JP6416739B2 - Pantograph abnormality detection method and detection apparatus - Google Patents

Description

  The present invention relates to a method and apparatus for detecting an abnormality of a pantograph in an electric railway that collects current from a catenary train line to a vehicle via a pantograph. In particular, the present invention relates to a pantograph abnormality detection method and the like that can detect an abnormality such as a stepped wear file plate falling off a pantograph sliding plate with high accuracy even with a small number of sensors.

  When a serious abnormality occurs in the pantograph, there is a possibility that the train line equipment may be damaged over a wide range, and when the degree of damage is large, long-time driving inhibition occurs. One of the pantograph abnormalities is step wear on the sliding plate. Stepped wear can also cause damage to the slats and hulls, and eventually damage the entire pantograph.

  Here, an outline of the catenary train line and the pantograph will be described with reference to FIG. 3 (A), FIG. 8 and FIG. FIG. 3A is a plan view schematically showing a state where the trolley wire T is installed. FIG. 8 is a perspective view showing a simple catenary-type train line 1 and a part of a support structure thereof. FIG. 9 is a front view showing an example of the structure of the upper part of the pantograph P (near the hull).

  In FIG. 8, a trolley line T extending in the longitudinal direction of the rail is shown. The trolley wire T is a rod-like one made of copper or the like, and slides on the pantograph sliding plate 11 shown in FIG. 9 to supply power to a vehicle (not shown). The trolley line T is supported by a mountain-shaped suspension line 2 extending in the rail longitudinal direction via a hanger 3 extending vertically so as to be as horizontal as possible. These trolley lines T, hangers 3, suspension lines 2, etc. are collectively referred to as train lines 1.

  The support structure 5 that supports the train line 1 includes, for example, a utility pole 50 shown in FIG. 8, a horizontal pipe 51 supported by the utility pole 50, and the like. In addition to supporting the suspension wire 2 in the vertical direction, the support structure 5 includes a curved metal fitting 45 that pulls the trolley wire T in the sleeper direction (perpendicular to the rail longitudinal direction on the raceway surface) (in this specification, “curved line”). “Hook” is used to include “rest bracket”.

  The curved metal fitting 45 is also provided at a bending point 9 (to be described later with reference to FIG. 3) of the trolley line T and a bending point (curve, branching / merging) of the center line of the train line. In addition to being attached to the horizontal pipe 51, the curved metal fitting 45 is attached to the utility pole 50 via a wire (not shown) or attached to a lower bundle (not shown). Such a curved metal fitting 45 has a strength capable of withstanding a tensile force such as a lateral tension of the trolley wire and a wind pressure load acting on the trolley wire.

  Next, an arrangement state of the trolley wire T on the horizontal plane (parallel surface of the raceway surface) will be described with reference to FIG. As shown in FIG. 3A, the trolley line T is constructed in a zigzag so as to repeatedly traverse the orbit center line C at a certain pitch in plan view (referred to as lateral deviation). As a result, the sliding positions of the pantograph sliding plate 11 and the trolley line T are dispersed in the sleeper direction, and the wear of the sliding plate 11 is averaged.

  A specific example of the lateral displacement is ± 250 mm and a period of 100 m. In the case of the train line in this figure, the left / right deviation period 100 m is twice the pitch 50 m of the support structure 5. The position where the support structure 5 exists is called “support point 5”, and the pitch is also called “span”. The curved fitting (or brace) 45 described above is disposed at the bending point 9 of the lateral displacement of the trolley wire T, and the trolley wire T is pulled in the direction perpendicular to the rail.

FIG. 9 is a front view showing an example of the structure of the upper part (near the hull) of the pantograph.
The pantograph P includes a boat body 10 that holds a sliding plate 11 that slides along a trolley line T. The hull 10 is supported by a frame (not shown) installed on the roof of the electric railway vehicle so as to be able to stand up and down.

  The boat body 10 is a box-like body that extends along the width direction (the sleeper direction) of the vehicle body. A sliding plate 11 (divided into three pieces in this example) is attached to the upper surface of the boat body 10. For example, the slip plate 11 is made of an iron-based or copper-based sintered alloy, a carbon-based material, or the like. The sliding plate 11 is in direct contact with the trolley wire T. The boat body 10 includes those supported by the left and right boat supports 13 near both ends and those supported near the center (not shown). The horn 14 extending in the lateral direction outward and downward prevents the trolley wire T from entering under the boat body 10. The horn 14 includes a horn 14 attached to the boat support 13 and a horn 14 attached to the boat body 10 (not shown).

  The form of sliding surface wear of the pantograph sliding plate will be described with reference to FIG. As shown in FIG. 10A, the upper surface (trolley wire sliding surface) 11b of the sliding plate 11 is generally worn gradually and gently as the train travels. That is, in the worn portion 11d, the center portion in the sleeper direction is generally a wide bottom having a relatively large (deep) wear reduction, and the wear reduction is generally reduced toward the left and right ends. Then, for example, the plate is replaced with a remaining plate thickness of about 2 mm.

  However, in rare cases, local and steep stepped wear may occur. This is generally called “stepped wear” (reference numeral 11x) (see FIGS. 10B and 10C). In particular, as shown in FIG. 10 (C), a stepped wear 11x exists in two locations facing each other, and a groove between them is called “groove wear” (reference numeral 11y).

  The occurrence of stepped wear 11x is common in the DC section, but it has also been reported in the AC section. Moreover, it does not occur in a specific pantograph file, but it has been reported regardless of the type of pantograph (single arm, rhombus) file (metal-based, carbon-based). Furthermore, there are various kinds of slopes and wear depths of the stepped wear 11x (several mm to 10 mm). Although the occurrence positions tend to occur frequently near the center of the hull or near the boundary between the main sliding board 11g and the auxiliary sliding board 11h, occurrences at other positions have also been reported. In addition, the number of pantographs mounted on the train with stepped wear 11x and the running speed are various.

  When the stepped wear 11x occurs, the trolley wire T is caught on the sliding plate at the shoulder of the stepped wear 11x, and the trolley wire T is difficult to be displaced (slid) left and right in the sleeper direction on the sliding plate 11. Therefore, the trolley wire T slides longer at the bottom portion of the stepped wear 11x (the sliding frequency with the trolley wire increases). As a result, the wear of the stepped wear part further develops, and in some cases, there is a possibility that the sliding plate 11 and the boat body 10 (see FIG. 9) may be broken and the train line may be damaged accordingly. By the way, the pantograph sliding plate is generally divided into a plurality of pieces in the direction perpendicular to the rail, but if one of the divided sliding plates falls off, the situation is similar to the above stepped wear. Can be.

  In order to prevent such accidents, railway operators will conduct a visual inspection of the sliding plate during regular inspections, and install a pantograph sliding plate measuring device at the entrance of the vehicle base to determine the presence or absence of step wear, The sliding plate where the stepped wear is recognized is appropriately replaced. However, when the progress rate of step wear is high, step wear may occur and grow between the next inspections, and there is a possibility that the sliding plate and the hull will be damaged. Therefore, it is required to automatically detect the presence or absence of stepped wear at a cycle shorter than the cycle of these inspections.

However, since stepped wear does not occur in a specific type of sliding plate or a specific part, the following matters are required for its detection.
A) It must be able to be detected regardless of where the stepped wear occurs (such as in the middle of the hull or near the boundary between the main and auxiliary sliding plates).
B) It should be possible to detect without depending on the pantograph type, sliding plate type, pantograph mounting position, the number of mounted pantographs, and the train traveling speed.
C) There are various types of wear. Of these, only those with a high possibility that the wear rate will grow rapidly are determined as stepped wear.
D) The inspection must be possible at a high frequency.

  As a detection method, a method of mounting a sensor or the like on either a pantograph or a ground facility such as a train line can be considered. However, although the pantograph can always be monitored for the former, since it is necessary to mount a detection system on all pantographs of all vehicles, the introduction cost is high. Regarding the latter, there are (1) a method of detecting by a sensor such as an accelerometer and (2) a method of detecting from an image taken by a video camera or the like. However, since it is difficult to predict in advance the wear shape on which the trolley wire is caught, it is difficult to detect stepped wear according to (2). Therefore, the present inventors mainly focused on a method of installing sensors such as accelerometers or strain gauges on ground equipment in a section and monitoring all pantographs mounted on all vehicles passing through the section. Have been developing.

  The present inventors have focused on step wear as a pantograph abnormality and have developed two methods that enable early detection of step wear (Non-Patent Document 1). However, in order to apply these methods, there are some problems such as a large number of sensors required. Therefore, a new method has been developed that can detect stepped wear effectively with a small number of sensors (Patent Document 1, Non-Patent Document 2).

Patent Document 1 Patent Publication 2015-150997 “Pantograph Abnormality Detection Method and Detection Device”
Non-Patent Document 1 Takayuki Usuda, Mitsuru Ikeda, “Detection of wear with stepped strips by vibration measurement of trolley wire”, Railway Research Institute report, Vol.25, No.4, April 2011 Non-patent document 2 Tatsuya Koyama, Usuda Takayuki, “Pantograph Anomaly Detection Method by Measuring Stress of Curved Brackets”, Dynamics and Design Conference 2015 USB Proceedings, Japan Society of Mechanical Engineers, August 2015

  In Patent Document 1, although a correction method for wind load is described, it does not mention improvement of detection accuracy of stepped wear. SUMMARY OF THE INVENTION An object of the present invention is to provide a pantograph abnormality detection method and a detection device that can detect stepped wear and the like at a location of large train line deviation with a high accuracy with a small number of sensors.

  The abnormality detection method of the pantograph of the present invention is a method of detecting an abnormality of the pantograph, and measures a load applied to a curved metal fitting or a brace that supports a trolley wire that slides with the pantograph in a direction perpendicular to the rail, A high-frequency vibration component is removed from the measured load, and when the absolute value of the load after removing the high-frequency vibration component exceeds a predetermined threshold, it is determined that the pantograph is likely to be abnormal.

  The pantograph abnormality detection device according to the present invention is a device that detects a pantograph abnormality, and is a load that measures a load applied to a curved pulling bracket or a brace that supports a trolley wire that slides with the pantograph in a direction perpendicular to the rail. Measuring means (such as strain gauge 61 in the embodiment), filter means for removing high-frequency vibration components from the measured load (low-pass filter 72), and the absolute value of the load after removing high-frequency vibration components has a predetermined threshold value When exceeding, an abnormality determining means (stepped wear determining unit 73) for determining that there is a possibility of abnormality in the pantograph is provided.

  In the present invention, the load applied to the curved metal fitting or the brace is measured at three adjacent support points, and the load at the first support point and the second support point among the three support points. Is added to obtain one or two support point addition loads, and the load at the second and third support points is added to obtain two or three support point addition loads. When exceeding, it is preferable to determine that there is a possibility of abnormality in the pantograph.

  ADVANTAGE OF THE INVENTION According to this invention, the pantograph abnormality detection method and detection apparatus which can detect with high precision also about the step wear etc. in the location of a big train line deviation can be provided. Thereby, the train carrying the pantograph with stepped wear is restrained, and the pantograph and the train line can be prevented from being greatly damaged, thereby contributing to stable transportation of the train. In addition, the number of sensors can be reduced, and the sensors can be attached to the curved fittings closest to the support structure (electric poles, etc.), so that the facilities are simple and installation and maintenance are easy.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments of a pantograph abnormality detection method and detection apparatus according to the present invention will be described with reference to the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows the structure of the pantograph abnormality detection apparatus which concerns on one Embodiment of this invention, Comprising: (A) is the structure of a curve drawing metal fitting, and the arrangement | positioning state of the strain gauge 61 and signal transmission system (FM telemeter 65 etc.). It is a front view to show, (B) is a block diagram which shows the outline | summary of the whole detection apparatus. It is a flowchart which shows effects | actions, such as a step wear determination part, in the pantograph abnormality detection apparatus which concerns on embodiment of FIG. FIG. 3A is a plan view schematically showing a state in which the trolley wire T is installed and a pantograph sliding plate 11 (with stepped wear 11x) of the vehicle traveling in the rail longitudinal direction along the trolley wire T. FIG. FIG. 3B is a front view schematically showing the state where the trolley wire T slides in the stepped wear 11x portion of (A) while the trolley wire T is displaced laterally (the behavior of the trolley wire T in the vicinity of the stepped wear 11x). FIG. FIG. 6 is a schematic plan view for explaining the force acting on the curved drawing metal fitting 45 when the pantograph sliding plate 11 with the stepped wear 11x passes. 6 is a graph schematically showing transition of force (load) in a sleeper direction applied to a curved metal fitting 45. It is a graph of the curve metal fitting load measured in the test using one embodiment of the present invention. It is a graph of the curve metal fitting load measured in the test using one embodiment of the present invention. It is a flowchart explaining the stepped wear determination algorithm in other embodiment of this invention. It is a perspective view which shows a part of simple catenary-type train line 1 and its support structure. It is a front view which shows the example of the structure of the upper part (near the hull) of the pantograph P. It is a typical front view for demonstrating the form of sliding surface abrasion of a pantograph slip board.

T: Trolley line, C: Track (train line) longitudinal center line, P: Pantograph 1; Train line, 2; Suspension line, 3; Hanger, 5: Support structure, 9; Bending point 10; Slide board, 13; boat support, 14; horn 43; signal line, 45, 45-1, 45-2, 45-3; curved metal fitting 50; utility pole, 51; horizontal pipe, 52; Arm, 57; Train operation command, 59; Handle fitting part 61; Strain gauge, 65; FM telemeter 71; Receiver, 72; Waveform processing part, 73;

  First, the behavior of the trolley wire T and the load applied to the curved metal fitting 45 when stepped wear occurs will be described with reference to FIG. FIG. 3A is a plan view schematically showing a state in which the trolley wire T is installed and a pantograph sliding plate 11 (with stepped wear 11x) of the vehicle traveling in the rail longitudinal direction along the trolley wire T. FIG. FIG. 3B is a front view schematically showing the state where the trolley wire T slides in the stepped wear 11x portion of (A) while the trolley wire T is displaced laterally (the behavior of the trolley wire T in the vicinity of the stepped wear 11x). FIG.

  In FIG. 3, a trolley line T indicated by a thick solid line is basically disposed so as to extend in the longitudinal direction of the rail and to be zigzag in the sleeper direction at a constant period. Trolley line T is pillowed at curved lines 45-1, 45-2, and 45-3 at support point 5-1, support point 5-2, and support point 5-3 from the left side to the right side of the figure. It is pulled and held in the cross direction. The curved metal fitting 45 is held at three trolley wire bending points 9-1, 9-2, and 9-3 in the drawing.

  In FIG. 3A, the pantograph sliding plate 11 that travels is shown at eight locations ((a) to (ku)). On the sliding plate 11, two stepped wears 11x and 11x ′ are shown facing the lower side of the center line C in the figure. In FIG. 3 (B), the upper left (a) and (e) are stepped while the trolley wire T slides on the normal portion 11t (smooth portion with almost no step) of the sliding plate upper surface 11b. It is a situation where the left and right are displaced so as to approach the wear 11x portion. At this time, the trolley wire T is smoothly displaced without being caught. (A) and (O) correspond to (A) or (E) in FIG. 3A, but the actual lateral displacement direction of the trolley line T is opposite ((A) and (F) etc.))

  The (b) and (f) diagrams in the upper right in FIG. 3 (B) show a situation where the trolley wire T has slipped down from the step wear 11x and entered the step wear bottom 11z. Also at this time, the trolley wire T is smoothly displaced without being caught.

  Next, the lower left (c) and (g) in FIG. 3 (B) show that the trolley wire T advances along the stepped wear bottom 11z to the right in the figure and the right step wear 11x ′ (steep wear). Part). At this time, the lateral displacement of the trolley wire T is caught by the stepped wear 11x ′ and stopped, and the trolley wire T cannot move to the surface 11b above the stepped wear 11x ′. However, the sliding plate 11 (vehicle / pantograph) advances during that time, and the sliding movement between the trolley wire T in the rail longitudinal direction and the sliding plate 11 continues. In the meantime, the amount (dimensions) of the lateral displacement obstructed by the stepped wear 11x ′ increases. While the trolley wire T is caught by the stepped wear 11x ′, the elastic pressing force F against the trolley wire T due to the forced stop of the lateral displacement is applied in the left direction in the figure.

  That is, as shown in FIG. 4, the trolley wire T2 (broken line) hooked on the stepped wear 11x ′ of the sliding plate 11 is pulled by the sliding plate 11 and bent downward in the drawing. A force F indicated by a black arrow is applied from the sliding plate 11 to the trolley wire T2. This force F is received by the curved drawing metal fittings 45-2 and 3 for positioning the trolley wire T2 in the sleeper direction, and a lateral load f · f ′ indicated by a hollow arrow is applied to each metal fitting. The basic idea of the present invention is to measure the load applied to the curved metal fitting 45 and detect the occurrence of the stepped wear 11x.

  Returning again to FIG. The right and left (D) and (G) diagrams in FIG. 3 (B) show the left and right deviations that were disturbed in the situations (C) and (G), and the force F increases to limit the limit of the catch. In this state, the trolley wire T has overcome the stepped wear 11x ′ on the right side of the figure. Then, the trolley wire T has escaped from the stepped wear bottom 11z and climbed to the top surface 11b of the sliding plate. At this time, the trolley wire T vibrates freely as if it were a played string. The method described in Non-Patent Document 1 and the like is to detect the occurrence of stepped wear 11x by detecting this vibration.

  As described above, when the trolley wire T is caught on the stepped wear 11x of the sliding plate 11, the acting force F acting on the trolley wire T from the sliding plate 11 gradually increases as the train progresses, and the stepped wear occurs. Since it decreases suddenly at the moment when the trolley wire comes out from the bottom portion 11z, a sawtooth waveform is obtained as a whole. Then, the load f · f ′ of the curved metal fitting responsible for the force F and the distortion of the metal fitting accompanying the load are also saw-toothed.

  Next, the configuration of a pantograph abnormality detection device according to one embodiment of the present invention will be described with reference to FIG. In FIG. 1, (A) is a front view showing a configuration of a curved metal fitting and an arrangement state of a strain gauge 61 and a signal transmission system (such as an FM telemeter 65). (B) is a block diagram showing an outline of the entire detection device.

  A horizontal pipe 51 which is a part of the support structure 5 (see FIG. 8) is shown in the upper part of FIG. A curved metal fitting 45 is attached below the horizontal pipe 51 via a support metal fitting 52. The curved pulling fitting 45 has portions such as a pulling fitting 59, an arm 54, and an ear 53 from the end supported by the support fitting 52 to the front. The curved metal fitting 45 is supported by the support metal 52 so as to be rotatable on a vertical plane. An ear 53 is connected to the tip of the arm 54, and the trolley wire T is gripped by the ear 53. The trolley wire T is fixed in the horizontal direction by such a curved metal fitting 45. The trolley wire T is suspended in the vertical direction by the hanger 3 and the overhead wire 2 (see FIG. 8), and can be shaken up and down. In accordance with the vertical movement of the trolley line T, the curved metal fitting 45 swings up and down.

  In the present embodiment, a strain gauge 61 as a load sensor is affixed to the curved portion 54b of the arm 54 of the curved metal fitting 45. As the load sensor, a load cell, an FBG sensor, or the like can be used in addition to the strain gauge. The load sensor can also be attached to the straight portion 54a of the arm 54 of the curved pulling fitting 45, the ear portion 53, the pulling fitting 59, or the like.

  A signal line (wired) 43 is connected to the strain gauge 61, and the signal line 43 extends to the FM telemeter 65 near the curved metal fitting 45. The FM telemeter 65 is fixed on the horizontal pipe 51 or the utility pole 50 (see FIG. 8) shown in FIG.

  As shown in the block diagram of FIG. 1 (B), the pantograph abnormality detection device includes a receiver 71, a stepped wear determination unit 73, and a waveform processing unit 72 in addition to the strain gauge 61 and the FM telemeter 65 described above. Yes. The FM telemeter 65 transmits the distortion signal to a nearby receiver 71 wirelessly. The receiver 71 is disposed near the utility pole.

  The waveform processing unit 72 includes a low-pass filter that is a characteristic configuration of the present embodiment. The frequency band through which the low-pass filter passes and the operation of the low-pass filter will be described later. As disclosed in Patent Document 1, a high-pass filter (for example, a cut of less than 0.1 Hz) or a band-pass filter for canceling wind loads can be used.

  The waveform-processed strain (load) signal is sent to the stepped wear determination unit 73, which determines whether or not stepped wear (abnormality possibility) exists. As an example, the function of the stepped wear determination unit 73 is realized by loading and executing a program stored in a storage medium (not shown) in a processor of a computer device (not shown). The determination result of the presence or absence of step wear is sent to the train operation command 57 or the like.

  FIG. 2 is a flowchart showing the operation of the stepped wear determination unit in the pantograph abnormality detection device of FIG. A load signal from which the high-frequency component is removed by the waveform processing unit 72 is measured by the stepped wear determination unit 73 by measuring the load acting on the curved metal fitting by the strain gauge 61 and the like. That is, it is determined whether or not the load applied to the curved metal fitting 45 exceeds a predetermined threshold (S1). In the case of “excess (YES)”, it is determined that the pantograph has stepped wear (S2). If the load is equal to or less than the threshold value in S1, it is determined that there is no stepped wear (S3).

  Next, another embodiment in which a load is measured at a plurality of adjacent support points 5 will be described. In order to estimate the range that can be measured by the method of the present invention, a trolley wire with a 50m span length is used by the electrical resistance method ("Characteristics of trains and pantographs", edited by Railway Technical Research Institute, 1993). The reaction force generated in the curved metal fitting when the sleeper direction load (100N) was applied was obtained.

  In FIG. 5, when a sleeper direction load (100 N) is applied to the trolley line T at the point xf at a distance xf from the first support point 5-1 (see FIG. 3) to the load position in the sleeper direction, A force f1xf generated on the curved metal fitting 45-1 at the first support point 5-1 and a force f2xf generated on the curved metal fitting 45-2 at the second support point 5-2 of the train line are shown. In addition, f1xf + f2xf is also shown.

From Fig. 5, f1xf + f2xf It can be seen that a force of about 50% of the static load can be grasped by measuring. If the load in the sleeper direction of the trolley wire T can be grasped to this extent, it is possible to sufficiently determine the presence or absence of stepped wear by measuring the lateral load of the curved drawing metal fitting 45. That is, by measuring and adding f1xf and f2xf at the same time, it is possible to detect the stepped wear regardless of the position in the sleeper direction of the stepped wear of the pantograph sliding plate.

  When the method of the present embodiment is applied to a train line, even if there is a stepped wear at only one place as shown in FIG. Stepped wear can be detected by measuring strain. Therefore, compared with the method of detecting the trolley wire T vibration of Non-Patent Document 1, stepped wear can be detected with a small number of sensors. Furthermore, because the vibration detection method places the sensor at a position away from the support point, when using a wired sensor, it was necessary to wire the sensor cable to the overhead wire, but the new method measured only at the support point. Therefore, the installation of the sensor is extremely easy as compared with the conventional method.

  The present inventors verified that there is no possibility of erroneous detection or oversight in the abnormality detection method of the present embodiment through tests on actual tracks and train lines. In this document, false detection means judging that there is step wear when a normal pantograph passes, and overlooking means judging that a pantograph with step wear on the slide plate is normal. To do.

  Since it is difficult to carry out a test to run a business line by mounting a slip plate with stepped wear on a pantograph, the ground plate with stepped wear formed by machining is used as a pantograph for grounding a maintenance vehicle. The condition with step wear was simulated by fixing and running a maintenance vehicle. In this sliding plate, groove wear having step wear is formed at two locations. The depth of groove wear is 2 mm, and the distance between step wear, that is, the width of groove wear is 20 mm. Since this step wear is a small step compared to the wear determined as step wear in the past, if this step wear can be detected, the detection capability is sufficient.

  For maintenance vehicles with simulated stepped wear, the running speed was 5 km / h, and the position of the stepped wear part in the sleeper direction was 115 mm from the center of the track in the direction of the curved metal fittings with strain gauges. In addition, during the test period, no occurrence of stepped wear was observed in the pantographs of the business trains. Therefore, the pantographs of the business trains were all treated as healthy in these tests.

  FIG. 6 is a graph of a curved fitting load signal measured in a test using one embodiment of the present invention. The vertical axis is the amount of distortion generated in the curved metal fitting, and the horizontal axis is time. (A) and (B) are graphs of signals that do not pass through the low-pass filter, and (C) and (D) are graphs of signals that pass through the low-pass filter. Further, (A) and (C) are data of a relatively long time including before and after the trolley wire T passes through the stepped wear, and (B) and (D) are horizontal axis (time) enlargements near those peaks. FIG. In this test, a low-pass filter having a pass band of 2 Hz or less was used.

  In all the graphs, a sawtooth waveform generated when the trolley wire T is caught in the stepped wear of the sliding plate appears. However, the clarity of the sawtooth waveform is clear in the graphs (C) and (D) of the low-pass filter passing signal.

  With regard to the low-pass filter relating to the feature of the present invention, in the signals (A) and (B) that do not pass through the low-pass filter, even in a graph (straight line) without step wear, an impulse-like shape exceeding the threshold (30 μSt) It can be seen that a peak is present. This seems to be a high-frequency disturbance that is amplified for some reason. In the graphs (C) and (D) where the high-frequency disturbance signal is removed, there is a clear difference in signal strength between the stepped wear portion and the other portions, and the accuracy is high. It is clear that it is possible to detect the wear of a stepped plate.

  FIG. 7 is a flowchart for explaining a stepped wear determination algorithm in a stepped wear detection method according to another embodiment of the present invention. The characteristic points in this algorithm are as follows. The load applied to the curved metal fitting 45 is measured at three adjacent support points 5-1, 2, 3 (see FIG. 3A). Then, the load of the curved metal fitting 45-1 at the first support point 5-1 and the load of the curved metal fitting 45-2 at the second support point 5-2 is added to the three support points. A point addition load is obtained, and a load at the second support point 5-2 and the third support point 5-3 is added to obtain a few support point addition loads. Then, when any one of the two addition loads exceeds a predetermined threshold, it is determined that there is a possibility of abnormality in the pantograph.

  That is, as shown in FIG. 7, the load (strain) signal 1 of the curved metal fitting 45-1 and the inverted signal of the load signal 2 of the curved metal fitting 45-2 are added (S1). Here, the reason why the load signal 2 of the curved metal fitting 45-2 is inverted is that the force applied to both curved metal fittings 45 is different between tension and compression, and therefore, if they are simply added, a corresponding portion is canceled out. The sum signal is passed through a low-pass filter (or band-pass filter) to remove high-frequency components that become noise (S2). Note that the load signal before addition may be filtered. Then, when the added load exceeds a predetermined threshold, it is determined that there is wear on the sliding plate step (S3 and S4).

  Further, the load signal 3 of the third curved metal fitting 45-3 and the inverted signal of the load signal 2 of the curved metal fitting 45-2 are added (S1 '). The sum signal is passed through a low-pass filter (or a band-pass filter) to remove high-frequency components that become noise (S2 ′). Note that the load signal before addition may be filtered. Then, when the additional load exceeds a predetermined threshold value, it is determined that there is wear on the sliding plate step (S3 ′ / S4 ′).

  In the case of this embodiment, a relatively large load signal can be obtained stably regardless of the step wear in any position in the sleeper sleeper direction. In addition, it is possible to grasp any stepped wear that is caught in either the reciprocal direction of the lateral displacement. Therefore, a highly accurate pantograph abnormality determination can be performed.

Claims (6)

A method for detecting a pantograph abnormality,
Measure the load applied to the curved bracket or brace that supports the pantograph and the trolley wire that slides in the direction perpendicular to the rail , at three adjacent support points ,
Remove high-frequency vibration components from the measured load,
The load at the first support point and the second support point is added to the three support points to obtain one or two support point addition loads, and the load at the second support point and the third support point is added. Obtain a few additional support points,
A method for detecting an abnormality of a pantograph , wherein when any one of the two addition loads exceeds a predetermined threshold, it is determined that the pantograph has an abnormality possibility . 2. The pantograph abnormality detection method according to claim 1, wherein even if an absolute value of a load at one of the three support points exceeds a predetermined threshold, it is determined that the pantograph may be abnormal. .   3. The pantograph abnormality detection method according to claim 1, wherein a high-frequency vibration component equal to or higher than a predetermined frequency is removed by a low-pass filter. An apparatus for detecting an abnormality of a pantograph,
A load measuring means for measuring a load applied to a curved pulling fitting or a brace that supports the pantograph and the trolley wire that slides in a direction perpendicular to the rail;
Filter means for removing high-frequency vibration components from the measured load;
When the absolute value of the load after removing the high-frequency vibration component exceeds a predetermined threshold, an abnormality determining means for determining that there is a possibility of abnormality in the pantograph;
Bei to give a,
The load measuring means measures the load applied to the curved metal fitting or the brace at three supporting points in the vicinity;
The load at the first support point and the second support point is added to the three support points to obtain one or two support point addition loads, and the load at the second support point and the third support point is added. It further comprises an adding means for obtaining a load for adding a few supporting points,
The pantograph abnormality detection device , wherein the abnormality determination means determines that there is a possibility of abnormality in the pantograph when any one of the two addition loads exceeds a predetermined threshold value . 5. The abnormality determination unit determines that the pantograph has an abnormality possibility even when an absolute value of a load at one of the three support points exceeds a predetermined threshold value. Pantograph abnormality detection device. 6. The pantograph abnormality detection device according to claim 4, wherein the filter means removes a high-frequency vibration component having a predetermined frequency or more by a low-pass filter.

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