CN112566832A - Inspection system, inspection method, and program - Google Patents

Abstract

The invention relates to an inspection system, an inspection method and a program. The inspection device (400) calculates a correction amount of the estimated value of the lead end irregularity amount at each position in the entire travel section of the railway vehicle using the estimated value and the measured value of the lead end irregularity amount at each position in the entire travel section of the railway vehicle. Then, the inspection device (400) runs the railway vehicle, obtains an estimated value of the traffic irregularity at the running position of the railway vehicle, and corrects the traffic irregularity by the 2 nd correction amount at the running position.

Description

Inspection system, inspection method, and program

Technical Field

The present invention relates to an inspection system, an inspection method, and a program, which can be used particularly favorably for inspecting a rail of a railway vehicle.

Background

When the railway vehicle travels on the rail, the position of the rail changes due to the load from the railway vehicle. When such a track change occurs, the railway vehicle may exhibit an abnormal behavior. Therefore, conventionally, a rail vehicle is caused to travel on a rail to detect an abnormality of the rail.

Patent document 1 describes the following: the amount of through-end irregularity is estimated by substituting an angular displacement in the direction of deflection of the wheel shaft, a state variable obtained by a kalman filter, and a force in the forward-backward direction into a motion equation describing the deflection of the wheel shaft.

Documents of the prior art

Patent document

Patent document 1: international publication No. 2017/164133

Patent document 2: japanese patent laid-open publication No. 2017-53773

Disclosure of Invention

Problems to be solved by the invention

The inventors have obtained the following insight: in the technique described in patent document 1, when a disturbance not considered in the motion equation occurs, an error in the estimated value of the amount of pass irregularity becomes large.

The present invention has been made in view of the above problems, and an object thereof is to detect irregularities on a track of a railway vehicle with high accuracy without using a special measuring device.

Means for solving the problems

The inspection system of the present invention includes: a data acquisition unit that acquires measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail; a 1 st track state calculation unit for calculating a 1 st physical quantity guess value; correction amount calculating means for calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated by the 1 st track state calculating means and the actual value of the 1 st physical quantity; a 2 nd track state calculation unit which calculates an estimated value of the 1 st physical quantity after calculating the correction amount; and a track condition correcting unit that corrects the estimated value of the 1 st physical quantity calculated by the 2 nd track condition calculating unit using the correction amount, the measured data including a measured value of a fore-and-aft direction force generated in a member disposed between the wheel axle and the bogie on which the wheel axle is provided, the member being a member for supporting an axle box, the fore-and-aft direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a condition of the track, the 1 st track condition calculating unit and the 2 nd track condition calculating unit calculating the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at a position of the wheel axle and the measured value of the fore-and-aft direction force, the measured value of the longitudinal force used in the 1 st track state calculation means is included in the measurement data acquired by the data acquisition means before the correction amount is calculated, and the measured value of the longitudinal force used in the 2 nd track state calculation means is included in the measurement data acquired by the data acquisition means after the correction amount is calculated.

The inspection method of the present invention is characterized by comprising: a data acquisition step of acquiring measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail; a 1 st orbit state calculation step of calculating a 1 st physical quantity estimated value; a correction amount calculation step of calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated in the 1 st track state calculation step and the actual value of the 1 st physical quantity; a 2 nd track state calculation step of calculating an estimated value of the 1 st physical quantity after the correction amount is calculated; and a track condition correcting step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track condition calculating step using the correction amount, the measured data including a measured value of a fore-and-aft direction force generated in a member disposed between the wheel axle and the bogie provided with the wheel axle, the member supporting an axle box, the fore-and-aft direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a condition of the track, the 1 st track condition calculating step and the 2 nd track condition calculating step calculating the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at a position of the wheel axle and the measured value of the fore-and-aft direction force, the measured value of the fore-and-aft direction force used in the 1 st track state calculation step is included in the measurement data acquired in the data acquisition step before the correction amount is calculated, and the measured value of the fore-and-aft direction force used in the 2 nd track state calculation step is included in the measurement data acquired in the data acquisition step after the correction amount is calculated.

The program of the present invention is characterized by causing a computer to execute: a data acquisition step of acquiring measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail; a 1 st orbit state calculation step of calculating a 1 st physical quantity estimated value; a correction amount calculation step of calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated in the 1 st track state calculation step and the actual value of the 1 st physical quantity; a 2 nd track state calculation step of calculating an estimated value of the 1 st physical quantity after the correction amount is calculated; and a track condition correcting step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track condition calculating step using the correction amount, the measured data including a measured value of a fore-and-aft direction force generated in a member disposed between the wheel axle and the bogie provided with the wheel axle, the member supporting an axle box, the fore-and-aft direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a condition of the track, the 1 st track condition calculating step and the 2 nd track condition calculating step calculating the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at a position of the wheel axle and the measured value of the fore-and-aft direction force, the measured value of the fore-and-aft direction force used in the 1 st track state calculation step is included in the measurement data acquired in the data acquisition step before the correction amount is calculated, and the measured value of the fore-and-aft direction force used in the 2 nd track state calculation step is included in the measurement data acquired in the data acquisition step after the correction amount is calculated.

Drawings

Fig. 1 is a diagram showing an example of an outline of a railway vehicle.

Fig. 2 is a diagram conceptually showing directions of main motions of components of the railway vehicle.

Fig. 3A is a diagram showing an example of the amount of through end irregularity of the linear track.

Fig. 3B is a diagram showing an example of the amount of through end irregularity of the curved track.

Fig. 4 is a diagram showing an example of a functional configuration of the inspection apparatus.

Fig. 5 is a diagram showing an example of a hardware configuration of the inspection apparatus.

Fig. 6 is a flowchart showing an example of the 1 st preprocessing.

Fig. 7 is a flowchart showing an example of the 2 nd prior process.

Fig. 8 is a flowchart showing an example of the main processing.

Fig. 9 is a diagram showing an example of the distribution of eigenvalues of the autocorrelation matrix.

Fig. 10 is a diagram showing an example of time-series data (measured values) of measured values of the front-rear direction force and time-series data (calculated values) of predicted values of the front-rear direction force.

Fig. 11 is a diagram showing an example of time-series data of high-frequency components of the forward and backward force.

Fig. 12A is a diagram showing an example 1 of a relationship between an estimated value of the amount of open end irregularity, an actual value of the amount of open end irregularity, a running speed of the railway vehicle, a curvature of the rail, and a distance from the starting point of the railway vehicle.

Fig. 12B is a diagram showing an example 2 of the relationship between the estimated value of the amount of open end irregularity, the actual value of the amount of open end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the starting point of the railway vehicle.

Fig. 13A is a diagram showing an example 3 of the relationship between the estimated value of the amount of open end irregularity, the actual value of the amount of open end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the starting point of the railway vehicle.

Fig. 13B is a diagram showing an example 4 of the relationship between the estimated value of the amount of open end irregularity, the actual value of the amount of open end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the starting point of the railway vehicle.

Fig. 14A is a diagram showing an example 5 of the relationship between the estimated value of the amount of open end irregularity, the actual value of the amount of open end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the starting point of the railway vehicle.

Fig. 14B is a diagram showing an example 6 of the relationship between the estimated value of the amount of open end irregularity, the actual value of the amount of open end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the starting point of the railway vehicle.

Fig. 15 is a diagram illustrating an example of the rim contact.

Fig. 16A is a diagram showing an example 1 of the relationship between the 2 nd correction amount and the distance of the railway vehicle from the departure point.

Fig. 16B is a diagram showing an example 2 of the relationship between the 2 nd correction amount and the distance of the railway vehicle from the departure point.

Fig. 16C is a diagram showing an example 3 of the relationship between the 2 nd correction amount and the distance of the railway vehicle from the departure point.

Fig. 17A is a diagram showing an example 1 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 17B is a view showing an example 2 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 18A is a diagram showing an example 3 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 18B is a diagram showing an example 4 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 19A is a diagram showing an example 5 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 19B is a diagram showing an example 6 of the relationship between the corrected estimated value of the amount of traffic irregularity and the distance of the railway vehicle from the departure point.

Fig. 20 is a diagram showing an example of the configuration of the inspection system.

Detailed Description

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

(summary)

First, an outline of an embodiment of the present invention will be described.

Fig. 1 is a diagram showing an example of an outline of a railway vehicle. In fig. 1, the railway vehicle is moving forward along the x-axis (the x-axis is an axis along the traveling direction of the railway vehicle). The z-axis is a direction (height direction of the railway vehicle) perpendicular to the rail 16 (ground). The y-axis is a horizontal direction (a direction perpendicular to both the traveling direction and the height direction of the railway vehicle) perpendicular to the traveling direction of the railway vehicle. In addition, the railway vehicle is a business vehicle. In each figure, a case where ● is added to a circle indicates a direction from the back side to the near side of the paper, and a case where x is added to a circle indicates a direction from the near side to the back side of the paper.

As shown in fig. 1, in the present embodiment, the railway vehicle includes a vehicle body 11, bogies 12a and 12b, and axles 13a to 13 d. As described above, in the present embodiment, a railway vehicle in which one vehicle body 11 is provided with two bogies 12a and 12b and 4 sets of wheel axles 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. In the present embodiment, a case where the bogies 12a and 12b are non-axle-beam bogies will be described as an example. In fig. 1, for convenience of description, only one wheel 14a to 14d of the wheel shafts 13a to 13d is shown, but a wheel (in the example shown in fig. 1, the total number of wheels is 8) is also provided on the other wheel shaft 13a to 13 d. Note that the railway vehicle includes components (components described in a motion equation described later) other than the components shown in fig. 1, but for convenience of description, the components are not shown in fig. 1. For example, the bogies 12a, 12b have bogie frames, bolster springs, and the like. Axle boxes are disposed on both sides of each of the wheel shafts 13a to 13d in the y-axis direction. Further, the bogie frame and the axle box are coupled to each other via an axle box support device. The axle box support device is a device (suspension) disposed between the axle box and the bogie frame. The axle box support device absorbs vibration transmitted from the rail 16 to the railway vehicle. The axle box support device supports the axle box in a state in which the position of the axle box with respect to the bogie frame is restricted so as to suppress (preferably, not generate) the movement of the axle box with respect to the bogie frame in the direction along the x-axis and the direction along the y-axis. The axle box support devices are disposed on both sides of each of the wheel shafts 13a to 13d in the y-axis direction. The railway vehicle itself can be realized by a known technique, and therefore, a detailed description thereof will be omitted here.

When the railway vehicle runs on the track 16, the acting force (creep force) between the wheels 14a to 14d and the track 16 becomes a vibration source, and the vibration is transmitted to the wheel shafts 13a to 13d, the bogies 12a and 12b, and the vehicle body 11 in this order. Fig. 2 is a diagram conceptually showing directions of main motions of components (wheel axles 13a to 13d, bogies 12a and 12b, and vehicle body 11) of the railway vehicle. The x, y, and z axes shown in fig. 2 correspond to the x, y, and z axes shown in fig. 1, respectively.

As shown in fig. 2, in the present embodiment, a case will be described as an example where the wheel shafts 13a to 13d, the bogies 12a and 12b, and the vehicle body 11 perform a motion of turning around the x-axis as a turning axis, a motion of turning around the z-axis as a turning axis, and a motion in the direction along the y-axis. In the following description, a motion of turning about the x-axis as a turning axis is referred to as roll, a turning direction about the x-axis as a turning axis is referred to as a roll direction, and a direction along the x-axis is referred to as a front-rear direction. The front-rear direction is a traveling direction of the railway vehicle. In the present embodiment, the direction along the x-axis is the traveling direction of the railway vehicle. The motion of rotation about the z-axis as a rotation axis is referred to as yaw as necessary, the direction of rotation about the z-axis as a rotation axis is referred to as yaw direction as necessary, and the direction along the z-axis is referred to as vertical direction as necessary. The vertical direction is a direction perpendicular to the rail 16. The motion along the y-axis is referred to as lateral vibration as necessary, and the direction along the y-axis is referred to as a left-right direction as necessary. The left-right direction is a direction perpendicular to both the front-back direction (the traveling direction of the railway vehicle) and the up-down direction (the direction perpendicular to the rails 16). The railway vehicle also performs other motions, but these motions are not considered in the respective embodiments for the sake of simplifying the description. However, these movements are also contemplated.

As described in patent document 1, the present inventors conceived the following method: the amount of through end irregularity is calculated as an example of the 1 st physical quantity reflecting the track irregularity (defect in the appearance of the track 16) using the measured value of the force in the front-rear direction generated in the member disposed between the wheel shafts 13a to 13b (13c to 13d) and the bogie 12a (12b) provided with the wheel shafts 13a to 13b (13c to 13 d). In the following description, the force in the front-rear direction generated in the member is referred to as a front-rear direction force as necessary.

The amount of through end irregularity is calculated using a formula based on a motion equation describing the motion of the railway vehicle when traveling on the straight track, and a formula representing the relationship between the amount of through end irregularity and the force in the front-rear direction. The rail 16 includes a linear portion and a curved portion. In the following description, the linear portion of the rail 16 is referred to as a linear rail as necessary, and the curved portion of the rail 16 is referred to as a curved rail as necessary.

When filtering is performed by a filter (kalman filter) that performs data assimilation, which will be described later, if the state equation is configured by using a motion equation that describes the motion of a railway vehicle traveling on a curved track, the state variable may diverge. Therefore, the equation of state in the case of filtering by a filter (kalman filter) that performs data assimilation is configured using a motion equation that describes the motion of the railway vehicle that travels on the straight track.

In the equation of motion describing the motion of the railway vehicle traveling on the curved track, it is necessary to consider the centrifugal force and the like to which the railway vehicle is subjected during traveling. Thus, the equation of motion describing the motion of a railway vehicle traveling on a curved track includes a term containing the radius of curvature of the rail (rail). Therefore, when the railway vehicle travels on a curved track, if the state variable is derived using a filter (kalman filter) for data assimilation configured by using a motion equation describing the motion of the railway vehicle traveling on a straight track, there is a possibility that the state variable cannot be derived with high accuracy.

The present inventors have focused on: when the railway vehicle travels on a curved track, the measured value of the force in the front-rear direction is offset from that when the railway vehicle travels on a straight track. Therefore, the inventors consider that: by reducing the low frequency component (behavior of the offset) from the time-series data of the measured value of the fore-and-aft direction force, even if a filter (kalman filter) for data assimilation, which will be described later, is configured using an equation based on the motion equation describing the motion of the railway vehicle when the railway vehicle travels on the linear track, the low frequency component caused by the travel of the railway vehicle on the curved track can be reduced from the estimated value of the state variable. From this situation, the present inventors thought: the amount of through end irregularity is calculated by assigning time-series data in which the value of the longitudinal force of the low-frequency component is reduced to an equation based on an equation of motion describing the motion of the railway vehicle when traveling on the straight track, and an equation representing the relationship between the amount of through end irregularity and the longitudinal force. By calculating the amount of through end irregularity in this manner, the amount of through end irregularity of the curved track can be calculated even with the use of an equation based on the equation of motion describing the motion of the railway vehicle when traveling on the linear track. In addition, the calculation formula for the amount of the lead irregularity is the same calculation formula regardless of whether it is a curved track or a straight track.

Also, the present inventors found that: since the disturbance, which is not considered in the motion equation describing the motion of the railway vehicle, affects the measurement value of the force in the front-rear direction at least in one of the running state of the railway vehicle and the installation state of the rail 16, the calculation accuracy of the amount of the open end irregularity may be lowered. The running state of the railway vehicle in which such a disturbance is likely to occur includes, for example, a state in which the railway vehicle runs at a low speed, a state in which the railway vehicle decelerates rapidly, a state in which the railway vehicle accelerates rapidly, a state in which the railway vehicle runs while being in contact with a wheel rim, and a state in which the railway vehicle runs on a joint of a track. The installation state of the track 16 in which such disturbance is likely to occur includes, for example, a state in which the track 16 is in a sharp turn (a state in which the curvature of the track is large), a state in which the track 16 is installed in a place having a specific structure, a state in which the track has a joint, and a state in which the track 16 is a ballastless track. Specific structures include, for example, platforms, bridges, tunnels, switches, crossings, and guard rails of a station.

This disturbance is represented by the difference between the guessed and measured values of the on-end irregularity. If the same railway vehicle is used, the measurement data does not change greatly due to the characteristics inherent to the railway vehicle. The characteristics inherent to the railway vehicle include, for example, individual differences of the vehicle body 11, individual differences of the bogies 12a and 12b, individual differences of the axles 13a to 13d, and individual differences of strain gauges for measuring the force in the front-rear direction. The connection state of these components may be a characteristic inherent to the railway vehicle. Further, if the same railway vehicle is used, the traveling speed at each position of the track 16 does not change greatly. Thus, the present inventors found that: when the same railway vehicle is traveling at the same position, the difference between the estimated value and the measured value of the traffic irregularity does not change significantly depending on the date and time at which the railway vehicle is traveling. Therefore, the difference between the estimated value and the actually measured value of the amount of the open end irregularity described above is obtained in advance as the correction amount of the estimated value for the amount of the open end irregularity at each position of the track 16 on which the railway vehicle travels. Then, by running the railway vehicle on the track 16, the estimated values of the amount of traffic irregularity are obtained again at each position of the track 16. The estimated value of the amount of the through end irregularity thus obtained is corrected by the correction amount at the position of the track 16 at which the estimated value is obtained. In this way, the amount of through end irregularity at each position of the rail 16 can be obtained. In the present embodiment, the corrected through end irregularity amount is set as the final through end irregularity amount.

(equation of motion)

Next, an example of a motion equation describing the motion of the railway vehicle when the railway vehicle travels on the linear track will be described. In the present embodiment, the equation of motion described in patent document 1 is taken as an example, and a case where the railway vehicle has 21 degrees of freedom is taken as an example. That is, the wheel shafts 13a to 13d perform a motion (lateral vibration) in the left-right direction and a motion (yaw) in the yaw direction (2 × 4 sets of 8 degrees of freedom). Further, the trucks 12a, 12b perform a motion in the left-right direction (lateral vibration), a motion in the yaw direction (yaw), and a motion in the roll direction (roll) (3 × 2 sets of 6 degrees of freedom). Further, the vehicle body 11 performs a motion in the left-right direction (lateral vibration), a motion in the yaw direction (yaw), and a motion in the roll direction (roll) (3 × 1 sets of 3 degrees of freedom). Further, the air springs (bolster springs) provided for the respective trucks 12a, 12b are moved (rolled) in the rolling direction (2 degrees of freedom in a 1 × 2 set). Further, the yaw dampers provided for the respective bogies 12a, 12b perform movement (yaw) in the yaw direction (1 × 2 sets of 2 degrees of freedom).

The degree of freedom is not limited to 21 degrees of freedom. If the degree of freedom is increased, the calculation accuracy is improved, but the calculation load becomes high. Further, the operation of the kalman filter described later may become unstable. The degree of freedom can be appropriately determined in consideration of these aspects. Further, for example, the following equations of motion can be realized by expressing the operation of each component (the vehicle body 11, the trucks 12a, 12b, and the wheel shafts 13a to 13d) in each direction (the left-right direction, the yaw direction, and the roll direction) based on the descriptions of non-patent documents 1 and 2. Therefore, the outline of each equation of motion will be described here, and detailed description will be omitted. In the following expressions, there is no term containing the radius of curvature (curvature) of the track 16 (rail). That is, the following equations are equations expressing the running of the railway vehicle on the linear track. In the formula for expressing the travel of the railway vehicle on the curved track, the formula for expressing the travel of the railway vehicle on the linear track can be obtained by setting the curvature radius of the track 16 (rail) to infinite (the curvature is 0 (zero)).

In the following formulas, the subscript w indicates the wheel shafts 13a to 13 d. The variables with the subscript w attached (only) indicate that they are common among the axles 13 a-13 d. Subscripts w1, w2, w3, w4 denote axles 13a, 13b, 13c, 13d, respectively.

The subscripts T, T denote the trucks 12a, 12 b. The variables with the subscripts T, T attached (only) indicate that they are common in the trucks 12a, 12 b. The subscripts t1, t2 indicate the trucks 12a, 12b, respectively.

The subscripts B, B denote the vehicle body 11.

Subscript x denotes a front-rear direction or a roll direction, subscript y denotes a left-right direction, and subscript z denotes an up-down direction or a yaw direction.

Furthermore, "·" and "·" attached to the variables indicate 2-order time differentials and 1-order time differentials, respectively.

In the following description of the equations of motion, descriptions of appearing variables are omitted as necessary. The motion equation itself is the same as the motion equation described in patent document 1.

[ transverse vibration of wheel axle ]

Equations of motion describing the lateral vibration (motion in the left-right direction) of the wheel shafts 13a to 13d are expressed by the following expressions (1) to (4).

[ numerical formula 1]

m_wIs the mass of the axles 13 a-13 d. y is_w1In the formula, attached to y_w1The upper (hereinafter, the same applies to other variables)) is the acceleration of the wheel shaft 13a in the left-right direction. f. of₂Is a transverse creep coefficient (in addition, transverse creep coefficient f)₂May also be assigned to each axle 13 a-13 d). V is the running speed of the railway vehicle. y is_w1(in the formula. is attached to y)_w1The upper (hereinafter, the same applies to other variables)) is the speed of the wheel shaft 13a in the left-right direction. C_wyIs a damping constant in the lateral direction of the axle box supporting device connecting the axle box and the wheel axle. y is_t1Is the speed of the bogie 12a in the left-right direction. a is 1/2 indicating the distance in the front-rear direction between the axles 13a, 13b, 13c, 13d provided on the trucks 12a, 12b (the distance between the axles 13a, 13b, 13c, 13d provided on the trucks 12a, 12b is 2 a). Psi_t1Is the angular velocity in the yaw direction of the bogie 12 a. h is₁Is the distance in the up-down direction between the center of the axle and the center of gravity of the bogie 12 a.

Is the angular velocity in the roll direction of the bogie 12 a. Psi_w1Is the amount of rotation (angular displacement) in the yaw direction of the wheel shaft 13 a. K_wyIs the spring constant in the lateral direction of the axlebox support device. y is_w1Is to the left of the wheel axle 13aDisplacement in the right direction. y is_t1Is the displacement in the left-right direction of the bogie 12 a. Psi_t1Is the amount of rotation (angular displacement) in the yaw direction of the bogie 12 a.

Is the amount of rotation (angular displacement) in the roll direction of the bogie 12 a. The variables of expressions (2) to (4) are expressed by substituting the variables of expression (1) according to the meanings of the subscripts.

[ deflection of the wheel axle ]

Equations of motion describing the deflections of the wheel shafts 13a to 13d are expressed by the following equations (5) to (8).

[ numerical formula 2]

I_wzIs the moment of inertia in the yaw direction of the wheel shafts 13a to 13 d. Psi_w1Is the angular acceleration in the yaw direction of the wheel axle 13 a. f. of₁Is the longitudinal creep coefficient. b is a distance in the left-right direction between the tangent points of the two wheels attached to the wheel shafts 13a to 13d and the rail 16 (rail). Psi_w1Is the angular velocity in the yaw direction of the wheel shaft 13 a. C_wxIs a damping constant in the front-rear direction of the axle box support device. b₁Length 1/2 indicating the distance between the axle box supports in the lateral direction (the length in the lateral direction of two axle box supports provided on the left and right with respect to one wheel axle)Interval of 2b₁). γ is the tread slope. r is the radius of the wheels 14 a-14 d. y is_R1Is the amount of through end irregularity at the location of the axle 13 a. s_aIs the amount of offset in the front-rear direction from the center of the axles 15a to 15d to the pedestal bearing springs. y is_t1Is the displacement in the left-right direction of the bogie 12 a. K_wxIs a spring constant in the front-rear direction of the pedestal bearing device. The variables of expressions (6) to (8) are expressed by substituting the variables of expression (5) according to the meanings of the subscripts. Wherein, y_R2、y_R3、y_R4Respectively the amount of through end irregularity at the location of the axles 13b, 13c, 13 d.

The term "through-end irregularity" as used herein means a lateral displacement of the rail in the longitudinal direction, as described in Japanese Industrial standards (JIS E1001: 2001). The amount of through-end irregularity is the amount of this displacement. FIG. 3 shows the amount of through end irregularity y at the location of axle 13a_R1An example of the method. In fig. 3A, a case where the track 16 is a linear track will be described as an example. In fig. 3B, a case where the track 16 is a curved track will be described as an example. In fig. 3A and 3B, 16a denotes a rail bar, and 16B denotes a sleeper. In fig. 3A, the wheel 14a of the axle 13A is in contact with the rail 16a at position 301. In fig. 3B, the wheel 14a of the axle 13a is in contact with the rail 16a at a location 302. Through end irregularity y at the location of axle 13a_R1The distance in the left-right direction is a distance between a contact position of the wheel 14a of the wheel shaft 13a and the rail 16a and a position of the rail 16a in a case where a normal state is assumed. The position of the axle 13a is a contact position of the wheel 14a of the axle 13a with the rail 16 a. Through end irregularity y at the location of the axles 13b, 13c, 13d_R2、y_R3、y_R4Also with the through end irregularity y at the location of the axle 13a_R1Are defined as such.

[ lateral vibration of bogie ]

The equation of motion describing the lateral vibration (motion in the left-right direction) of the trucks 12a, 12b is expressed by the following expression (9) and expression (10).

[ numerical formula 3]

m_TIs the mass of the trucks 12a, 12 b. y is_t1Is the acceleration in the left-right direction of the bogie 12 a. c'₂Is the damping constant of the left and right motion dampers. h is₄Is the distance in the up-down direction between the center of gravity of the bogie 12a and the right-left movement damper. y is_bThe velocity in the left-right direction of the vehicle body 11. L denotes 1/2 of the interval in the front-rear direction between the centers of the trucks 12a, 12b (the interval in the front-rear direction between the centers of the trucks 12a, 12b is 2L). Psi_bIs the angular velocity in the yaw direction of the vehicle body 11. h is₅Is the distance in the up-down direction between the damper for right-left movement and the center of gravity of the vehicle body 11.

Is the angular velocity in the roll direction of the vehicle body 11. y is_w2Is the speed of the wheel shaft 13b in the left-right direction. k'₂Is a spring constant in the left-right direction of the air spring (a bolster spring). h is₂Is the distance in the vertical direction between the center of gravity of the bogies 12a, 12b and the center of the air spring (the bolster spring). y is_bIs a displacement in the left-right direction of the vehicle body 11. Psi_bIs the amount of rotation (angular displacement) in the yaw direction of the vehicle body 11. h is₃Is the distance in the vertical direction between the center of the air spring (the bolster spring) and the center of gravity of the vehicle body 11.

Is the amount of rotation (angular displacement) in the roll direction of the vehicle body 11. The variables of expression (10) are represented by substituting the variables of expression (9) according to the meanings of the subscripts described above.

[ deflection of bogie ]

The equation of motion describing the deflection of the bogies 12a, 12b is expressed by the following expression (11) and expression (12).

[ numerical formula 4]

I_TzIs the moment of inertia in the yaw direction of the trucks 12a, 12 b. Psi_t1Is the angular acceleration in the yaw direction of the bogie 12 a. Psi_w2Is the angular velocity in the yaw direction of the wheel shaft 13 b. Psi_w2Is the amount of rotation (angular displacement) in the yaw direction of the wheel shaft 13 b. y is_w2Is the displacement of the wheel shaft 13b in the left-right direction. k'₀Is the rubber bushing stiffness of the yaw damper. b'₀1/2 (the distance in the left-right direction between the two yaw dampers disposed on the left and right with respect to the trucks 12a, 12b is 2 b'₀)。ψ_y1Is the amount of rotation (angular displacement) in the yaw direction of the yaw damper disposed on the bogie 12 a. k ″)₂Is a spring constant in the left-right direction of the air spring (a bolster spring). b ₂1/2 showing the distance in the left-right direction between the two air springs (bolster springs) disposed on the left and right with respect to the bogies 12a, 12b (the distance in the left-right direction between the two air springs (bolster springs) disposed on the left and right with respect to the bogies 12a, 12b is 2b₂). The variables of expression (12) are represented by substituting the variables of expression (11) according to the meanings of the subscripts described above.

[ roll of bogie ]

The equation of motion describing the rolling of the trucks 12a, 12b is expressed by the following expression (13) and expression (14).

[ numerical formula 5]

I_TxIs the moment of inertia in the roll direction of the trucks 12a, 12 b.

Is the angular acceleration in the roll direction of the bogie 12 a. c1 represents the damping constant of the axial damper in the vertical direction. b'₁1/2 showing the distance in the left-right direction between the two left and right axis dampers arranged with respect to the trucks 12a, 12b (the distance in the left-right direction between the two left and right axis dampers arranged with respect to the trucks 12a, 12b is 2 b'₁)。c₂Is a damping constant in the vertical direction of the air spring (a sleeper spring).

Is an angular velocity in the roll direction of an air spring (a bolster spring) disposed in the bogie 12 a. k is a radical of₁Is the spring constant of the shaft spring in the vertical direction. λ is a value obtained by dividing the volume of the main body of the air spring (occipital spring) by the volume of the auxiliary air chamber. k is a radical of₂The spring constant in the vertical direction of the air spring (occipital spring) is shown.

Is the amount of rotation (angular displacement) in the roll direction of the air spring (bolster spring) disposed on the bogie 12 a. k is a radical of₃Is equivalent stiffness based on the change in the effective pressure receiving area of the air spring (the occipital spring). The variables of the expression (14) are expressed by substituting the variables of the expression (13) according to the meanings of the subscripts described above. Wherein,

is the amount of rotation (angular displacement) in the roll direction of the air spring (bolster spring) disposed on the bogie 12 b.

[ lateral vibration of vehicle body ]

The equation of motion describing the lateral vibration (motion in the left-right direction) of the vehicle body 11 is expressed by the following expression (15).

[ numerical formula 6]

m_BIs the mass of the trucks 12a, 12 b. y is_bIs the acceleration in the left-right direction of the vehicle body 11. y is_t2Is the speed of the bogie 12b in the left-right direction.

Is the angular velocity in the roll direction of the bogie 12 b. y is_t2Is the displacement in the left-right direction of the bogie 12 b.

Is the amount of rotation (angular displacement) in the roll direction of the bogie 12 b.

[ deflection of vehicle body ]

The equation of motion describing the deflection of the vehicle body 11 is expressed by the following equation (16).

[ number formula 7]

I_BzIs the moment of inertia in the yaw direction of the vehicle body 11. Psi_bIs the angular acceleration in the yaw direction of the vehicle body 11. c. C₀Is a damping constant in the front-rear direction of the yaw damper. Psi_y1The angular velocity in the yaw direction of the yaw damper disposed on the bogie 12 a. Psi_y2The angular velocity in the yaw direction of the yaw damper disposed on the bogie 12 b. Psi_t2Is the amount of rotation (angular displacement) in the yaw direction of the bogie 12 b.

[ roll of vehicle body ]

The equation of motion describing the roll of the vehicle body 11 is represented by the following equation (17).

[ number formula 8]

I_BxIs the moment of inertia in the yaw direction of the vehicle body 11.

Is the angular acceleration in the roll direction of the vehicle body 11.

[ deflection of deflection damper ]

Equations of motion describing the deflections of the yaw dampers disposed on the bogie 12a and the yaw dampers disposed on the bogie 12b are expressed by the following expressions (18) and (19), respectively.

[ numerical formula 9]

ψ_y2Is the amount of rotation (angular displacement) in the yaw direction of the yaw damper disposed on the bogie 12 b.

[ roll of air spring (Sleeper spring) ]

Equations describing the roll motions of the air spring (spring sleeper) disposed on the bogie 12a and the air spring (spring sleeper) disposed on the bogie 12b are expressed by the following expressions (20) and (21), respectively.

[ numerical formula 10]

Is an angular velocity in the roll direction of an air spring (a bolster spring) disposed in the bogie 12 b.

(fore-and-aft force)

Next, the force in the front-rear direction will be described. The front-rear direction force itself is the same as the front-rear direction force described in patent document 1.

The same-phase component of the longitudinal creep force of one of the left and right wheels on one wheel shaft and the longitudinal creep force of the other wheel is a component corresponding to the braking force or the driving force. Therefore, the front-rear direction force is preferably determined so as to correspond to the opposite-phase component of the longitudinal creep force. The opposite-phase component of the longitudinal creep force means a component in which the longitudinal creep force of one of the left and right wheels on one wheel axis and the longitudinal creep force of the other wheel are in opposite phases to each other. That is, the opposite-phase component of the longitudinal creep force means a component of the longitudinal creep force in a direction of twisting the axle. In this case, the front-rear direction force is a component having a phase opposite to each other among the front-rear direction components of the forces generated in the two members attached to the left and right sides of one wheel axle.

A specific example of the front-rear direction force in the case where the front-rear direction force is determined so as to correspond to the opposite phase component of the longitudinal creep force will be described below.

In the case where the axle box support device is a single link type axle box support device, the axle box support device includes a link, and the axle box and the bogie frame are connected by the link. Rubber bushings are mounted at both ends of the connecting rod. In this case, the forward-backward force is a component having a phase opposite to each other among forward-backward components of a load received by each of two links, one of which is attached to each of the left and right ends of one wheel shaft. Further, depending on the arrangement and the configuration of the links, the links mainly receive the load in the front-rear direction, the left-right direction, and the up-down direction among the loads in the front-rear direction. Therefore, for example, one strain gauge may be attached to each link. The measured value of the strain gauge is used to derive the component in the front-rear direction of the load received by the link, thereby obtaining the measured value of the force in the front-rear direction. Instead of this, the displacement in the front-rear direction of the rubber bushing attached to the link may be measured by 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 forward-backward force. In the case where the axle box supporting apparatus is a single link type axle box supporting apparatus, the member for supporting the axle box is a link or a rubber bush.

Further, the load measured by the strain gauge attached to the link may include not only a component in the front-rear direction but also at least one of a component in the left-right direction and a component in the up-down direction. However, in this case, in the structure of the pedestal bearing device, the load of the horizontal component and the load of the vertical component received by the link are sufficiently smaller than the load of the longitudinal component. Therefore, by simply attaching one strain gauge to each link, a measured value of the force in the front-rear direction having accuracy practically required can be obtained. In this way, the measured value of the forward-backward force may include components other than the forward-backward component. Therefore, three or more strain gauges may be attached to each link so as to eliminate strain in the vertical direction and the horizontal direction. In this way, the accuracy of the measurement value of the force in the front-rear direction can be improved.

In the case where the pedestal supporting device is an axle-type pedestal supporting device, the pedestal supporting device includes an axle beam, and the axle box and the bogie frame are coupled by the axle beam. The axle beam may be formed integrally with the axle box. A rubber bush is attached to the end portion of the axle beam on the bogie side. In this case, the longitudinal force is a component having a phase opposite to each other among the longitudinal components of the load received by the two axle beams, one of which is attached to each of the left and right ends of one axle. Further, according to the arrangement structure of the axle beam, the axle beam is easily subjected to loads in the lateral direction in addition to loads in the longitudinal direction among loads in the longitudinal direction, the lateral direction, and the vertical direction. Thus, for example, two or more strain gauges are attached to each axle beam so as to eliminate strain in the left-right direction. By using the measured values of these strain gauges, the longitudinal component of the load received by the axle beam is derived, and thereby the measured values of the longitudinal force are obtained. Instead of this, the displacement in the front-rear direction of the rubber bush attached to the axle beam may be measured by 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 forward-backward force. In the case where the pedestal supporting device is an axle-type pedestal supporting device, the member for supporting the axle box is an axle or a rubber bush.

Further, the load measured by the strain gauge attached to the axle beam may include not only components in the front-rear direction and the left-right direction but also components in the up-down direction. However, in this case, in the structure of the pedestal bearing device, the load of the vertical component received by the axle beam is sufficiently smaller than the load of the longitudinal component and the load of the lateral component. Therefore, even if the strain gauge is not attached so as to cancel the load of the vertical component received by the axle beam, it is possible to obtain a measured value of the longitudinal force with accuracy practically required. As described above, the measured force in the front-rear direction may include a component other than the component in the front-rear direction, and three or more strain gauges may be attached to each axle beam so as to eliminate the strain in the vertical direction in addition to the strain in the left-right direction. In this way, the accuracy of the measurement value of the force in the front-rear direction can be improved.

In the case where the axle box supporting device is a plate spring type axle box supporting device, the axle box supporting device includes a plate spring, and the axle box and the bogie frame are coupled by the plate spring. A rubber bush is attached to an end of the plate spring. In this case, the longitudinal force is a component having a phase opposite to each other among the longitudinal components of the load received by the two leaf springs, one of which is attached to each of the left and right ends of the one wheel axle. Further, according to the arrangement structure of the leaf spring, the leaf spring is subjected to a load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the up-down direction, and is also easily subjected to a load in the left-right direction and a load in the up-down direction. Therefore, for example, three or more strain gauges are attached to each leaf spring so as to eliminate strains in the left-right direction and the up-down direction. By using the measured values of these strain gauges, the components in the front-rear direction of the load received by the leaf springs are derived, and thereby the measured values of the front-rear direction force are obtained. Instead of this, the displacement in the front-rear direction of the rubber bush attached to the leaf spring may be measured by 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 forward-backward force. In the case where the axle box supporting apparatus is a plate spring type axle box supporting apparatus, the member for supporting the axle box is a plate spring or a rubber bush.

As the displacement device, a known laser displacement device or an eddy current type displacement device can be used.

Here, the front-rear direction force is described by taking as an example the case where the mode of the axle box supporting device is the single link type, the axle beam type, and the plate spring type. However, the mode of the pedestal bearing device is not limited to the single link type, the axle beam type, and the leaf spring type. According to the mode of the pedestal bearing device, the fore-and-aft direction force can be determined in the same manner as the single link type, the axle beam type, and the plate spring type.

In the following, for the sake of simplicity of explanation, a case where one measured value of the force in the front-rear direction is obtained for one wheel axle will be described as an example. That is, the railway vehicle shown in fig. 1 has four wheel axles 13a to 13 d. Thus, four front-rear direction forces T are obtained₁～T₄The measured value of (1).

(embodiment 1)

Next, embodiment 1 of the present invention will be explained.

< inspection apparatus 400>

Fig. 4 is a diagram showing an example of a functional configuration of the inspection apparatus 400. Fig. 5 is a diagram showing an example of the hardware configuration of the inspection apparatus 400. Fig. 6 is a flowchart showing an example of the 1 st preprocessing of the inspection apparatus 400. The 1 st prior process is a process for setting the state equation and the observation equation used in the 2 nd prior process and the main process. Fig. 7 is a flowchart showing an example of the 2 nd prior process of the inspection apparatus 400. The 2 nd prior process is a process of obtaining a correction amount of the estimated value for the above-described dead end irregularity amount after the 1 st prior process is completed. Fig. 8 is a flowchart showing an example of the main processing of the inspection apparatus 400. The main process is a process of obtaining an estimated value of the final amount of traffic irregularity after the 1 st and 2 nd prior processes are finished. In the present embodiment, as shown in fig. 1, a case where the inspection apparatus 400 is mounted on a railway vehicle is shown as an example. In the following description, the railway vehicle is the same railway vehicle on which the inspection device 400 is mounted.

In fig. 4, the inspection apparatus 400 includes, as its functions, a state equation storage unit 401, an observation equation storage unit 402, a data acquisition unit 403, a 1 st frequency adjustment unit 404, a filter calculation unit 405, a 2 nd frequency adjustment unit 406, a 1 st track state calculation unit 407, an actual value acquisition unit 408, a correction amount calculation unit 409, a correction amount storage unit 410, a 2 nd track state calculation unit 411, a track state correction unit 412, and an output unit 413.

In fig. 5, the inspection apparatus 400 has a CPU501, a main storage 502, an auxiliary storage 503, a communication circuit 504, a signal processing circuit 505, an image processing circuit 506, an I/F circuit 507, a user interface 508, a display 509, and a bus 510.

The CPU501 integrally controls the entire inspection apparatus 400. The CPU501 executes a program stored in the auxiliary storage device 503 using the main storage device 502 as a work area. The main storage device 502 temporarily stores data. The auxiliary storage device 503 stores various data in addition to programs executed by the CPU 501. The auxiliary storage device 503 stores a state equation, an observation equation, and correction amounts (1 st correction amount, 2 nd correction amount) which will be described later. The state equation storage unit 401, the observation equation storage unit 402, and the correction amount storage unit 410 are realized by using, for example, a CPU501 and an auxiliary storage device 503.

The communication circuit 504 is a circuit for communicating with the outside of the inspection apparatus 400. The communication circuit 504 receives information on, for example, the measured values of the longitudinal force and the measured values of the lateral acceleration of the vehicle body 11, the bogies 12a and 12b, and the wheel shafts 13a to 13 d. The communication circuit 504 may perform wireless communication or wired communication with the outside of the inspection apparatus 400. The communication circuit 504 is connected to an antenna provided in the railway vehicle when performing wireless communication.

The signal processing circuit 505 performs various signal processing on the signal received by the communication circuit 504 and the signal input in accordance with the control of the CPU 501. The data acquisition unit 403 and the actual value acquisition unit 408 are realized by using, for example, the CPU501, the communication circuit 504, and the signal processing circuit 505. The 1 st frequency adjusting unit 404, the filter calculating unit 405, the 2 nd frequency adjusting unit 406, the 1 st track state calculating unit 407, the correction amount calculating unit 409, the 2 nd track state calculating unit 411, and the track state correcting unit 412 are realized by using, for example, the CPU501 and the signal processing circuit 505.

The image processing circuit 506 performs various image processing on signals input in accordance with the control of the CPU 501. The signal subjected to the image processing is output to the display 509.

The user interface 508 is a part to which the operator instructs the inspection apparatus 400. The user interface 508 has, for example, buttons, switches, dials, and the like. In addition, the user interface 508 may also have a graphical user interface using a display 509.

The display 509 displays an image based on a signal output from the image processing circuit 506. The I/F circuit 507 performs data exchange between devices connected to the I/F circuit 507. In fig. 5, a user interface 508 and a display 509 are shown as devices connected to the I/F circuit 507. However, the means connected to the I/F circuit 507 is not limited to these. For example, a portable storage medium may be connected to the I/F circuit 507. Furthermore, at least a portion of the user interface 508 and the display 509 may also be external to the examination apparatus 400.

The output unit 413 is realized by using at least one of the communication circuit 504, the signal processing circuit 505, the image processing circuit 506, the I/F circuit 507, and the display 509.

Further, the CPU501, the main storage 502, the auxiliary storage 503, the signal processing circuit 505, the image processing circuit 506, and the I/F circuit 507 are connected to the bus 510. Communication between these components is performed via a bus 510. The hardware of the inspection apparatus 400 is not limited to the hardware shown in fig. 5 as long as the function of the inspection apparatus 400 described later can be realized.

[ State equation storage section 401, S601]

The state equation storage unit 401 stores state equations. In this embodiment, a case where the equation of state described in patent document 1 is used will be described as an example. As described above, in the present embodiment, the equations of motion describing the deflections of the wheel shafts 13a to 13d of the expressions (5) to (8) are not included in the equations of state, and the equations of state are configured as follows.

First, equations (9) and (10) are equations of motion describing lateral vibration (motion in the left-right direction) of the trucks 12a and 12b, equations of motion describing rolling of the trucks 12a and 12b, equations of motion describing lateral vibration (motion in the left-right direction) of the vehicle body 11, equations of motion describing yaw of the vehicle body 11, equations of motion describing rolling of the vehicle body 11, equations (18) and (19) are equations of motion describing yaw dampers disposed on the trucks 12a and yaw dampers disposed on the trucks 12b, and equations of motion describing rolling of air springs (cup springs) disposed on the trucks 12a and air springs (cup springs) disposed on the trucks 12b, they are used directly to form the equation of state.

On the other hand, equations (1) to (4) of the equations (11) and (12) of the equations (11) and (12) of the equations (11) and (12) of the equations (12) describing the lateral vibration (motion in the left-right direction) of the axles 13a to 13d include the rotation amount (angular displacement) ψ in the yaw direction of the axles 13a to 13d_w1～ψ_w4Angular velocity psi_w1·～ψ_w4To prepare the compound. The state equation is formed by using equations obtained by eliminating the variables from equations (1) to (4) and equations (11) and (12).

First, the fore-and-aft force T of the wheel shafts 13a to 13d₁～T₄The following expressions (22) to (25) are given. Thus, according to the wheel axisAngular displacement psi in yaw direction_w1～ψ_w4Angular displacement psi from the direction of deflection of a bogie provided with the axle_t1～ψ_t2Determining the front-back direction force T by the difference₁～T₄。

[ numerical formula 11]

The conversion variable e is defined as the following expressions (26) to (29)₁～e₄. Thus, the angular displacement psi through the yaw direction of the bogie_t1～ψ_t2Angular displacement psi from the direction of deflection of the axle_w1～ψ_w4The difference between the two variables to define a conversion variable e₁～e₄. Conversion variable e₁～e₄Is an angular displacement psi for steering the bogie_t1～ψ_t2Angular displacement psi from the direction of deflection of the axle_w1～ψ_w4Variables that are transformed into each other.

[ numerical formula 12]

e₁＝ψ_t1-ψ_w1…(26)

e₂＝ψ_t1-ψ_w2…(27)

e₃＝ψ_t2-ψ_w3…(28)

e₃＝ψ_t2-ψ_w4…(29)

When expressions (26) to (29) are modified, expressions (30) to (33) below are obtained.

[ numerical formula 13]

ψ_w1＝ψ_t1-e₁…(30)

ψ_w2＝ψ_t1-e₂…(31)

ψ_w3＝ψ_t2-e₃…(32)

ψ_w4＝ψ_t2-e₄…(33)

When equations (30) to (33) are substituted into equations (1) to (4) describing the lateral vibrations (motions in the left-right direction) of the wheel shafts 13a to 13d, the following equations (34) to (37) are obtained.

[ numerical formula 14]

Thus, by using the conversion variable e₁～e₄Equations of motion describing the lateral vibration (motion in the left-right direction) of the wheel shafts 13a to 13d are expressed by equations (1) to (4), whereby the rotation amount (angular displacement) ψ in the yaw direction of the wheel shafts 13a to 13d included in the equations of motion can be eliminated_w1～ψ_w4。

When equations (22) to (25) are substituted into equations (11) and (12) representing the equations of motion describing the deflections of the trucks 12a and 12b, the following equations (38) and (39) are obtained.

[ numerical formula 15]

Thus, by using the fore-and-aft force T₁～T₄Equations (11) and (12) representing equations (12) describing the yaw of the trucks 12a, 12b enable the elimination of the angular displacement ψ in the yaw direction of the axles 13a to 13d included in the equations_w1～ψ_w4And angular velocity psi_w1·～ψ_w4·。

Expressions (26) to (29) are substituted into expressions (22) to (25), and the following expressions (40) to (43) are obtained.

[ number formula 16]

As described above, in the present embodiment, the equation of motion describing the lateral vibration (motion in the left-right direction) of the wheel shafts 13a to 13d is expressed as the expressions (34) to (37), and the equation of motion describing the deflection of the trucks 12a, 12b is expressed as the expressions (38) and (39), and these equations are used to construct the equation of state. Furthermore, expressions (40) to (43) are ordinary differential equations, and are the conversions of the solutionsVariable e₁～e₄Can be adjusted by using the front-rear direction force T of the wheel shafts 13a to 13d₁～T₄The value of (c). Here, the force T in the front-rear direction₁～T₄The value of (b) is obtained by reducing the signal intensity of the low-frequency component generated by the railway vehicle traveling on the curved portion of the track by the time-series data of the measured value of the longitudinal force by the frequency adjustment unit 404 described later.

The conversion variable e thus found₁～e₄The actual value of (2) is given to expressions (34) to (37). Furthermore, the fore-and-aft direction force T of the wheel shafts 13a to 13d is adjusted₁～T₄The values of (2) are given to the expressions (38) and (39). Here, the force T in the front-rear direction₁～T₄The value of (b) is obtained by reducing the signal intensity of the low-frequency component generated by the railway vehicle traveling on the curved portion of the track by the time-series data of the measured value of the longitudinal force by the frequency adjustment unit 404 described later.

In the present embodiment, variables represented by the following expression (44) are used as state variables, and equations of motion of the expressions (9), (10), (13) to (21), and (34) to (39) are used to form the equation of state.

[ number formula 17]

The state equation storage unit 401 inputs and stores the state equation configured as described above based on an operation of the user interface 508 by the operator, for example.

[ Observation equation storage units 402 and S602]

The observation equation storage unit 402 stores an observation equation. In the present embodiment, the acceleration in the left-right direction of the vehicle body 11, the acceleration in the left-right direction of the bogies 12a, 12b, and the acceleration in the left-right direction of the wheel shafts 13a to 13d are taken as the observation variables. The observed variable is an observed variable of filtering by a kalman filter described later. In the present embodiment, the observation equation is configured using the motion equations describing the lateral vibration of equations (34) to (37), (9), (10), and (15). The observation equation storage unit 402 inputs and stores the observation equation configured as described above, for example, based on an operation of the user interface 508 by the operator.

As described above, after the state equation and the observation equation are stored in the inspection apparatus 400, the data acquisition unit 403, the 1 st frequency adjustment unit 404, the filter calculation unit 405, the 2 nd frequency adjustment unit 406, the 1 st orbit state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, and the correction amount storage unit 410 are activated. That is, after the 1 st prior process based on the flowchart of fig. 6 is finished, the 2 nd prior process based on the flowchart of fig. 7 is started.

[ data acquisition units 403 and S701]

The data acquisition unit 403 acquires measurement data at a predetermined sampling period.

In the present embodiment, the data acquisition unit 403 acquires time-series data of measured values of the acceleration in the left-right direction of the vehicle body 11, time-series data of measured values of the acceleration in the left-right direction of the bogies 12a, 12b, and time-series data of measured values of the acceleration in the left-right direction of the wheel axles 13a to 13d as measurement data. For example, each acceleration is measured by using strain gauges attached to the vehicle body 11, the trucks 12a, 12b, and the axles 13a to 13d, respectively, and a computing device that computes the acceleration using the measured values of the strain gauges. The measurement of the acceleration can be performed by a known technique, and thus, a detailed description thereof is omitted.

The data acquisition unit 403 acquires time-series data of the measured values of the longitudinal force as measurement data. The method of measuring the force in the front-rear direction is as described above.

The data acquisition unit 403 can acquire measurement data by communicating with the arithmetic device. In step S701, the data acquisition unit 403 acquires measurement data of the entire travel section of the railway vehicle.

[ 1 st frequency adjustment unit 404, S702]

The 1 st frequency adjustment unit 404 reduces (preferably removes) the signal intensity of a low-frequency component included in the time-series data of the measurement value of the force (2 nd physical quantity) in the front-rear direction in the measurement data acquired by the data acquisition unit 403. The low-frequency signal is a signal that cannot be measured when the railway vehicle travels on a straight track, but is measured when the railway vehicle travels on a curved track. That is, the signal measured when the railway vehicle travels on the curved track can be regarded as a signal obtained by superimposing the signal of the low frequency component on the signal measured when the railway vehicle travels on the straight track.

The present inventors have studied a model in which an autoregressive model (AR (Auto-regressive) model) is modified. The present inventors have also conceived of using this model to reduce the signal intensity of the low-frequency component included in the time-series data of the measured values of the front-rear direction force. In the following description, the model studied by the present inventors is referred to as a corrected autoregressive model. In contrast, a known autoregressive model is simply referred to as an autoregressive model. An example of the corrected autoregressive model will be described below.

The value of time series data y of physical quantities at time k (1. ltoreq. k. ltoreq.M) is defined as y_k. M is a number indicating a time at which the time-series data y of the physical quantity includes data, and is set in advance. In the following description, time-series data of physical quantities is simply referred to as data y as necessary. Value y for data y_kThe auto-regression model for approximation is, for example, the following expression (45). As shown in the formula (45), the autoregressive model is an actual value y of a physical quantity using a time k-l (1. ltoreq. l.ltoreq.m) before a time k (M + 1. ltoreq. k.ltoreq.M) in data y_k-lTo express the predicted value y ^ of the physical quantity at the time k in the data y_kThe formula (2). In addition, in the formula (45), in y_kAdding a character to indicate y_k。

[ numerical formula 18]

(45) Where α is the coefficient of the autoregressive model. m is used in the autoregressive model forValue y of data y at time k_kThe number of the data y values to be approximated is the value y of the data y at the successive time points k-1 to k-m before the time point k_k-1～y_k-mThe number of (2). M is an integer less than M. As m, 1500 can be used, for example.

Then, a least square method is used to obtain a predicted value y ^ for the physical quantity at time k based on the autoregressive model_kIs approximated by the value y_kThe conditional expression (1). Predicted value y ^ as physical quantity for time k based on autoregressive model_kIs approximated by the value y_kThe condition (2) can be, for example, a condition in which the predicted value y ^ of the physical quantity at time k based on the autoregressive model is used_kAnd value y_kIs minimized. That is, to make the predicted value y ^ of the physical quantity at time k based on the autoregressive model_kIs approximated by the value y_kBut a least squares method is used. The following expression (46) is used to predict the physical quantity at time k based on the autoregressive model_kAnd value y_kThe conditional expression with the smallest squared difference.

[ number formula 19]

The following relation of equation (47) is established by equation (46).

[ number formula 20]

Further, by modifying (expressing in a matrix) expression (47), expression (48) below is obtained.

[ numerical formula 21]

(48) In the formula_jlIs a value called an autocorrelation of the data y and is defined by the following expression (49). Will be at this time | j-l is called time difference.

[ numerical formula 22]

Based on the formula (48), the following formula (50) is considered. (50) The formula is based on the predicted value y ^ of the physical quantity at time k based on the autoregressive model_kAnd the predicted value y ^_kValue y of the physical quantity at corresponding time k_kAnd minimizing the error therebetween. (50) The formula is called the Euler-Watcher (Yule-Walker) equation. Equation (50) is a linear equation in which a vector formed by the coefficients of the autoregressive model is used as a variable vector. (50) The constant vector on the left in the equation is a vector having as components the autocorrelation of data y with time differences from 1 to m. In the following description, the constant vector on the left side in equation (50) is referred to as an autocorrelation vector as necessary. Further, the coefficient matrix on the right side in the formula (50) is a matrix having as components the autocorrelation of data y with time differences from 0 to m-1. In the following description, the coefficient matrix on the right side in equation (50) is referred to as an autocorrelation matrix as necessary.

[ numerical formula 23]

Furthermore, the autocorrelation matrix (denoted by R) on the right side in the equation (50)_jlThe formed m × m matrix) is expressed as an autocorrelation matrix R as shown in the following expression (51).

[ numerical formula 24]

In general, when the coefficients of the autoregressive model are obtained, a method of solving equation (50) for the coefficients α is used. In the formula (50), the predicted value y ^ of the physical quantity at the time k derived by the autoregressive model_kThe value y of the physical quantity as close as possible to the time k_kThe coefficient α is derived in the manner of (1). Therefore, the frequency characteristic of the autoregressive model includes the value y of the data y at each time_kA plurality of frequency components contained.

Therefore, the present inventors have focused attention on the autocorrelation matrix R multiplied by the coefficient α of the autoregressive model and made intensive studies. As a result, the present inventors have found that the influence of high-frequency components included in the data y can be reduced by using a part of the eigenvalues of the autocorrelation matrix R. That is, the present inventors have found that the autocorrelation matrix R can be rewritten so that the low frequency component is emphasized.

A specific example of this case will be described below.

The autocorrelation matrix R is subjected to singular value decomposition. The elements of the autocorrelation matrix R are symmetric. Therefore, when the autocorrelation matrix R is subjected to singular value decomposition, the product of the orthogonal matrix U, the diagonal matrix Σ, and the transposed matrix of the orthogonal matrix U is obtained as shown in the following expression (52).

[ number formula 25]

R＝U∑U^T…(52)

As shown in the following expression (53), the diagonal matrix Σ in expression (52) is a matrix whose diagonal component is a characteristic value of the autocorrelation matrix R. Setting the diagonal component of the diagonal matrix Σ to σ₁₁、σ₂₂、……、σ_mm. The orthogonal matrix U is a matrix in which each column component vector is a feature vector of the autocorrelation matrix R. Let the column component vector of the orthogonal matrix U be U₁、u₂、……、u_m. Relative eigenvectors u of autocorrelation matrix R_jHas a characteristic value of_jjSuch a correspondence relationship. The characteristic value of the autocorrelation matrix R is a predicted value y ^ reflecting the physical quantity at time k based on the autoregressive model_kThe intensity of the component of each frequency included in the time waveform of (2).

[ number formula 26]

Derived from the results of the singular value decomposition of the autocorrelation matrix RIs the diagonal component of the diagonal matrix sigma₁₁、σ₂₂、……、σ_mmThe values of (b) are set in descending order to simplify the expression of the numerical expression. The matrix R' is defined as the following expression (54) by using s eigenvalues from the maximum eigenvalue among the eigenvalues of the autocorrelation matrix R expressed by expression (53). s is a number of 1 or more and less than m. In the present embodiment, s is predetermined. The matrix R' is a matrix obtained by approximating the autocorrelation matrix R with s eigenvalues of the autocorrelation matrix R.

[ numerical formula 27]

(54) Matrix U in formula_sIs an m × s matrix composed of s column component vectors (eigenvectors corresponding to the eigenvalues used) from the left side of the orthogonal matrix U of expression (52). I.e. the matrix U_sThe local matrix is a partial matrix formed by cutting the left m × s elements from the orthogonal matrix U. Further, U in the formula (54)_s ^TIs U_sThe transposed matrix of (2). U shape_s ^TIs a matrix U of the formula (52)^TS line component vectors from the upper side of (1) in the horizontal direction. (54) Matrix of the formula ∑_sThe matrix is an s × s matrix including s columns from the left side and s rows from the upper side of the diagonal matrix Σ in equation (52). I.e. matrix Σ_sThe local matrix is formed by cutting the top left s × s element from the diagonal matrix Σ.

If matrix elements are used to represent the matrix Σ_sAnd matrix U_sThe formula (55) is as follows.

[ number formula 28]

By using the matrix R' instead of the autocorrelation matrix R, the relational expression of expression (50) is rewritten as the following expression (56).

[ numerical formula 29]

By modifying expression (56), expression (57) below is obtained as an expression for obtaining coefficient α. The predicted value y ^ of the physical quantity at time k is calculated from expression (45) using the coefficient alpha obtained by expression (57)_kThe model of (1) is a "corrected autoregressive model".

[ number formula 30]

Here, the diagonal component σ of the diagonal matrix Σ is used₁₁、σ₂₂、……、σ_mmThe case of (1) is explained as an example of descending order. However, the diagonal components of the diagonal matrix Σ need not be in descending order during the calculation of the coefficient α. In this case, the matrix U_sThe local matrix is not a local matrix formed by cutting out the left m × s elements from the orthogonal matrix U, but a local matrix formed by cutting out the column component vector (eigenvector) corresponding to the eigenvalue used. Furthermore, the matrix Σ_sThe local matrix is not a local matrix formed by cutting the upper left s × s element from the diagonal matrix Σ, but a local matrix cut so that the eigenvalue used for determining the coefficient of the corrected autoregressive model is set as the diagonal component.

(57) The formula is an equation used for determining the coefficients of the corrected autoregressive model. (57) Matrix U of formula_sThe matrix is a local matrix of an orthogonal matrix U obtained by singular value decomposition of the autocorrelation matrix R, and is a matrix (3 rd matrix) in which eigenvectors corresponding to eigenvalues used for coefficient determination of the corrected autoregressive model are column component vectors. Further, the matrix Σ of (57)_sThe matrix is a local matrix of a diagonal matrix obtained by singular value decomposition of the autocorrelation matrix R, and is a matrix (2 nd matrix) having, as diagonal components, eigenvalues used for coefficient determination of the corrected autoregressive model. (57) Matrix U of formula_sΣ_sU_s ^TIs based on the matrix sigma_sSum matrix U_sThe derived matrix (matrix 1).

The coefficient α of the corrected autoregressive model is obtained by calculating the right side of equation (57). In the above, an example of a method of deriving the coefficient α of the corrected autoregressive model is described. Here, for the sake of easy visual understanding, the method of deriving the coefficients of the autoregressive model, which is the basis of the corrected autoregressive model, is assumed to be the predicted value y ^ of the physical quantity at time k_kA method using the least squares method. However, in general, a method of defining an autoregressive model and deriving its coefficients using the concept of a probabilistic process is known. In this case, the autocorrelation is represented by the autocorrelation of the (overall) probabilistic process. The autocorrelation of the probability process is represented as a function of the time difference. Therefore, the autocorrelation of the data y in the present embodiment may be a value calculated by another calculation formula instead as long as the autocorrelation of the probabilistic process is approximated. For example, R₂₂～R_mmThey are autocorrelation with a time difference of 0 (zero), but they may be replaced by R₁₁。

For example, the number s of eigenvalues extracted from the autocorrelation matrix R represented by formula (53) can be determined from the distribution of eigenvalues of the autocorrelation matrix R.

Here, the physical quantity in the explanation of the corrected autoregressive model is a force in the front-rear direction. The value of the force in the front-rear direction varies depending on the state of the railway vehicle.

Therefore, first, the railway vehicle is caused to travel on the rails 16, and data y relating to the measured values of the longitudinal force is obtained. For each obtained data y, the autocorrelation matrix R is obtained using expressions (49) and (51). The eigenvalue of the autocorrelation matrix R is obtained by performing singular value decomposition represented by the formula (52) on the autocorrelation matrix R. Fig. 9 is a diagram showing an example of the distribution of eigenvalues of the autocorrelation matrix R. In fig. 9, a force T in the front-rear direction with respect to the wheel shaft 13a is applied₁The characteristic value σ obtained by singular value decomposition of an autocorrelation matrix R with which the measured value data y are correlated₁₁～σ_mmIn ascending orderRearranged and drawn. In fig. 9, the horizontal axis indicates the exponent of the eigenvalue, and the vertical axis indicates the value of the eigenvalue.

In the example shown in fig. 9, there is one characteristic value having a significantly higher value than the others. Further, to the extent that the above-described characteristic values having significantly high values are not achieved, there are two characteristic values which have comparatively large values compared to others and are not regarded as 0 (zero). Thus, for example, 2 or 3 can be adopted as the number s of eigenvalues extracted from the autocorrelation matrix R represented by the formula (53). Whichever is used, the results do not differ significantly.

The 1 st frequency adjustment unit 404 uses the value y at the time k of the data y of the measured value of the force in the front-rear direction acquired by the data acquisition unit 403_kThe following processing is performed.

First, the 1 st frequency adjustment unit 404 generates the autocorrelation matrix R using expressions (49) and (51) based on the data y of the measured values of the longitudinal force and a preset number M, m.

Next, the 1 st frequency adjustment unit 404 performs singular value decomposition on the autocorrelation matrix R to derive the orthogonal matrix U and the diagonal matrix Σ in equation (52), and derives the eigenvalue σ of the autocorrelation matrix R from the diagonal matrix Σ₁₁～σ_mm。

Next, the 1 st frequency adjustment unit 404 adjusts the plurality of eigenvalues σ of the autocorrelation matrix R₁₁～σ_mmMiddle, s eigenvalues σ from the largest eigenvalue₁₁～σ_ssThe eigenvalue of the autocorrelation matrix R used for obtaining the coefficient α of the corrected autoregressive model is selected.

Next, the 1 st frequency adjustment unit 404 adjusts the frequency based on the data y of the measured value of the longitudinal force and the characteristic value σ₁₁～σ_ssAnd an orthogonal matrix U obtained by singular value decomposition of the autocorrelation matrix R, and determining a coefficient α of the corrected autoregressive model using equation (57).

Then, the 1 st frequency adjustment unit 404 derives the predicted value y ^ at time k of the data y of the measured value of the front-rear direction force by expression (45) based on the coefficient α of the corrected autoregressive model and the data y of the measured value of the front-rear direction force_k. Front sidePredicted value y of rear direction force_kThe time-series data of (a) is time-series data obtained by extracting a low-frequency component included in the data y of the measured values of the forward and backward forces.

Fig. 10 is a diagram showing an example of time-series data (measured values) of measured values of the front-rear direction force and time-series data (calculated values) of predicted values of the front-rear direction force. In the present embodiment, four longitudinal forces T are obtained₁～T₄The measured value of (1). That is, four data y are obtained with respect to the front-rear direction force. Fig. 10 shows measured values and calculated values of the four data y. The horizontal axis of fig. 10 represents the force T in the front-rear direction of the elapsed time (second) from the reference time when the reference time is set to 0 (zero)₁～T₄The measurement time and the calculation time. The longitudinal axis being the fore-and-aft force T₁～T₄(Nm)。

In fig. 10, the fore-and-aft force T of the wheel axle 13a₁The calculated value of (2) is biased (i.e., shows a value larger than the other times) approximately in 15 to 35 seconds. This period corresponds to a period during which the wheel shaft 13a passes through the curved track. Fore-and-aft force T about wheel axle 13b₂Calculated value of (d), front-rear direction force T of wheel shaft 13c₃Calculated value of (d) and front-rear direction force T of wheel shaft 13d₄The calculated value of (2) is also related to the front-rear direction force T of the wheel axle 13a₁Are the same, creating an offset during the passage of the axles 13b, 13c, 13d through the curved track.

Thus, in FIG. 10, if the force T in the front-rear direction from the wheel shafts 13a to 13d is applied₁～T₄By removing the calculated value from the measured value of (3), the front-rear direction force T can be removed₁～T₄Of the signals of (a) and (b) due to the passage of the axles 13 a-13 d through the curved tracks. That is, in FIG. 10, if the force T in the front-rear direction from the wheel shafts 13a to 13d is applied₁～T₄Is taken as the fore-and-aft direction force T when the wheel shafts 13a to 13d pass through the curved track₁～T₄The same force in the front-rear direction as that in the case where the wheel shafts 13a to 13d pass through the linear rails can be obtained.

Thus, the 1 st frequencyThe adjustment unit 404 measures the force y from the front and rear direction_kSubtracting the predicted value y ^ of the force in the front-back direction from the time-series data (data y)_kTime series data of (a). In the following description, the measured value y of the force in the front-rear direction will be described as necessary_kSubtracting the predicted value y ^ of the force in the front-back direction from the time-series data (data y)_kThe time-series data obtained from the time-series data of (2) is referred to as time-series data of a high-frequency component of the forward and backward force. The value of each sampling time in the time-series data of the high-frequency component of the forward/backward force is referred to as a value of the high-frequency component of the forward/backward force, as necessary.

Fig. 11 is a diagram showing an example of time-series data of high-frequency components of the forward and backward force. The vertical axis of FIG. 11 represents the force T in the front-rear direction₁、T₂、T₃、T₄Time series data of the high frequency component. That is, the force T in the front-rear direction shown by the vertical axis of FIG. 11₁、T₂、T₃、T₄The high frequency components of (2) are respectively the front and rear direction forces T from the wheel shafts 13a, 13b, 13c, 13d shown in FIG. 10₁、T₂、T₃、T₄The calculated value is subtracted from the measured value of (3). The abscissa of fig. 11 is the same as the abscissa of fig. 10, and represents the force T in the front-rear direction for the elapsed time (seconds) from the reference time when the reference time is 0 (zero)₁～T₄The measurement time and the calculation time.

The 1 st frequency adjustment unit 404 derives the longitudinal force T as described above₁～T₄Time series data of the high frequency component.

[ Filter calculation unit 405, S703]

The filter arithmetic unit 405 sets the observation equation as the observation equation stored in the observation equation storage unit 402, sets the state equation as the state equation stored in the state equation storage unit 401, and determines the estimated value of the state variable expressed by the expression (44) by the kalman filter. In this case, the filter calculation unit 405 uses the measured data acquired by the data acquisition unit 403, excluding the force T in the front-rear direction₁～T₄Other than measured data, toAnd the force T in the front-rear direction generated by the 1 st frequency adjustment unit 404₁～T₄Time series data of the high frequency component. As described above, in the present embodiment, the measurement data includes the measurement values of the acceleration in the left-right direction of the vehicle body 11, the measurement values of the acceleration in the left-right direction of the bogies 12a, 12b, and the measurement values of the acceleration in the left-right direction of the wheel shafts 13a to 13 d. Fore-and-aft force T against wheel shafts 13a to 13d₁～T₄Instead of using the measurement data (measurement value) acquired by the data acquisition unit 403, the 1 st frequency adjustment unit 404 generates the force T in the front-rear direction₁～T₄Time series data of the high frequency component.

The kalman filter is one of the methods for data assimilation. That is, the kalman filter is an example of a method of determining an estimated value of an unobserved variable (state variable) so as to minimize (minimize) a difference between a measured value and an estimated value of an observable variable (observed variable). The filter calculation unit 405 obtains a kalman gain that minimizes (minimizes) the difference between the measured value and the estimated value of the observed variable, and obtains an estimated value of the variable (state variable) that is not observed at that time. The kalman filter uses the following observation equation of the formula (58) and the following equation of state of the formula (59).

Y＝HX+V……(58)

X·＝ΦX+W……(59)

In equation (58), Y is a vector storing the measured value of the observed variable. H is the observation model. X is a vector of holding state variables. V is the observation noise. In the formula (59), X · represents a time differential of X. Φ is the linear model. W is the system noise. The kalman filter itself can be realized by a known technique, and thus a detailed description thereof is omitted.

The filter arithmetic unit 405 determines the estimated value of the state variable expressed by expression (44) at a predetermined sampling cycle, thereby generating time-series data of the estimated value of the state variable expressed by expression (44).

[ 2 nd frequency adjustment unit 406, S704]

If the signal intensity of the low-frequency component included in the time-series data of the measured value of the longitudinal force is not sufficiently removed by the 1 st frequency adjustment unit 404, there is a possibility that a signal of the low-frequency component generated by the running of the railway vehicle on the curved track remains in the time-series data of the estimated value of the state variable generated by the filter calculation unit 405. Therefore, the 2 nd frequency adjustment unit 406 reduces (preferably removes) the signal intensity of the low frequency component included in the time-series data of the estimated value of the state variable (2 nd physical quantity) generated by the filter calculation unit 405. In addition, when the number s of eigenvalues extracted from the autocorrelation matrix R shown in expression (53) can be determined so that the signal intensity of the low-frequency component included in the time-series data of the measured values of the force in the front-rear direction can be sufficiently removed by the 1 st frequency adjustment unit 404, the processing by the 2 nd frequency adjustment unit 406 is not necessary.

In the present embodiment, the 2 nd frequency adjustment unit 406 reduces the signal intensity of the low frequency component included in the time-series data of the estimated value of the state variable by using the corrected autoregressive model, as in the 1 st frequency adjustment unit 404.

The 2 nd frequency adjustment unit 406 performs the following processing for each state variable at a predetermined sampling period.

Here, the physical quantities in the description of the corrected autoregressive model are state variables. That is, the data y of the state variable is time-series data of the estimation value of the state variable generated by the filter arithmetic unit 405. The estimated values of the state variables each vary depending on the state of the railway vehicle.

First, the 2 nd frequency adjustment unit 406 generates the autocorrelation matrix R using expressions (49) and (51) based on the data y of the estimated values of the state variables and a preset number M, m.

Next, the 2 nd frequency adjustment unit 406 derives the orthogonal matrix U and the diagonal matrix Σ of equation (52) by performing singular value decomposition on the autocorrelation matrix R, and derives the eigenvalue σ of the autocorrelation matrix R from the diagonal matrix Σ₁₁～σ_mm。

Next, the 2 nd frequency adjustment unit 406 adjusts a plurality of eigenvalues σ of the autocorrelation matrix R₁₁～σ_mmMiddle, s eigenvalues σ from the largest eigenvalue₁₁～σ_ssThe eigenvalue of the autocorrelation matrix R used for obtaining the coefficient α of the corrected autoregressive model is selected. S is preset for each state variable. For example, the railroad vehicle is caused to travel on the track 16, and the data y of the estimated values of the state variables is obtained as described above. Then, the distribution of the eigenvalues of the autocorrelation matrix R is created independently for each state variable. The number s of eigenvalues extracted from the autocorrelation matrix R represented by the formula (53) is determined for each state variable based on the distribution of the eigenvalues of the autocorrelation matrix R.

Next, the 2 nd frequency adjustment unit 406 calculates the data y based on the estimated values of the state variables and the characteristic value σ₁₁～σ_ssAnd an orthogonal matrix U obtained by singular value decomposition of the autocorrelation matrix R, and determining a coefficient α of the corrected autoregressive model using equation (57).

Then, the 2 nd frequency adjustment unit 406 derives the predicted value y ^ at time k of the data y of the estimated value of the state variable by equation (45) based on the coefficient α of the corrected autoregressive model and the data y of the estimated value of the state variable_k. Predicted value y of state variable_kThe time-series data of (a) is time-series data obtained by extracting a low-frequency component included in the data y of the estimation value of the state variable.

Then, the 2 nd frequency adjustment section 406 subtracts the predicted value y of the state variable from the data y of the predicted value of the state variable_kTime series data of (a). In the following description, the predicted value y of the state variable is subtracted from the data y of the estimated value of the state variable as necessary_kThe time-series data obtained from the time-series data of (2) are referred to as time-series data of high-frequency components of the state variables.

[ 1 st orbit state calculation unit 407, S705]

Expressions (22) to (25) are substituted into equations (5) to (8) representing the motion equations describing the deflections of the wheel shafts 13a to 13d, and the following expressions (60) to (63) are obtained.

[ number formula 31]

In the present embodiment, the force T representing the front-rear direction is determined as shown in expressions (60) to (63)₁～T₄Amount of through end irregularity y at positions from the wheel shafts 13a to 13d_R1～y_R4The relationship between them.

The 1 st track state calculation unit 407 calculates the rotation amount (angular displacement) ψ in the yaw direction of the wheel shafts 13a to 13d by expressions (30) to (33)_w1～ψ_w4The speculative value of (a). Then, the 1 st track state calculating section 407 calculates the rotation amount (angular displacement) ψ in the yaw direction of the wheel shafts 13a to 13d by rotating the wheel shafts 13a to 13d_w1～ψ_w4The estimated value of (2), the value of the high-frequency component of the state variable generated by the 2 nd frequency adjustment unit 406, and the longitudinal force T generated by the 1 st frequency adjustment unit 404₁～T₄The values of the high-frequency components of (a) to (b) are given to expressions (60) to (63), whereby the through end irregularity amounts y at the positions of the wheel shafts 13a to 13d are calculated_R1～y_R4. The state variable used here is the displacement y in the left-right direction of the trucks 12a to 12b_t1～y_t2And the lateral speed y of the bogies 12a to 12b_t1·～y_t2Left-right displacement y of wheel axles 13 a-13 d_w1～y_w4And the lateral speeds y of the wheel shafts 13a to 13d_w1·～y_w4To prepare the compound. The 1 st orbit state calculation unit 407 performs the above-described passing irregularity amount y at a predetermined sampling period_R1～y_R4Is calculated thereby to obtainThrough end irregularity y_R1～y_R4Time series data of (a).

Then, the 1 st orbit state calculation section 407 calculates the amount of through end irregularity y_R1～y_R4Calculating the through end irregularity y_R. For example, the 1 st orbit state calculation section 407 makes the passing end irregular amount y_R2～y_R4Phase and on-end irregularity of the time series data of y_R1The phases of the time series data of (a) coincide. That is, the 1 st track state calculating unit 407 calculates a delay time from the time when the axles 13b to 13d pass a certain position to the time when the axle 13a passes the certain position, based on the distance in the front-rear direction between the axle 13a and the axles 13b to 13d and the speed of the railway vehicle. The 1 st orbit state calculating section 407 calculates the amount of through end irregularity y_R2～y_R4The time-series data of (a) is shifted in phase by the delay time.

The 1 st orbit state calculating unit 407 calculates the amount of pass irregularity y after the phases are matched_R1～y_R4As the arithmetic mean of the sum of the values of the same sampling instant y_R. The 1 st orbit state calculation unit 407 obtains the amount of through irregularity y by performing such calculation at each sampling timing_RTime series data of (a). Due to making the through end irregular by an amount y_R2～y_R4Phase and through terminal irregularity amount y of_R1So that the irregularity amount y at the through end can be made uniform_R1～y_R4Cancel the co-existing interference factors in the time series data.

The 1 st orbit state calculation unit 407 may match the phase with respect to the amount y of through irregularities_R1～y_R4Taking moving averages (i.e., passing through low pass filters), respectively, and based on the amount of pass irregularities y by which the moving averages were taken_R1～y_R4To calculate the through irregularity y_R。

The 1 st orbit state calculation unit 407 may calculate the amount of through irregularity y after the phases are matched_R1～y_R4Of the values at the same sampling time, the calculation of two values other than the maximum value and the minimum valueThe mean value was used as the through-end irregularity yR.

The inspection device 400 executes the processing of the 1 st frequency adjustment unit 404, the filter calculation unit 405, the 2 nd frequency adjustment unit 406, and the 1 st track state calculation unit 407 using the measurement data at each sampling time acquired by the data acquisition unit 403 while the railway vehicle travels throughout the entire travel section of the railway vehicle.

In this way, the 1 st track state calculating unit 407 can obtain the amount of traffic irregularity y at each sampling time during the period in which the railway vehicle travels the entire travel section_R. The 1 st track state calculation unit 407 calculates the travel position of the railway vehicle at each sampling time, for example, based on the travel speed of the railway vehicle and the elapsed time since the start of travel of the railway vehicle. In the present embodiment, a case where the running position of the railway vehicle is set to the position of the wheel axle 13a will be described as an example. The 1 st orbit state calculating unit 407 has a through end irregularity amount y based on each sampling time_RAnd the running position of the railway vehicle at each sampling time, and calculating the traffic irregularity y at each running position of the railway vehicle_R. In the following description, the value thus calculated is referred to as an estimated value of the amount of traffic irregularity or an estimated value of the amount of traffic irregularity at each position in the entire travel section of the railway vehicle, as necessary.

The 1 st track state calculation unit 407 does not necessarily need to calculate the travel position of the railway vehicle at each sampling time as described above. For example, the 1 st track state calculation unit 407 may calculate the running position of the railway vehicle at each sampling time using a Global Positioning System (GPS).

[ actual value acquisition unit 408, S706]

The actual value acquisition unit 408 acquires actual measurement values of the amount of traffic irregularity at each position in the entire travel section of the railway vehicle. The measured values of the traffic irregularity amounts at the respective positions in the entire travel section of the railway vehicle are measured before the 2 nd prior process is started. The timing of acquiring the actual measurement value of the traffic irregularity amount at each position in the entire travel section of the railway vehicle is not limited to the timing between step S705 and step S707. The timing of acquiring the actual measurement value of the traffic irregularity amount at each position in the entire travel section of the railway vehicle may be any timing as long as it is before step S707. For example, the actual value acquisition unit 408 may acquire the actual measurement values of the traffic irregularity amounts at the respective positions in the entire travel section of the railway vehicle before the start of the flowchart of fig. 7. In the following description, the actual measurement value of the traffic irregularity at each position in the entire travel section of the railway vehicle is referred to as an actual measurement value of the traffic irregularity or an actual measurement value, as needed.

The measured value of the amount of the open end irregularity is a value obtained by directly measuring the amount of the open end irregularity. The measured value of the amount of open end irregularity can be obtained as follows, for example. A test vehicle equipped with a sensor for directly measuring the amount of through end irregularity is driven. During the running of the test vehicle, the sensor repeatedly and directly measures the amount of the traffic irregularity at a predetermined cycle, thereby obtaining the amount of the traffic irregularity over the entire running section of the railway vehicle. Further, for example, even with the measuring device described in patent document 2, it is possible to obtain an actual measurement value of the amount of the through end irregularity. In this way, the measured value of the amount of the open end irregularity can be obtained by a known technique. Therefore, a detailed description thereof will be omitted here.

FIGS. 12A to 14B show estimated values (y) of the amount of pass irregularities_R) Actual value of the amount of lead-through irregularities (y)_R) Fig. 1 to 6 show the relationship between the running speed (v) of the railway vehicle, the curvature (1/R) of the track 16 (rail) and the distance from the starting point of the railway vehicle. The estimated value of the lead-end irregularity amount is calculated by the 1 st track state calculating unit 407. The actual value of the amount of the through irregularity is acquired by the actual value acquisition unit 408. In fig. 12A to 14B, for convenience of description, data of a portion where the distance from the departure point of the railway vehicle is small is not illustrated.

In fig. 12A to 14B, curves 1211, 1221, 1311, 1321, 1411, 1421 indicate estimated values of the amount of lead irregularities calculated by the 1 st track state calculating unit 407. The curves 1212, 1222, 1312, 1322, 1412, 1422 show the actual values of the through-end irregularity amounts acquired by the actual value acquisition unit 408. Curves 1213, 1223, 1313, 1323, 1413, 1423 represent the travel speed of the railway vehicle. Curves 1214, 1224, 1314, 1324, 1414, 1424 represent the curvature 1/R of the track 16 (rail).

In fig. 12A to 14B, a value other than a value in which curvature 1/R is 0 (zero) indicates a linear track, and a value in which curvature 1/R is 0 (zero) indicates a curved track.

In fig. 12A and 12B, the curves 1214 and 1224 are the same, and represent the same travel section. In fig. 12A and 12B, the difference in the running speed of the railway vehicle is shown as curves 1213 and 1223. As can be seen, although the estimated values of the amount of traffic irregularity differ as shown by the curves 1211 and 1221 due to the difference in the running speed of the railway vehicle in the same running section, the difference does not become so large.

In addition, the curves 1212, 1222 (actual values of the through-end irregularity amounts) are the same. As shown by the curves 1211 and 1212, it is understood that there is a difference between the estimated value of the amount of through end irregularity calculated by the 1 st track state calculating unit 407 and the actual value of the amount of through end irregularity acquired by the actual value acquiring unit 408. This is also the case in the curves 1221, 1222.

As described above, it is understood that the estimation accuracy of the amount of the passage irregularity is lowered depending on the running state of the railway vehicle and the installation state of the track 16.

As shown by curves 1214 and 1224, the travel section shown in fig. 12A and 12B is a sharp turn with a curvature radius R of 171 m. Thus, the railway vehicle makes the rim contact.

Here, the rim contact is explained. Fig. 15 is a diagram illustrating an example of the rim contact. Fig. 15 shows a cross section of the rail 16 taken perpendicular to the traveling direction (x-axis direction) of the railway vehicle, the left and right rails, and the single axle 13. Fig. 15 shows the case of the wheel axle 13 in the case where the rail 16 (rail) is curved rightward (in the negative direction of the y-axis) and the railway vehicle travels while turning right. Fig. 15 also shows the lateral creep force F of the left wheel 14L_y ^L _iAnd normal load N^Li. Right wheel 1Transverse creep force F of 4R_y ^R _iAnd normal load N_Ri。

As shown in fig. 15, when the railway vehicle travels on the track curved to the right, the railway vehicle receives a force in the left direction (positive direction of the y-axis), and the wheel shaft 13 moves in the left direction, whereby the reaction force in the left-right direction from the contact position of the wheels 14L, 14R and the track becomes large, and the force balance point is reached. When the force becomes further larger, the hub 13 moves further to the left, when the contact angle α becomes larger^LRim angle a with the left wheel 14L^LMeanwhile, as shown in fig. 15, the left wheel 14L is in contact with the rail through the rim. This contact is referred to as a rim contact. On the other hand, in this state, the right wheel 14R is in contact with the rail through the tread.

In fig. 13A and 13B, the curves 1314 and 1324 are the same and indicate the same travel section. As shown by the curves 1314 and 1324, since the curvature 1/R is 0 (zero), it can be seen that the travel section shown in fig. 13A and 13B is a straight track. Fig. 13A and 13B show the difference in the running speed of the railway vehicle as shown by curves 1313 and 1323. As can be seen, although the estimated values of the amount of traffic irregularity differ as shown by the curves 1311 and 1321 due to the difference in the running speed of the railway vehicle in the same running section, the difference does not become so large. In fig. 13A and 13B, the running speed of the railway vehicle is reduced to 30km/h or less, and therefore the S/N ratio of the measured values of the longitudinal force is reduced. Therefore, as shown by the curves 1311 and 1321, high-frequency noise is mixed in the estimated value of the open end irregularity. However, it is understood that the characteristic amount of the through end irregularity (such as the change pattern of the curve) can be observed in the curves 1311 and 1321.

In addition, the curves 1312, 1322 (actual values of the through-end irregularity amounts) are the same. As shown by the curves 1311 and 1312, it is understood that there is a difference between the estimated value of the amount of through irregularities calculated by the 1 st track state calculating unit 407 and the actual value of the amount of through irregularities acquired by the actual value acquiring unit 408. This is also the same for the curves 1321 and 1322.

As described above, it is found that the estimation accuracy of the amount of traffic irregularity is lowered according to the running state of the railway vehicle.

In fig. 14A and 14B, the curves 1414 and 1424 are the same and indicate the same travel section. In fig. 14A and 14B, as shown by curves 1413 and 1423, the difference in the traveling speed of the railway vehicle is shown. As can be seen, although the estimated values of the amount of traffic irregularity differ as shown in the curves 1411 and 1421 due to the difference in the running speed of the railway vehicle in the same running section, the difference does not become so large. In addition, the curves 1412, 1422 (actual values of the through-end irregularity amounts) are the same. As shown in the graphs 1411 and 1412, it is understood that there is a difference between the estimated value of the amount of the through irregularity calculated by the 1 st track state calculating unit 407 and the actual value of the amount of the through irregularity acquired by the actual value acquiring unit 408. This is also the case in curves 1421, 1422.

As shown by the curves 1414 and 1424, the travel section shown in fig. 14A and 14B is a gentle curve having a curvature radius R of 993m, and the railway vehicle does not make rim contact.

As described above, it is understood that the estimation accuracy of the amount of the through end irregularity is lowered depending on the installation state of the rail 16.

[ correction amount calculation unit 409, correction amount storage unit 410, S707 to S711]

When the estimated values of the open end irregularity amounts at the respective positions in the entire travel section of the railway vehicle are calculated by the 1 st track state calculation section 407, the correction amount calculation section 409 calculates the correction amounts at the respective positions in the entire travel section of the railway vehicle. The correction amount at each position in the entire travel section of the railway vehicle is a correction amount for an estimated value of the amount of traffic irregularity at each position in the entire travel section of the railway vehicle calculated by the 2 nd track state calculating unit 411 described later.

The correction amount calculation unit 409 calculates a correction amount at each position in the entire travel section of the railway vehicle based on the estimated value of the amount of open end irregularity at each position in the entire travel section of the railway vehicle calculated by the 1 st track state calculation unit 407 and the actual measurement value of the amount of open end irregularity at each position in the entire travel section of the railway vehicle acquired by the actual value acquisition unit 408.

In the present embodiment, the correction amount calculation unit 409 calculates the correction amount at each position in the entire travel section of the railway vehicle as follows.

The correction amount calculation unit 409 extracts a pair of the estimated value of the amount of the through irregularity calculated by the 1 st orbit state calculation unit 407 and the measured value of the amount of the through irregularity acquired by the actual value acquisition unit 408, that is, a pair of values at the same position. The correction amount calculation unit 409 calculates a value obtained by subtracting the actual measurement value of the through-end irregularity amount from the extracted estimated value of the through-end irregularity amount as the correction amount at the position. The correction amount calculation unit 409 calculates such a correction amount using the estimated value of the amount of open end irregularity and the measured value of the amount of open end irregularity at each position in the entire travel section of the railway vehicle. In this way, the correction amount at each position in the entire travel section of the railway vehicle is calculated.

In the present embodiment, when the railway vehicle travels 1 time in the entire travel section, the 1 st track state calculation unit 409 calculates the correction amount at all the positions in the entire travel section of the group of railway vehicles (step S707).

The correction amount calculation unit 409 performs interpolation processing on the correction amount at each position in the entire travel section of the railway vehicle, thereby calculating the correction amount at all positions in the entire travel section of the railway vehicle.

In the following description, the correction amount at each position in the entire travel section of the railway vehicle obtained by causing the railway vehicle to travel 1 time in the entire travel section as described above will be referred to as the 1 st correction amount or the 1 st correction amount at each position in the entire travel section of the railway vehicle, as necessary.

The 1 st correction amount at each position in the entire travel section of the railway vehicle may be used as a correction amount of the estimated value for the traffic irregularity amount at each position in the entire travel section of the railway vehicle. However, in the present embodiment, the correction amount calculation unit 409 calculates the correction amount of the estimated value for the lead end irregularity amount at a certain position in the entire travel section of the railway vehicle using a plurality of the 1 st correction amounts as the 1 st correction amount. This is because the accuracy of the correction amount of the estimated value for the dead end irregularity amount can be improved.

In the present embodiment, as an example thereof, an addition average value of the plurality of 1 st correction amounts is set as a correction amount of an estimated value of a lead end irregularity amount at each position in the entire travel section of the railway vehicle. In the following description, the correction amount of the estimated value of the amount of traffic irregularity at each position in the entire travel section of the railway vehicle obtained by using the plurality of 1 st correction amounts in this manner is referred to as the 2 nd correction amount or the 2 nd correction amount at each position in the entire travel section of the railway vehicle, as necessary.

When the 1 st correction amount at each position in the entire travel section of the railway vehicle is obtained, the correction amount calculation unit 409 temporarily stores the 1 st correction amount at each position in the entire travel section of the railway vehicle (step S708).

Then, the correction amount calculation unit 409 determines whether or not the 1 st correction amount of a predetermined number required to calculate the addition average value is obtained (step S709). The predetermined number is not less than 2, and several of them are acceptable. As a result of the determination, if the 1 st correction amount of the predetermined number required for calculating the addition average value is not obtained (no in step S709), when the railway vehicle travels again in the entire travel section, the inspection device 400 performs the above-described steps S701 to S708, and stores the new 1 st correction amount.

As described above, when the 1 st correction amount of the predetermined number required for calculating the addition average value is obtained (in the case of yes in step S709), the correction amount calculation unit 409 calculates the addition average value of the 1 st correction amount of the predetermined number as the 2 nd correction amount (step S710). The correction amount storage unit 410 stores the 2 nd correction amount (step S711). As described above, the 2 nd correction amount is a correction amount of the estimated value of the lead end irregularity amount, and is used by the track condition correction unit 412 described later.

After the 2 nd correction amount is stored in the correction amount storage section 410 as described above, the data acquisition section 403, the 1 st frequency adjustment section 404, the filter calculation section 405, the 2 nd frequency adjustment section 406, the 2 nd track state calculation section 411, the track state correction section 412, and the output section 413 are activated. That is, after the 2 nd prior process based on the flowchart of fig. 7 ends, the main process based on the flowchart of fig. 8 starts. In the main processing, the 1 st track state calculation unit 407, the actual value acquisition unit 408, and the correction amount calculation unit 409 are not activated. The flowchart of fig. 8 is repeatedly executed every time the sampling timing arrives.

Fig. 16A to 16C are diagrams showing the relationship between the 2 nd correction amount M and the distance of the railway vehicle from the departure point, respectively, of examples 1 to 3. Fig. 16A shows the 2 nd correction amount M obtained from the results shown in fig. 12A and 12B. Fig. 16B shows the 2 nd correction amount M obtained from the results shown in fig. 13A and 13B. Fig. 16C shows the 2 nd correction amount M obtained from the results shown in fig. 14A and 14B.

[ data acquisition units 403 and S801]

The data acquisition unit 403 acquires measurement data at a predetermined sampling period. In step S801, the data acquisition unit 403 acquires one set of measurement data at the sampling time. The measurement data acquired by the data acquisition unit 403 is the same as the measurement target of the measurement data acquired in step S701, and therefore, a detailed description thereof is omitted here.

[ 1 st frequency adjustment unit 404, S802]

The 1 st frequency adjustment unit 404 reduces (preferably removes) the signal intensity of a low-frequency component included in the time-series data of the measured values of the force in the front-rear direction in the measurement data acquired by the data acquisition unit 403. The processing in step S802 is the same as the processing in step S702, and therefore, a detailed description thereof is omitted here.

However, in step S702, the 1 st frequency adjustment unit 404 obtains the measurement data of the entire travel section of the railway vehicle, and then derives the time series data of the low frequency component included in the data y from which the measured value of the longitudinal force is extracted. In contrast, in step S802, the data acquisition unit 403 acquires the value y at time k of the data y of the measured values of the longitudinal force at predetermined sampling intervals_kIn this case, the 1 st frequency adjustment unit 404 derives the number of measurement values from which the force in the front-rear direction is extractedAccording to the time series data of the low frequency component contained in y.

[ Filter calculation units 405 and S803]

The filter arithmetic unit 405 sets the observation equation as the observation equation stored in the observation equation storage unit 402, sets the state equation as the state equation stored in the state equation storage unit 401, and determines the estimated value of the state variable expressed by the expression (44) by the kalman filter. The processing in step S803 is the same as the processing in step S703, and therefore, a detailed description thereof is omitted here.

[ 2 nd frequency adjustment unit 406, S804]

The 2 nd frequency adjusting unit 406 reduces (preferably removes) the signal intensity of the low frequency component included in the time-series data of the estimated value of the state variable generated by the filter calculating unit 405. The processing in step S804 is the same as the processing in step S704, and therefore, a detailed description thereof is omitted here.

[ 2 nd track state calculation section 411, S805]

The 2 nd orbit state calculating part 411 calculates the amount y of through end irregularity_R1～y_R4And according to the through terminal irregularity amount y_R1～y_R4Calculating the through end irregularity y_RAs a speculative value of the pass irregularity amount. The processing of step S805 is the same as the processing of step S705, and therefore, a detailed description thereof is omitted here. However, in step S705, the 1 st track state calculation unit 411 calculates an estimated amount of traffic irregularity at each position in the entire travel section of the railway vehicle. In contrast, in step S805, the 2 nd track state calculation unit 411 calculates an estimated amount of traffic irregularity at the travel position of the railway vehicle corresponding to the current sampling time.

[ track condition correction units 412, S806]

The track condition correction unit 412 reads out the 2 nd correction amount at the travel position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410. The track condition correction unit 412 corrects the estimated value of the traffic irregularity amount at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411, using the 2 nd correction amount at the travel position of the railway vehicle corresponding to the current sampling time read from the correction amount storage unit 410.

In the present embodiment, the track condition correction unit 412 corrects the estimated value of the traffic irregularity amount at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411 by subtracting the 2 nd correction amount at the travel position of the railway vehicle corresponding to the current sampling time read from the correction amount storage unit 410 from the estimated value of the traffic irregularity amount at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411. In the following description, the estimated value of the traffic irregularity at the running position of the railway vehicle corresponding to the current sampling time thus corrected will be referred to as a corrected estimated value of the traffic irregularity, as necessary. The corrected estimated value of the through-irregularity amount becomes the final estimated value of the through-irregularity amount.

In addition, when the correction amount calculation unit 409 sets the 2 nd correction amount to a value obtained by subtracting the estimated value of the open end irregularity amount from the actual measurement value of the open end irregularity amount, the track condition correction unit 412 corrects the estimated value of the open end irregularity amount at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411 as follows. That is, the track condition correction unit 412 adds the estimated value of the amount of traffic irregularity at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411 and the 2 nd correction amount at the travel position of the railway vehicle corresponding to the current sampling time read from the correction amount storage unit 410, thereby correcting the estimated value of the amount of traffic irregularity at the travel position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track condition calculation unit 411.

Fig. 17A to 19B are views showing the relationship between the estimated value of the corrected lead end irregularity amount and the distance of the railway vehicle from the departure point, respectively, in examples 1 to 6. Here, for the sake of simplicity, the estimated value of the amount of the through irregularity calculated by the 2 nd track state calculating unit 411 is set to be the same as the estimated value of the amount of the through irregularity calculated by the 1 st track state calculating unit 411.

In other words, curves 1711 and 1721 in fig. 17A and 17B respectively show the corrected estimated values of the amount of conduction terminal irregularity obtained by correcting the estimated values of the amount of conduction terminal irregularity (curves 1211 and 1221) shown in fig. 12A and 12B by the correction amount M shown in fig. 16A. In addition, the curves 1212, 1222, 1712, 1722 (actual values of the through-end irregularity amounts) are the same.

Curves 1811 and 1821 in fig. 18A and 18B respectively show the corrected estimated values of the lead end irregularity amounts obtained by correcting the estimated values of the lead end irregularity amounts (curves 1311 and 1321) shown in fig. 13A and 13B by the correction amount M shown in fig. 16B. Furthermore, the curves 1312, 1322, 1812, 1822 (actual values of the through-end irregularity amounts) are the same.

Curves 1911 and 1921 in fig. 19A and 19B show estimated values of the corrected through-end irregularity obtained by correcting the estimated values of the through-end irregularity (curves 1411 and 1421) shown in fig. 14A and 14B by the correction amount M shown in fig. 16C, respectively. In addition, the curves 1412, 1422, 1912, 1922 (actual values of the through-end irregularity amounts) are the same.

As shown in fig. 17A to 19B, in either case, the estimated value of the corrected through end irregularity amount and the actually measured value match each other with high accuracy.

[ output unit 413, S807]

The output unit 413 outputs the information of the estimated value of the corrected through-end irregularity calculated by the track state correction unit 412. In this case, the output unit 413 may output information indicating that the track 16 is abnormal when the estimated value of the corrected amount of the lead end irregularity is larger than a preset value. The output mode may be at least one of display on a computer monitor, transmission to an external device, and storage in an internal or external storage medium, for example.

< summary >

As described above, in the present embodiment, the inspection device 400 runs the railway vehicle to obtain the longitudinal force T₁～T₄The measured value of (1). The inspection apparatus 400 makesBy front-to-back forces T₁～T₄Measured value of (a) and force T in the front-rear direction₁～T₄Amount of through end irregularity y at positions from the wheel shafts 13a to 13d_R1～y_R4The estimated value of the amount of through end irregularity at each position in the entire travel section of the railway vehicle is obtained by the relational expression between them. The inspection device 400 calculates a 2 nd correction amount as a correction amount of the estimated value of the through end irregularity amount at each position in the entire travel section of the railway vehicle, using the estimated value and the actual measurement value of the through end irregularity amount at each position in the entire travel section of the railway vehicle. After that, the inspection device 400 runs the railway vehicle, and obtains the estimated value of the traffic irregularity at the running position of the railway vehicle as described above. The inspection device 400 corrects the estimated value of the traffic irregularity amount at the travel position of the railway vehicle thus obtained by the 2 nd correction amount at the travel position. Therefore, the irregularities of the rail 16 of the railway vehicle can be detected with high accuracy without using a special measuring device.

In the present embodiment, the inspection apparatus 400 reduces the force T in the front-rear direction₁～T₄And generates a front-rear direction force T based on the signal intensity of the low frequency component included in the time-series data of the measured value₁～T₄Time series data of the high frequency component. The inspection apparatus 400 applies a force T in the forward and backward directions₁～T₄Time-series data of high-frequency components of (1), force T given to front and rear directions₁～T₄Amount of through end irregularity y at positions from the wheel shafts 13a to 13d_R1～y_R4The amount of through end irregularity y at the positions of the wheel shafts 13a to 13d is calculated from the relationship therebetween_R1～y_R4. This relational expression is an expression based on a motion equation describing the motion of the railway vehicle when traveling on a straight track, that is, an expression not including the curvature radius R of the track 16 (rail). Therefore, the irregularities of the curved track can be detected with high accuracy without using a special measuring device.

In the present embodiment, the inspection apparatus 400 generates the autocorrelation matrix R from the data y of the measured values of the force in the front-rear direction, and uses the autocorrelation matrix RThe coefficients α of the corrected autoregressive model that approximate the data y of the measured values of the force in the front-rear direction are determined for s eigenvalues from the largest eigenvalue among the eigenvalues obtained by singular value decomposition. Therefore, the coefficient α can be determined so that the signal of the low-frequency component included in the data y of the measured value of the force in the front-rear direction remains and the high-frequency component does not remain. The inspection device 400 adds data y of the measured value of the longitudinal force at time k-l (1. ltoreq. l.ltoreq.m) before time k to the corrected autoregressive model in which the coefficient α is determined, thereby calculating the predicted value y ^ of the longitudinal force at time k_k. Therefore, the signal of the low frequency component generated by the running of the railway vehicle on the curved track can be reduced from the data y of the measured value of the force in the front-rear direction without assuming the cutoff frequency in advance.

In the present embodiment, the inspection apparatus 400 excludes the longitudinal force T from the measurement data acquired by the data acquisition unit 403₁～T₄The measured data other than the above, and the force T in the longitudinal direction generated by the 1 st frequency adjustment unit 404₁～T₄Is given to a Kalman filter to derive a state variable (y)_w1·～y_w4·、y_w1～y_w4、y_t1·～y_t2·、y_t1～y_t2、ψ_t1·～ψ_t2·、ψ_t1～ψ_t2、

y_b·、y_b、ψ_b·、ψ_b、

ψ_y1、ψ_y2、

). Then, the checking device 400 reduces (preferably removes) the estimation value of the state variableThe signal intensity of the low frequency component included in the time-series data, and the value of the high frequency component of the state variable is calculated therefrom. Next, the inspection apparatus 400 uses the rotation amount (angular displacement) ψ in the yaw direction of the trucks 12a, 12b_t1～ψ_t2And the value of the high frequency component of (d), and a conversion variable e₁～e₄The actual values of the wheel shafts 13a to 13d, and the rotation amount (angular displacement) psi in the yaw direction_w1～ψ_w4. Subsequently, inspection device 400 substitutes the rotation amount (angular displacement) ψ in the yaw direction of axles 13a to 13d into the motion equation describing the yaw of axles 13a to 13d_w1～ψ_w4The value of the high-frequency component of the state variable, and the front-rear direction force T₁～T₄To calculate the amount of through end irregularity y at the positions of the hubs 13a to 13d_R1～y_R4. Then, the inspection device 400 checks the through-end irregularity amount y at the positions of the hubs 13a to 13d_R1～y_R4Calculating the through end irregularity y_R. Thus, as the equation of motion describing the deflection of the axles 13a to 13d, it is not necessary to use the through-end irregularity amount y at the position where the axles 13a to 13d are included as a variable_R1～y_R4To form a state equation. Thereby, it becomes unnecessary to make a model of the track 16, and the number of state variables can be reduced. In the present embodiment, the degrees 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. In addition, the measurement value used in the kalman filter increases the front-rear direction force T₁～T₄The amount of (c).

On the other hand, when the front-rear direction force T is not used₁～T₄On the other hand, if the equations of motion describing the deflections of the wheel shafts 13a to 13d in equations (5) to (8) are included in the equation of state, the calculation may become unstable and the estimation result may not be obtained. That is, when the state variable is not selected, the calculation may become unstable and the estimation result may not be obtained. Even if the estimation result is obtained, the method of the present embodiment has a higher accuracy of detecting irregularities of the trajectory 16 than the method in which the state variable is not selectedHigh. This is because, in the present embodiment, it is realized that the motion equation describing the yaw of the wheel shafts 13a to 13d is not included in the state equation and the measured value of the front-rear direction force is used.

In the present embodiment, a strain gauge can be used as the sensor, and thus a special sensor is not required. Therefore, the abnormality of the track 16 (track irregularity) can be detected with high accuracy without a large cost. Further, since it is not necessary to use a special sensor, by mounting the strain gauge on the commercial vehicle and mounting the inspection device 400 on the commercial vehicle, it is possible to detect irregularities of the rail 16 in real time while the commercial vehicle is traveling. Therefore, the irregularities of the rail 16 can be detected without running the detection vehicle. However, the strain gauge may be mounted on the inspection vehicle, and the inspection apparatus 400 may be mounted on the inspection vehicle.

< modification example >

In the present embodiment, a case where the addition average value of the plurality of 1 st correction amounts is used as a correction amount of the estimated value of the traffic irregularity amount at each position in the entire travel section of the railway vehicle has been described as an example. However, it is not always necessary to obtain the correction amount of the estimated value of the traffic irregularity amount at each position in the entire travel section of the railway vehicle.

For example, the inspection device 400 calculates a plurality of 1 st correction amounts as the 1 st correction amount at the same position in a state where the running speeds of the railway vehicles are different from each other. The inspection device 400 performs regression analysis using the plurality of 1 st correction amounts, and calculates coefficients of a regression expression. The objective variable of the regression equation is the 2 nd correction amount. The explanatory variable of the regression expression includes the running speed of the railway vehicle. The inspection device 400 obtains such a regression expression at each position in the entire travel section of the railway vehicle. After that, the inspection device 400 (track condition correction unit 412) reads out the regression expression corresponding to the travel position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410. Then, the inspection device 400 (track condition correction unit 412) substitutes the running speed of the railway vehicle corresponding to the current sampling time into the regression expression, and calculates the 2 nd correction amount.

Further, the correction amount of the estimated value of the traffic irregularity amount at a certain position in the entire travel section of the railway vehicle may be calculated without using the plurality of 1 st correction amounts. In this case, the correction amount of the estimated value of the traffic irregularity at a certain position in the entire travel section of the railway vehicle is determined by the 1 st correction amount at the certain position. In this way, the accuracy of the correction amount of the estimated value for the lead end irregularity amount may be reduced. However, in the 2 nd prior process, it is not necessary to run the railway vehicle a plurality of times. For example, it is possible to determine which method to use by balancing the accuracy of the correction amount of the estimation value for the lead end irregularity amount and the man-hour of the 2 nd preprocessing.

In step S701 of the flowchart of fig. 7, the case where the data acquisition unit 403 acquires the measurement data of the entire travel section of the railway vehicle has been described as an example. However, this need not necessarily be done. For example, in step S701, the data acquisition unit 403 may acquire one set of measurement data at the sampling time, as in the flowchart of fig. 8. In this case, the processing of steps S701 to S708 is repeated for each running position of the railway vehicle corresponding to the sampling time. This process is repeated until a correction amount (1 st correction amount) at each position in the entire travel section of the railway vehicle is obtained.

In the present embodiment, a case where the measured values of the longitudinal force used by the 1 st track state calculating unit 407 and the 2 nd track state calculating unit 411 are the measured values of the same railway vehicle has been described as an example. In this case, the inspection device 400 that calculates the estimated value of the lead end irregularity amount and the inspection device 400 that calculates the 2 nd correction amount are the inspection devices 400 mounted on the same railway vehicle. In this way, it is possible to suppress the error due to the characteristic inherent to the railway vehicle from being included in the 2 nd correction amount, which is preferable. However, this need not necessarily be done. For example, the same 2 nd correction amount may be used for a plurality of railway vehicles of the same model and railway vehicles traveling in the same travel section. The same 2 nd correction amount may be used for a plurality of railway vehicles having the same route name.

In the present embodiment, a case where a corrected autoregressive model is used is described as an example. However, it is not always necessary to reduce the signal of the low frequency component generated by the running of the railway vehicle on the curved track from the data y of the measured value of the force in the front-rear direction by using the corrected autoregressive model. For example, when the frequency band generated by the railway vehicle traveling on the curved track can be specified, the high-pass filter may be used to reduce the signal of the low-frequency component generated by the railway vehicle traveling on the curved track from the data y of the measured values of the front-rear direction force.

Further, it is not always necessary to reduce the signal of the low frequency component generated by the running of the railway vehicle on the curved track from the data y of the front-rear direction force measurement value. For example, in the case of calculating the amount of through end irregularity of the straight track, it is not necessary to do so. In this case, the 1 st frequency adjustment unit 404 and the 2 nd frequency adjustment unit 406 are not required.

In the present embodiment, a case where the wheel axle serving as a reference for matching the phases is the wheel axle 13a has been described as an example. However, the wheel axle serving as the reference may be the wheel axle 13b, 13c, or 13d other than the wheel axle 13 a.

In the present embodiment, a case where a kalman filter is used is described as an example. However, the kalman filter is not necessarily used as long as the filter (that is, the filter for data assimilation) for deriving the estimation value of the state variable such that the error between the measurement value and the estimation value of the observation variable becomes minimum or the expected value of the error becomes minimum is used. For example, a particle filter may also be used. The error between the measured value and the estimated value of the observed variable is, for example, a squared difference between the measured value and the estimated value of the observed variable.

In the present embodiment, a case where the amount of through end irregularity is derived is described as an example. However, as the physical quantity (1 st physical quantity) reflecting the state of the track 16, a physical quantity reflecting the track irregularity (the defect in the appearance of the track 16) may be derivedFor rational quantity, it is not necessary to derive the through end irregularity quantity. For example, the following expressions (64) to (67) may be calculated in addition to or instead of the amount of through-end irregularity, thereby deriving the lateral pressure (stress in the left-right direction between the wheels and the guide rail) generated when the railway vehicle travels on the straight track. Wherein Q is₁、Q₂、Q₃、Q₄Respectively, the lateral pressure of the wheels 14a, 14b, 14c, 14 d. f. of₃Represents the spin creep coefficient.

[ number formula 32]

In the present embodiment, a case where a state variable indicating the state of the vehicle body 11 is included is described as an example. However, the vehicle body 11 is a portion to which vibrations generated by the acting force (creep force) between the wheels 14a to 14d and the rail 16 are finally propagated. Therefore, for example, when it is determined that the influence of the propagation is small in the vehicle body 11, the state variable indicating the state of the vehicle body 11 may not be included. In this case, equations (15) to (17) of equations (1) to (21) of motion equations describing lateral vibration, yaw, and roll of the vehicle body 11, and equations (18) and (19) of motion equations describing the yaw dampers disposed on the bogie 12a and the yaw dampers disposed on the bogie 12b are not required. In addition, the exercise methods of the expressions (1) to (21)In the equation, values (for example, the left item 3 of the expression (21)) in { } of the state quantity relating to the vehicle body (the state quantity including the subscript b) and the state quantity relating to the vehicle body (the state quantity including the subscript b) are set

) Set to 0 (zero).

In the present embodiment, a description has been given of an example in which the bogies 12a and 12b are non-axle-beam bogies. However, the bogies 12a, 12b are not limited to the axle beam-less bogie. The motion equation can be appropriately rewritten in accordance with 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 motion equation is not limited to the motion equation described in the present embodiment.

(embodiment 2)

Next, embodiment 2 will be explained.

In embodiment 1, a case where the inspection device 400 mounted on the railway vehicle calculates and corrects the estimated value of the amount of traffic irregularity is described as an example. In contrast, in the present embodiment, a data processing device having a part of the functions of the inspection device 400 is disposed in a command center. The data processing device receives measurement data transmitted from the railway vehicle, and calculates and corrects an estimated value of the lead-end irregularity amount using the received measurement data. As described above, in the present embodiment, the functions of the inspection apparatus 400 according to embodiment 1 are shared and executed by the railway vehicle and the command center. The main difference between the present embodiment and embodiment 1 is the configuration and processing based on this case. Therefore, in the description of the present embodiment, the same portions as those of embodiment 1 are denoted by the same reference numerals as those of fig. 1 to 19B, and detailed description thereof is omitted.

Fig. 20 is a diagram showing an example of the configuration of the inspection system. In fig. 20, the inspection system has data collection devices 2010a and 2010b and a data processing device 2020. Fig. 20 also shows an example of a functional configuration of the data collection devices 2010a and 2010b and the data processing device 2020. The hardware of the data collection devices 2010a and 2010b and the data processing device 2020 can be realized by hardware shown in fig. 5, for example. Therefore, detailed description of the hardware configuration of the data collection devices 2010a and 2010b and the data processing device 2020 is omitted.

Each of the railway vehicles is equipped with one data collection device 2010a, 2010 b. The data processing device 2020 is disposed in a command center. The command center centrally manages, for example, the operation of a plurality of railway vehicles.

< data collecting apparatus 2010a, 2010b >

The data collection devices 2010a, 2010b can be implemented by the same device. The data collection devices 2010a and 2010b include data acquisition units 2011a and 2011b and data transmission units 2012a and 2012 b.

[ data acquisition units 2011a and 2011b ]

The data acquiring units 2011a and 2011b have the same functions as the data acquiring unit 403. That is, the data acquiring units 2011a and 2011b acquire the same measurement data as the measurement data acquired by the data acquiring unit 403. Specifically, the data acquisition units 2011a and 2011b acquire measurement values of the acceleration of the vehicle body 11 in the left-right direction, measurement values of the acceleration of the bogies 12a and 12b in the left-right direction, measurement values of the acceleration of the wheel shafts 13a to 13d in the left-right direction, and measurement values of the force in the front-rear direction as measurement data. The strain gauge and the calculation device for obtaining these measurement values are the same as those described in embodiment 1.

[ data transmitters 2012a and 2012b ]

The data transmission units 2012a and 2012b transmit the measurement data acquired by the data acquisition units 2011a and 2011b to the data processing device 2020. In the present embodiment, the data transmission units 2012a and 2012b transmit the measurement data acquired by the data acquisition units 2011a and 2011b to the data processing apparatus 2020 by wireless communication. At this time, the data transmitters 2012a and 2012b add the identification numbers of the railroad vehicles on which the data collection devices 2010a and 2010b are mounted to the measurement data acquired by the data acquiring units 2011a and 2011 b. In this manner, the data transmitters 2012a and 2012b transmit the measurement data to which the identification numbers of the railway vehicles are added.

< data processing apparatus 2020>

[ data receiving unit 2021]

The data receiving unit 2021 receives the measurement data transmitted by the data transmitting units 2012a and 2012 b. The measurement data is added with an identification number of the railway vehicle as a transmission source of the measurement data.

[ data storage section 2022]

The data storage unit 2022 stores the measurement data received by the data reception unit 2021. The data storage unit 2022 stores measurement data for each identification number of the railway vehicle. The data storage unit 2022 specifies the travel position of the railway vehicle at the time of receiving the measurement data based on the current operating state of the railway vehicle and the time of receiving the measurement data, and stores information on the specified travel position in association with the measurement data. The data collection devices 2010a and 2010b may collect information on the current travel position of the railway vehicle and include the collected information in the measurement data.

[ data reading unit 2023]

The data reading unit 2023 reads the measurement data stored in the data storage unit 2022. The data reading unit 2023 can read the measurement data specified by the operator from among the measurement data stored in the data storage unit 2022. The data reading unit 2023 may also read measurement data satisfying a predetermined condition at a predetermined timing. In the present embodiment, the measurement data read by the data reading unit 2023 is determined based on at least one of the identification number and the traveling position of the railway vehicle, for example.

The state equation storage unit 401, the observation equation storage unit 402, the 1 st frequency adjustment unit 404, the filter calculation unit 405, the 2 nd frequency adjustment unit 406, the 1 st track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, the correction amount storage unit 410, the 2 nd track state calculation unit 411, the track state correction unit 412, and the output unit 413 are the same as those described in embodiment 1. Therefore, a detailed description thereof will be omitted here. The filter arithmetic unit 405 determines the estimated value of the state variable represented by the expression (44) using the measurement data read by the data reading unit 2023 instead of the measurement data acquired by the data acquisition unit 403.

< summary >

As described above, in the present embodiment, the data collection devices 2010a and 2010b mounted on the railway vehicle collect measurement data and transmit the measurement data to the data processing device 2020. The data processing device 2020 disposed in the command center stores the measurement data received from the data collection devices 2010a and 2010b, and calculates and corrects the estimated value of the lead irregularity amount using the stored measurement data. Therefore, in addition to the effects described in embodiment 1, for example, the following effects are exhibited. That is, the data processing device 2020 can calculate the final amount of through irregularity y at an arbitrary timing by reading the measurement data at an arbitrary timing_R. Further, the data processing device 2020 can output a time-series change in the final through-end-irregularity estimate value at the same position. Further, the data processing apparatus 2020 can output, for each route, the through-end irregularity amount presumption values of a plurality of routes.

< modification example >

In the present embodiment, a case where the measurement data is directly transmitted from the data collection devices 2010a and 2010b to the data processing device 2020 has been described as an example. However, this need not necessarily be done. For example, cloud computing may also be utilized to build an inspection system.

In addition, in the present embodiment, various modifications described in embodiment 1 can be adopted.

In embodiment 1, a case where the state equation storage unit 401, the observation equation storage unit 402, the data acquisition unit 403, the 1 st frequency adjustment unit 404, the filter calculation unit 405, the 2 nd frequency adjustment unit 406, the 1 st track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, the correction amount storage unit 410, the 2 nd track state calculation unit 411, the track state correction unit 412, and the output unit 413 are included in one device has been described as an example. However, this is not necessarily so. The functions of the state equation storage unit 401, the observation equation storage unit 402, the data acquisition unit 403, the 1 st frequency adjustment unit 404, the filter calculation unit 405, the 2 nd frequency adjustment unit 406, the 1 st track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, the correction amount storage unit 410, the 2 nd track state calculation unit 411, the track state correction unit 412, and the output unit 413 may be realized by a plurality of devices. In this case, the inspection system is configured using the plurality of apparatuses.

(other embodiments)

The embodiments of the present invention described above can be realized by executing a program by a computer. A computer-readable recording medium on which the program is recorded and a computer program product such as the program can also be applied as embodiments of the present invention. Examples of the recording medium include a flexible disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a nonvolatile memory card, and a ROM.

The embodiments of the present invention described above are merely specific examples for carrying out the present invention, and the technical scope of the present invention should not be construed as being limited thereto. That is, the present invention can be implemented in various forms without departing from the technical idea or main features thereof.

The contents of the specification and drawings of patent document 1 can be incorporated herein in their entirety.

Industrial applicability

The present invention can be used for inspecting rails of railway vehicles.

Claims (20)

1. An inspection system, comprising:

a data acquisition unit that acquires measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail;

a 1 st track state calculation unit for calculating a 1 st physical quantity guess value;

correction amount calculating means for calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated by the 1 st track state calculating means and the actual value of the 1 st physical quantity;

a 2 nd track state calculation unit which calculates an estimated value of the 1 st physical quantity after calculating the correction amount; and

a track condition correcting unit for correcting the estimated value of the 1 st physical quantity calculated by the 2 nd track condition calculating unit by using the correction amount,

the measurement data includes a measurement value of a force in the front-rear direction,

the fore-and-aft force is a fore-and-aft force generated in a member disposed between the wheel axle and the bogie on which the wheel axle is provided,

the above-described members are members for supporting the axle boxes,

the front-rear direction is a direction along a traveling direction of the railway vehicle,

the 1 st physical quantity is a physical quantity reflecting the state of the track,

the 1 st orbit state calculation means and the 2 nd orbit state calculation means calculate the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at the position of the wheel axle and the measured value of the fore-and-aft direction force,

the measured value of the fore-and-aft force used in the 1 st track state calculation means is included in the measurement data acquired by the data acquisition means before the correction amount is calculated,

the measured value of the longitudinal force used in the 2 nd track state calculation means is included in the measurement data acquired by the data acquisition means after the correction amount is calculated.

2. The inspection system of claim 1,

the correction amount calculation means calculates a correction amount at the position based on the estimated values of the 1 st physical quantity and the actual value of the 1 st physical quantity calculated by the 1 st track state calculation means using the measured value of the fore-and-aft direction force when the railway vehicle travels at the same position, as a correction amount for the estimated value of the 1 st physical quantity.

3. The inspection system of claim 1 or 2,

the correction amount calculation means calculates the correction amount of the estimated value of the 1 st physical quantity based on the estimated values of the 1 st physical quantity calculated by the 1 st track state calculation means using the measured value of the fore-and-aft direction force when the railway vehicle travels at the same position, the travel speed when the railway vehicle travels at the position, and the actual value of the 1 st physical quantity,

the correction amount of the estimated value for the 1 st physical quantity is a correction amount corresponding to the position and the traveling speed of the railway vehicle.

4. The inspection system of any one of claims 1 to 3,

the measured values of the longitudinal force used in the 1 st rail state calculating means and the 2 nd rail state calculating means are the same measured values of the railway vehicle.

5. The inspection system of any one of claims 1 to 4,

the inspection system further includes a frequency adjustment unit that reduces a signal intensity of a low-frequency component generated by the railway vehicle traveling on the curved portion of the track from the time-series data of the 2 nd physical quantity,

the 2 nd physical quantity is a physical quantity whose value fluctuates according to the state of the railway vehicle,

the frequency adjusting means includes 1 st frequency adjusting means for reducing a signal intensity of a low frequency component generated by the railway vehicle traveling on the curved portion of the track from time-series data of a measured value of the longitudinal force, which is one of the 2 nd physical quantities,

the 1 st orbit state calculating means and the 2 nd orbit state calculating means calculate the estimated value of the 1 st physical quantity using the relational expression and the value of the force in the forward/backward direction in which the signal intensity of the low frequency component is reduced by the 1 st frequency adjusting means,

the above-described relation is a formula that does not include the curvature radius of the rail.

6. The inspection system of claim 5,

the frequency adjusting means determines a coefficient of a corrected autoregressive model using the time-series data of the 2 nd physical quantity, reduces a signal intensity of a low-frequency component generated by the railway vehicle traveling on the curved portion of the track from the time-series data of the 2 nd physical quantity using the corrected autoregressive model determining the coefficient and the time-series data of the 2 nd physical quantity,

the corrected autoregressive model is a formula for expressing a predicted value of the 2 nd physical quantity using a value of the 2 nd physical quantity and the coefficient for the value,

the frequency adjustment unit determines the coefficients using an equation having a 1 st matrix as a coefficient matrix and an autocorrelation vector as a constant vector,

the autocorrelation vector is a vector having as components the autocorrelation of the time-series data of the 2 nd physical quantity from 1 to m, which is the number of measurement values used in the corrected autoregressive model,

the 1 st matrix is a 2 nd matrix Σ derived from s eigenvalues of the autocorrelation matrix and the diagonal matrix Σ for s, which is a set number of 1 or more and less than m_sAnd a matrix U derived from the s eigenvalues and a 3 rd matrix Us derived from the orthogonal matrix U_sΣ_sU_s ^T，

The autocorrelation matrix is a matrix having as components the autocorrelation of the time-series data of the 2 nd physical quantity with time differences from 0 to m-1,

the diagonal matrix is a matrix having, as diagonal components, eigenvalues of the autocorrelation matrix derived by performing singular value decomposition on the autocorrelation matrix,

the orthogonal matrix is a matrix in which the eigenvector of the autocorrelation matrix is set as a column component vector,

the 2 nd matrix is a local matrix of the diagonal matrix and is a matrix having the s eigenvalues as diagonal components,

the 3 rd matrix is a local matrix of the orthogonal matrix and is a matrix in which eigenvectors corresponding to the s eigenvalues are column component vectors.

7. The inspection system of claim 6,

the s eigenvalues include an eigenvalue having a maximum value among eigenvalues of the autocorrelation matrix.

8. The inspection system of any one of claims 1 to 7,

the inspection system further includes a filter operation unit that determines an estimated value of a state variable that is a variable for which an estimated value is to be determined in the state equation by performing an operation using a filter for data assimilation using the measurement data, the state equation, and the observation equation,

the measurement data further includes a measurement value of lateral acceleration of the bogie and the wheel axle,

the left-right direction is a direction perpendicular to both the front-back direction and a vertical direction which is a direction perpendicular to the rail,

the fore-and-aft force is determined based on a difference between an angular displacement in a yaw direction of the wheel axle and an angular displacement in a yaw direction of the bogie on which the wheel axle is provided,

the deflection direction is a rotation direction in which the vertical direction is defined as a rotation axis,

the state equation is an equation described using the state variable, the front-rear direction force, and the conversion variable,

the state variables include a lateral displacement and a velocity of the bogie, a yaw angular displacement and an angular velocity of the bogie, a roll angular displacement and an angular velocity of the bogie, a lateral displacement and a velocity of the axle, and a roll angular displacement of an air spring attached to the railway vehicle, and do not include a yaw angular displacement and an angular velocity of the axle,

the rolling direction is a rotational direction in which the front-rear direction is defined as a rotational axis,

the conversion variable is a variable that converts an angular displacement in the yaw direction of the wheel shaft and an angular displacement in the yaw direction of the bogie to each other,

the observation equation is an equation described using an observation variable and the conversion variable,

the observation variable includes lateral accelerations of the bogie and the wheel axle,

the filter operation means determines an estimated value of the state variable when an error between the measured value of the observed variable and an estimated value or an expected value of the error is minimized, using the state equation into which the measured value of the observed variable, the measured value of the fore-and-aft direction force, and the actual value of the converted variable are substituted, and the observation equation into which the actual value of the converted variable is substituted,

the 1 st track state calculating means and the 2 nd track state calculating means calculate an estimated value of an angular displacement in the yaw direction of the wheel axle using an estimated value of an angular displacement in the yaw direction of the bogie, which is one of the state variables determined by the filter calculating means, and an actual value of the conversion variable, and calculate an estimated value of the 1 st physical quantity using the estimated value of the angular displacement in the yaw direction of the wheel axle, the value of the fore-and-aft direction force, and the relational expression,

the above-mentioned relational expression is a formula for expressing a motion equation describing a motion in a yaw direction of the wheel axle using the above-mentioned forward and backward direction force,

the actual value of the conversion variable is derived using the measured value of the front-rear direction force.

9. The inspection system of claim 8,

the equation of state is configured using an equation of motion describing the motion of the axle in the left-right direction, an equation of motion describing the motion of the bogie in the yaw direction, an equation of motion describing the motion of the bogie in the roll direction, and an equation of motion describing the motion of the air spring in the roll direction,

the motion equation describing the motion in the left-right direction of the wheel axle is a motion equation described using the conversion variable in place of the angular displacement in the yaw direction of the wheel axle,

the motion equation describing the motion in the yaw direction of the bogie is a motion equation described using the fore-and-aft force instead of the angular displacement and the angular velocity in the yaw direction of the wheel axle,

the conversion variable is represented by a difference between an angular displacement in a yaw direction of the bogie and an angular displacement in a yaw direction of the axle.

10. The inspection system of claim 8 or 9,

the data acquisition means further acquires a measured value of the acceleration of the vehicle body in the left-right direction,

the observation variable further includes an acceleration in the left-right direction of the vehicle body,

the state variables further include a displacement and a velocity in a lateral direction of the vehicle body, an angular displacement and an angular velocity in a yaw direction of the vehicle body, an angular displacement and an angular velocity in a roll direction of the vehicle body, and an angular displacement in a yaw direction of a yaw damper attached to the railway vehicle,

the filter calculation means determines the state variable when a difference between a measured value and a calculated value of the lateral acceleration of the vehicle body, the bogie, and the wheel axle is minimized.

11. The inspection system of claim 10,

the state equation is also configured using a motion equation describing a motion in a left-right direction of the vehicle body, a motion equation describing a motion in a yaw direction of the vehicle body, a motion equation describing a motion in a roll direction of the vehicle body, and a motion equation describing a motion in a yaw direction of the yaw damper.

12. The inspection system of any one of claims 8 to 11,

the observation equation is also configured using a motion equation describing a motion in a left-right direction of the wheel axle and a motion equation describing a motion in a left-right direction of the bogie,

the motion equation describing the motion of the wheel axle in the left-right direction is described using the conversion variable instead of the angular displacement in the yaw direction of the wheel axle.

13. The inspection system of claim 12,

the observation equation is also configured using a motion equation describing a motion in the left-right direction of the vehicle body.

14. The inspection system of any one of claims 8 to 13,

the 1 st track state calculating means and the 2 nd track state calculating means derive the through end irregularity amount of the track as the estimated value of the 1 st physical quantity based on the left-right direction displacement and speed of the bogie which are the state variables determined by the filter calculating means, the left-right direction displacement and speed of the wheel axle which are the state variables determined by the filter calculating means, the estimated value of the deflection direction angular displacement of the wheel axle, the measured value of the front-rear direction force, and the motion equation describing the deflection direction motion of the wheel axle,

the motion equation describing the motion in the yaw direction of the wheel axle includes, as variables, the forward and backward force and the amount of through end irregularity of the rail.

15. The inspection system of any one of claims 8 to 14,

the inspection system further includes a frequency adjustment unit that reduces a signal intensity of a low-frequency component generated by the railway vehicle traveling on the curved portion of the track from the time-series data of the 2 nd physical quantity,

the 2 nd physical quantity is a physical quantity whose value fluctuates according to the state of the railway vehicle,

the frequency adjusting means includes 2 nd frequency adjusting means for reducing a signal intensity of a low frequency component generated by the railway vehicle traveling on the curved portion of the track from time-series data of the estimated value of the state variable, which is one of the 2 nd physical quantities.

16. The inspection system of any one of claims 8 to 15,

the filter is a kalman filter.

17. The inspection system of any one of claims 1 to 16,

the 1 st physical quantity is a quantity of through end irregularity of the rail or a lateral pressure which is a stress in a left-right direction between a wheel provided on the wheel axle and the rail,

the left-right direction is a direction perpendicular to both the front-back direction and a vertical direction which is a direction perpendicular to the rail.

18. The inspection system of any one of claims 1 to 17,

the forward/backward force is a component having a phase opposite to each other among the forward/backward components of the force generated in each of the two members attached to the left and right sides of one wheel axle,

the left-right direction is a direction perpendicular to both the front-back direction and a vertical direction which is a direction perpendicular to the rail.

19. An inspection method, comprising:

a data acquisition step of acquiring measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail;

a 1 st orbit state calculation step of calculating a 1 st physical quantity estimated value;

a correction amount calculation step of calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated in the 1 st track state calculation step and the actual value of the 1 st physical quantity;

a 2 nd track state calculation step of calculating an estimated value of the 1 st physical quantity after the correction amount is calculated; and

a track condition correcting step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track condition calculating step using the correction amount,

the measurement data includes a measurement value of a force in the front-rear direction,

the fore-and-aft force is a fore-and-aft force generated in a member disposed between the wheel axle and the bogie on which the wheel axle is provided,

the above-described members are members for supporting the axle boxes,

the front-rear direction is a direction along a traveling direction of the railway vehicle,

the 1 st physical quantity is a physical quantity reflecting the state of the track,

the 1 st orbit state calculation step and the 2 nd orbit state calculation step calculate the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at the position of the wheel axle and the measured value of the fore-and-aft direction force,

the measured value of the fore-and-aft force used in the 1 st track state calculation step is included in the measurement data acquired in the data acquisition step before the correction amount is calculated,

the measured value of the longitudinal force used in the 2 nd track state calculation step is included in the measurement data acquired in the data acquisition step after the correction amount is calculated.

20. A program for causing a computer to execute:

a data acquisition step of acquiring measurement data that is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a rail;

a 1 st orbit state calculation step of calculating a 1 st physical quantity estimated value;

a correction amount calculation step of calculating a correction amount of the estimated value of the 1 st physical quantity based on the estimated value of the 1 st physical quantity calculated in the 1 st track state calculation step and the actual value of the 1 st physical quantity;

a 2 nd track state calculation step of calculating an estimated value of the 1 st physical quantity after the correction amount is calculated; and

a track condition correcting step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track condition calculating step using the correction amount,

the measurement data includes a measurement value of a force in the front-rear direction,

the fore-and-aft force is a fore-and-aft force generated in a member disposed between the wheel axle and the bogie on which the wheel axle is provided,

the above-described members are members for supporting the axle boxes,

the front-rear direction is a direction along a traveling direction of the railway vehicle,

the 1 st physical quantity is a physical quantity reflecting the state of the track,

the 1 st orbit state calculation step and the 2 nd orbit state calculation step calculate the estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the fore-and-aft direction force at the position of the wheel axle and the measured value of the fore-and-aft direction force,

the measured value of the fore-and-aft force used in the 1 st track state calculation step is included in the measurement data acquired in the data acquisition step before the correction amount is calculated,

the measured value of the longitudinal force used in the 2 nd track state calculation step is included in the measurement data acquired in the data acquisition step after the correction amount is calculated.

Images