WO2017164133A1 - Système d'inspection, procédé et programme d'inspection - Google Patents

Système d'inspection, procédé et programme d'inspection Download PDF

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Publication number
WO2017164133A1
WO2017164133A1 PCT/JP2017/011010 JP2017011010W WO2017164133A1 WO 2017164133 A1 WO2017164133 A1 WO 2017164133A1 JP 2017011010 W JP2017011010 W JP 2017011010W WO 2017164133 A1 WO2017164133 A1 WO 2017164133A1
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WO
WIPO (PCT)
Prior art keywords
equation
wheel shaft
variable
state
carriage
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/JP2017/011010
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English (en)
Japanese (ja)
Inventor
中川　淳一
嘉之 下川
大輔 品川
後藤　修
秀樹 南
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.)
Nippon Steel Corp
Original Assignee
Nippon Steel and Sumitomo Metal Corp
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 Nippon Steel and Sumitomo Metal Corp filed Critical Nippon Steel and Sumitomo Metal Corp
Priority to JP2018507314A priority Critical patent/JP6547902B2/ja
Priority to CN201780016557.6A priority patent/CN108778888B/zh
Priority to EP17770175.2A priority patent/EP3434552B1/fr
Publication of WO2017164133A1 publication Critical patent/WO2017164133A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61D—BODY DETAILS OR KINDS OF RAILWAY VEHICLES
    • B61D37/00—Other furniture or furnishings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • 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
    • B61K9/08—Measuring installations for surveying permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes

Definitions

  • the present invention relates to an inspection system, an inspection method, and a program, and is particularly suitable for use in inspecting a track of a railway vehicle.
  • Patent Document 1 describes that the amount of trajectory deviation is measured by a three-point measurement method.
  • Patent Document 2 describes detecting abnormal behavior of a railway vehicle by applying the vibration data of the railway vehicle as observation data to a model reference type estimation method such as a Kalman filter.
  • Patent Document 1 is a method for directly measuring orbital irregularities. For this reason, an expensive measuring device is required. In the method described in Patent Document 2, no state variable is selected. For this reason, it is not easy to predict trajectory irregularity with high accuracy.
  • the present invention has been made in view of the above-described problems, and an object of the present invention is to be able to accurately detect an irregular track of a railway vehicle without incurring a large cost.
  • the inspection system of the present invention includes a data acquisition unit that acquires measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and a wheel shaft on a track, the measurement data, and the state Filter arithmetic means for determining a state variable, which is a variable to be determined by the state equation, by performing an operation using a filter that performs data assimilation using an equation and an observation equation, and a state of the orbit Trajectory state deriving means for deriving information to be reflected, and the measurement data includes a measurement value of a lateral acceleration of the carriage and the wheel shaft and a measurement value of a longitudinal force, and the horizontal direction Is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track, and the front-rear direction force is the wheel axis
  • the member is a member for supporting the axle box, the yawing direction is a rotation direction with the vertical direction as a rotation axis, and the state equation is , An equation described using the state variable, the longitudinal force, and a conversion variable, wherein the state variable includes a lateral displacement and speed of the carriage and an angular displacement in the yawing direction of the carriage.
  • the rolling direction is a rotation direction with the front-rear direction as a rotation axis
  • the conversion variable is the angular displacement of the wheel shaft in the yawing direction.
  • the angular displacement in the yawing direction of the carriage is a variable that mutually converts
  • the observation equation is an equation that is described using the observation variable and the conversion variable
  • the observation variable is the carriage and Including the acceleration in the horizontal direction of the wheel axis
  • the filter calculation means the state equation into which the measured value of the observation variable, the measured value of the longitudinal force and the actual value of the conversion variable are substituted, and the conversion variable And determining the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized using the observation equation substituted with the actual value, and the trajectory
  • the state deriving means uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculating means, and the actual value of the conversion variable, and the angle of the wheel axis in the yawing direction.
  • Deriving an estimated value of the displacement deriving information reflecting the state of the trajectory using the derived estimated value of the angular displacement in the yaw direction of the wheel axle, and the actual value of the conversion variable is a measurement of the longitudinal force It is derived using a value.
  • the inspection method of the present invention includes a data acquisition step of acquiring measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and an axle on a track, the measurement data, and the state A filter operation step for determining a state variable that is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using an equation and an observation equation, and a state of the trajectory A trajectory state deriving step for deriving information to be reflected, and the measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheel axis, and a measurement value of force in the front-rear direction, and the left-right direction Is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track, and the front-rear direction force is the wheel axis,
  • the member is a member for supporting the axle box
  • the yawing direction is a rotational direction with the vertical direction as a rotational axis
  • the state equation is An equation described using the state variable, the longitudinal force, and a conversion variable, wherein the state variable includes a lateral displacement and speed of the carriage, an angular displacement in the yawing direction of the carriage, and An angular velocity, an angular displacement and an angular velocity in the rolling direction of the carriage, a lateral displacement and a velocity of the wheel axle, and an angular displacement in the rolling direction of an air spring attached to the railway vehicle.
  • the rolling direction does not include the angular displacement and the angular velocity of the wheel shaft in the yawing direction
  • the rolling direction is a rotation direction with the front-rear direction as the rotation axis
  • the conversion variable includes the angular displacement of the wheel shaft in the yawing direction and the angular displacement.
  • the angular displacement in the yawing direction of the carriage is a variable that mutually converts
  • the observation equation is an equation that is described using the observation variable and the conversion variable
  • the observation variable is the carriage and the Including the acceleration in the horizontal direction of the wheel axis
  • the filter calculation step includes the measured value of the observation variable, the measured value of the longitudinal force and the actual value of the conversion variable, and the actual result of the conversion variable.
  • the derivation step uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined in the filter calculation step, and the actual displacement value of the conversion variable, and the angular displacement in the yawing direction of the wheel shaft. Deriving information that reflects the state of the orbit using the estimated angular displacement in the yaw direction of the wheel axis derived, and the actual value of the conversion variable is a measured value of the longitudinal force It is derived by using.
  • the program of the present invention includes a data acquisition step of acquiring measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and an axle on a track, the measurement data, and the state equation And the observation equation, and a filter operation step for determining a state variable which is a variable to be determined by the state equation by performing an operation using a filter for performing data assimilation, and reflecting the state of the trajectory Including a track state deriving step for deriving information to be performed, and the measurement data includes a measured value of acceleration in the lateral direction of the carriage and the wheel shaft and a measured value of longitudinal force.
  • the left-right direction is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track
  • the front-rear direction force is the front-rear direction force generated in a member arranged between the wheel shaft and the carriage on which the wheel shaft is provided, and the angular displacement in the yawing direction of the wheel shaft and the wheel shaft is provided.
  • the force is determined according to a difference from the angular displacement in the yawing direction of the carriage, and the member is a member for supporting the axle box, and the yawing direction is a rotation with the vertical direction as the rotation axis.
  • the state equation is an equation described using the state variable, the longitudinal force, and a conversion variable
  • the state variable includes a lateral displacement and speed of the carriage.
  • Angular displacement and angular velocity in the yawing direction of the carriage Angular displacement and angular velocity in the rolling direction of the carriage, lateral displacement and velocity of the wheel axle, and air springs attached to the railway vehicle Angular displacement in the rolling direction, and does not include angular displacement and angular velocity in the yawing direction of the wheel shaft
  • the rolling direction is a rotational direction with the front-rear direction as a rotational axis
  • the conversion variable is An angular displacement in the yaw direction of the wheel shaft and an angular displacement in the yawing direction of the carriage are mutually converted
  • the observation equation is an equation described using the observation variable and the conversion variable
  • the observed variable includes lateral acceleration of the cart and the wheel axis
  • the filter calculation step substitutes the measured value of the observed variable, the measured value of the longitudinal force
  • the track state derivation step uses an angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculation step, and an actual value of the conversion variable.
  • FIG. 1 is a diagram illustrating an example of an outline of a railway vehicle.
  • FIG. 2 is a diagram conceptually showing main movement directions of components of the railway vehicle.
  • FIG. 3 is a diagram illustrating an example of a passing amount.
  • FIG. 4 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle.
  • FIG. 5 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle using the longitudinal force.
  • FIG. 6 is a diagram showing an example of an action relationship necessary for determining the motion of the component that directly acts on the yaw of the wheel shaft.
  • FIG. 7 is a diagram illustrating an example of an action relationship necessary to determine the amount of deviation.
  • FIG. 1 is a diagram illustrating an example of an outline of a railway vehicle.
  • FIG. 2 is a diagram conceptually showing main movement directions of components of the railway vehicle.
  • FIG. 3 is a diagram illustrating
  • FIG. 8 is a diagram illustrating an example of a functional configuration of the inspection apparatus.
  • FIG. 9 is a diagram illustrating an example of a hardware configuration of the inspection apparatus.
  • FIG. 10 is a diagram illustrating an example of pre-processing in the inspection apparatus.
  • FIG. 11 is a diagram illustrating an example of this processing in the inspection apparatus.
  • FIG. 12 is a diagram illustrating an example of observation data.
  • FIG. 13 is a diagram illustrating an example of an actually measured value and a calculated value of a passing amount.
  • FIG. 14 is a diagram illustrating an example of the configuration of the inspection system.
  • FIG. 1 is a diagram illustrating an example of an outline of a railway vehicle.
  • the railway vehicle is assumed to travel in the positive direction of the x axis (the x axis is an axis along the traveling direction of the railway vehicle).
  • the z axis is assumed to be perpendicular to the track 16 (ground) (the height direction of the railway vehicle).
  • the y-axis is assumed to be a horizontal direction perpendicular to the traveling direction of the railway vehicle (a direction perpendicular to both the traveling direction and the height direction of the railway vehicle).
  • the railway vehicle is assumed to be a business vehicle.
  • the circles in the circles indicate the direction from the back side to the near side.
  • this direction is the positive direction of the y-axis.
  • this direction is the positive direction of the z-axis.
  • the railway vehicle includes a vehicle body 11, carriages 12a and 12b, and wheel shafts 13a to 13d.
  • a railway vehicle in which one vehicle body 11 is provided with two carriages 12a and 12b and four sets of wheel shafts 13a to 13d will be described as an example.
  • the wheel shafts 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided at both ends thereof.
  • the carriages 12a and 12b are bolsterless carriages will be described as an example.
  • the railcar has components other than the components shown in FIG. 1 (components described by an equation of motion to be described later), the components are not shown in FIG. 1 for convenience of description.
  • the carts 12a and 12b have a cart frame and a pillow spring.
  • axle boxes are arranged on both sides in the left-right direction of the respective wheel shafts 13a to 13d. Further, the carriage frame and the axle box are coupled to each other by the axle box support device.
  • the axle box support device is an apparatus (suspension) disposed between the axle box and the carriage frame.
  • the axle box support device absorbs vibration transmitted from the track 16 to the railway vehicle. Further, the axle box support device positions the axle box with respect to the carriage frame so as to prevent the axle box from moving in the front-rear direction and the left-right direction with respect to the carriage frame (preferably, such movement does not occur). Support the axle box in a regulated state.
  • the axle box support devices are arranged on both sides in the left-right direction of the respective wheel shafts 13a to 13d. Since the railway vehicle itself can be realized by a known technique, detailed description thereof is omitted here.
  • FIG. 2 is a diagram conceptually showing main movement directions of the components of the railway vehicle (the wheel shafts 13a to 13d, the carriages 12a and 12b, and the vehicle body 11).
  • the x-axis, y-axis, and z-axis shown in FIG. 2 correspond to the x-axis, y-axis, and z-axis shown in FIG. 1, respectively.
  • the wheel shafts 13a to 13d, the carriages 12a and 12b, and the vehicle body 11 rotate about the x axis as a rotation axis and move around the z axis as a rotation axis.
  • a case where the movement in the direction along the y-axis is performed will be described as an example.
  • a movement that rotates about the x axis as a rotation axis is referred to as rolling as necessary
  • a rotation direction that uses the x axis as a rotation axis is referred to as a rolling direction as necessary, along the x axis.
  • the direction is referred to as the front-rear direction as necessary.
  • the front-rear direction is the traveling direction of the railway vehicle.
  • the direction along the x axis is the traveling direction of the railway vehicle.
  • a movement that rotates about the z axis as a rotation axis is referred to as yawing as necessary
  • a rotation direction that uses the z axis as a rotation axis is referred to as a yawing direction
  • a direction along the z axis is required. It will be referred to as the up and down direction.
  • the vertical direction is a direction perpendicular to the track 16.
  • the movement in the direction along the y-axis is referred to as lateral vibration as necessary, and the direction along the y-axis is referred to as left-right direction as necessary.
  • the left-right direction is a direction perpendicular to both the front-rear direction (traveling direction of the railway vehicle) and the up-down direction (direction perpendicular to the track 16).
  • the railcar also performs other motions, but in the present embodiment, these motions are not considered in order to simplify the explanation. However, these movements may be considered.
  • air springs tilt springs
  • the degree of freedom is not limited to 21 degrees of freedom. Increasing the degree of freedom increases the calculation accuracy, but increases the calculation load. In addition, the operation of the Kalman filter described later may not be stable. The degree of freedom can be appropriately determined in consideration of these points. Further, the following equation of motion indicates the operation in each direction (left-right direction, yawing direction, rolling direction) of each component (the vehicle body 11, the carriages 12a and 12b, the wheel shafts 13a to 13d). This can be realized by expressing based on the description of 2. Therefore, the outline of each equation of motion will be described here, and detailed description will be omitted.
  • the subscript w represents the wheel shafts 13a to 13d.
  • a variable to which the subscript w (only) is attached indicates that it is common to the wheel shafts 13a to 13d.
  • Subscripts w1, w2, w3, and w4 represent the wheel shafts 13a, 13b, 13c, and 13d, respectively.
  • the subscripts t and T represent the carriages 12a and 12b. Variables with subscripts t and T (only) are common to the carriages 12a and 12b.
  • Subscripts t1 and t2 represent carriages 12a and 12b, respectively.
  • the subscripts b and B represent the vehicle body 11.
  • the subscript x represents the front-rear direction or the rolling direction
  • the subscript y represents the left-right direction
  • the subscript z represents the vertical direction or the yawing direction.
  • “ ⁇ ” and “ ⁇ ” attached to the variable represent second-order time differentiation and first-order time differentiation, respectively. In the description of the following equation of motion, the description of the variables already described will be omitted as necessary.
  • mw is the mass of the wheel shafts 13a to 13d.
  • y w1 ... (in the formula,... is added on y w1 (hereinafter, the same applies to other variables)) is the acceleration in the left-right direction of the wheel shaft 13a.
  • f 2 is a lateral creep coefficient.
  • v is the traveling speed of the railway vehicle.
  • y w1 ⁇ (in the equation, ⁇ is added on y w1 (hereinafter, the same applies to other variables)) is the speed of the wheel shaft 13a in the left-right direction.
  • C wy is a damping constant in the left-right direction of the axle box support device that connects the axle box and the wheel axle.
  • y t1 ⁇ is the speed in the left-right direction of the carriage 12a.
  • a represents 1/2 of the distance in the front-rear direction between the wheel shafts 13a, 13b, 13c, 13d provided on the carts 12a, 12b (the wheel shafts 13a, 13b, 13c, 13d provided on the carts 12a, 12b). The distance between them is 2a).
  • ⁇ t1 ⁇ is an angular velocity in the yawing direction of the carriage 12a.
  • h 1 is the distance in the vertical direction between the center of gravity and the center of the truck 12a of the axle.
  • ⁇ t1 ⁇ is an angular velocity in the rolling direction of the carriage 12a.
  • ⁇ w1 is a rotation amount (angular displacement) of the wheel shaft 13a in the yawing direction.
  • K wy is a spring constant in the left-right direction of the axle box support device.
  • y w1 is the displacement of the wheel shaft 13a in the left-right direction.
  • y t1 is the displacement in the left-right direction of the carriage 12a.
  • ⁇ t1 is a rotation amount (angular displacement) of the carriage 12a in the yawing direction.
  • ⁇ t1 is the rotation amount (angular displacement) of the carriage 12a in the rolling direction.
  • Each variable in the expressions (2) to (4) is expressed by replacing the variable in the expression (1) according to the meaning of the subscript described above.
  • I wz is a moment of inertia in the yawing direction of the wheel shafts 13a to 13d.
  • ⁇ w1 ... is an angular acceleration in the yawing direction of the wheel shaft 13a.
  • f 1 is a longitudinal creep coefficient.
  • b is the distance in the left-right direction between the contact points of the two wheels attached to the wheel shafts 13a to 13d and the track 16 (rail).
  • ⁇ w1 ⁇ is an angular velocity in the yawing direction of the wheel shaft 13a.
  • C wx is a damping constant in the front-rear direction of the axle box support device.
  • b 1 is the left-right direction represents the 1/2 of the interval in the axle box support device (spacing in the lateral direction of the two axle box support device which is provided to the left and right with respect to a single wheel set will 2b 1).
  • ⁇ is a tread gradient.
  • r is the radius of the wheels 14a to 14d.
  • yR1 is a deviation amount at the position of the wheel shaft 13a.
  • s a is an offset amount in the front-rear direction from the center of the axles 15a to 15d to the axle box support spring.
  • y t1 is the displacement in the left-right direction of the carriage 12a.
  • K wx is a spring constant in the front-rear direction of the axle box support device.
  • Each variable in the expressions (6) to (8) is expressed by replacing the variable in the expression (5) according to the meaning of the subscript described above.
  • y R2 , y R3 , and y R4 are deviation amounts at the positions of the wheel shafts 13b, 13c, and 13d, respectively.
  • the passing error is a lateral displacement in the longitudinal direction of the rail as described in Japanese Industrial Standard (JIS E 1001: 2001).
  • the amount of traversal is the amount of displacement.
  • FIG. 3 shows an example of the deviation amount y R1 at the position of the wheel shaft 13a.
  • 16a shows a rail
  • 16b shows a sleeper.
  • the deviation amount y R1 at the position of the wheel shaft 13a is the distance in the left-right direction between the contact position between the wheel 14a of the wheel shaft 13a and the rail 16a and the position of the rail 16a when it is assumed to be in a normal state.
  • the deviation amounts y R2 , y R3 , and y R4 at the positions of the wheel shafts 13b, 13c, and 13d are defined in the same manner as the deviation amounts y R1 at the position of the wheel shaft 13a.
  • m T is the mass of the carriages 12a and 12b.
  • y t1 ... is an acceleration in the left-right direction of the carriage 12a.
  • c ′ 2 is a damping constant of the left and right dynamic damper.
  • h 4 is the distance in the vertical direction between the center of gravity of the carriage 12a and lateral movement damper.
  • y b ⁇ is the speed of the vehicle body 11 in the left-right direction.
  • L represents 1/2 of the distance in the front-rear direction between the centers of the carriages 12a, 12b (the distance in the front-rear direction between the centers of the carriages 12a, 12b is 2L).
  • ⁇ b ⁇ is an angular velocity of the vehicle body 11 in the yawing direction.
  • h 5 is the distance in the up-down direction between the left-right motion damper and the center of gravity of the vehicle body 11.
  • ⁇ b ⁇ is an angular velocity in the rolling direction of the vehicle body 11.
  • y w2 ⁇ is the speed of the wheel shaft 13b in the left-right direction.
  • k ′ 2 is a spring constant in the left-right direction of the air spring (pillow spring).
  • h 2 is the distance in the vertical direction between the center of the bogie 12a, 12b of the center of gravity and the air spring (pillow spring).
  • y b is the displacement of the vehicle body 11 in the left-right direction.
  • ⁇ b is a rotation amount (angular displacement) of the vehicle body 11 in the yawing direction.
  • h 3 is the distance in the vertical direction between the center of the air spring (pillow spring) and the center of gravity of the vehicle body 11.
  • ⁇ b is a rotation amount (angular displacement) of the vehicle body 11 in the rolling direction.
  • each variable of (10) Formula is represented by replacing the variable of (9) Formula according to the meaning of the subscript mentioned above.
  • ITz is a moment of inertia in the yawing direction of the carriages 12a and 12b.
  • ⁇ t1 ... is an angular acceleration in the yawing direction of the carriage 12a.
  • ⁇ w2 ⁇ is an angular velocity in the yawing direction of the wheel shaft 13b.
  • ⁇ w2 is a rotation amount (angular displacement) of the wheel shaft 13b in the yawing direction.
  • y w2 is the displacement of the wheel shaft 13b in the left-right direction.
  • k ′ 0 is the rigidity of the rubber bushing of the yaw damper.
  • b ′ 0 represents 1/2 of the distance in the left-right direction between the two yaw dampers arranged on the left and right with respect to the carriages 12a, 12b (the distance in the left-right direction between the two yaw dampers arranged on the left and right with respect to the carriages 12a, 12b).
  • ⁇ y1 is a rotation amount (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12a.
  • k ′′ 2 is a spring constant in the left-right direction of the air spring (pillow spring).
  • each variable of (12) Formula is represented by replacing the variable of (11) Formula according to the meaning of the subscript mentioned above.
  • ITx is the moment of inertia in the rolling direction of the carriages 12a and 12b.
  • ⁇ t1 ... is an angular acceleration in the rolling direction of the carriage 12a.
  • c 1 is a vertical damping constant of the shaft damper.
  • b ′ 1 represents 1/2 of the distance in the left-right direction between the two shaft dampers arranged on the left and right with respect to the carriages 12a, 12b (the left-right direction of the two axis dampers arranged on the left and right with respect to the carriages 12a, 12b) interval becomes 2b' 1 in).
  • c 2 is a vertical damping constant of the air spring (pillow spring).
  • ⁇ a1 ⁇ is an angular velocity in the rolling direction of an air spring (pillow spring) disposed on the carriage 12a.
  • k 1 is a vertical spring constant of the shaft spring.
  • ⁇ is a value obtained by dividing the volume of the body of the air spring (pillow spring) by the volume of the auxiliary air chamber.
  • k 2 is a vertical spring constant of the air spring (pillow spring).
  • ⁇ a1 is a rotation amount (angular displacement) in the rolling direction of an air spring (pillow spring) arranged on the carriage 12a.
  • k 3 is an equivalent stiffness due to the change of the effective pressure receiving area of the air spring (pillow spring).
  • each variable of (14) Formula is represented by replacing the variable of (13) Formula according to the meaning of the subscript mentioned above.
  • (phi) a2 is the rotation amount (angular displacement) in the rolling direction of the air spring (pillow spring) arrange
  • m B is the mass of the carriages 12a and 12b.
  • y b ... is the acceleration of the vehicle body 11 in the left-right direction.
  • y t2 ⁇ is the speed in the left-right direction of the carriage 12b.
  • ⁇ t2 ⁇ is an angular velocity in the rolling direction of the carriage 12b.
  • yt2 is the displacement in the left-right direction of the carriage 12b.
  • ⁇ t2 is a rotation amount (angular displacement) of the carriage 12b in the rolling direction.
  • I Bz is the moment of inertia of the vehicle body 11 in the yawing direction.
  • ⁇ b ... is an angular acceleration in the yawing direction of the vehicle body 11.
  • c 0 is a damping constant in the front-rear direction of the yaw damper.
  • ⁇ y1 ⁇ is an angular velocity in the yawing direction of the yaw damper disposed on the carriage 12a.
  • ⁇ y2 ⁇ is an angular velocity in the yawing direction of the yaw damper disposed on the carriage 12b.
  • ⁇ t2 is a rotation amount (angular displacement) of the carriage 12b in the yawing direction.
  • I Bx is the moment of inertia in the rolling direction of the vehicle body 11.
  • ⁇ b ... is an angular acceleration in the rolling direction of the vehicle body 11.
  • ⁇ y2 is a rotation amount (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12b.
  • Rolling air spring (pillow spring) Equations of motion describing the rolling of the air spring (pillow spring) arranged on the carriage 12a and the air spring (pillow spring) arranged on the carriage 12b are expressed by the following equations (20) and (21), respectively. .
  • ⁇ a2 ⁇ is an angular velocity in the rolling direction of an air spring (pillow spring) disposed on the carriage 12b.
  • FIG. 4 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle. Arrows drawn with solid lines indicate the action relationship between different movements within the same component. Arrows drawn with line types other than solid lines indicate the action relationship between the movements of different components.
  • Each motion is accompanied by a motion equation number describing the motion described in the present embodiment. For example, yawing of the wheel shafts 13a to 13d is described by equations (5) to (8).
  • the yawing of the wheel shafts 13a to 13d is directly affected by the traversing amounts y R1 to y R4 , the lateral vibration of the wheel shafts 13a to 13d, the lateral vibration of the carriages 12a and 12b, and the yawing of the carriages 12a and 12b.
  • the lateral vibrations of the carriages 12a and 12b are described by equations (9) to (10).
  • the lateral vibrations of the carriages 12a and 12b are directly affected by the lateral vibration of the wheel shafts 13a to 13d, the rolling of the carriages 12a and 12b, the lateral vibration of the vehicle body 11, the yawing of the vehicle body 11, the yawing of the carriages 12a and 12b, and the rolling of the vehicle body 11.
  • the bearing is not directly affected by yawing of the wheel shafts 13a to 13d.
  • the run-off amounts y R1 to y R4 directly affect the yawing of the wheel shafts 13a to 13d. This action propagates to the movement of other components.
  • a state equation is created from the equation of motion related to the motion of the component that is directly or indirectly affected by the amount of deviation y R1 to y R4 .
  • an observation equation is set by measuring measurable state variables from the movements related to the traversing amounts y R1 to y R4 . Then, by performing an operation using a filter that performs data assimilation such as a Kalman filter, it is possible to calculate the passing amounts y R1 to y R4 .
  • the degree of freedom of movement is large, so that the operation of the filter may not be stable.
  • the inventors yawed the wheel shafts 13a to 13d on which the traversing amounts y R1 to y R4 act directly and the yawing of the wheel shafts 13a to 13d. Calculating the factors (including the motions of the constituent elements) that directly affect the movement, and calculating the passing amounts y R1 to y R4 using the equation of motion describing the yawing of the wheel shafts 13a to 13d. I thought I should do it. Further, the creep force is decomposed into a longitudinal creep force that is a component in the front-rear direction and a lateral creep force that is a component in the left-right direction.
  • the inventors have found that the longitudinal creep force has a high correlation with the amount of deviation y R1 to y R4 .
  • the longitudinal creep force is measured by a force in the front-rear direction generated in a member disposed between the wheel shafts 13a to 13b (13c to 13d) and the carriage 12a (12b) provided with the wheel shafts 13a to 13b (13c to 13d). Is done.
  • the force in the front-rear direction generated in this member will be referred to as the front-rear direction force. From the above, the inventors have come up with a method for calculating the amount of deviation y R1 to y R4 using the measured value of the longitudinal force.
  • the in-phase component of the longitudinal creep force on one wheel and the longitudinal creep force on the other wheel of the left and right wheels on one wheel axle is a component corresponding to the braking force and driving force. Accordingly, in order to calculate the deviation amounts y R1 to y R4 even when the railway vehicle is accelerating / decelerating, it is preferable to determine the longitudinal force so as to correspond to the reverse phase component of the longitudinal creep force.
  • the anti-phase component of the longitudinal creep force is a component in which the longitudinal creep force on one wheel and the longitudinal creep force on the other wheel out of the left and right wheels on one wheel shaft are in opposite phases. That is, the reverse phase component of the longitudinal creep force is a component of the longitudinal creep force in the direction of twisting the axle.
  • the front / rear direction force is a component having phases opposite to each other among the front / rear direction components of the force generated in the two members attached to the left and right sides of one wheel shaft.
  • the axle box support device is a monolink type axle box support device
  • the axle box support device includes a link
  • the axle box and the carriage frame are connected by a link.
  • Rubber bushes are attached to both ends of the link.
  • the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two links, which are respectively attached to the left and right ends of one wheel shaft.
  • the link mainly receives a load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the front-rear direction. Therefore, for example, one strain gauge may be attached to each link. By using the measured value of the strain gauge to derive the longitudinal component of the load received by the link, the measured value of the longitudinal force is obtained. In place of this, the displacement in the front-rear direction of the rubber bush attached to the link may be measured with a displacement meter. In this case, the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force.
  • the axle box support device is a monolink type axle box support device
  • the above-described member for supporting the axle box is a link or a rubber bush.
  • the load measured by the strain gauge attached to the link may include not only the front-rear direction component but also at least one of the left-right direction component and the up-down direction component.
  • the load of the left-right component and the load of the vertical component received by the link are sufficiently smaller than the load of the front-rear component. Therefore, by simply attaching one strain gauge to each link, it is possible to obtain a measurement value of the longitudinal force having the accuracy required in practice.
  • the measured longitudinal force may include components other than the longitudinal component, and three or more strain gauges are attached to each link so that the vertical and lateral strains are canceled. It may be attached. In this way, the accuracy of the measurement value of the longitudinal force can be improved.
  • the axle box support device is an axle beam type axle box support device
  • the axle box support device includes an axle beam
  • the axle box and the carriage frame are connected by the axle beam.
  • the shaft beam may be configured integrally with the shaft box.
  • a rubber bush is attached to the end of the shaft beam on the cart frame side.
  • the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two axial beams, which are respectively attached to the left and right ends of one wheel shaft.
  • the shaft beam is easily subjected to the load in the left-right direction in addition to the load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the vertical direction. Therefore, for example, two or more strain gauges are attached to each shaft beam so that the strain in the left-right direction is canceled.
  • the longitudinal force component is obtained by deriving the longitudinal component of the load applied to the axial beam.
  • the displacement in the front-rear direction of the rubber bush attached to the shaft beam may be measured with a displacement meter.
  • the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force.
  • the axle box support device is an axle beam type axle box support device
  • the aforementioned member for supporting the axle box is an axle beam or a rubber bush.
  • the load measured by the strain gauge attached to the shaft beam may include not only the longitudinal and lateral components but also the vertical component.
  • the load of the vertical component received by the shaft beam is sufficiently smaller than the load of the front-rear component and the load of the left-right component. . Therefore, it is possible to obtain a measurement value of the longitudinal force having the accuracy required for practical use without attaching a strain gauge so as to cancel the load of the vertical component received by the shaft beam.
  • the measured longitudinal force may include components other than the longitudinal component, and three or more strain gauges so that the vertical strain is canceled in addition to the lateral strain. May be attached to each shaft beam. In this way, the accuracy of the measurement value of the longitudinal force can be improved.
  • the axle box support device When the axle box support device is a leaf spring type axle box support device, the axle box support device includes a leaf spring, and the axle box and the carriage frame are connected by a leaf spring. A rubber bush is attached to the end of the leaf spring.
  • the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two leaf springs, which are respectively attached to the ends of one wheel shaft in the left / right direction.
  • the leaf springs are liable to receive a load in the left-right direction and a load in the up-down direction in addition to the load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the vertical direction. Therefore, for example, three or more strain gauges are attached to each leaf spring so that the lateral and vertical strains are canceled.
  • the longitudinal force component is derived by deriving the longitudinal component of the load applied to the leaf spring.
  • the displacement in the front-rear direction of the rubber bush attached to the leaf spring may be measured with a displacement meter.
  • the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force.
  • the axle box support device is a leaf spring type axle box support device
  • the above-described member for supporting the axle box is a leaf spring or a rubber bush.
  • the longitudinal force has been described by taking as an example the case where the method of the axle box support device is a monolink type, a shaft beam type, and a leaf spring type.
  • the type of the axle box support device is not limited to the monolink type, the axial beam type, and the leaf spring type.
  • the longitudinal force can be determined in the same manner as the monolink type, the axial beam type, and the leaf spring type according to the type of the axle box support device.
  • a case where one longitudinal force measurement value is obtained for one wheel shaft will be described as an example. That is, the railway vehicle shown in FIG. 1 has four wheel shafts 13a to 13d. Accordingly, four measured values of the longitudinal force T 1 to T 4 are obtained.
  • FIG. 5 is a diagram showing an example of a mutual action relationship between the traversing amounts y R1 to y R4 and the motions of the components of the railway vehicle using the longitudinal forces T 1 to T 4 .
  • Formulas for calculating longitudinal forces T 1 to T 4 formulas for conversion variables e 1 to e 4 , equations of motion describing the lateral vibrations of the wheel shafts 13a to 13d when using the conversion variables e 1 to e 4 , the longitudinal direction Specific examples of equations of motion describing the yawing of the wheel shafts 13a to 13d when the forces T 1 to T 4 are used will be described later (Equations (40) to (43) and (26) to (29), respectively). , (34) to (37), (51) to (54)).
  • FIG. 6 is a diagram showing the operational relationship necessary for determining the motion of the components that directly affect the yawing of the wheel shafts 13a to 13d from the operational relationship of FIG.
  • the degree of freedom of movement is reduced by the amount by which yawing of the wheel shafts 13a to 13d is eliminated.
  • the measurement value used in a filter for performing data assimilation increases by the amount of the longitudinal force T 1 to T 4 . Therefore, the accuracy of the motion information calculated by performing an operation using a filter that performs data assimilation such as a Kalman filter is improved.
  • FIG. 7 is a diagram showing the operational relationship necessary for determining the deviation amounts y R1 to y R4 from the operational relationship of FIG.
  • the conversion variables e 1 to e 4 and the yawing information of the carriages 12a and 12b are known. Accordingly, yaw information of the wheel shafts 13a to 13d is calculated by using the calculation formulas of the conversion variables e 1 to e 4 (formulas (26) to (29) in the example described later). The conversion variables e 1 to e 4 at this time are directly derived from the measured values of the longitudinal forces T 1 to T 4 . Further, yawing information of the carriages 12a and 12b is calculated using the operational relationship of FIG.
  • the accuracy of the yawing information of the wheel shafts 13a to 13d calculated from the conversion variables e 1 to e 4 and the yawing information of the carriages 12a and 12b is improved as compared with the case of calculating using the operational relationship of FIG. To do. Further, the yawing information of the wheel shafts 13a to 13d, the longitudinal forces T 1 to T 4, and the movements of the components that directly act on the yawing of the wheel shafts 13a to 13d (the lateral vibration of the wheel shafts 13a to 13d and the trolleys 12a and 12b Information on lateral vibration) is known.
  • the passing amounts y R1 to y R4 are calculated.
  • the accuracy of the yawing information of the wheel shafts 13a to 13d is improved as compared with the case of calculation using the operational relationship of FIG. 4 as described above.
  • the longitudinal forces T 1 to T 4 are measured values.
  • the accuracy is improved. Therefore, the accuracy of the deviation amounts y R1 to y R4 is improved as calculated above.
  • the inspection apparatus 800 described below is an apparatus that embodies an example of a technique for improving the accuracy of the deviation amounts y R1 to y R4 as described above.
  • FIG. 8 is a diagram illustrating an example of a functional configuration of the inspection apparatus 800.
  • FIG. 9 is a diagram illustrating an example of a hardware configuration of the inspection apparatus 800.
  • FIG. 10 is a diagram illustrating an example of pre-processing in the inspection apparatus 800.
  • FIG. 11 is a diagram illustrating an example of this processing in the inspection apparatus 800.
  • FIG. 1 an example in which an inspection apparatus 800 is mounted on a railway vehicle will be described.
  • the inspection apparatus 800 includes a state equation storage unit 801, an observation equation storage unit 802, a data acquisition unit 803, a filter calculation unit 804, an orbital state calculation unit 805, and an output unit 806 as its functions.
  • an inspection apparatus 800 includes a CPU 901, a main storage device 902, an auxiliary storage device 903, a communication circuit 904, a signal processing circuit 905, an image processing circuit 906, an I / F circuit 907, a user interface 908, a display 909, and a bus. 910.
  • the CPU 901 performs overall control of the entire inspection apparatus 800.
  • the CPU 901 executes a program stored in the auxiliary storage device 903 using the main storage device 902 as a work area.
  • the main storage device 902 temporarily stores data.
  • the auxiliary storage device 903 stores various data in addition to the program executed by the CPU 901.
  • the auxiliary storage device 903 stores a state equation and an observation equation described later.
  • the state equation storage unit 801 and the observation equation storage unit 802 are realized by using the CPU 901 and the auxiliary storage device 903, for example.
  • the communication circuit 904 is a circuit for performing communication with the outside of the inspection apparatus 800.
  • the communication circuit 904 receives, for example, information on measured values of longitudinal force and measured values of acceleration in the left-right direction of the vehicle body 11, the carriages 12a and 12b, and the wheel shafts 13a to 13d.
  • the communication circuit 904 may perform wireless communication or wired communication with the outside of the inspection apparatus 800.
  • the communication circuit 904 is connected to an antenna provided in the railway vehicle when performing wireless communication.
  • the signal processing circuit 905 performs various types of signal processing on the signal received by the communication circuit 904 and the signal input according to the control by the CPU 901.
  • the data acquisition unit 803 is realized by using, for example, the CPU 901, the communication circuit 904, and the signal processing circuit 905.
  • the filter calculation unit 804 and the trajectory state calculation unit 805 are realized by using the CPU 901 and the signal processing circuit 905, for example.
  • An image processing circuit 906 performs various types of image processing on signals input in accordance with control by the CPU 901.
  • the signal subjected to the image processing is output to the display 909.
  • a user interface 908 is a part where an operator gives an instruction to the inspection apparatus 800.
  • the user interface 908 includes, for example, buttons, switches, and dials. Further, the user interface 908 may have a graphical user interface using the display 909.
  • the display 909 displays an image based on the signal output from the image processing circuit 906.
  • the I / F circuit 907 exchanges data with a device connected to the I / F circuit 907.
  • a user interface 908 and a display 909 are shown as devices connected to the I / F circuit 907.
  • the device connected to the I / F circuit 907 is not limited to these.
  • a portable storage medium may be connected to the I / F circuit 907.
  • at least a part of the user interface 908 and the display 909 may be outside the inspection apparatus 800.
  • the output unit 806 is realized by using at least one of the communication circuit 904 and the signal processing circuit 905, the image processing circuit 906, the I / F circuit 907, and the display 909, for example.
  • the CPU 901, main storage device 902, auxiliary storage device 903, signal processing circuit 905, image processing circuit 906, and I / F circuit 907 are connected to the bus 910. Communication between these components is performed via a bus 910.
  • the hardware of the inspection apparatus 800 is not limited to that shown in FIG. 9 as long as the functions of the inspection apparatus 800 described later can be realized.
  • the state equation storage unit 801 stores the state equation.
  • the equation of motion describing the yawing of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the state equation among the equations of motion described above.
  • the equations (5) to (8) include the passing amounts y R1 to y R4 .
  • a model of the trajectory 16 is required. Passage is not something that can be described in accordance with the laws of physics.
  • the uncertainty of the model of the trajectory 16 may affect the result of filtering by the Kalman filter described later. Further, by reducing the state equation and reducing the state variables, the operation of the Kalman filter described later can be stabilized.
  • the equation of state describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the equation of state, and the equation of state is configured as follows. .
  • the equation of motion describing the lateral vibration (movement in the left-right direction) of the carriages 12a and 12b in the expressions (9) and (10) and the rolling of the carriages 12a and 12b in the expressions (13) and (14) are described.
  • Equation of motion equation of motion describing the lateral vibration (movement in the left-right direction) of the vehicle body 11 of equation (15), equation of motion describing yawing of the vehicle body 11 of equation (16), and vehicle body of equation (17) Equation of motion describing the rolling of 11, equation of motion describing the yawing of the yaw damper disposed in the carriage 12a, the yaw damper disposed in the carriage 12b of the equations (18) and (19), equation (20), ( 21)
  • the equation of motion describing the rolling of the air spring (pillow spring) arranged on the carriage 12a and the air spring (pillow spring) arranged on the carriage 12b is used as it is. Constitute the state equation.
  • the equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d in equations (1) to (4) and the yawing of the carriages 12a and 12b in equations (11) and (12) are described.
  • the motion equation to be included includes rotation amounts (angular displacements) ⁇ w1 to ⁇ w4 and angular velocities ⁇ w1 ⁇ to ⁇ w4 ⁇ in the yawing direction of the wheel shafts 13a to 13d.
  • the equation of motion describing the yawing of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the state equation. Therefore, in the present embodiment, the state equation is constructed by using those obtained by eliminating these variables from the expressions (1) to (4), (11), and (12) as follows.
  • the longitudinal forces T 1 to T 4 on the wheel shafts 13a to 13d are expressed by the following equations (22) to (25).
  • the longitudinal forces T 1 to T 4 depend on the difference between the angular displacements ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shaft and the angular displacements ⁇ t1 to ⁇ t2 in the yawing direction of the carriage on which the wheel shaft is provided. Determined.
  • Conversion variables e 1 to e 4 are defined as in the following formulas (26) to (29).
  • the conversion variables e 1 to e 4 are defined by the difference between the angular displacements ⁇ t1 to ⁇ t2 in the yawing direction of the carriage and the angular displacements ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shaft.
  • the conversion variables e 1 to e 4 are variables for mutually converting the angular displacements ⁇ t1 to ⁇ t2 in the yawing direction of the carriage and the angular displacements ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shaft.
  • the equation of motion describing the yawing of the carriages 12a and 12b in the equations (11) and (12) is expressed using the longitudinal forces T 1 to T 4 and is included in the equation of motion. Further, the angular displacements ⁇ w1 to ⁇ w4 and the angular velocities ⁇ w1 to ⁇ w4 ⁇ in the yawing direction of the wheel shafts 13a to 13d can be eliminated.
  • Equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d is expressed as in equations (34) to (37), and equations (38) and (38)
  • the equation of motion describing the yawing of the carriages 12a and 12b is expressed as in equation (39), and the equation of state is constructed using these equations.
  • Equations (40) to (43) are ordinary differential equations, and the actual values of the conversion variables e 1 to e 4 that are the solutions thereof are the measurements of the longitudinal forces T 1 to T 4 on the wheel shafts 13a to 13d. It can be determined by using the value.
  • the state equation storage unit 801 inputs and stores the state equation configured as described above based on the operation of the user interface 908 by the operator, for example.
  • the observation equation storage unit 802 stores observation equations.
  • acceleration in the left-right direction of the vehicle body 11, acceleration in the left-right direction of the carriages 12a and 12b, and acceleration in the left-right direction of the wheel shafts 13a to 13d are used as observation variables.
  • This observation variable is an observation variable for filtering by a Kalman filter described later.
  • the observation equation is configured using the equation of motion describing the lateral vibration of the equations (34) to (37), (9), (10), and (15).
  • the observation equation storage unit 802 inputs and stores the observation equation configured as described above based on the operation of the user interface 908 by the operator.
  • the data acquisition unit 803, the filter calculation unit 804, the trajectory state calculation unit 805, and the output unit 806 are activated. That is, after the pre-process according to the flowchart of FIG. 3 is completed, the main process according to the flowchart of FIG. 4 is started.
  • the data acquisition unit 803 acquires measurement data.
  • the data acquisition unit 803 uses, as measurement data, measured values of acceleration in the left-right direction of the vehicle body 11, measured values of acceleration in the left-right direction of the carriages 12a and 12b, and accelerations in the left-right direction of the wheel shafts 13a to 13d. Get the measured value.
  • Each acceleration is measured by using, for example, a strain gauge attached to the vehicle body 11, the carriages 12a and 12b, and the wheel shafts 13a to 13d, and an arithmetic unit that calculates the acceleration using the measured values of the strain gauge.
  • a strain gauge attached to the vehicle body 11, the carriages 12a and 12b, and the wheel shafts 13a to 13d
  • an arithmetic unit that calculates the acceleration using the measured values of the strain gauge.
  • the data acquisition unit 803 acquires a measurement value of the longitudinal force as measurement data.
  • the method for measuring the longitudinal force is as described above.
  • the data acquisition unit 803 can acquire measurement data, for example, by performing communication with the arithmetic device described above.
  • the filter calculation unit 804 uses the Kalman filter as the measurement equation acquired by the data acquisition unit 803 using the observation equation as the observation equation stored in the observation equation storage unit 802 and the state equation as the state equation stored in the state equation storage unit 801. Using the data, the state variable shown in the equation (44) is determined.
  • the measurement data includes measured values of acceleration in the left-right direction of the vehicle body 11, measured values of acceleration in the left-right direction of the carriages 12a and 12b, and measured values of acceleration in the left-right direction of the wheel shafts 13a to 13d. , And measured values of the longitudinal forces T 1 to T 4 at the wheel shafts 13a to 13d.
  • the Kalman filter is one method for performing data assimilation. That is, the Kalman filter is an example of a method for determining the value of an unobserved variable (state variable) so that the difference between the measured value and the calculated value of the observable variable (observed variable) is small (minimized).
  • the filter calculation unit 804 obtains a Kalman gain at which the difference between the measured value and the calculated value of the observed variable is small (minimum), and obtains the value of the unobserved variable (state variable) at that time.
  • the following observation equation (45) and the following equation (46) are used.
  • Y HX + V (45)
  • X ⁇ ⁇ X + W (46)
  • Y is a vector that stores the measured value of the observed variable.
  • H is an observation model.
  • X is a vector for storing state variables.
  • V observation noise.
  • X ⁇ represents the time derivative of X.
  • ⁇ is a linear model.
  • W is system noise. Since the Kalman filter itself can be realized by a known technique, a detailed description thereof is omitted.
  • the track state calculation unit 805 calculates estimated values of the rotation amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel shafts 13a to 13d in the yawing direction from the equations (30) to (33).
  • the trajectory state calculation unit 805 estimates the rotation amounts (angular displacements) ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shafts 13a to 13d and the state variables shown in the equation (48) obtained by the filter calculation unit 804.
  • the deviation amounts y R1 to y R4 at the positions of the wheel shafts 13a to 13d are obtained. Is calculated.
  • the state variables used are displaced in the lateral direction of the carriage 12a ⁇ 12b y t1 ⁇ y t2 , the left-right direction of the velocity y t1 ⁇ ⁇ y t2 ⁇ of the truck 12a ⁇ 12b, in the lateral direction of the wheel shaft 13a ⁇ 13d displacement y w1 to y w4 and the speeds y w1 ⁇ to y w4 ⁇ of the wheel shafts 13a to 13d in the left-right direction.
  • the trajectory state calculation unit 805 calculates the final passing amount y R from the passing amounts y R1 to y R4 .
  • the trajectory state calculation unit 805 calculates an arithmetic average value of two values excluding the maximum value and the minimum value among the passing amount y R1 to y R4 as the passing amount y R.
  • the track state calculation unit 805 takes a moving average for each of the deviation amounts y R1 to y R4 at the positions of the wheel shafts 13a to 13d (that is, passes through a low-pass filter), and the wheel shaft 13a that takes the moving average.
  • the final amount of deviation y R may be calculated from the amount of deviation y R1 to y R4 at the position of ⁇ 13d.
  • the output unit 806 outputs information of the street deviation amount y R calculated by the trajectory state calculation section 805. At this time, the output unit 806 may output information indicating that the trajectory 16 is abnormal when the passing amount y R is larger than a preset value.
  • a preset value for example, at least one of display on a computer display, transmission to an external device, and storage in an internal or external storage medium can be employed.
  • Example> a numerical simulation of a case where a railway vehicle provided with two carriages 12a and 12b and four sets of wheel shafts 13a to 13d is run at 270 km / h as shown in FIG. Carried out.
  • the axle box support device is a monolink type axle box support device.
  • the longitudinal force is referred to as a monolink force.
  • the model used for the numerical simulation has 86 degrees of freedom.
  • FIG. 12 is a diagram showing (part of) observation data obtained by numerical simulation.
  • the first wheel shaft indicates the wheel shaft 13a.
  • the front carriage refers to the carriage 12a.
  • Lateral vibration acceleration refers to acceleration in the left-right direction.
  • FIG. 13 is a diagram illustrating an example of the actual measurement value 1301 and the calculation value 1302 of the amount of deviation.
  • the actual measurement value 1301 is a deviation amount as set when the numerical simulation is performed. As shown in FIG. 13, the actually measured value 1301 and the calculated value 1302 of the amount of deviation match in practically acceptable levels. Therefore, it can be seen that by using the method of the present embodiment, the amount of deviation can be calculated with high accuracy.
  • the equation of motion describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is included in the state equation without using the monolink force, and the time derivative of the passing amounts y R1 to y R4 is white. Treated as noise and filtered with Kalman filter. As a result, the calculation became unstable and the estimation result could not be obtained.
  • the inspection apparatus 800 includes the measurement values of the acceleration in the left-right direction of the vehicle body 11, the carriages 12a and 12b, and the wheel shafts 13a to 13d, and the measurement values of the longitudinal forces T 1 to T 4 .
  • the actual values of the conversion variables e 1 to e 4 are given to the Kalman filter, and the state variables (y w1 ⁇ to y w4 ⁇ , y w1 to y w4 , y t1 ⁇ to y t2 ⁇ , y t1 to y t2 , ⁇ t1 ⁇ ⁇ t2 ⁇ , ⁇ t1 ⁇ t2 , ⁇ t1 ⁇ ⁇ t2 ⁇ , ⁇ t1 ⁇ ⁇ t2 ⁇ , ⁇ t1 ⁇ t2 , y b ⁇ , y b , ⁇ b ⁇ , ⁇ b , ⁇ b ⁇ , ⁇ b , ⁇ y1 , ⁇ y2 , ⁇ a1 , ⁇ a2 ).
  • the inspection apparatus 800 uses the rotation amounts (angular displacements) ⁇ t1 to ⁇ t2 in the yawing direction of the carriages 12a and 12b included in the state variables and the actual values of the conversion variables e 1 to e 4. Then, rotation amounts (angular displacements) ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shafts 13a to 13d are derived. Next, the inspection apparatus 800 adds the amount of rotation (angular displacement) ⁇ w1 to ⁇ w4 in the yawing direction of the wheel shafts 13a to 13d, the state variables, and the longitudinal force to the equation of motion describing the yawing of the wheel shafts 13a to 13d.
  • the inspection apparatus 800 calculates a final passing amount y R from the passing amounts y R1 to y R4 . Therefore, it is not necessary to construct a state equation using an equation of motion that includes the deviation amounts y R1 to y R4 as variables as an equation of motion describing yawing of the wheel shafts 13a to 13d. Thereby, it is not necessary to create a model of the trajectory 16, and the number of state variables can be reduced.
  • the degree of freedom of the model can be reduced from 21 degrees of freedom to 17 degrees of freedom, and the number of state variables can be reduced from 38 to 30. Further, the measurement value used in the Kalman filter increases by the amount of the longitudinal force T 1 to T 4 .
  • the equation of motion describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is included in the state equation without using the longitudinal forces T 1 to T 4 as described in the embodiment, In some cases, the calculation becomes unstable and the estimation result cannot be obtained. That is, unless a state variable is selected as in the technique described in Patent Document 2, calculation may become unstable and an estimation result may not be obtained. Even if an estimation result is obtained, the method of the present embodiment has higher accuracy in detecting the irregularity of the trajectory 16 than the method in which no state variable is selected. This is because in the present embodiment, it is realized that the equation of motion describing the yawing of the wheel shafts 13a to 13d is not included in the state equation and that the measured value of the longitudinal force is used.
  • a strain gauge can be used as a sensor, so that no special sensor is required. Therefore, it is possible to accurately detect an abnormality (trajectory irregularity) in the track 16 without incurring a large cost. Further, since it is not necessary to use a special sensor, it is possible to detect an irregularity of the track 16 in real time while the business vehicle is running by attaching a strain gauge to the business vehicle and mounting the inspection device 800 on the business vehicle. it can. Therefore, it is possible to detect the irregularity of the track 16 without running the inspection vehicle.
  • a strain gauge may be attached to the inspection vehicle, and the inspection device 800 may be mounted on the inspection vehicle.
  • ⁇ Modification> the case where the Kalman filter is used has been described as an example.
  • a filter that derives a state variable that is, a filter that performs data assimilation
  • the Kalman filter is not necessarily used.
  • a particle filter may be used.
  • An example of the error between the measured value and the calculated value of the observed variable is a square error between the measured value and the calculated value of the observed variable.
  • the case where the amount of deviation is derived is described as an example.
  • the information reflecting the irregularity of the trajectory (the appearance defect of the trajectory 16) is derived as the information reflecting the state of the trajectory 16, it is not always necessary to derive the deviation amount.
  • the lateral pressure generated between the railway vehicle and the rail Left-right direction stress may be derived.
  • Q 1 , Q 2 , Q 3 , and Q 4 are lateral pressures at the wheels 14a, 14b, 14c, and 14d, respectively.
  • f 3 represents the spin creep coefficient.
  • the state variable showing the state of the vehicle body 11 was included was described as an example.
  • the vehicle body 11 is the part where the propagation of vibration due to the acting force (creep force) between the wheels 14a to 14d and the track 16 is finally transmitted. Therefore, for example, when it is determined that the influence of the propagation in the vehicle body 11 is small, the state variable indicating the state of the vehicle body 11 may not be included.
  • equations of motion of equations (1) to (21) equations of motion describing the lateral vibration, yawing and rolling of the vehicle body 11 of equations (15) to (17), and (18)
  • the equation of motion and the equation of motion describing the yawing of the yaw damper arranged in the carriage 12a and the yaw damper arranged in the carriage 12b are not required.
  • the state quantity relating to the vehicle body (state quantity including the subscript b) and the state quantity relating to the vehicle body (state quantity including the subscript b) are included in ⁇ .
  • the value (for example, ⁇ a2 ⁇ b ⁇ in the third term on the left side of equation (21)) is set to 0 (zero).
  • the carriages 12a and 12b are bolsterless carriages
  • the carts 12a and 12b are not limited to bolsterless carts.
  • the equation of motion is rewritten so that the centrifugal force is included.
  • the equation of motion is appropriately rewritten according to the components of the railway vehicle, the force received by the railway vehicle, the direction of motion of the railway vehicle, and the like. That is, the equation of motion is not limited to that exemplified in this embodiment.
  • FIG. 14 is a diagram showing an example of the configuration of the inspection system.
  • the inspection system includes data collection devices 1410 a and 1410 b and a data processing device 1420.
  • FIG. 14 also illustrates an example of functional configurations of the data collection devices 1410a and 1410b and the data processing device 1420.
  • the hardware of the data collection devices 1410a and 1410b and the data processing device 1420 can be realized by, for example, the one shown in FIG. Therefore, detailed description of the hardware configuration of the data collection devices 1410a and 1410b and the data processing device 1420 is omitted.
  • Each data collection device 1410a and 1410b is mounted on each railway vehicle.
  • Data processor 1420 is located at the command office.
  • the command center centrally manages the operation of a plurality of railway vehicles, for example.
  • the data collection devices 1410a and 1410b can be realized by the same device.
  • the data collection devices 1410a and 1410b include data acquisition units 1411a and 1411b and data transmission units 1412a and 1412b.
  • the data acquisition units 1411a and 1411b have the same function as the data acquisition unit 803. That is, the data acquisition units 1411a and 1411b acquire measurement data. Also in the present embodiment, as in the first embodiment, the data acquisition units 1411a and 1411b use the measured values of acceleration in the left-right direction of the vehicle body 11, the measured values of acceleration in the left-right direction of the carriages 12a and 12b, as measurement data, The measurement value of the acceleration in the left-right direction and the measurement value of the longitudinal force of the wheel shafts 13a to 13d are acquired. The strain gauge and the arithmetic unit for obtaining these measurement values are the same as those described in the first embodiment.
  • the data transmission units 1412a and 1412b transmit the measurement data acquired by the data acquisition units 1411a and 1411b to the data processing device 1420.
  • the data transmission units 1412a and 1412b transmit the measurement data acquired by the data acquisition units 1411a and 1411b to the data processing device 1420 by wireless communication.
  • the data transmission units 1412a and 1412b add the identification numbers of the railway vehicles on which the data collection devices 1410a and 1410b are mounted to the measurement data acquired by the data acquisition units 1411a and 1411b.
  • the data transmission units 1412a and 1412b transmit the measurement data to which the identification number of the railway vehicle is added.
  • the data reception unit 1421 receives the measurement data transmitted by the data transmission units 1412a and 1412b.
  • the identification number of the railway vehicle that is the transmission source of the measurement data is added to the measurement data.
  • the data storage unit 1422 stores the measurement data received by the data reception unit 1421.
  • the data storage unit 1422 stores measurement data for each railcar identification number.
  • the data storage unit 1422 identifies the position of the railway vehicle at the reception time of the measurement data based on the current operation status of the railway vehicle and the reception time of the measurement data, and information on the identified position and the measurement data Are stored in association with each other.
  • the data collection devices 1410a and 1410b may collect information on the current position of the railway vehicle and include the collected information in the measurement data.
  • the data reading unit 1423 reads the measurement data stored in the data storage unit 1422.
  • the data reading unit 1423 can read measurement data designated by the operator among the measurement data stored in the data storage unit 1422.
  • the data reading unit 1423 can also read measurement data that matches a predetermined condition at a predetermined timing.
  • the measurement data read by the data reading unit 1423 is determined based on, for example, at least one of the identification number and the position of the railway vehicle.
  • State equation storage unit 801, observation equation storage unit 802, filter operation unit 804, orbital state calculation unit 805, and output unit 806 are the same as those described in the first embodiment. Therefore, detailed description thereof is omitted here. Note that the filter calculation unit 804 determines the state variable represented by the equation (44) using the measurement data read by the data reading unit 1423 instead of the measurement data acquired by the data acquisition unit 803.
  • the data collection devices 1410a and 1410b mounted on the railway vehicle collect measurement data and transmit it to the data processing device 1420.
  • Data processor 1420 disposed control center, the data collection device 1410a, and stores the measurement data received from 1410b, using the stored measurement data, calculates a street deviation amount y R. Accordingly, in addition to the effects described in the first embodiment, for example, the following effects can be obtained. That is, the data processing device 1420 can calculate the deviation amount y R at any timing by reading the measurement data at any timing. In addition, the data processing device 1420 can output a time-series change in the amount of deviation y R at the same position. In addition, the data processing device 1420 can output the amount of deviation y R on a plurality of routes for each route.
  • the state equation storage unit 801, the observation equation storage unit 802, the filter calculation unit 804, the orbital state calculation unit 805, and the output unit 806 are included in one device.
  • the functions of the state equation storage unit 801, the observation equation storage unit 802, the filter calculation unit 804, the orbital state calculation unit 805, and the output unit 806 may be realized by a plurality of devices. In this case, an inspection system is configured using these plural devices.
  • the embodiment of the present invention described above can be realized by a computer executing a program. Further, a computer-readable recording medium in which the program is recorded and a computer program product such as the program can also be applied as an embodiment of the present invention.
  • a recording medium for example, a flexible disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a nonvolatile memory card, a ROM, or the like can be used.
  • the present invention can be used for, for example, inspecting a railroad track.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Vehicle Body Suspensions (AREA)

Abstract

La présente invention concerne un appareil d'inspection (800) qui calcule une quantité d'irrégularité d'alignement en obturant un déplacement angulaire dans une direction de lacet d'ensembles roues (13a-13d), une variable d'état déterminée par un filtre et une valeur de mesure d'une force dans une direction avant/arrière dans une équation de mouvement décrivant le mouvement de lacet des ensembles roues (13a-13d).
PCT/JP2017/011010 2016-03-23 2017-03-17 Système d'inspection, procédé et programme d'inspection Ceased WO2017164133A1 (fr)

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CN201780016557.6A CN108778888B (zh) 2016-03-23 2017-03-17 检查系统、检查方法及计算机可读取存储介质
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JP2020172118A (ja) * 2019-04-08 2020-10-22 東海旅客鉄道株式会社 軌道狂い測定装置
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WO2019043859A1 (fr) * 2017-08-31 2019-03-07 新日鐵住金株式会社 Système d'inspection, procédé d'inspection, et programme
JP2019119306A (ja) * 2017-12-28 2019-07-22 日本製鉄株式会社 接触角推定システム、接触角推定方法、およびプログラム
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JPWO2020008525A1 (ja) * 2018-07-03 2021-06-24 日本製鉄株式会社 検査システム、検査方法、およびプログラム
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JP7017179B2 (ja) 2018-07-03 2022-02-08 日本製鉄株式会社 検査システム、検査方法、およびプログラム
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JP2021506677A (ja) * 2018-08-01 2021-02-22 中▲車▼青▲島▼四方▲機車車▼輌股▲分▼有限公司Ｃｒｒｃ Ｑｉｎｇｄａｏ Ｓｉｆａｎｇ Ｃｏ．， Ｌｔｄ． 電磁横方向アクティブ制振システム、及びその制御方法と装置
JP7088315B2 (ja) 2018-12-10 2022-06-21 日本製鉄株式会社 検査システム、検査方法、およびプログラム
WO2020121943A1 (fr) 2018-12-10 2020-06-18 日本製鉄株式会社 Système d'inspection, procédé d'inspection et programme
JPWO2020121943A1 (ja) * 2018-12-10 2021-10-28 日本製鉄株式会社 検査システム、検査方法、およびプログラム
EP3895955A4 (fr) * 2018-12-10 2022-10-12 Nippon Steel Corporation Système d'inspection, procédé d'inspection et programme
JP2020172118A (ja) * 2019-04-08 2020-10-22 東海旅客鉄道株式会社 軌道狂い測定装置
JP7253186B2 (ja) 2019-04-08 2023-04-06 東海旅客鉄道株式会社 軌道狂い測定装置
JP7184191B2 (ja) 2019-06-28 2022-12-06 日本製鉄株式会社 推定装置、推定方法、およびプログラム
JPWO2020261959A1 (fr) * 2019-06-28 2020-12-30
JP2022028374A (ja) * 2020-08-03 2022-02-16 日本製鉄株式会社 推定装置、推定方法、およびプログラム
JP7553778B2 (ja) 2020-08-03 2024-09-19 日本製鉄株式会社 推定装置、推定方法、およびプログラム

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CN108778888A (zh) 2018-11-09
CN108778888B (zh) 2019-11-12
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