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WO2016175182A1 - Système de gestion d'état d'utilisation pour paliers d'essieux - Google Patents

Système de gestion d'état d'utilisation pour paliers d'essieux Download PDF

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Publication number
WO2016175182A1
WO2016175182A1 PCT/JP2016/062953 JP2016062953W WO2016175182A1 WO 2016175182 A1 WO2016175182 A1 WO 2016175182A1 JP 2016062953 W JP2016062953 W JP 2016062953W WO 2016175182 A1 WO2016175182 A1 WO 2016175182A1
Authority
WO
WIPO (PCT)
Prior art keywords
railway vehicle
power generation
status management
usage status
management system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/JP2016/062953
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English (en)
Japanese (ja)
Other versions
WO2016175182A8 (fr
Inventor
毅 曹
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
NTN Corp
Original Assignee
NTN Corp
NTN Toyo Bearing Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by NTN Corp, NTN Toyo Bearing Co Ltd filed Critical NTN Corp
Priority to CN201680024538.3A priority Critical patent/CN107531259A/zh
Priority to DE112016001978.5T priority patent/DE112016001978T5/de
Publication of WO2016175182A1 publication Critical patent/WO2016175182A1/fr
Publication of WO2016175182A8 publication Critical patent/WO2016175182A8/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/04—Detectors for indicating the overheating of axle bearings and the like, e.g. associated with the brake system for applying the brakes in case of a fault
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/025—Absolute localisation, e.g. providing geodetic coordinates
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or trains, e.g. trackside supervision of train conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance

Definitions

  • the present invention relates to an axle bearing use status management system for managing a travel distance, a bearing temperature during travel, and the like for maintenance of an axle bearing in a railway vehicle.
  • Patent Document 1 As an abnormality diagnosis system for a railway vehicle, an apparatus for determining an abnormality of a serious accident such as derailment or collision based on a detection signal from a sensor unit attached to the railway vehicle is performed by periodic inspection. A system has been proposed in which a function for detecting and processing an abnormality in a vehicle or a track is added. In addition,
  • the system of Patent Document 1 adds an abnormality detection and processing function that is performed in a periodic inspection to a device that determines an abnormality of a serious accident, so that the entire system becomes complicated.
  • a simple maintenance system is desired.
  • the system of patent document 1 describes the example using position sensors, such as a GPS sensor, specifies the position on the track
  • the present invention solves the above-described problem, and is particularly useful in a railway vehicle having neither a current collector nor a travel drive source, and the use state of an axle bearing capable of managing the use state of the axle bearing with a simple configuration.
  • the purpose is to provide a management system.
  • the axle bearing usage status management system is a system for managing the usage status of at least one axle bearing of a railway vehicle.
  • the present axle bearing usage management system includes a GPS receiver mounted on the railway vehicle, a communication device mounted on the railway vehicle and wirelessly transmitting position information received by the GPS receiver, and the railway vehicle And a usage status management device provided outside.
  • the usage status management device includes travel distance calculation means for calculating a travel distance of the rail vehicle based on position information transmitted from the communication device of the rail vehicle.
  • the travel distance of the railway vehicle can be calculated by the use state management device only by mounting the GPS receiver and the communication device that transmits the received position information on the railway vehicle. From this calculated travel distance, it is possible to know how many times the axle bearing of the railway vehicle has rotated. Since it is only necessary to mount a GPS receiver and a communication device on a railway vehicle, it is sufficient if there is a power source that can drive them, and a simple power source is sufficient. Therefore, the usage status of the axle bearing can be managed with such a simple configuration. Therefore, it is particularly useful when the railway vehicle has neither a current collector nor a travel drive source.
  • the railway vehicle is preferably a railway vehicle that has neither a power source for traveling driving nor a current collector, like an intermediate vehicle of a freight train.
  • this system is not affected because it does not use a current collector or a travel drive source.
  • the apparatus further comprises at least one temperature sensor that is installed in the railway vehicle and detects a temperature of each of the at least one axle bearing, and the communication device transmits information on the temperature detected by the at least one temperature sensor. May be.
  • the temperature of the axle bearing can be monitored in real time by the use state management device outside the railway vehicle.
  • Many of the bearing abnormalities can be determined by temperature, and the use condition, wear, abnormality, etc. of the axle bearing can be accurately managed based on the total number of rotations of the bearing based on the travel distance and the bearing temperature.
  • a self-power generation device that is provided in the railway vehicle and generates electric power by energy generated by the traveling of the railway vehicle may be provided.
  • This self-generated power can drive a GPS receiver, a communication device, a temperature sensor, and the like. Because it uses self-power generation, it can save time and effort for battery replacement, unlike the case of using batteries.
  • With rail vehicles there are many vehicles that organize trains, and many trains need to be managed. Even if it is easy to replace the batteries of a single rail vehicle, the batteries of all the rail vehicles to be managed are used. It takes time and effort to manage. Such labor can be omitted or simplified by self-power generation.
  • various energies such as wind, axle rotation, vibration, and heat generation are generated by running, so a power generation method that uses the optimum energy according to the usage conditions and installation environment etc. Use it.
  • the power generation method of the self-power generation device may be a wind power generation method that generates power by the energy of traveling wind generated by the traveling of the railway vehicle. According to wind energy, energy can be converted into electricity regardless of wheel rotation systems such as axles.
  • the power generation method of the self-power generation device may be an axle power generation method in which power is generated by the energy of axle rotation generated by the traveling of the railway vehicle.
  • a dynamo or the like can be used, and a generator with a simple configuration can be used.
  • the power generation method of the self-power generation device may be a thermoelectric element power generation method that generates power using the heat generated by the axle box of the axle caused by the traveling of the railway vehicle. Even when a thermoelectric element is used, power can be generated with a simple configuration.
  • the power generation method of the self-power generation device may be a piezoelectric element power generation method having a self-power generation function by vibration during traveling. Railcars generate vibrations at various points during travel, so the vibrations are used for power generation. Even when a piezoelectric element is used, power can be generated with a simple configuration.
  • the communication device may be configured to transmit using a mobile communication network. Since mobile communication networks such as a mobile phone network are well established over a wide range, even in a railway vehicle having a wide traveling area, data can be transmitted to a usage status management device far away.
  • the communication device may be configured to transmit the data to the outside by train digital radio.
  • the train digital radio is a system that digitally communicates between a cab of a railway vehicle, a vehicle base, a command room, and the like, and is widely adopted. By using such an existing train digital radio to transmit position information by the GPS receiver and data such as temperature by a temperature sensor, this axle bearing usage status management system can be constructed more easily.
  • This axle bearing usage status management system is a system that manages the usage status of each axle bearing 3 (FIG. 2) in a plurality of railway vehicles 2 of a railway train 1.
  • these railway vehicles 2 have neither a current collector nor a travel drive source.
  • the intermediate railway vehicle 2 which is a vehicle other than the towing vehicle 2 ⁇ / b> A serving as the leading vehicle or the last vehicle, includes a current collector that receives electricity from an overhead line, an electric motor Neither a traveling drive source such as a diesel engine or the like is provided. That is, no power supply is installed.
  • This usage status management system is advantageously applied to such a railway vehicle 2.
  • This axle bearing usage status management system is advantageously applied not only to a freight train but also to the railcar 2 in a mixed train of passengers and freight.
  • each rail vehicle 2 of the train 1 includes a plurality of carriages 6.
  • a plurality of axle bearings 3 are installed on each carriage 6 via axle boxes 4 respectively.
  • the axle bearing 3 includes a double row tapered roller bearing in which rolling elements 9 are interposed between the inner ring 7 and the outer ring 8 in a double row.
  • the outer ring 8 of the bearing 3 is installed in the axle box 4, and the shaft end of the axle 10 is fitted to the inner periphery of the inner ring 7.
  • the end face of the axle 10 is covered with a front cover 11 and the axle bearing 3 cannot be seen from the outside, but in FIG. 2, the axle bearing 3 is shown as being exposed for convenience of illustration.
  • this usage status management system has a GPS receiver 12 (global positioning system) installed on each rail vehicle 2 of a train 1 and a temperature sensor 13 installed on each axle bearing 3 of the rail vehicle 2.
  • the wireless communication device 14 transmits the acquired information to the use status management device 18 of the vehicle management center via a mobile communication network such as a mobile phone network or a communication network 26 such as a train digital radio.
  • the communication device 14 transmits the position information, which is the acquired information, and the operating temperature during travel with an identification number for identifying each railway vehicle 2 and an identification number for identifying each axle bearing 3.
  • the usage status management device 18 can calculate the travel distance based on the acquired position information, and can detect a bearing abnormality by monitoring the temperature information of each axle bearing 3 in real time.
  • the train digital radio is a system that digitally communicates between a cab of a railway vehicle, a vehicle base, a command room, and the like.
  • the data transmitted by each rail vehicle 2 of the train 1 is, for example, the train digital radio communication device (not shown) provided in the towing vehicle 2A such as the leading vehicle.
  • the data may be transmitted from the communication device to the usage status management device 18 together. Instead, it may be transmitted directly from the communication device 14 of each railway vehicle 2 to the train digital radio communication network 26.
  • a self-power generating device 16 that self-generates power while the railway vehicle 2 made of a freight vehicle is traveling may be provided.
  • the GPS receiver 12, the temperature sensor 13, and the communication device 14 are driven using the power generated by the self-power generation device 16.
  • the power source 15 includes a secondary battery 17 in addition to the self-power generation device 16.
  • the power generated by the self-power generation device 16 is temporarily stored in the secondary battery 17, and the secondary battery 17 supplies the power. Power is supplied to each device such as the GPS receiver 12.
  • the GPS receiver 12, the temperature sensor 13, and the communication device 14 are vehicle-mounted devices 26 for the railway vehicle 2 in this usage status management system.
  • one GPS receiver 12 is provided in the railway vehicle 2.
  • the GPS receiver 12 is installed on the lower surface of the vehicle body 2a, the carriage 6 or the like.
  • the temperature sensor 13 is installed in the axle box 4 and detects the temperature of the axle bearing 3.
  • the temperature sensor 13 may be directly attached to the axle bearing 3.
  • One communication device 14 and one power source 15 may be provided in the railway vehicle 2 as well as the GPS receiver 12.
  • the communication device 14 and the power source 15 are both installed on the lower surface of the vehicle body 2a, the carriage 6 or the like.
  • the GPS receiver 12, the communication device 14, and the power supply 15 may be collectively stored in one case or the like and unitized. In addition to these, the temperature sensor 13 may also be united together.
  • the temperature sensor 13 Even if the temperature sensor 13 is unitized in this manner, a plurality of the temperature sensors 13 are installed on the axle bearings 3 apart from each other, and therefore, the communication device 14 and the power source 15 are connected to each other by a signal and power wiring (not shown). Connected. Instead of the wiring, the temperature sensor 13 and the communication device 14 may be connected via the short-range wireless communication means (not shown), or the power supply from the power supply 15 may be performed.
  • the self power generation device 16 of the power supply 15 may be any of the following self power generation devices.
  • Power generation by vehicle wind Specifically, it is a wind power generation system (a rotating power generator that rotates a rotor of a generator by rotating an impeller (not shown) by traveling wind).
  • (2) Power generation by axle rotation Specifically, it is an axle power generation system (a rotary power generator that transmits the rotation of the axle and rotates the rotor (not shown) of the generator).
  • it is a thermoelectric power generation method (a power generation device that converts heat of the axle box 4 into electric energy by a thermoelectric element (not shown)).
  • Power generation by vibration during driving Specifically, a piezoelectric element power generation method (a power generation apparatus that compresses a piezoelectric element (not shown) by vibration and converts it into electrical energy).
  • the power supply 15 may be constituted by only the secondary battery 17 or only the primary battery (not shown) without providing the self-power generation device 16.
  • the usage status management device 18 may be a computer serving as a server machine, a general-purpose computer, or a computer similar to a notebook personal computer, and is configured by a computer having a processing capacity corresponding to the scale of application.
  • the usage status management device 18 includes a communication device 19, a vehicle identification unit 20, a travel distance calculation unit 21, a vehicle speed calculation unit 22, an abnormality monitoring unit 23, a history recording unit 24, and a screen display unit 25.
  • the processor of the computer constituting the usage status management apparatus is programmed to execute these means 18 to 25.
  • the communication device 19 is a device that communicates with the communication device 14 in the vehicle-mounted device 26, and performs communication via the communication network 26.
  • the vehicle specifying means 20 is means for specifying which axle bearing 3 of which railway vehicle 2 is based on the identification number transmitted with the acquired information from the communication device 14 of the vehicle-mounted device 26. is there.
  • the travel distance calculation means 21 travels according to a predetermined arithmetic expression using a wheel diameter or the like for each axle bearing 3 from the amount of change in the position information of the GPS receiver 12 transmitted for each rail vehicle 2. It is a means for calculating the distance.
  • the travel distance calculation means 21 further calculates the cumulative travel distance by integrating the travel distances calculated for each operation of the railway vehicle 2.
  • the vehicle speed calculation means 22 is a means for calculating the vehicle speed of the railway vehicle 2 from the speed of change of the positional information of the GPS receiver 12 transmitted for each railway vehicle 2, that is, the differential value of the travel distance.
  • the abnormality monitoring means 23 monitors the temperature measured for each axle bearing 3 of each railway vehicle 2 and transmitted from the communication device 14. The abnormality monitoring means 23 further determines the occurrence of an abnormality in the axle bearing 3 when it meets a predetermined abnormality determination condition such that the temperature becomes equal to or higher than the set temperature in the monitoring process.
  • the history recording unit 24 records a vehicle speed history calculated by the vehicle speed calculation unit 22, a movement history, a travel distance calculated by the travel distance calculation unit 21, and a record recorded in the storage unit. Means having a processing function.
  • the screen display means 25 is provided in the use status management device 18 with the processing results of the travel distance calculation means 21, the vehicle speed calculation means 22, and the abnormality monitoring means 23, and items recorded in the history recording means 24. It is means for outputting and displaying on a screen of an image display device (not shown) such as a liquid crystal display device. This display is output in accordance with the instruction content from an input means (not shown).
  • the GPS receiver 12 can accurately grasp the current vehicle location, and can also manage the vehicle speed and record the movement history and travel distance.
  • the train 1 can be managed even if the composition changes.
  • Abnormality of the axle bearing 3 can be detected by monitoring the temperature information of the axle bearing 3 by the temperature sensor 13 in real time. The usage situation can be accurately grasped, and the safety of the railway vehicle 2 is improved.
  • the GPS receiver 12, the temperature sensor 13, and the communication device 14 use the power generated by the self-power generating device 16, so that no external power supply is required.
  • Vehicle 3 Axle bearing 12: GPS receiver 13: Temperature sensor 14: Communication device 18: Usage status management device 21: Travel distance calculation means

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Rolling Contact Bearings (AREA)
  • Arrangements For Transmission Of Measured Signals (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un système de gestion d'état d'utilisation pour des paliers d'essieux qui est particulièrement utile dans un véhicule de chemin de fer ne comprenant pas de collecteur de courant ni de source d'entraînement de déplacement, permettant de gérer l'état d'utilisation de paliers d'essieux grâce à une configuration simple. Un récepteur GPS (12) et un dispositif de communication (14) permettant de transmettre sans fil les informations de position reçues par le récepteur sont montés sur un véhicule de chemin de fer (2). Le dispositif de gestion d'état d'utilisation (18) est disposé sur l'extérieur, et le dispositif de gestion d'état d'utilisation (18) est doté d'un moyen de calcul de distance parcourue (21) permettant de calculer la distance parcourue par le véhicule de chemin de fer (2) sur la base de données transmises à partir du dispositif de communication (14) du véhicule de chemin de fer (2). Le véhicule de chemin de fer (2) est également doté de capteurs de température (13) permettant de mesurer la température de paliers d'essieux (3), et la température mesurée est transmise au dispositif de gestion d'état d'utilisation (18) par le dispositif de communication (14).
PCT/JP2016/062953 2015-04-30 2016-04-25 Système de gestion d'état d'utilisation pour paliers d'essieux Ceased WO2016175182A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201680024538.3A CN107531259A (zh) 2015-04-30 2016-04-25 车轴轴承使用状况管理系统
DE112016001978.5T DE112016001978T5 (de) 2015-04-30 2016-04-25 Achslagernutzungsstatusverwaltungssystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2015-092540 2015-04-30
JP2015092540A JP2016210209A (ja) 2015-04-30 2015-04-30 車軸軸受使用状況管理システム

Publications (2)

Publication Number Publication Date
WO2016175182A1 true WO2016175182A1 (fr) 2016-11-03
WO2016175182A8 WO2016175182A8 (fr) 2017-10-26

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PCT/JP2016/062953 Ceased WO2016175182A1 (fr) 2015-04-30 2016-04-25 Système de gestion d'état d'utilisation pour paliers d'essieux

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JP (1) JP2016210209A (fr)
CN (1) CN107531259A (fr)
DE (1) DE112016001978T5 (fr)
WO (1) WO2016175182A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP7671129B2 (ja) * 2019-09-13 2025-05-01 ナブテスコ株式会社 鉄道用状態監視装置、鉄道車両の台車、鉄道車両
JP7605709B2 (ja) 2021-07-02 2024-12-24 株式会社日立インダストリアルプロダクツ 鉄道車両用電動機軸受の異常診断システム並びに方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10217964A (ja) * 1997-01-31 1998-08-18 Ntn Corp 鉄道車両軸受異常検出装置
JP2001138911A (ja) * 1999-11-12 2001-05-22 Ntn Corp 貨物列車の発電機構およびこれを利用した情報通信システム
JP2005024437A (ja) * 2003-07-04 2005-01-27 Hitachi Industrial Equipment Systems Co Ltd 移動距離算出装置、移動体位置測位装置、保守情報管理装置及び移動距離算出方法
JP2008168761A (ja) * 2007-01-11 2008-07-24 Railway Technical Res Inst 鉄道車両の異常検知方法およびそのシステム
JP2009072057A (ja) * 2007-08-22 2009-04-02 Mitsubishi Electric Corp 車両の異常検知システムおよび方法
JP2013169965A (ja) * 2012-02-23 2013-09-02 Hitachi Ltd 発電装置を備えた鉄道車両用台車およびその台車を備える鉄道車両

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1535873A (zh) * 2003-04-03 2004-10-13 杨劲松 利用gps确定线路里程的方法及其应用
WO2012032916A1 (fr) * 2010-09-09 2012-03-15 株式会社日立国際電気 Système de surveillance
CN103204172A (zh) * 2012-01-12 2013-07-17 中国北车股份有限公司大连电力牵引研发中心 自动报站方法和装置

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH10217964A (ja) * 1997-01-31 1998-08-18 Ntn Corp 鉄道車両軸受異常検出装置
JP2001138911A (ja) * 1999-11-12 2001-05-22 Ntn Corp 貨物列車の発電機構およびこれを利用した情報通信システム
JP2005024437A (ja) * 2003-07-04 2005-01-27 Hitachi Industrial Equipment Systems Co Ltd 移動距離算出装置、移動体位置測位装置、保守情報管理装置及び移動距離算出方法
JP2008168761A (ja) * 2007-01-11 2008-07-24 Railway Technical Res Inst 鉄道車両の異常検知方法およびそのシステム
JP2009072057A (ja) * 2007-08-22 2009-04-02 Mitsubishi Electric Corp 車両の異常検知システムおよび方法
JP2013169965A (ja) * 2012-02-23 2013-09-02 Hitachi Ltd 発電装置を備えた鉄道車両用台車およびその台車を備える鉄道車両

Also Published As

Publication number Publication date
CN107531259A (zh) 2018-01-02
DE112016001978T5 (de) 2018-03-01
WO2016175182A8 (fr) 2017-10-26
JP2016210209A (ja) 2016-12-15

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