information and vehicle operation information obtained in Step S110, stress information of the monitored part is estimated. For example, an estimation model that predicts the stress of the monitored part from vibration acceleration can be prepared based on stationary tests, running tests, and numerical analysis results. In addition, track infrastructure-specific events such as passing over switches can be taken into consideration in the estimation model based on vehicle operation information, and furthermore, an estimation model that takes into account repair information such as wheel grinding status can also be prepared.

[0074] This process is performed by the vibration estimation unit 23.

[0075] <Effects of Example 3> As described above, in Example 3, by utilizing simple and robust vibration acceleration sensors (5b, 5c), a system capable of long-term monitoring can be configured, and it becomes possible to present predicted values ​​of the time-history changes in the cumulative fatigue damage level at the monitored part as supporting information, thereby improving the operational reliability of the railway vehicle 1 and optimizing the operation and maintenance of the railway vehicle 1.

[0076] <Supplementary information on the embodiment> The above-described embodiment mentions the use of the present invention for monitoring the condition of a railway vehicle 1, but the uses of the present invention are not limited to this. Furthermore, the present invention is not limited to the above-described embodiments and includes various modifications. For example, the above-described embodiments are described in detail to make the present invention easier to understand, and are not necessarily limited to those comprising all the described configurations. Also, it is possible to replace parts of the configuration of one embodiment with those of another embodiment, and to add configurations from other embodiments to the configuration of one embodiment. Moreover, it is possible to add, delete, or replace parts of the configuration of each embodiment with those of other embodiments. [Explanation of symbols]

[0077] 1 ... Railway vehicles 2 ... Car body (half of the car body) 3... Orbit 4 ... Trolley 5…Vibration sensor 6. Vehicle Information Management System 7...Wheel set 8... Bogie frame 9 ... air spring 10... Damper receiver 11…Vibration information acquisition unit 12… Driving information acquisition unit 13…Evaluation Information Extraction Unit 14…Calculation section for performance data 15...Calculation unit for evaluation information plan values 16… Repair Support Department 17…Database Information Input / Output Unit 18…Evaluation Information Database 19…Repair Information Database 20…Status monitoring system

Claims

1. Vibration sensors installed on the body and bogies of the railway vehicle detect the vibration state of the railway vehicle, including stress and strain, and vibration information is acquired based on the detection results. The vehicle information management system retrieves information on driving speed, travel section, and distance from the vehicle operation information. We prepared frequency analysis results for the frequency of vibration occurrence calculated for each travel section from the aforementioned vehicle operation information and vibration information. Based on the aforementioned vehicle operation information and frequency analysis results, the current cumulative frequency is calculated. Based on the operational plan and operational performance, the remaining lifespan and the timing thereof are calculated from the predicted cumulative frequency in the future. A railway vehicle condition monitoring system characterized by outputting the repair schedule for the aforementioned railway vehicle.

2. In the status monitoring system according to claim 1, A railway vehicle condition monitoring system characterized in that the vibration sensors are installed around the couplers and welds between the vehicle bodies or between the vehicle body and the bogie.

3. In the status monitoring system according to claim 1, The frequency analysis results mentioned above are prepared by the frequency analysis process. The frequency analysis process is a rainflow process, A condition monitoring system characterized by calculating the cumulative fatigue damage level based on the frequency analysis results and evaluating the lifespan based on the said cumulative fatigue damage level.

4. In the status monitoring system according to claim 1, A railway vehicle condition monitoring system characterized by outputting the aforementioned operation plan that adjusts or extends the aforementioned repair period.

5. In the railway vehicle condition monitoring system according to claim 1, A railway vehicle condition monitoring system characterized in that some of the functions of the aforementioned condition monitoring system are handled by a remote central monitoring system or are built on the cloud.

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