CN112566832B - Inspection system, inspection method, and storage medium - Google Patents
Inspection system, inspection method, and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
- B61L23/042—Track changes detection
- B61L23/047—Track or rail movements
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
- B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
- B61K9/08—Measuring installations for surveying permanent way
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- E—FIXED CONSTRUCTIONS
- E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
- E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
- E01B35/00—Applications of measuring apparatus or devices for track-building purposes
- E01B35/12—Applications of measuring apparatus or devices for track-building purposes for measuring movement of the track or of the components thereof under rolling loads, e.g. depression of sleepers, increase of gauge
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
- B61L25/02—Indicating or recording positions or identities of vehicles or trains
- B61L25/021—Measuring and recording of train speed
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Testing, Inspecting, Measuring Of Stereoscopic Televisions And Televisions (AREA)
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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 passing end irregularity at each position of the entire travel section of the railway vehicle, using the estimated value and the actual measured value of the passing end irregularity at each position of the entire travel section of the railway vehicle. Then, the inspection device (400) runs the railway vehicle, obtains the estimated value of the irregular amount of the passing end at the running position of the railway vehicle, and corrects the estimated value by the 2 nd correction amount at the running position.
Description
Technical Field
The present invention relates to an inspection system, an inspection method, and a storage medium, and can be used particularly favorably for inspecting a rail of a railway vehicle.
Background
When a railway vehicle runs on a track, the position of the track changes due to the load from the railway vehicle. When such a change in track occurs, the railway vehicle may exhibit abnormal behavior. Therefore, conventionally, a rail abnormality is detected by running a railway vehicle on a rail.
Prior art literature
Patent literature
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 disturbance that is not considered in the motion equation occurs, an error in the estimated value of the through-end irregularity becomes large.
The present invention has been made in view of the above-described problems, and an object of the present invention is to detect irregularities in the 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 is characterized by comprising: a data acquisition unit that acquires measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track; a 1 st track state calculation unit that calculates a presumed value of the 1 st physical quantity; correction amount calculation means for calculating a correction amount for 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 calculation means and the actual value of the 1 st physical quantity; a 2 nd track state calculation unit that calculates the estimated value of the 1 st physical quantity after calculating the correction amount; and track state correcting means for correcting, using the correction amount, the estimated value of the 1 st physical quantity calculated by the 2 nd track state calculating means, the measured data including a measured value of a forward-backward force, the forward-backward force being a force in a forward-backward direction generated in a member disposed between the wheel axle and the bogie provided with the wheel axle, the member being a member for supporting an axle box, the forward-backward direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a state of the track, the 1 st track state calculating means and the 2 nd track state calculating means 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 forward-backward force at a position of the wheel axle, and the measured value of the forward-backward force, the measured value of the 1 st physical quantity being included in a direction in which the forward-backward force is used in the 1 st track state calculating means is used in calculating the measured value of the forward-backward force being included in the data acquiring means, and the correction amount being included in the data acquiring means being used in the data acquiring means.
The inspection method of the present invention is characterized by comprising: a data acquisition step of acquiring measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track; a 1 st track state calculation step of calculating a predicted value of the 1 st physical quantity; a correction amount calculation step of calculating a correction amount for 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 a predicted value of the 1 st physical quantity after calculating the correction amount; and a track state correcting step of correcting, using the correction amount, the estimated value of the 1 st physical quantity calculated in the 2 nd track state calculating step, the measured data including a measured value of a forward-backward force generated in a member disposed between the wheel axle and the bogie provided with the wheel axle, the member being a member for supporting an axle box, the forward-backward direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a state of the track, the 1 st track state calculating step and the 2 nd track state 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 forward-backward force at a position of the wheel axle, and the measured value of the forward-backward force, the measured value of the 1 st physical quantity being included in the track state calculating step before calculation, and the correction amount being included in the data acquiring step after the data acquiring step.
The program according to the present invention is characterized by causing a computer to execute: a data acquisition step of acquiring measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track; a 1 st track state calculation step of calculating a predicted value of the 1 st physical quantity; a correction amount calculation step of calculating a correction amount for 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 a predicted value of the 1 st physical quantity after calculating the correction amount; and a track state correcting step of correcting, using the correction amount, the estimated value of the 1 st physical quantity calculated in the 2 nd track state calculating step, the measured data including a measured value of a forward-backward force generated in a member disposed between the wheel axle and the bogie provided with the wheel axle, the member being a member for supporting an axle box, the forward-backward direction being a direction along a traveling direction of the railway vehicle, the 1 st physical quantity being a physical quantity reflecting a state of the track, the 1 st track state calculating step and the 2 nd track state 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 forward-backward force at a position of the wheel axle, and the measured value of the forward-backward force, the measured value of the 1 st physical quantity being included in the track state calculating step before calculation, and the correction amount being included in the data acquiring step after the data acquiring step.
Drawings
Fig. 1 is a diagram showing an example of an outline of a railway vehicle.
Fig. 2 is a diagram conceptually showing the directions of main movements of the constituent elements of the railway vehicle.
Fig. 3A is a diagram showing an example of the amount of end irregularities of a linear track.
Fig. 3B is a diagram showing an example of the amount of end irregularities of the curved track.
Fig. 4 is a diagram showing an example of the 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 preprocessing.
Fig. 8 is a flowchart showing an example of the main process.
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 value) of measured values of the force in the front-rear direction and time-series data (calculated value) of predicted values of the force in the front-rear direction.
Fig. 11 is a diagram showing an example of time-series data of high-frequency components of the force in the front-rear direction.
Fig. 12A is a diagram showing example 1 of a relationship between an estimated value of the passing end irregularity, an actual value of the passing end irregularity, a running speed of the railway vehicle, a curvature of the rail, and a distance from the railway vehicle to the departure point.
Fig. 12B is a diagram showing example 2 of a relationship between the estimated value of the passing end irregularity, the actual value of the passing end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the railway vehicle to the departure point.
Fig. 13A is a diagram showing example 3 of a relationship between the estimated value of the passing end irregularity, the actual value of the passing end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the railway vehicle to the departure point.
Fig. 13B is a view showing example 4 of the relationship between the estimated value of the passing end irregularity, the actual value of the passing end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the railway vehicle to the departure point.
Fig. 14A is a diagram showing example 5 of a relationship between the estimated value of the passing end irregularity, the actual value of the passing end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the railway vehicle to the departure point.
Fig. 14B is a view showing example 6 of the relationship between the estimated value of the passing end irregularity, the actual value of the passing end irregularity, the running speed of the railway vehicle, the curvature of the rail, and the distance from the railway vehicle to the departure point.
Fig. 15 is a diagram illustrating an example of rim contact.
Fig. 16A is a view of example 1 showing a relationship between the 2 nd correction amount and the distance from the railway vehicle to the departure point.
Fig. 16B is a diagram showing example 2 of the relationship between the correction amount 2 and the distance from the railway vehicle to the departure point.
Fig. 16C is a diagram showing example 3 of the relationship between the 2 nd correction amount and the distance from the railway vehicle to the departure point.
Fig. 17A is a diagram showing example 1 of a relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 17B is a diagram showing example 2 of the relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 18A is a diagram showing example 3 of a relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 18B is a view showing example 4 of the relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 19A is a diagram showing example 5 of the relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 19B is a view showing example 6 of the relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point.
Fig. 20 is a diagram showing an example of the structure 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 advances in the forward direction of the x-axis (the x-axis is an axis along the traveling direction of the railway vehicle). The z-axis is a direction perpendicular to the rail 16 (ground) (the height direction of the railway vehicle). The y-axis is a horizontal direction perpendicular to the running direction of the railway vehicle (a direction perpendicular to both the running direction and the height direction of the railway vehicle). In addition, the railway vehicle is a business vehicle. In each of the drawings, +'s are added to the plane of o to indicate the direction from the back side of the sheet to the front side, and ×'s are added to the plane of o to indicate the direction from the front side of the sheet to the back side.
As shown in fig. 1, in the present embodiment, the railway vehicle includes a vehicle body 11, bogies 12a, 12b, and axles 13a to 13d. As described above, in the present embodiment, a railway vehicle in which one vehicle body 11 includes two bogies 12a, 12b and 4 sets of axles 13a to 13d will be described as an example. The axles 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided at both ends thereof. In the present embodiment, the description will be given taking, as an example, a case where the bogies 12a, 12b are shaftless bogies. In fig. 1, only one of the wheels 14a to 14d of the wheel shafts 13a to 13d is shown for convenience of description, but wheels (8 wheels in total in the example shown in fig. 1) are provided on the other of the wheel shafts 13a to 13d. The railway vehicle has components other than the components shown in fig. 1 (components described in the motion equations described below, etc.), but for convenience of description, illustration of the components is omitted in fig. 1. For example, the bogies 12a, 12b have a bogie frame, a tie spring, and the like. Axle boxes are disposed on both sides of each of the axles 13a to 13d in the y-axis direction. The bogie frame and the axle box are coupled to each other by an axle box supporting device. The axle box supporting device is a device (suspension) disposed between the axle box and the bogie frame. The axlebox support device absorbs vibrations transmitted from the rail 16 to the railway vehicle. The axle box supporting device supports the axle box with the position of the axle box relative to the bogie frame restricted so as to suppress the movement of the axle box relative to the bogie frame in the x-axis direction and the y-axis direction (preferably, without causing the movement). The axle box supporting devices are disposed on both sides of each of the axles 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 rail 16, the acting force (creep force) between the wheels 14a to 14d and the rail 16 becomes a vibration source, and the vibration is transmitted to the wheel axles 13a to 13d, the bogies 12a, 12b, and the vehicle body 11 in this order. Fig. 2 is a diagram conceptually showing the main movement directions of the constituent elements (the axles 13a to 13d, the bogies 12a, 12b, and the vehicle body 11) of the railway vehicle. The x-axis, y-axis, and z-axis shown in fig. 2 correspond to the x-axis, y-axis, and z-axis shown in fig. 1, respectively.
As shown in fig. 2, in the present embodiment, a case will be described in which the axles 13a to 13d, the bogies 12a, 12b, and the vehicle body 11 perform a movement that rotates about the x-axis, a movement that rotates about the z-axis, and a movement in the direction along the y-axis. In the following description, a motion of rotating about the x-axis as a rotation axis is referred to as a roll as needed, a rotation direction of rotating about the x-axis as a rotation axis is referred to as a roll direction as needed, and a direction along the x-axis is referred to as a front-rear direction as needed. The front-rear direction is the traveling direction of the railway vehicle. In the present embodiment, the direction along the x-axis is the running direction of the railway vehicle. The movement of the rotation about the z axis as the rotation axis is referred to as yaw if necessary, the rotation direction about the z axis as the rotation axis is referred to as yaw if necessary, and the direction along the z axis is referred to as up-down direction if necessary. The vertical direction is a direction perpendicular to the rail 16. The movement in the y-axis direction is referred to as lateral vibration as needed, and the y-axis direction is referred to as left-right direction as needed. The left-right direction is a direction perpendicular to both the front-rear direction (the running direction of the railway vehicle) and the up-down direction (the direction perpendicular to the rail 16). In addition, the railway vehicle performs other motions, but these motions are not considered for simplicity of description in each embodiment. However, these movements are also contemplated.
As described in patent document 1, the present inventors have conceived the following method: the amount of the through-hole irregularity is calculated using, as an example of the 1 st physical quantity reflecting the track irregularity (the apparent defect of the track 16), the measured value of the force in the front-rear direction generated in the member disposed between the wheel shafts 13a to 13b (13 c to 13 d) and the bogie 12a (12 b) provided with the wheel shafts 13a to 13b (13 c 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 needed.
The passing end irregularity amount is calculated using a formula based on a motion equation describing a motion of the railway vehicle when traveling on a straight track, and a formula representing a relationship between the passing end irregularity amount and the front-rear direction force. The track 16 includes a straight portion and a curved portion. In the following description, the linear portion of the track 16 will be referred to as a linear track as needed, and the curved portion of the track 16 will be referred to as a curved track as needed.
In the case of filtering by a filter (kalman filter) for data assimilation described later, when a state equation is constructed using a motion equation describing the motion of a railway vehicle traveling on a curved track, there is a possibility that a state variable diverges. Therefore, an equation of motion describing the motion of a railway vehicle traveling on a straight track is used to construct an equation of state in the case of filtering by a filter (kalman filter) that performs data assimilation.
In the motion equation describing the motion of a railway vehicle traveling on a curved track, it is necessary to consider centrifugal force and the like to which the railway vehicle is subjected during traveling. Thus, the motion equation describing the motion of the railway vehicle traveling on the curved track includes a term including the radius of curvature of the rail (rail). Therefore, when a railway vehicle runs on a curved track, it is possible that the state variable cannot be derived with high accuracy when a filter (kalman filter) configured by using a motion equation describing the motion of the railway vehicle running on a straight track and performing data assimilation is used to derive the state variable.
The inventors focused on: when the railway vehicle runs on a curved track, the measured value of the force in the front-rear direction is offset by a certain amount from the measured value of the force when running on a straight track. Accordingly, the present inventors considered that: by reducing the low frequency component (the behavior of the offset) from the time-series data of the measured values of the forces in the front-rear direction, even if a filter (kalman filter) for data assimilation described later is configured using a formula based on a motion equation describing the motion of the railway vehicle when traveling on a straight track, the low frequency component due to the railway vehicle traveling on a curved track can be reduced from the estimated value of the state variable. From this, the present inventors thought that: the passing irregularity amount is calculated by giving time-series data of a value of the front-rear direction force reduced by the low frequency component to a formula based on a motion equation describing a motion of the railway vehicle when traveling on a straight track, and a formula representing a relationship between the passing irregularity amount and the front-rear direction force. By calculating the open-end irregularity amount in this manner, the open-end irregularity amount of the curved track can be calculated even if a formula based on a motion equation describing the motion of the railway vehicle when traveling on the straight track is used. The calculation formula of the end irregularity is the same as the calculation formula of the curved track or the linear track.
And, the present inventors found that: since at least one of the running state of the railway vehicle and the installation state of the rail 16 affects the measured value of the front-rear force by disturbance which is not considered in the motion equation describing the motion of the railway vehicle, there is a possibility that the calculation accuracy of the passing irregularity is lowered. The running state of the railway vehicle in which such disturbance is liable to occur includes, for example, a state in which the railway vehicle runs at a low speed, a state in which the railway vehicle is suddenly decelerated, a state in which the railway vehicle is suddenly accelerated, a state in which the railway vehicle runs while being in contact with the flange, and a state in which the railway vehicle runs on the joint of the rail. The installation state of the rail 16 in which such disturbance is likely to occur includes, for example, a state in which the rail is turned sharply (a state in which the curvature of the rail is large), a state in which the rail 16 is installed in a place having a specific structure, a state in which the rail has a joint, and a state in which the rail 16 is a ballastless track. As specific structures, there are, for example, platforms, bridges, tunnels, switches, crossings, and guard rails of stations.
This interference is represented by the difference between the inferred value and the measured value of the through-terminal irregularity. If the same railway vehicle is used, the measurement data does not change significantly due to the characteristics inherent to the railway vehicle. The characteristics inherent to the railway vehicle include, for example, the individual difference of the vehicle body 11, the individual differences of the bogies 12a and 12b, the individual differences of the wheel axles 13a to 13d, and the individual differences of strain gauges for measuring the forces in the front-rear direction. The connection state may be a characteristic inherent to the railway vehicle. In addition, if the same railway vehicle is used, the running speed at each position of the track 16 does not change greatly. Thus, the present inventors found that: when the same railway vehicle runs on the same position, the difference between the estimated value and the measured value of the passing end irregularity does not greatly change due to the date and time of the running of the railway vehicle. Therefore, the difference between the estimated value and the measured value of the above-described passing irregular amount is obtained in advance at each position of the track 16 where the railway vehicle runs, and is used as the correction amount for the estimated value of the passing irregular amount. Then, by causing the railway vehicle to travel on the track 16, the estimated value of the passing irregularity is retrieved at each position of the track 16. The estimated value of the through-end irregularity thus obtained is corrected by the correction amount at the position of the track 16 where the estimated value is obtained. In this way, the amount of end irregularities at each position of the track 16 can be obtained. In the present embodiment, the corrected end irregularity is set as the final end irregularity.
(equation of motion)
Next, an example of an equation of motion describing the motion of the railway vehicle when traveling on a straight 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 movement (lateral vibration) in the left-right direction and movement (deflection) in the deflection direction (2×4 group=8 degrees of freedom). The bogies 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 group=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 group=3 degrees of freedom). Further, the air springs (springs) provided to the bogies 12a, 12b respectively perform movement (rolling) in the rolling direction (1×2 group=2 degrees of freedom). Further, the yaw dampers provided to the bogies 12a, 12b respectively perform motions (yaw) in the yaw direction (1×2 groups=2 degrees of freedom).
The degrees of freedom are 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, by expressing the operations in the respective directions (the left-right direction, the yaw direction, and the roll direction) of the respective constituent elements (the vehicle body 11, the bogies 12a, 12b, and the axles 13a to 13 d) based on the description of patent literature 1, the following equation of motion can be realized. Therefore, the outline of each equation of motion will be described here, and detailed description will be omitted. In the following formulae, no term including the radius of curvature (curvature) of the rail 16 (rail bar) exists. That is, the following equations represent the running of the railway vehicle on the linear rail. In the expression for expressing that the railway vehicle is traveling on the curved track, the curvature radius of the track 16 (rail bar) is set to infinity (curvature is 0 (zero)), and the expression for expressing that the railway vehicle is traveling on the straight track can be obtained.
In the following formulae, the subscript w denotes the axles 13a to 13d. The variable representation (only) with the subscript w attached is common among the axles 13 a-13 d. The subscripts w1, w2, w3, w4 denote the axles 13a, 13b, 13c, 13d, respectively.
The subscripts T, T denote bogies 12a, 12b. The variable representations (only) with subscripts T, T attached are common in the bogies 12a, 12b. Subscripts t1, t2 denote bogies 12a, 12b, respectively.
The subscripts B, B denote the vehicle body 11.
The subscript x indicates the front-rear direction or the roll direction, the subscript y indicates the left-right direction, and the subscript z indicates the up-down direction or the yaw direction.
Further, "·", "" attached to the variables represent the 2 nd order time differential and the 1 st order time differential, respectively.
In the following description of the equation of motion, the description of the variables that have been presented will be omitted, if necessary. The equation of motion itself is the same as the equation of motion described in patent document 1.
[ transverse vibration of axle ]
Equations of motion describing lateral vibrations (movement in the left-right direction) of the axles 13a to 13d are expressed by the following equations (1) to (4).
[ number 1]
m w Is the mass of the axles 13 a-13 d. y is w1 (in the formula, & is appended to y w1 The upper (hereinafter, the same applies to other variables)) is the acceleration in the left-right direction of the wheel shaft 13 a. f (f) 2 Is the transverse creep coefficient (in addition, the transverse creep coefficient f 2 Or may be assigned to each axle 13 a-13 d). V is the running speed of the railway vehicle. y is w1 (in the formula, attached to y w1 The upper (hereinafter, the same applies to other variables)) is the speed of the wheel shaft 13a in the left-right direction. C (C) wy Is a damping constant in the left-right direction of an axle housing supporting device connecting an axle housing to an axle. y is t1 Is the speed of the bogie 12a in the left-right direction. a represents 1/2 of the distance in the front-rear direction between the wheel axles 13a, 13b, 13c, 13d provided in the bogies 12a, 12b (the distance between the wheel axles 13a, 13b, 13c, 13d provided in the bogies 12a, 12b is 2 a). Psi phi type t1 Is the angular velocity in the yaw direction of the bogie 12 a. h is a 1 Is 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 of the bogie 12a in the roll direction. Psi phi type w1 Is the amount of rotation (angular displacement) in the yaw direction of the wheel shaft 13 a. K (K) wy Is the spring constant of the axle box supporting device in the left-right direction. y is w1 Is the displacement in the left-right direction of the wheel shaft 13 a. y is t1 Is displacement in the left-right direction of the bogie 12 a. Psi phi type t1 Is 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. Further, the variables of the formulas (2) to (4) are represented by replacing the variables of the formula (1) by the meanings of the subscripts.
[ deflection of wheel axle ]
The equation of motion describing the deflection of the axles 13a to 13d is expressed by the following equations (5) to (8).
[ number 2]
I wz Is the moment of inertia in the yaw direction of the axles 13 a-13 d. Psi phi type w1 Is the angular acceleration in the yaw direction of the axle 13 a. f (f) 1 Is the longitudinal creep coefficient. b is a distance in the left-right direction between the tangential points of the two wheels attached to the axles 13a to 13d and the rail 16 (rail bar). Psi phi type w1 Is the angular velocity in the yaw direction of the axle 13 a. C (C) wx Is the damping constant of the axle box supporting device in the front-rear direction. b 1 A length of 1/2 of a distance between the axle box supporting devices in the left-right direction (a distance between the axle box supporting devices provided on the left and right with respect to one axle is 2 b) 1 ). Gamma is the tread gradient. r is the radius of the wheels 14 a-14 d. y is R1 Is the amount of through-end irregularity at the location of the axle 13 a. s is(s) a Is the amount of bias in the front-rear direction from the center of the axle shafts 15a to 15d to the axle box supporting springs. y is t1 Is displacement in the left-right direction of the bogie 12 a. K (K) wx Is the spring constant of the axle box supporting device in the front-rear direction. Further, the variables of the formulas (6) to (8) are represented by replacing the variables of the formula (5) by the meanings of the subscripts. Wherein y is R2 、y R3 、y R4 The amount of end irregularities at the location of the axles 13b, 13c, 13d, respectively.
Here, the irregular through end means a displacement of the rail in the longitudinal direction as described in japanese industrial standard (JIS E1001:2001). The amount of open-end irregularity is the amount of this displacement. Figure 3 shows the through-end irregularity y at the location of the axle 13a R1 As an example of (a) is described. In fig. 3A, a case where the rail 16 is a straight rail is described as an example. In the drawingsIn fig. 3B, a case where the track 16 is a curved track will be described as an example. In fig. 3A and 3B, 16a represents a rail, and 16B represents a sleeper. In fig. 3A, the wheel 14a of the axle 13A is in contact with the rail 16a at a location 301. In fig. 3B, the wheel 14a of the axle 13a is in contact with the rail 16a at location 302. Through-end irregularity y at the location of axle 13a R1 Is the distance in the left-right direction between the contact position of the wheel 14a of the wheel axle 13a with the rail 16a and the position of the rail 16a in the case where the normal state is assumed. The position of the axle 13a is the contact position of the wheel 14a of the axle 13a with the rail 16 a. Through irregularities y at the location of the axles 13b, 13c, 13d R2 、y R3 、y R4 Also with the through-end irregularities y at the location of the axle 13a R1 And is defined as such.
[ transverse vibration of bogie ]
Equations of motion describing lateral vibrations (movement in the left-right direction) of the bogies 12a, 12b are expressed by the following equations (9) and (10).
[ number 3]
m T Is the mass of the trucks 12a, 12 b. y is t1 The term "·is the acceleration in the left-right direction of the bogie 12 a. c' 2 Is the damping constant of the left-right movement damper. h is a 4 Is the distance between the center of gravity of the bogie 12a and the left-right movement damper in the up-down direction. y is b Is the speed of the vehicle body 11 in the left-right direction. L represents 1/2 of the interval in the front-rear direction between the centers of the bogies 12a, 12b (the interval in the front-rear direction between the centers of the bogies 12a, 12b is 2L). Psi phi type b Is the angular velocity in the yaw direction of the vehicle body 11. h is a 5 Is the distance in the up-down direction between the left-right movement damper and the center of gravity of the vehicle body 11.
Is the angular velocity of the vehicle body 11 in the roll direction. y is w2 Is the speed in the left-right direction of the wheel shaft 13 b. k' 2 Is the spring constant of the air spring (pillow spring) in the left-right direction. h is a 2 Is the distance in the up-down direction between the center of gravity of the trucks 12a, 12b and the center of the air spring (tie spring). y is b Is displacement in the left-right direction of the vehicle body 11. Psi phi type b Is the amount of rotation (angular displacement) in the yaw direction of the vehicle body 11. h is a 3 Is the distance in the up-down direction between the center of the air spring (pillow) and the center of gravity of the vehicle body 11. />
Is the rotation amount (angular displacement) in the roll direction of the vehicle body 11. Further, the variables of the formula (9) are replaced by the meanings of the subscripts described above, whereby the variables of the formula (10) are represented.
[ 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).
[ number 4]
I Tz Is the moment of inertia in the yaw direction of the bogies 12a, 12 b. Psi phi type t1 And··is the angular acceleration in the yaw direction of the bogie 12 a. Psi phi type w2 Is the angular velocity in the yaw direction of the axle 13 b. Psi phi type w2 Is the amount of rotation (angular displacement) in the yaw direction of the wheel shaft 13 b. y is w2 Is the displacement in the left-right direction of the wheel shaft 13 b. k' 0 Is the rubber bushing stiffness of the yaw damper. b' 0 Showing the left and right directions of two yaw dampers disposed on the left and right sides with respect to the bogies 12a, 12b1/2 of the interval (the interval between the two yaw dampers arranged on the left and right with respect to the bogies 12a, 12b in the left and right direction is 2b' 0 )。ψ y1 Is the amount of rotation (angular displacement) in the yaw direction of the yaw damper disposed in the bogie 12 a. k' 2 Is the spring constant of the air spring (pillow spring) in the left-right direction. b 2 1/2 of the interval in the left-right direction between the two air springs (springs) arranged on the left and right with respect to the bogies 12a, 12b (the interval in the left-right direction between the two air springs (springs) arranged on the left and right with respect to the bogies 12a, 12b is 2 b) 2 ). Further, the variables of the expression (11) are replaced by the meanings of the subscripts described above, whereby the variables of the expression (12) are represented.
[ roll of bogie ]
The equation of motion describing the roll of the bogies 12a, 12b is expressed by the following expression (13) and expression (14).
[ number 5]
I Tx Is the moment of inertia in the roll direction of the bogies 12a, 12 b.
Is the angular acceleration in the roll direction of the bogie 12 a. c1 is a damping constant in the up-down direction of the shaft damper. b' 1 1/2 of the interval in the left-right direction between the two axle dampers arranged on the left and right sides with respect to the bogies 12a, 12b (the interval in the left-right direction between the two axle dampers arranged on the left and right sides with respect to the bogies 12a, 12b is 2b' 1 )。c 2 Is the damping constant of the air spring (pillow spring) in the up-down direction.
Is the angular velocity in the rolling direction of the air springs (springs) disposed in the bogie 12 a. k (k) 1 Is the spring constant of the shaft spring in the up-down direction. Lambda is a value obtained by dividing the volume of the main body of the air spring (pillow) by the volume of the auxiliary air chamber. k (k) 2 Is the spring constant of the air spring (pillow spring) in the up-down direction. />
Is the rotation amount (angular displacement) in the rolling direction of the air springs (springs) disposed in the bogie 12 a. k (k) 3 Is the equivalent stiffness based on the change in the effective compression area of the air spring (pillow). Further, the variables of the formula (13) are replaced by the meanings of the subscripts described above, whereby the variables of the formula (14) are represented. Wherein,,
is the rotation amount (angular displacement) in the rolling direction of the air springs (springs) disposed in the bogie 12 b.
[ transverse vibration of vehicle body ]
The equation of motion describing the lateral vibration (movement in the left-right direction) of the vehicle body 11 is expressed by the following expression (15).
[ number 6]
m B Is the mass of the trucks 12a, 12 b. y is b The term "·is the acceleration in the lateral direction of the vehicle body 11. y is t2 Is the speed of the bogie 12b in the left-right direction.
Is the angular velocity of the bogie 12b in the roll direction. y is t2 Is displacement in the left-right direction of the bogie 12 b. />
Is the amount of rotation (angular displacement) of the bogie 12b in the roll direction. />
[ deflection of vehicle body ]
The equation of motion describing the deflection of the vehicle body 11 is expressed by the following expression (16).
[ number 7]
I Bz Is the moment of inertia in the yaw direction of the vehicle body 11. Psi phi type b The term "·is the angular acceleration in the yaw direction of the vehicle body 11. c 0 Is the damping constant of the yaw damper in the front-rear direction. Psi phi type y1 Is the angular velocity in the yaw direction of the yaw damper disposed on the bogie 12 a. Psi phi type y2 Is the angular velocity in the yaw direction of the yaw damper disposed on the bogie 12 b. Psi phi type t2 Is 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 expressed by the following expression (17).
[ number 8]
I Bx Is 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 describing the deflection of the deflection damper disposed on the bogie 12a and the deflection damper disposed on the bogie 12b are expressed by the following equations (18) and (19), respectively.
[ number 9]
ψ y2 Is the amount of rotation (angular displacement) in the yaw direction of the yaw damper disposed in the bogie 12 b.
[ roll of air spring (pillow spring) ]
Equations describing the roll motions of the air springs (springs) disposed in the bogie 12a and the air springs (springs) disposed in the bogie 12b are expressed by the following equations (20) and (21), respectively.
[ number 10]
(force in front-rear direction)
Next, the front-rear direction force will be described. The front-rear force itself is the same as the front-rear force described in patent document 1.
The component of the longitudinal creep force of one of the left and right wheels on one wheel axle, which is in phase with the longitudinal creep force of the other wheel, is a component corresponding to braking force or driving force. Thus, the front-rear direction force is preferably determined in a manner corresponding to the inverted component of the longitudinal creep force. The opposite phase component of the longitudinal creep force is a component in which the longitudinal creep force of one of the left and right wheels on one wheel axle and the longitudinal creep force of the other wheel are opposite to each other. That is, the inverted component of the longitudinal creep force means a component of the longitudinal creep force in a direction in which the axle is twisted. In this case, the front-rear direction force is a component in which the front-rear direction force is opposite to the front-rear direction force generated by the two members attached to the left-right direction of the one wheel axle.
Hereinafter, a specific example of the longitudinal force in the case where the longitudinal force is determined so as to correspond to the opposite phase component of the longitudinal creep force will be described.
In the case where the axle box supporting device is a single link type axle box supporting device, the axle box supporting device includes a link, and the axle box and the bogie frame are coupled by the link. Rubber bushings are mounted at both ends of the connecting rod. In this case, the front-rear direction force is a component of the front-rear direction of the load received by each of the two links mounted on the left-right direction end portion of the one wheel axle, the components being opposite to each other. Further, depending on the arrangement and configuration of the links, the links mainly receive loads in the front-rear direction, among loads in the front-rear direction, the left-right direction, and the up-down direction. Thus, for example, one strain gauge may be attached to each link. The longitudinal force measurement value is obtained by deriving the longitudinal component of the load applied to the link using the measurement value of the strain gauge. In addition, instead of this, the displacement in the front-rear direction of the rubber bush 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 bushing is set as a measured value of the front-rear force. In the case where the axlebox support device is a single link axlebox support device, the above-described member for supporting the axlebox is a link or a rubber bushing.
In addition, the load measured by the strain gauge attached to the connecting rod 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, even in this case, in the structure of the axle box supporting apparatus, the load of the component in the left-right direction and the load of the component in the up-down direction, which are received by the link, are sufficiently smaller than the load of the component in the front-rear direction. Therefore, by only attaching one strain gauge to each link, a measured value of the front-rear force having practically required accuracy can be obtained. As described above, the measured value of the force in the front-rear direction may include a component other than the component in the front-rear direction. Therefore, three or more strain gauges may be attached to each link so as to relieve strain in the up-down direction and the left-right direction. In this way, the accuracy of the measurement value of the front-rear force can be improved.
In the case where the axlebox support device is an axlebox support device of an axlebox type, the axlebox support device includes an axlebox, and the axlebox and the bogie frame are coupled by the axlebox. The axle beam may also be integrally formed with the axle housing. A rubber bushing is attached to the end of the axle beam on the bogie frame side. In this case, the front-rear direction force is a component of the front-rear direction of the load received by the two axle beams, each of which is attached to each of the left-right direction ends of one axle, and is opposite to each other. Further, according to the arrangement configuration of the axle beam, the axle beam receives not only the load in the front-rear direction, but also the load in the left-right direction among the loads in the front-rear direction, the left-right direction, and the up-down direction. Thus, for example, two or more strain gauges are attached to each axle beam so as to relieve strain in the left-right direction. The front-rear force measurement value is obtained by deriving the front-rear direction component of the load applied to the axle beam using the measurement values of the strain gauges. In addition, 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 bushing is set as a measured value of the front-rear force. In the case where the axlebox bearing device is an axlebox bearing device, the above-described member for bearing the axlebox is an axlebox or a rubber bushing.
In addition, 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, even in this case, in the structure of the axlebox supporting device, the load of the component in the up-down direction, which the axle beam receives, is sufficiently smaller than the load of the component in the front-rear direction and the load of the component in the left-right direction. Therefore, even if the strain gauge is not attached so as to eliminate the load of the component in the up-down direction received by the axle beam, the measured value of the front-rear direction force with the accuracy required for practical use can be obtained. In this way, the measured longitudinal force may include a component other than the longitudinal component, and three or more strain gauges may be attached to each of the axle beams so as to cancel the strain in the vertical direction in addition to the strain in the horizontal direction. In this way, the accuracy of the measurement value of the front-rear force can be improved.
In the case where the axle box supporting device is a leaf spring type axle box supporting device, the axle box supporting device includes a leaf spring, and the axle box and the bogie frame are coupled by the leaf spring. A rubber bushing is attached to an end of the leaf spring. In this case, the front-rear direction force is a component of the front-rear direction of the load received by the two leaf springs, each of which is attached to the end portion of one wheel axle in the left-right direction, and is opposite in phase to each other. Further, according to the arrangement configuration of the leaf springs, the leaf springs are susceptible to load in the lateral direction and load in the vertical direction in addition to load in the longitudinal direction out of load in the longitudinal direction, the lateral direction, and the vertical direction. Thus, for example, three or more strain gauges are attached to each leaf spring so as to relieve strain in the left-right direction and the up-down direction. The front-rear force measurement value is obtained by deriving the front-rear direction component of the load applied to the leaf spring using the measurement values of the strain gauges. In addition, 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 bushing is set as a measured value of the front-rear force. In the case where the axle box supporting device is a leaf spring type axle box supporting device, the above-described member for supporting the axle box is a leaf spring or a rubber bushing.
As the displacement meter, a known laser displacement meter or an eddy current displacement meter can be used.
Here, the case where the pedestal supporting device is of the single link type, the axle beam type, and the leaf spring type will be described as an example. However, the type of the axlebox support device is not limited to the single link type, the axle beam type, and the leaf spring type. According to the aspect of the axlebox support device, the front-rear direction force can be determined in the same manner as the single link, the axle beam, and the leaf spring.
In the following, for simplicity of explanation, a case where one measurement 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 axles 13a to 13d. Thus, four front-rear direction forces T are obtained 1 ～T 4 Is measured by the above method.
(embodiment 1)
Next, embodiment 1 of the present invention will be described.
< inspection apparatus 400>
Fig. 4 is a diagram showing an example of the 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 preprocessing is a processing for setting the state equation and the observation equation used in the 2 nd preprocessing and the main processing. Fig. 7 is a flowchart showing an example of the 2 nd preprocessing of the inspection apparatus 400. The 2 nd preprocessing is a processing of obtaining a correction amount of the estimated value for the above-described through-end irregularity after the 1 st preprocessing is completed. Fig. 8 is a flowchart showing an example of the main processing of the inspection apparatus 400. The main processing is processing for obtaining the estimated value of the final common-end irregularity after the 1 st and 2 nd pre-processes are completed. In the present embodiment, as shown in fig. 1, a case where an inspection device 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 the program stored in the auxiliary storage device 503 by using the main storage device 502 as a work area. The main storage 502 temporarily stores data. The auxiliary storage 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) 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 such as a measurement value of the force in the front-rear direction, a measurement value of the acceleration in the left-right direction of the vehicle body 11, the trucks 12a and 12b, and the wheel axles 13a to 13 d. The communication circuit 504 may perform wireless communication or wired communication with the outside of the inspection apparatus 400. When performing wireless communication, the communication circuit 504 is connected to an antenna provided in the railway vehicle.
The signal processing circuit 505 performs various signal processing on the signal received by the communication circuit 504 and the signal input under the control of the CPU 501. The data acquisition unit 403 and the actual value acquisition unit 408 are realized by using, for example, a CPU501, a communication circuit 504, and a signal processing circuit 505. 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 correction amount calculation unit 409, the 2 nd track state calculation unit 411, and the track state correction unit 412 are implemented 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 of an operator that instructs the inspection apparatus 400. The user interface 508 has, for example, buttons, switches, dials, and the like. Further, the user interface 508 may also have a graphical user interface using a display 509.
The display 509 displays an image based on the signal output from the image processing circuit 506. The I/F circuit 507 exchanges data 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 device 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. Further, at least a portion of the user interface 508 and the display 509 may also be external to the inspection device 400.
The output unit 413 is implemented 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, for example.
Further, a CPU501, a main storage 502, an auxiliary storage 503, a signal processing circuit 505, an image processing circuit 506, and an I/F circuit 507 are connected to a bus 510. Communication between these constituent elements 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 functions of the inspection apparatus 400 described below 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 state equation described in patent document 1 is used will be described as an example. As described above, in the present embodiment, the equation of state does not include equations of motion describing the deflection of the axles 13a to 13d in the equations of (5) to (8), but the equation of state is configured as follows.
First, equations of state are directly used for equations (9), (10) describing the equations of motion of the lateral vibrations (movement in the left-right direction) of the trucks 12a, 12b, (13), (14) describing the equations of motion of the roll of the trucks 12a, 12b, (15) describing the equations of motion of the lateral vibrations (movement in the left-right direction) of the vehicle body 11, (16) describing the equations of motion of the deflection of the vehicle body 11, (17) describing the equations of motion of the roll of the vehicle body 11, (18) describing the equations of motion of the deflection dampers arranged on the trucks 12a, the equations of motion of the deflection dampers arranged on the trucks 12b, and (20) describing the equations of motion of the roll of the air springs (springs) arranged on the trucks 12a and the air springs (springs) arranged on the trucks 12 b.
On the other hand, equations of motion describing lateral vibrations (movement in the left-right direction) of the axles 13a to 13d in equations (1) to (4), equations of motion describing deflections of the bogies 12a, 12b in equations (11), and (12), include the rotation amounts (angular displacements) ψ in the deflection directions of the axles 13a to 13d w1 ～ψ w4 Angular velocity ψ w1 ·～ψ w4 And (3) the process. The state equation is constructed using a formula obtained by eliminating these variables from the formulas (1) to (4) and (11) and (12).
First, the front-rear direction force T of the axles 13a to 13d 1 ～T 4 The expression (22) to (25) below. Thus, according to the angular displacement psi of the deflection direction of the wheel axle w1 ～ψ w4 Angular displacement ψ from the yaw direction of the bogie provided with the axle t1 ～ψ t2 The difference determines the front-back direction force T 1 ～T 4 。
[ number 11]
The conversion variable e is defined as in the following formulas (26) to (29) 1 ～e 4 . Thus, by the angular displacement ψ of the yaw direction of the bogie t1 ～ψ t2 Angular displacement psi from the direction of deflection of the axle w1 ～ψ w4 The difference defines the conversion variable e 1 ～e 4 . Conversion variable e 1 ～e 4 Is an angular displacement psi for deflecting the bogie in the direction of deflection t1 ～ψ t2 Angular displacement psi from the direction of deflection of the axle w1 ～ψ w4 Variables that are converted to each other.
[ number 12]
e 1 ＝ψ t1 -ψ w1 ...(26)
e 2 ＝ψ t1 -ψ w2 ...(27)
e 3 ＝ψ t2 -ψ w3 ...(28)
e4＝ψ t2 -ψ w4 ...(29)
When the formulas (26) to (29) are modified, the following formulas (30) to (33) are obtained.
[ number 13]
ψ w1 ＝ψ t1 -e 1 …(30)
ψ w2 ＝ψ t1 -e 2 …(31)
ψ w3 ＝ψ t2 -e 3 ...(32)
ψ w4 ＝ψ t2 -e 4 …(33)
When equations (30) to (33) are substituted into equations of motion describing lateral vibrations (movement in the left-right direction) of the axles 13a to 13d of equations (1) to (4), the following equations (34) to (37) are obtained.
[ number 14]
Thus, by using the conversion variable e 1 ～e 4 To express equations of motion describing lateral vibrations (movement in the left-right direction) of the axles 13a to 13d of the formulas (1) to (4), whereby the rotation amounts (angular displacements) ψ in the yaw direction of the axles 13a to 13d included in the equations of motion can be eliminated w1 ～ψ w4 。
When equations (22) to (25) are substituted into equations of motion describing the deflection of the bogies 12a, 12b of equation (11) and equation (12), the following equations (38) and (39) are obtained.
[ number 15]
Thus, by using the front-rear direction force T 1 ～T 4 To express equations of motion describing the deflection of the bogies 12a, 12b in the equations (11) and (12), the angular displacement ψ in the deflection direction of the wheel axles 13a to 13d included in the equations of motion can be eliminated w1 ～ψ w4 Angular velocity ψ w1 ·～ψ w4 ·。
When formulae (26) to (29) are substituted into formulae (22) to (25), formulae (40) to (43) below are obtained.
[ number 16]
As described above, in the present embodiment, the equations of motion describing the lateral vibrations (movement in the left-right direction) of the axles 13a to 13d are expressed as the equations (34) to (37), and the equations of motion describing the deflections of the bogies 12a, 12b are expressed as the equations (38) and (39), and the equations of motion are used to construct the equations of state. The expressions (40) to (43) are ordinary differential equations, and are the conversion variables e of the solutions 1 ～e 4 Can be obtained by using the fore-and-aft direction force T of the wheel shafts 13a to 13d 1 ～T 4 Is obtained by the value of (a). Here, the front-rear direction force T 1 ～T 4 The value of (2) is obtained by reducing the signal strength of the low frequency component generated by the running of the railway vehicle on the curved portion of the track by the time-series data of the measured value of the longitudinal force by the 1 st frequency adjustment unit 404 described later.
The conversion variable e thus obtained 1 ～e 4 The actual values of (2) are given to the formulas (34) to (37). In addition, the front-rear direction force T of the wheel shafts 13a to 13d 1 ～T 4 The values of (2) are given to the formulae (38) and (39). Here, the front-rear direction force T 1 ～T 4 The value of (2) is obtained by the followingThe 1-frequency adjustment unit 404 reduces the signal intensity of the low-frequency component generated by the running of the railway vehicle on the curved portion of the track by the time-series data of the measured values of the front-rear force.
In the present embodiment, the variables represented by the following expression (44) are used as state variables, and equations of motion of expression (9), (10), (13) to (21), and (34) to (39) are used to construct equations of state.
[ number 17]
The state equation storage unit 401 inputs and stores the state equation configured as described above, for example, based on an operation of the user interface 508 by the operator.
[ Observation equation storage section 402, S602]
The observation equation storage unit 402 stores an observation equation. In the present embodiment, acceleration in the left-right direction of the vehicle body 11, acceleration in the left-right direction of the trucks 12a, 12b, and acceleration in the left-right direction of the axles 13a to 13d are taken as observation variables. The observation variable is a filtered observation variable by a kalman filter described later. In the present embodiment, the observation equation is configured using equations of motion describing lateral vibrations of equations (34) to (37), equations (9), equations (10), and equations (15). The observation equation storage unit 402 inputs and stores the observation equation thus configured, 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 track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, and the correction amount storage unit 410 are started. That is, after the 1 st preprocessing based on the flowchart of fig. 6 ends, the 2 nd preprocessing based on the flowchart of fig. 7 starts.
[ data acquisition section 403, S701]
The data acquisition unit 403 acquires measurement data at a predetermined sampling period.
In the present embodiment, the data acquisition unit 403 acquires, as measurement data, time-series data of measurement values of acceleration in the left-right direction of the vehicle body 11, time-series data of measurement values of acceleration in the left-right direction of the bogies 12a, 12b, and time-series data of measurement values of acceleration in the left-right direction of the axles 13a to 13 d. For example, each acceleration is measured by using strain gauges attached to the vehicle body 11, the bogies 12a, 12b, and the axles 13a to 13d, respectively, and an arithmetic device that calculates the acceleration using the measured values of the strain gauges. Since the acceleration can be measured by a known technique, a detailed description thereof is omitted.
The data acquisition unit 403 acquires time-series data of the measured values of the front-rear force as the measured data. The method for 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, for example. In step S701, the data acquisition unit 403 acquires measurement data of the entire travel section of the railway vehicle.
[ 1 st frequency adjustment section 404, S702]
The 1 st frequency adjustment unit 404 reduces (preferably removes) the signal intensity of the low frequency component included in the time-series data of the measured value of the front-rear direction force (2 nd physical quantity) in the measured data acquired by the data acquisition unit 403. The signal of the low frequency component is a signal which is not measured when the railway vehicle runs on the straight track but is measured when the railway vehicle runs on the curved track. That is, the signal measured when the railway vehicle runs 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 runs on the straight track.
The present inventors have studied a model in which an autoregressive model (AR) is corrected. The inventors of the present invention have also conceived to reduce the signal intensity of the low-frequency component included in the time-series data of the measured values of the front-rear force using the model. In the following description, the model developed by the present inventors is referred to as a modified autoregressive model. In contrast, a known autoregressive model is simply referred to as an autoregressive model. An example of the modified autoregressive model will be described below.
The value of time-series data y of the physical quantity at the time k (1. Ltoreq.k. Ltoreq.M) is set as y k . M is a number of data up to which time the time series data y representing the physical quantity is included, and is set in advance. In the following description, time-series data of physical quantities will be simply referred to as data y as needed. Value y for data y k The autoregressive model to be approximated is expressed by the following expression (45), for example. As shown in the expression (45), the autoregressive model is an actual value y of a physical quantity at a time k-l (1. Ltoreq.l.ltoreq.m) preceding the time k (m+1. Ltoreq.k.ltoreq.M) in the data y k-l A predicted value y≡representing the physical quantity of the time k in the data y k Is a formula of (2). In formula (45), y is k Append the letter y k 。
[ number 18]
(45) Where α is a coefficient of the autoregressive model. m is the value y for the data y for time k in the autoregressive model k The number of values of the data y to be approximated is the value y of the data y at successive times k-1 to k-m preceding the time k k-1 ～y k-m Is a number of (c). M is an integer less than M. As m, 1500 can be used, for example.
Then, a least square method is used to determine a predicted value y≡for the physical quantity at time k based on an autoregressive model k Approximated by the value y k Is a conditional expression of (2). Predicted value y≡as physical quantity for making time k based on autoregressive model k Approximated by the value y k For example, a predicted value y≡of a physical quantity at time k based on an autoregressive model can be used k And value y k The condition for minimizing the square difference of (2). That is, in order to base the autoregressive modelPredicted value y≡of physical quantity at time k k Approximated by the value y k And the least squares method is used. The following equation (46) is a predicted value y≡for the physical quantity at time k based on the autoregressive model k And value y k The least square difference of (b) is a conditional expression.
[ number 19]
The following relationship of expression (47) is established according to expression (46).
[ number 20]
The following expression (48) is obtained by deforming (matrix expression) expression (47).
[ number 21]
(48) R in the formula jl Is a value called the autocorrelation of the data y, and is a value defined by the following expression (49). The value of j-l in this case is referred to as the time difference.
[ number 22]
Based on the expression (48), the following expression (50) is considered. (50) The expression is based on the predicted value y≡of the physical quantity at the time k based on the autoregressive model k And the predicted value y k The value y of the physical quantity at the corresponding time k k An equation derived from the condition that the error between them is minimized. (50) The formula is called You Er-Wacker (Yule-Walker) equation. The expression (50) is a linear equation in which a vector composed of coefficients of the autoregressive model is used as a variable vector. (50) Middle left side Is a vector having as components the autocorrelation of data y with a time difference from 1 to m. In the following description, the constant vector on the left side in expression (50) is referred to as an autocorrelation vector as necessary. The coefficient matrix on the right in the expression (50) is a matrix having as components the autocorrelation of data y with a time difference from 0 to m-1. In the following description, the coefficient matrix on the right side in the expression (50) is referred to as an autocorrelation matrix as necessary.
[ number 23]
In addition, the autocorrelation matrix (represented by R jl The m×m matrix configured) is expressed as an autocorrelation matrix R as expressed by the following expression (51).
[ number 24]
In general, when coefficients of an autoregressive model are obtained, a method of solving (50) expression for the coefficient α is used. In the expression (50), the predicted value y≡of the physical quantity at the time k derived by the autoregressive model is calculated k The value y of the physical quantity as close as possible to the time k k The coefficient alpha is derived by way of (a). Therefore, the frequency characteristic of the autoregressive model includes the value y of the data y at each time k A plurality of frequency components are included.
Accordingly, the present inventors focused on the autocorrelation matrix R multiplied by the coefficient α of the autoregressive model, and conducted intensive studies. As a result, the present inventors have found that the influence of the high-frequency component 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 found that the autocorrelation matrix R can be rewritten so that the low-frequency component is emphasized.
A specific example of this will be described below.
Singular value decomposition is performed on the autocorrelation matrix R. The elements of the autocorrelation matrix R are symmetrical. Therefore, when the singular value decomposition is performed on the autocorrelation matrix R, the product of the orthogonal matrix U, the diagonal matrix Σ, and the transpose matrix of the orthogonal matrix U is obtained as in the following expression (52).
[ number 25]
R＝UΣU T …(52)
As shown in the following expression (53), the diagonal matrix Σ of expression (52) is a matrix whose diagonal component is the eigenvalue of the autocorrelation matrix R. Setting the diagonal component of the diagonal matrix sigma to sigma 11 、σ 22 、……、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 U 1 、u 2 、……、u m . The autocorrelation matrix R is relative to the eigenvector u j Characteristic value of sigma jj Such correspondence relation. The eigenvalue of the autocorrelation matrix R is a predicted value y≡reflecting the physical quantity at time k based on the autoregressive model k A variable of the intensity of the component of each frequency included in the time waveform.
[ number 26]
A diagonal component of the diagonal matrix sigma, i.e. sigma, obtained from the result of the singular value decomposition of the autocorrelation matrix R 11 、σ 22 、……、σ mm The values of (2) are set in descending order to simplify the expression of the expression. The matrix R' is defined as the following expression (54) using s eigenvalues from the largest eigenvalue among the eigenvalues of the autocorrelation matrix R shown in 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 among the eigenvalues of the autocorrelation matrix R.
[ number 27]
(54) Matrix U in s Is an mxs matrix composed of s column component vectors (eigenvectors corresponding to eigenvalues to be used) from the left side of the orthogonal matrix U of the expression (52). I.e. matrix U s Is a partial matrix formed by cutting out the left m×s elements from the orthogonal matrix U. In addition, U in the formula (54) s T Is U s Is a transposed matrix of (a). U (U) s T Is a matrix U consisting of (52) T S x m matrix of s row component vectors from the upper side. (54) Matrix Σ in s Is an sxs matrix composed of s columns from the left side and s rows from the upper side of the diagonal matrix Σ of the expression (52). That is, the matrix Σ s Is a partial matrix formed by cutting the upper left sx elements from the diagonal matrix Σ.
If matrix sigma is represented by matrix elements s Matrix U s The expression (55) below is assumed.
[ number 28]
By using the matrix R' instead of the autocorrelation matrix R, the relational expression of expression (50) is rewritten as expression (56) below.
[ number 29]
By deforming the expression (56), the following expression (57) is obtained as an expression for obtaining the coefficient α. Using the coefficient α obtained by the expression (57), a predicted value y≡of the physical quantity at the time k is calculated from the expression (45) k Is a "modified autoregressive model".
[ number type 30]
Here, to divide the diagonal component of the diagonal matrix Σ, i.e., σ 11 、σ 22 、……、σ mm The case where the values of (2) are in descending order will be described as an example. 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, matrix U s Instead of the partial matrix formed by cutting the left m×s elements from the orthogonal matrix U, the partial matrix formed by cutting the column component vector (eigenvector) corresponding to the eigenvalue used is cut. Furthermore, the matrix Σ s Instead of a local matrix formed by cutting the upper left sx elements from the diagonal matrix Σ, a local matrix is cut so that the eigenvalue used for determining the coefficient of the modified autoregressive model is set as the diagonal component.
(57) The equation is an equation used in determining coefficients of the modified autoregressive model. (57) Matrix U s The local matrix of the orthogonal matrix U obtained by singular value decomposition of the autocorrelation matrix R is a matrix in which eigenvectors corresponding to eigenvalues used for coefficient determination of the modified autoregressive model are set as column component vectors (matrix 3). Furthermore, (57) matrix Σ s The local matrix is a diagonal matrix obtained by singular value decomposition of the autocorrelation matrix R, and is a matrix (the 2 nd matrix) having, as diagonal components, eigenvalues used for coefficient determination of the modified autoregressive model. (57) Matrix U s Σ s U s T Is based on the matrix Σ s Sum matrix U s Derived matrix (matrix 1).
The coefficient α of the corrected autoregressive model is obtained by calculating the right side of the expression (57). In the above, an example of a method for deriving the coefficient α of the modified autoregressive model is described. Here, for the sake of visual understanding, the method of deriving the coefficients of the autoregressive model that is the basis of the corrected autoregressive model is set as the predicted value y ζ of the physical quantity at the time k k A method using a least squares method. However, in general, a method of defining an autoregressive model using a concept of a probability process and deriving coefficients thereof is known. In this case, the autocorrelation is due to the self of the probabilistic process (overall)Correlation to perform. The autocorrelation of the probability process is represented as a function of the time difference. Thus, the autocorrelation of the data y in the present embodiment may be calculated by other calculation formulas instead of the autocorrelation of the probability process. For example, R 22 ～R mm Is an autocorrelation with a time difference of 0 (zero), but they can also be replaced by R 11 。
For example, the number s of eigenvalues extracted from the autocorrelation matrix R shown in expression (53) can be determined from the distribution of eigenvalues of the autocorrelation matrix R.
Here, the physical quantity in the above description of the modified autoregressive model is the front-rear direction force. The value of the fore-and-aft force varies according to the state of the railway vehicle.
Therefore, first, the railway vehicle is caused to travel on the rail 16, and data y relating to the measured value of the longitudinal force is obtained. For each of the obtained data y, the autocorrelation matrix R is obtained using the expression (49) and the expression (51). The eigenvalues of the autocorrelation matrix R are obtained by performing singular value decomposition represented by expression (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, the force T in the forward-backward direction with the wheel shaft 13a will be applied 1 The eigenvalue sigma obtained by singular value decomposition of the autocorrelation matrix R respectively related to the measured value data y of (a) 11 ～σ mm Rearranging in ascending order and drawing. The horizontal axis of fig. 9 is an index of the eigenvalues, and the vertical axis is a value of the eigenvalues.
In the example shown in fig. 9, there is one feature value having a significantly higher value than others. Further, although the above-described feature value having a significantly high value is not reached, there are two feature values which have a relatively large value compared with others and are not regarded as 0 (zero). Thus, as the number s of eigenvalues extracted from the autocorrelation matrix R shown in expression (53), for example, 2 or 3 can be employed. Whichever is employed, the results do not differ significantly.
The 1 st frequency adjustment unit 404 uses the value y at the time point k of the data y of the measurement value of the longitudinal force acquired by the data acquisition unit 403 k Enter intoThe following processing is performed.
First, the 1 st frequency adjustment unit 404 generates the autocorrelation matrix R using the expressions (49) and (51) based on the data y of the measurement value of the front-rear force and the preset number M, m.
Next, the 1 st frequency adjustment unit 404 performs singular value decomposition on the autocorrelation matrix R to derive (52) an orthogonal matrix U and a diagonal matrix Σ, and derives a eigenvalue σ of the autocorrelation matrix R from the diagonal matrix Σ 11 ～σ mm 。
Next, the 1 st frequency adjustment unit 404 adjusts the plurality of eigenvalues σ of the autocorrelation matrix R 11 ～σ mm In s eigenvalues from the largest eigenvalue 11 ～σ ss The eigenvalue of the autocorrelation matrix R used when the coefficient α of the modified autoregressive model is found is selected.
Next, the 1 st frequency adjustment unit 404 generates data y and a characteristic value σ based on the measured value of the front-rear force 11 ～σ ss And an orthogonal matrix U obtained by singular value decomposition of the autocorrelation matrix R, and the coefficient alpha of the modified autoregressive model is determined by using the formula (57).
Then, the 1 st frequency adjustment unit 404 derives the predicted value y ζ of the time k of the data y of the measured value of the front-rear force by the expression (45) based on the coefficient α of the correction autoregressive model and the data y of the measured value of the front-rear force k . Predicted value y-S of force in front-back direction k The time-series data of (2) is obtained by extracting a low-frequency component included in the data y of the measurement value of the front-rear force.
Fig. 10 is a diagram showing an example of time-series data (measured value) of measured values of the force in the front-rear direction and time-series data (calculated value) of predicted values of the force in the front-rear direction. In the present embodiment, four longitudinal forces T are obtained 1 ～T 4 Is measured by the above method. That is, four data y are obtained with respect to the front-rear direction force. The measured values and calculated values of each of these four data y are shown in fig. 10. The horizontal axis in fig. 10 represents the longitudinal force T of the elapsed time (seconds) from the reference time point when the reference time point is set to 0 (zero) 1 ～T 4 Measurement time and calculation time of (a). The vertical axis is the force T in the front-back direction 1 ～T 4 (Nm)。
In fig. 10, the wheel shaft 13a has a force T in the front-rear direction 1 The calculated value of (a) generates a bias (i.e., shows a value greater than the other times) approximately between 15 seconds and 35 seconds. This period corresponds to the period during which the axle 13a passes through the curved track. Force T in the front-rear direction with respect to the wheel shaft 13b 2 Calculated value of (2), the front-rear direction force T of the wheel shaft 13c 3 Calculated value of (2) and the front-rear direction force T of the wheel shaft 13d 4 Is also in accordance with the front-rear direction force T of the wheel shaft 13a 1 Is generated during the passage of the axles 13b, 13c, 13d through the curved track.
Thus, in FIG. 10, if the force T is in the front-rear direction from the axles 13 a-13 d 1 ～T 4 By removing the calculated value from the measured value of (2), the front-rear direction force T can be removed 1 ～T 4 Low frequency components generated by the wheel axles 13a to 13d passing through a curved track. That is, in FIG. 10, if the force T is in the front-rear direction from the wheel shafts 13a to 13d 1 ～T 4 If the calculated value is removed from the measured value of (a), the wheel axles 13a to 13d pass through the curved track, and the force T in the front-rear direction is calculated 1 ～T 4 The same longitudinal force as in the case where the wheel shafts 13a to 13d pass through the linear rail can be obtained.
Therefore, the 1 st frequency adjustment unit 404 measures the value y of force in the front-rear direction k Subtracting a predicted value y-a of the front-rear force from time-series data (data y) k Is provided). In the following description, the measured value y of the force in the front-rear direction will be measured as needed k Subtracting a predicted value y-a of the front-rear force from time-series data (data y) k The time-series data obtained by the time-series data of the (b) is referred to as time-series data of the high-frequency component of the front-rear direction force. The value of each sampling time of the time-series data of the high-frequency component of the front-rear force is referred to as a value of the high-frequency component of the front-rear force, if necessary.
Fig. 11 is a diagram showing an example of time-series data of high-frequency components of the force in the front-rear direction. FIG. 11The vertical axis represents the front-rear direction force T 1 、T 2 、T 3 、T 4 Time-series data of high-frequency components of (a) are provided. That is, the longitudinal force T shown in the vertical axis of FIG. 11 1 、T 2 、T 3 、T 4 By the forces T in the front-rear direction from the axles 13a, 13b, 13c, 13d shown in FIG. 10 1 、T 2 、T 3 、T 4 The calculated value is subtracted from the measured value of (c). Note that, in fig. 11, the horizontal axis is the same as the horizontal axis in fig. 10, and indicates the longitudinal force T of the elapsed time (seconds) from the reference time when the reference time is set to 0 (zero) 1 ～T 4 Measurement time and calculation time of (a).
The 1 st frequency adjustment unit 404 derives the longitudinal force T as described above 1 ～T 4 Time-series data of high-frequency components of (a) are provided.
Filter operation unit 405, S703
The filter calculation unit 405 sets the observation equation to the observation equation stored in the observation equation storage unit 402, sets the state equation to the state equation stored in the state equation storage unit 401, and determines the estimated value of the state variable represented by the expression (44) by a kalman filter. At this time, the filter calculation unit 405 uses the measurement data acquired by the data acquisition unit 403 except the front-rear direction force T 1 ～T 4 Measurement data other than those and the longitudinal force T generated by the 1 st frequency adjustment unit 404 1 ～T 4 Time-series data of high-frequency components of (a) are provided. As described above, in the present embodiment, the measurement data includes the measurement value of the acceleration in the left-right direction of the vehicle body 11, the measurement value of the acceleration in the left-right direction of the bogies 12a, 12b, and the measurement value of the acceleration in the left-right direction of the wheel axles 13a to 13 d. Force T in the front-rear direction with respect to the wheel shafts 13a to 13d 1 ～T 4 The longitudinal force T generated by the 1 st frequency adjustment unit 404 is used instead of the measurement data (measurement value) acquired by the data acquisition unit 403 1 ～T 4 Time-series data of high-frequency components of (a) are provided.
The kalman filter is one of the methods for data assimilation. That is, the kalman filter is an example of a method of determining the estimated value of an unobserved variable (state variable) so that the difference between the measured value and the estimated value of the observable variable (observed variable) becomes small (minimum). The filter calculation unit 405 obtains a kalman gain in which the difference between the measured value and the estimated value of the observed variable becomes small (minimum), and obtains an estimated value of an unobserved variable (state variable) at this time. The kalman filter uses the following equation (58) for observation and the following equation (59) for state.
Y＝HX+V……(58)
X·＝ΦX+W……(59)
In expression (58), Y is a vector that holds the measured value of the observed variable. H is the observation model. X is a vector that holds state variables. V is observation noise. In the expression (59), x·represents the time derivative of X. Φ is a linear model. W is system noise. The kalman filter itself can be realized by a known technique, and thus a detailed description thereof will be omitted.
The filter calculation unit 405 determines the estimated value of the state variable represented by expression (44) at a predetermined sampling period, thereby generating time-series data of the estimated value of the state variable represented by expression (44).
[ 2 nd frequency adjustment units 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 rolling stock traveling 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 strength 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 specified so that the signal intensity of the low-frequency component included in the time-series data of the measured value of the front-rear direction force can be sufficiently removed by the 1 st frequency adjustment unit 404, the processing by the 2 nd frequency adjustment unit 406 is not required.
In the present embodiment, the 2 nd frequency adjustment unit 406 reduces the signal strength of the low frequency component included in the time-series data of the estimated value of the state variable using the modified autoregressive model, similarly to the 1 st frequency adjustment unit 404.
The 2 nd frequency adjustment unit 406 performs the following processing for each state variable in a predetermined sampling period.
Here, the physical quantity in the above description of the modified autoregressive model is a state variable. That is, the data y of the state variable is time-series data of the estimated value of the state variable generated by the filter operation unit 405. The estimated values of the state variables all vary according to the state of the railway vehicle.
First, the 2 nd frequency adjustment unit 406 generates an autocorrelation matrix R using the expression (49) and the expression (51) based on the data y of the estimated value of the state variable and the preset number M, m.
Next, the 2 nd frequency adjustment unit 406 derives (52) an orthogonal matrix U and a diagonal matrix Σ by performing singular value decomposition on the autocorrelation matrix R, and derives a eigenvalue σ of the autocorrelation matrix R from the diagonal matrix Σ 11 ～σ mm 。
Next, the 2 nd frequency adjustment unit 406 adjusts the plurality of eigenvalues σ of the autocorrelation matrix R 11 ～σ mm In s eigenvalues from the largest eigenvalue 11 ～σ ss The eigenvalue of the autocorrelation matrix R used when the coefficient α of the modified autoregressive model is found is selected. S is preset for each state variable. For example, the railway vehicle is driven on the track 16, and the data y of the estimated value of each state variable is obtained as described above. Then, a distribution of eigenvalues of the autocorrelation matrix R is created independently for each state variable. Based on the distribution of eigenvalues of the autocorrelation matrix R, the number s of eigenvalues extracted from the autocorrelation matrix R represented by expression (53) is determined for each state variable.
Next, the 2 nd frequency adjustment unit 406 calculates the feature value σ and the data y based on the estimated value of the state variable 11 ～σ ss Singular by autocorrelation matrix RThe orthogonal matrix U obtained by the value decomposition uses the expression (57) to determine the coefficient alpha of the corrected autoregressive model.
Then, the 2 nd frequency adjustment unit 406 derives the predicted value y ζ of the time k of the data y of the estimated value of the state variable by the expression (45) based on the coefficient α of the modified autoregressive model and the data y of the estimated value of the state variable k . Predicted value y-A of state variable k The time-series data of (2) is obtained by extracting a low-frequency component included in the data y of the estimated value of the state variable.
Then, the 2 nd frequency adjustment unit 406 subtracts the predicted value y≡of the state variable from the data y of the predicted value of the state variable k Is provided). In the following description, the predicted value y≡of the state variable is subtracted from the data y of the predicted value of the state variable as needed k Time-series data obtained by the time-series data of the high-frequency component of the state variable.
[ 1 st track state calculating section 407, S705]
When equations (22) to (25) are substituted into equations of motion describing the deflection of the axles 13a to 13d in equations (5) to (8), the following equations (60) to (63) are obtained.
[ number 31]
In the present embodiment, the following formulas (60) to (63)) The front-rear direction force T is determined as shown 1 ～T 4 Through irregularities y at positions corresponding to the wheel shafts 13a to 13d R1 ～y R4 A relational expression of the relationship between them.
The 1 st track state calculating unit 407 calculates the rotation amounts (angular displacements) ψ in the yaw direction of the wheel shafts 13a to 13d by the expressions (30) to (33) w1 ～ψ w4 Is a speculative value of (c). Then, the 1 st track state calculating unit 407 calculates the rotation amount (angular displacement) ψ in the yaw direction of the wheel shafts 13a to 13d w1 ～ψ w4 The 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 404 1 ～T 4 The high frequency component value of (3) is given to equations (60) to (63), thereby calculating the end irregularity y at the positions of the wheel shafts 13a to 13d R1 ～y R4 . The state variable used herein is the displacement y of the bogies 12a to 12b in the left-right direction t1 ～y t2 Speed y of the bogies 12a to 12b in the left-right direction t1 ·～y t2 Left-right displacement y of the axles 13 a-13 d w1 ～y w4 And the speed y of the axles 13 a-13 d in the left-right direction w1 ·～y w4 And (3) the process. The 1 st track state calculation unit 407 performs the above-described passing-end irregularity amount y at a predetermined sampling period R1 ～y R4 To thereby obtain the open-end irregularity y R1 ～y R4 Is provided).
Then, the 1 st track state calculating unit 407 calculates the track state based on the end irregularity y R1 ～y R4 Calculating the irregular quantity y of the through end R . For example, the 1 st track state calculation unit 407 calculates the passing-end irregularity amount y R2 ～y R4 Phase and end-of-line irregularity y of time-series data of (2) R1 Is identical in phase with the time series data of the same. That is, the 1 st track state calculating unit 407 calculates the delay time of the moment when the wheel axles 13b to 13d pass through a certain position with respect to the moment when the wheel axle 13a passes through the position, based on the distance in the front-rear direction between the wheel axle 13a and the wheel axles 13b to 13d and the speed of the railway vehicle. The 1 st track state calculating unit 407 calculates the track state of the first track Through irregularity y R2 ～y R4 Is phase-shifted by the delay time.
The 1 st track state calculating unit 407 calculates the common-end irregularity y after the phase is aligned R1 ～y R4 Arithmetic mean of the sum of values at the same sampling instant as the common-end irregularity y at that sampling instant R . The 1 st track state calculation unit 407 performs such calculation at each sampling timing to obtain the end irregularity y R Is provided). Due to the irregular amount y of the leading end R2 ～y R4 Phase and end of line irregularity y R1 The phase of (a) is uniform, so that the irregularity y at the through end can be made R1 ～y R4 The co-existing interference factors cancel out in the time series data of (a).
The 1 st track state calculating unit 407 may calculate the phase-matched common-end irregularity y R1 ～y R4 Respectively taking moving averages (i.e. through low-pass filters), and according to the amount of open-end irregularity y from which the moving averages were taken R1 ～y R4 To calculate the open-end irregularity y R 。
The 1 st track state calculation unit 407 may calculate the common-end irregularity y after the phase is aligned R1 ～y R4 The arithmetic average of two values except the maximum value and the minimum value is used as the open-end irregularity yR.
The inspection device 400 uses the measurement data of each sampling time acquired by the data acquisition unit 403 during the entire travel section of the railway vehicle, and 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.
In this way, the 1 st track state calculating unit 407 can obtain the passing irregularity y at each sampling time during the entire travel section of the railway vehicle R . The 1 st track state calculating unit 407 calculates the railway vehicle at each sampling time based on, for example, the running speed of the railway vehicle and the elapsed time of the railway vehicle from the start of runningAnd (5) a driving position. In the present embodiment, a case will be described in which the running position of the railway vehicle is set as the position of the wheel shaft 13 a. The 1 st track state calculation unit 407 calculates the end irregularity y at each sampling time R And the running position of the railway vehicle at each sampling time, and calculate the passing end 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 passing end irregularity amount or an estimated value of the passing end irregularity amount 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 have to calculate the running 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 by using GPS (Global Positioning System: global positioning system).
Actual value acquiring units 408, S706
The actual value acquisition unit 408 acquires actual values of the passing end irregularity at each position in the entire travel section of the railway vehicle. The actual measurement values of the through-end irregularities at the respective positions of the entire travel section of the railway vehicle are measured before the start of the 2 nd preprocessing. The timing of acquiring the actual measurement value of the passing end irregularity at each position in the entire travel section of the railway vehicle is not limited to the time between step S705 and step S707. The timing at which the actual measurement value of the end irregularity at each position in the entire travel section of the railway vehicle is acquired may be any timing as long as it is a timing before step S707. For example, the actual value obtaining unit 408 may obtain actual values of the passing end irregularities at each position in the entire travel section of the railway vehicle before the flowchart of fig. 7 starts. In the following description, the actual measurement value of the passing end irregularity at each position in the entire travel section of the railway vehicle is referred to as the actual measurement value of the passing end irregularity, or the actual measurement value, as necessary.
The measured value of the open-end irregularity is a value obtained by directly measuring the open-end irregularity. The actual measurement value of the through-end irregularity can be obtained as follows, for example. The test vehicle equipped with the sensor for directly measuring the amount of irregularity at the end of the vehicle was driven. The sensor repeatedly and directly measures the amount of irregularity at the end of the road at a predetermined cycle while the test vehicle is traveling, thereby obtaining the amount of irregularity at the end of the road throughout the entire travel section of the railway vehicle. Further, for example, using the measuring device described in patent document 2, an actual measurement value of the through-end irregularity can be obtained. In this way, the actual measurement value of the through-end irregularity can be obtained by a known technique. Thus, a detailed description thereof is omitted here.
Fig. 12A to 14B show estimated values (y R ) Actual value of the open-end irregularity (y R ) The graphs of examples 1 to 6 of the relationship between the running speed (v) of the railway vehicle, the curvature (1/R) of the rail 16 (rail bar), and the distance from the railway vehicle to the departure point. The estimated value of the end irregularity is calculated by the 1 st track state calculating section 407. The actual value of the end irregularity is acquired by the actual value acquisition unit 408. In fig. 12A to 14B, for convenience of description, the data of the portion of the railway vehicle at a small distance from the departure point is not shown.
In fig. 12A to 14B, curves 1211, 1221, 1311, 1321, 1411, 1421 represent estimated values of the end irregularity calculated by the 1 st track state calculating section 407. Curves 1212, 1222, 1312, 1322, 1412, 1422 represent actual values of the through-edge irregularities acquired by the actual value acquisition unit 408. Curves 1213, 1223, 1313, 1323, 1413, 1423 represent the running speeds 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 curvature 1/R of 0 (zero) indicates a straight line track, and values other than a curvature 1/R of 0 (zero) indicate a curved line track.
In fig. 12A and 12B, the curves 1214 and 1224 are identical and represent identical travel ranges. Fig. 12A and 12B show that the running speeds of the railway vehicles are different as shown by curves 1213 and 1223. As described above, in the same travel section, the estimated value of the passing irregularity is different as shown by the curves 1211 and 1221, but the difference does not become so large, because the travel speeds of the railway vehicles are different.
Further, the curves 1212, 1222 (actual values of the end irregularity) are the same. As shown by the curves 1211 and 1212, there is a difference between the estimated value of the common-end irregularity calculated by the 1 st track state calculating section 407 and the actual value of the common-end irregularity acquired by the actual value acquiring section 408. This is also the case in curves 1221, 1222.
As described above, it is known that the estimation accuracy of the passing irregularity decreases according to the running state of the railway vehicle and the installation state of the rail 16.
As shown by the curves 1214 and 1224, the travel section shown in fig. 12A and 12B is a sharp turn with a radius of curvature R of 171 m. Thus, the railway vehicle makes rim contact.
Here, rim contact will be described. Fig. 15 is a diagram illustrating an example of rim contact. Fig. 15 shows a cross section of the rail 16 taken perpendicular to the running direction (x-axis direction) of the railway vehicle, in a case where the rail is left and right, and one wheel shaft 13 is taken. Fig. 15 shows the wheel axle 13 in the case where the rail 16 (rail bar) is bent to the right (negative direction of the y-axis) and the railway vehicle is traveling while turning to the right. Fig. 15 also shows the lateral creep force F of the left wheel 14L y L i Normal load N L i. Lateral creep force F of right-hand wheel 14R y R i Normal load N R i。
As shown in fig. 15, when the railway vehicle runs on a rail bent 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, so that the reaction force in the left-right direction from the contact position of the wheels 14L, 14R with the rail increases, and the balance point of the force is reached. When the force becomes further large, the wheel shaft 13 moves further to the left, when the contact angle α L Rim angle a with left wheel 14L L At the same time, as shown in fig. 15, the wheel 14L on the left side is brought into contact with the rail by the rim. Such contact is referred to as rim contact. On the other hand, in this state, the right vehicleThe wheel 14R contacts the rail via the tread.
In fig. 13A and 13B, curves 1314 and 1324 are the same and represent the same travel section. As shown in curves 1314 and 1324, since the curvature 1/R is 0 (zero), the travel section shown in fig. 13A and 13B is a straight track. Fig. 13A and 13B show that the running speeds of the railway vehicles are different as shown by curves 1313 and 1323. As described above, in the same travel section, the estimated value of the passing irregularity is different as shown by the curves 1311 and 1321 due to the difference in the travel speed of the railway vehicle, but 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 value of the longitudinal force is reduced. Accordingly, as shown by the curves 1311 and 1321, high-frequency noise is mixed into the estimated value of the through-end irregularity. However, it is clear that the characteristic amounts of the through-end irregularities (the manner of change of the curves, etc.) can be observed in the curves 1311, 1321.
Further, the curves 1312 and 1322 (actual values of the end irregularities) are the same. As shown in the curves 1311 and 1312, it is clear that there is a difference between the estimated value of the end-of-track irregularity calculated by the 1 st track state calculating section 407 and the actual value of the end-of-track irregularity acquired by the actual value acquiring section 408. This is also the case in curves 1321 and 1322.
As described above, it is known that the estimation accuracy of the passing irregularity decreases according to the running state of the railway vehicle.
In fig. 14A and 14B, the curves 1414 and 1424 are the same and represent the same travel section. Fig. 14A and 14B show that the running speeds of the railway vehicles are different as shown by curves 1413 and 1423. As described above, in the same travel section, the estimated value of the passing irregularity is different as shown by the curves 1411 and 1421 due to the difference in the travel speed of the railway vehicle, but the difference does not become so large. Further, the curves 1412, 1422 (actual values of the end irregularities) are the same. As shown in the graphs 1411 and 1412, it is clear that there is a difference between the estimated value of the common-end irregularity calculated by the 1 st track state calculating section 407 and the actual value of the common-end irregularity acquired by the actual value acquiring section 408. This is also the case for the curves 1421 and 1422.
As shown by curves 1414 and 1424, the travel section shown in fig. 14A and 14B is a gentle curve with a radius of curvature R of 993m, and the railway vehicle does not make rim contact.
As described above, it is clear that the estimation accuracy of the through irregularity decreases according to the installation state of the rail 16.
[ correction amount calculation unit 409, correction amount storage unit 410, S707 to S711]
When the 1 st track state calculating unit 407 calculates the estimated value of the through-end irregularity at each position in the entire travel section of the railway vehicle, the correction amount calculating unit 409 calculates the correction amount at each position 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 end irregularity amount at each position in the entire travel section of the railway vehicle calculated by the later-described 2 nd track state calculating unit 411.
The correction amount calculation unit 409 calculates correction amounts at respective positions of the entire travel section of the railway vehicle based on the estimated value of the through-end irregularity at the respective positions of 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 through-end irregularity at the respective positions of 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 amounts at the respective positions of 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 end irregularity calculated by the 1 st track state calculation unit 407 and the measured value of the end 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 measured value of the open-end irregularity from the extracted estimated value of the open-end irregularity as the correction amount at the position. The correction amount calculation unit 409 calculates such a correction amount using the estimated value of the passing end irregularity amount and the measured value of the passing end irregularity amount at each position in the entire travel section of the railway vehicle. In this way, correction amounts at respective positions of the entire travel section of the railway vehicle are calculated.
In the present embodiment, when the railway vehicle travels 1 time in the entire travel section, the correction amount calculation unit 409 calculates correction amounts at all positions of the entire travel section of the one group of railway vehicles (step S707).
The correction amount calculation unit 409 performs interpolation processing on correction amounts at respective positions in the entire travel section of the railway vehicle, thereby calculating correction amounts at all positions in the entire travel section of the railway vehicle.
In the following description, the correction amounts at the respective positions of the entire travel section of the railway vehicle obtained by driving the railway vehicle 1 time over the entire travel section are referred to as 1 st correction amount or 1 st correction amount at the respective positions of the entire travel section of the railway vehicle, as necessary.
The 1 st correction amount at each position of the entire travel section of the railway vehicle may be used as the correction amount for the estimated value of the end irregularity amount at each position of 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 passing irregularity amount at a certain position of the entire travel section of the railway vehicle using a plurality of 1 st correction amounts as the 1 st correction amount at the position. This is because the accuracy of the correction amount of the estimated value for the through-end irregularity can be improved.
In the present embodiment, as an example thereof, the addition average value of the plurality of 1 st correction amounts is set as the correction amount for the estimated value of the end irregularity at each position of the entire travel section of the railway vehicle. In the following description, the correction amount of the estimated value of the end irregularity at each position of the entire travel section of the railway vehicle, which is calculated using the plurality of 1 st correction amounts as described above, is referred to as the 2 nd correction amount or the 2 nd correction amount at each position of the entire travel section of the railway vehicle, as necessary.
The correction amount calculation unit 409 temporarily stores the 1 st correction amount at each position of the entire travel section of the railway vehicle when the 1 st correction amount at each position of the entire travel section of the railway vehicle is obtained (step S708).
Then, the correction amount calculation unit 409 determines whether or not a predetermined number of 1 st correction amounts necessary for calculating the addition average value are obtained (step S709). The predetermined number may be 2 or more. As a result of this determination, when the 1 st correction amount of the predetermined number necessary for calculating the addition average value is not obtained (no in step S709), when the railway vehicle runs again in the entire running section, the inspection device 400 proceeds to steps S701 to S708 described above, and stores the new 1 st correction amount.
As described above, when the 1 st correction amount of the predetermined number necessary for calculating the addition average value is obtained (in the case of yes in step S709), the correction amount calculating 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 for the estimated value of the through-end irregularity, and is used in the track state correction unit 412 described later.
After the 2 nd correction amount is stored in the correction amount storage unit 410 as described above, 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 2 nd track state calculation unit 411, the track state correction unit 412, and the output unit 413 are activated. That is, after the 2 nd preprocessing based on the flowchart of fig. 7 ends, the main processing based on the flowchart of fig. 8 starts. In the main processing, the 1 st track state calculating unit 407, the actual value acquiring unit 408, and the correction amount calculating unit 409 are not activated. Further, the flowchart of fig. 8 is repeatedly executed every time the sampling timing arrives.
Fig. 16A to 16C are diagrams showing examples 1 to 3 of the relationship between the 2 nd correction amount M and the distance from the railway vehicle to the departure point. 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 section 403, 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. Since 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, a detailed description thereof will be omitted here.
[ 1 st frequency adjustment section 404, S802]
The 1 st frequency adjustment unit 404 reduces (preferably removes) the signal intensity of the low frequency component included in the time-series data of the measurement values of the front-rear force in the measurement data acquired by the data acquisition unit 403. Since the process of step S802 is the same as the process of step S702, a detailed description thereof will be 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 time-series data of the low frequency component included in the data y from which the measurement value of the longitudinal force is extracted. In contrast, in step S802, the data acquisition unit 403 acquires the value y of the time point k of the data y of the measurement value of the longitudinal force at a predetermined sampling period k In this case, the 1 st frequency adjustment unit 404 derives time-series data of the low frequency component included in the data y from which the measurement value of the longitudinal force is extracted.
[ Filter computing section 405, S803]
The filter calculation unit 405 sets the observation equation to the observation equation stored in the observation equation storage unit 402, sets the state equation to the state equation stored in the state equation storage unit 401, and determines the estimated value of the state variable represented by the expression (44) by a kalman filter. Since the process of step S803 is the same as the process of step S703, a detailed description thereof is omitted here.
[ 2 nd frequency adjustment units 406, S804]
The 2 nd frequency adjustment unit 406 reduces (preferably removes) the signal strength of the low-frequency component included in the time-series data of the estimated value of the state variable generated by the filter operation unit 405. Since the process of step S804 is the same as the process of step S704, a detailed description thereof will be omitted here.
[ track status calculation section 411, S805]
The 2 nd track state calculating unit 411 calculates the end irregularity y R1 ～y R4 And according to the open-end irregularity y R1 ～y R4 Calculating the irregular quantity y of the through end R And as a speculative value of the amount of the open-ended irregularities. The process of step S805 is the same as that of step S705, and therefore, a detailed description thereof is omitted here. However, in step S705, the 2 nd track state calculating unit 411 calculates the estimated amount of the end irregularity at each position of the entire travel section of the railway vehicle. In contrast, in step S805, the 2 nd track state calculating unit 411 calculates a estimated amount of the end irregularity at the running position of the railway vehicle corresponding to the current sampling time.
Track state correcting unit 412, S806
The track state correction unit 412 reads out the 2 nd correction amount at the running position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410. The track state correction unit 412 corrects the estimated value of the end irregularity at the travel position of the railway vehicle corresponding to the current sampling time calculated by the track state 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 state correction unit 412 subtracts the 2 nd correction amount at the running position of the railway vehicle corresponding to the current sampling time read out from the correction amount storage unit 410 from the estimated value of the passing end irregularity at the running position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track state calculation unit 411, thereby correcting the estimated value of the passing end irregularity at the running position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track state calculation unit 411. In the following description, the estimated value of the passing-end irregularity amount at the travel position of the railway vehicle corresponding to the current sampling time after the correction as described above is referred to as the estimated value of the passing-end irregularity amount after the correction, as necessary. The corrected estimated value of the common-end irregularity becomes the estimated value of the final common-end irregularity.
In the correction amount calculation unit 409, when the 2 nd correction amount is set to a value obtained by subtracting the estimated value of the passing end irregularity from the measured value of the passing end irregularity, the track state correction unit 412 corrects the estimated value of the passing end irregularity at the running position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track state calculation unit 411 as follows. That is, the track state correction unit 412 adds the estimated value of the end irregularity at the running position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track state calculation unit 411 to the 2 nd correction amount at the running position of the railway vehicle corresponding to the current sampling time read out from the correction amount storage unit 410, thereby correcting the estimated value of the end irregularity at the running position of the railway vehicle corresponding to the current sampling time calculated by the 2 nd track state calculation unit 411.
Fig. 17A to 19B are diagrams showing examples 1 to 6, respectively, of the relationship between the estimated value of the corrected end irregularity amount and the distance from the railway vehicle to the departure point. Here, for simplicity, the estimated value of the end-of-track irregularity calculated by the track state calculation unit 411 is set to be the same as the estimated value of the end-of-track irregularity calculated by the track state calculation unit 407 of 1 st.
That is, curves 1711 and 1721 in fig. 17A and 17B respectively show estimated values of the through-edge irregularities (curves 1211 and 1221) obtained by correcting the estimated values of the through-edge irregularities shown in fig. 12A and 12B with the correction amount M shown in fig. 16A. Further, the curves 1212, 1222, 1712, 1722 (actual values of the end irregularities) are the same.
As shown in fig. 17A to 19B, in any case, the estimated value and the measured value of the corrected through-edge irregularity agree with each other with high accuracy.
The output unit 413 outputs the information of the estimated value of the corrected 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 through-end irregularity is greater than a preset value. As an output method, for example, at least one of display on a computer display, transmission to an external device, and storage to an internal or external storage medium can be used.
< summary >
As described above, in the present embodiment, the inspection device 400 obtains the longitudinal force T by running the railway vehicle 1 ～T 4 Is measured by the above method. The inspection device 400 uses the front-rear direction force T 1 ～T 4 Measured value of (2), and front-rear direction force T 1 ～T 4 Through irregularities y at positions corresponding to the wheel shafts 13a to 13d R1 ～y R4 The relation between the two is used for obtaining the estimated value of the through end irregularity amount at each position of the whole running section of the railway vehicle. The inspection device 400 calculates the 2 nd correction amount as a correction amount for the estimated value of the passing end irregularity at each position of the entire travel section of the railway vehicle, using the estimated value and the actually measured value of the passing end irregularity at each position of the entire travel section of the railway vehicle. Then, the inspection device 400 runs the railway vehicle, and obtains the estimated value of the passing irregularity at the running position of the railway vehicle as described above. The inspection apparatus 400 uses this The 2 nd correction amount at the running position corrects the estimated value of the passing end irregularity at the running position of the railway vehicle thus obtained. Thus, irregularities in 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 longitudinal force T 1 ～T 4 Signal intensity of low frequency component contained in time series data of measured values of (2) and generating front-rear direction force T 1 ～T 4 Time-series data of high-frequency components of (a) are provided. The inspection device 400 applies the front-rear direction force T 1 ～T 4 Time-series data of high-frequency components of (2) and applied to front-rear direction force T 1 ～T 4 Through irregularities y at positions corresponding to the wheel shafts 13a to 13d R1 ～y R4 From the relation between them, the through-end irregularity y at the positions of the wheel shafts 13a to 13d is calculated R1 ～y R4 . The relational expression is a formula based on a motion equation describing the motion of the railway vehicle when traveling on a straight track (i.e., a formula that does not include the radius of curvature R of the track 16 (rail bar)). Therefore, irregularities in 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 measurement value of the front-rear force, and determines the coefficient α of the corrected autoregressive model that approximates the data y of the measurement value of the front-rear force using s eigenvalues from the largest eigenvalue among the eigenvalues obtained by singular value decomposition of the autocorrelation matrix R. Therefore, the coefficient α can be determined such that the signal of the low frequency component included in the data y of the measurement value of the force in the front-rear direction remains and the high frequency component does not remain. The inspection apparatus 400 calculates a predicted value y≡x of the force in the front-rear direction at time k by applying data y of the measured value of the force in the front-rear direction at time k-l (1+.l.ltoreq.m) before time k to the corrected autoregressive model in which the coefficient α is determined in this way k . Therefore, without assuming the cutoff frequency in advance, it is possible to reduce the low level 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 directionA signal of the frequency component.
In the present embodiment, the inspection apparatus 400 obtains the measurement data obtained by the data obtaining unit 403, except for the longitudinal force T 1 ～T 4 Other measurement data and the longitudinal force T generated by the 1 st frequency adjustment unit 404 1 ～T 4 Is applied 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 、/>
). Next, the inspection apparatus 400 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, thereby calculating the value of the high frequency component of the state variable. Next, the inspection apparatus 400 uses the rotation amount (angular displacement) ψ in the yaw direction of the bogies 12a, 12b t1 ～ψ t2 Values of high frequency components of (2), and conversion variable e 1 ～e 4 Derives the rotation amount (angular displacement) ψ in the yaw direction of the axles 13 a-13 d w1 ～ψ w4 . Next, the inspection device 400 substitutes the rotation amounts (angular displacements) ψ in the deflection directions of the wheel shafts 13a to 13d into the equation of motion describing the deflection of the wheel shafts 13a to 13d w1 ～ψ w4 Values of high-frequency components of state variables, and front-rear direction force T 1 ～T 4 To calculate the value of the high frequency component of (2)Through irregularities y at the location of the axles 13 a-13 d R1 ～y R4 . Then, the inspection device 400 performs inspection according to the passing end irregularity y at the positions of the wheel shafts 13a to 13d R1 ～y R4 Calculating the irregular quantity y of the through end R . Thus, as the equation of motion describing the deflection of the wheel shafts 13a to 13d, the through-end irregularity y at the positions including the wheel shafts 13a to 13d as variables need not be used R1 ～y R4 Is used to construct the equation of state. Thereby, it becomes unnecessary to model the track 16, and the number of state variables can be reduced. In the present embodiment, the degree of freedom of the model can be reduced from 21 degrees of freedom to 17 degrees of freedom, and the number of state variables can be reduced from 38 to 30. Further, the measured value used in the kalman filter increases the front-rear direction force T 1 ～T 4 Is a combination of the amounts of (a) and (b).
On the other hand, when the front-rear direction force T is not used 1 ～T 4 When the equation of motion describing the deflection of the wheel shafts 13a to 13d of the formulas (5) to (8) is included in the equation of state, the result of the estimation may sometimes become unstable. That is, when a state variable is not selected, sometimes it becomes unstable and the estimation result cannot be obtained. Further, even if the estimation result is assumed, the detection accuracy of irregularities in the track 16 in the method of the present embodiment is higher than in the method of not selecting a state variable. This is because, in the present embodiment, it is achieved that the equation of motion describing the deflection of the wheel shafts 13a to 13d is not included in the equation of state, and the measured value of the front-rear direction force is used.
In addition, in the present embodiment, a strain gauge can be used as a sensor, and thus a special sensor is not required. Thus, abnormality (track irregularity) of the track 16 can be detected with high accuracy without incurring a large cost. Further, since no special sensor is required, the irregularity of the rail 16 can be detected in real time during the traveling of the business vehicle by mounting the strain gauge on the business vehicle and mounting the inspection device 400 on the business vehicle. Thus, even if the inspection vehicle is not driven, irregularities in the track 16 can be inspected. However, the strain gauge may be mounted on the inspection vehicle, and the inspection device 400 may be mounted on the inspection vehicle.
< modification >
In the present embodiment, a case where the addition average value of the plurality of 1 st correction amounts is set as the correction amount for the estimated value of the end irregularity at each position in the entire travel section of the railway vehicle will be described as an example. However, it is not necessarily required to calculate the correction amount of the estimated value of the passing 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 1 st correction amounts at the same position in a state where the running speeds of the railway vehicles are different from each other. The inspection apparatus 400 performs regression analysis using the plurality of 1 st correction amounts, and calculates coefficients of the 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. Thereafter, the inspection device 400 (the track state correction unit 412) reads the regression expression corresponding to the running position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410. Then, the inspection device 400 (the track state correction unit 412) calculates the 2 nd correction amount by substituting the running speed of the railway vehicle corresponding to the current sampling time into the regression equation.
Further, the correction amount of the estimated value of the passing 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 passing irregularity at a certain position in the entire travel section of the railway vehicle is determined by one 1 st correction amount at that position. In this way, the accuracy of the correction amount of the estimated value of the through-end irregularity may be lowered. However, in the 2 nd prior process, the railway vehicle does not need to travel a plurality of times. For example, it is possible to determine which method to use by balancing the accuracy of the correction amount with respect to the estimated value of the through-hole irregularity with 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 measurement data of the entire travel section of the railway vehicle is described as an example. However, this need not 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 travel position of the railway vehicle corresponding to the sampling time. This process is repeated until correction amounts (1 st correction amounts) at the respective positions of the entire travel section of the railway vehicle are obtained.
In the present embodiment, the case where the measurement values of the longitudinal force used in the 1 st track state calculating unit 407 and the 2 nd track state calculating unit 411 are the same measurement value of the railway vehicle will be described as an example. In this case, the inspection device 400 that calculates the estimated value of the passing-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 preferable to suppress the error due to the characteristic inherent to the railway vehicle from being included in the 2 nd correction amount. However, this need not be done. For example, the same 2 nd correction amount may be used for a plurality of railway vehicles having the same model and traveling in the same traveling 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 modified autoregressive model is used will be described as an example. However, it is not necessarily required to use a modified autoregressive model 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 front-rear direction force. For example, in the case where the frequency band generated by the rolling stock traveling on the curved track can be specified, the signal of the low frequency component generated by the rolling stock traveling on the curved track may be reduced from the data y of the measurement value of the front-rear direction force by using the high-pass filter.
In addition, it is not necessarily required to reduce the signal of the low frequency component generated by the rolling stock traveling on the curved track from the data y of the longitudinal force measurement value. For example, in the case of calculating the amount of end irregularities of a straight track, this need not be done. 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 axis to be the reference for the phase matching is the wheel axis 13a will be described as an example. However, the reference wheel shaft may be a wheel shaft 13b, 13c or 13d other than the wheel shaft 13 a.
In this embodiment, a case where a kalman filter is used will be described as an example. However, a kalman filter is not necessarily required as long as a filter (i.e., a filter for assimilating data) is used to derive the estimated value of the state variable so that the error between the measured value and the estimated value of the observed variable is minimized or the expected value of the error is minimized. 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 square difference between the measured value and the estimated value of the observed variable.
In the present embodiment, a case where the 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, it is not necessarily necessary to derive the through-end irregularity quantity as long as the physical quantity reflecting the track irregularity (defect in the appearance of the track 16) is derived. For example, the lateral pressure (the stress in the left-right direction between the wheels and the rail) generated when the railway vehicle runs on the linear rail may be derived by performing the following calculations of the formulas (64) to (67) in addition to or instead of the passing irregularity. Wherein Q is 1 、Q 2 、Q 3 、Q 4 The lateral pressure of the wheels 14a, 14b, 14c, 14d, respectively. f (f) 3 Indicating spin creep coefficient.
[ number 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 vibration generated by the acting force (creep force) between the wheels 14a to 14d and the rail 16 eventually propagates. Thus, 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, the equations of motion describing the lateral vibration, deflection, and roll of the vehicle body 11, of the equations of motion of equations (1) to (21), and the equations of motion describing the deflection of the deflection damper disposed on the bogie 12a, and the equations of motion describing the deflection of the deflection damper disposed on the bogie 12b, of equations (18), and (19), are not required. In the equations of equations (1) to (21), the state quantity related to the vehicle body (the state quantity including the subscript b) and the value within { } including the state quantity related to the vehicle body (the state quantity including the subscript b) are calculated (for example, the left 3 rd item of equation (21) 
) Set to 0 (zero).
In the present embodiment, the description has been made taking, as an example, a case where the bogies 12a, 12b are shaftless bogies. However, the bogies 12a, 12b are not limited to the shaftless bogies. The equation of motion can be appropriately rewritten according to the constituent elements of the railway vehicle, the forces received by the railway vehicle, the direction of motion of the railway vehicle, and the like. That is, the equation of motion is not limited to the equation of motion illustrated in the present embodiment.
(embodiment 2)
Next, embodiment 2 will be described.
In embodiment 1, description is given taking, as an example, a case where the inspection device 400 mounted on the railway vehicle calculates and corrects the estimated value of the passing-end irregularity. In contrast, in the present embodiment, the data processing device to which a part of the functions of the inspection device 400 are attached is disposed in the command center. The data processing device receives measurement data transmitted from a railway vehicle, and calculates and corrects an estimated value of the passing-end irregularity amount using the received measurement data. As described above, in the present embodiment, the functions of the inspection device 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 reference numerals and the like as those in fig. 1 to 19B are given to the same parts as those in embodiment 1, and detailed description thereof is omitted.
Fig. 20 is a diagram showing an example of the structure of the inspection system. In fig. 20, the inspection system has data collection devices 2010a, 2010b and a data processing device 2020. Fig. 20 also shows an example of the functional configuration of the data collection devices 2010a and 2010b and the data processing device 2020. The hardware of the data collection apparatuses 2010a and 2010b and the data processing apparatus 2020 can be realized by, for example, the hardware shown in fig. 5. Therefore, detailed descriptions of hardware configurations of the data collection apparatuses 2010a and 2010b and the data processing apparatus 2020 are omitted.
Each of the railway vehicles is mounted with one data collection device 2010a, 2010b. The data processing device 2020 is configured at a command center. The command center centrally manages the operation of a plurality of railway vehicles, for example.
< data collection devices 2010a, 2010b >
The data collection devices 2010a, 2010b can be realized by the same device. The data collection apparatuses 2010a and 2010b include data acquisition units 2011a and 2011b and data transmission units 2012a and 2012b.
[ data acquisition units 2011a, 2011b ]
The data acquisition units 2011a and 2011b have the same functions as the data acquisition unit 403. That is, the data acquisition units 2011a and 2011b acquire the same measurement data as the measurement data acquired by the data acquisition unit 403. Specifically, the data acquisition units 2011a and 2011b acquire, as measurement data, measurement values of acceleration in the left-right direction of the vehicle body 11, measurement values of acceleration in the left-right direction of the bogies 12a and 12b, measurement values of acceleration in the left-right direction of the wheel axles 13a to 13d, and measurement values of force in the front-rear direction. The strain gauge and the arithmetic device for obtaining these measurement values are the same as those described in embodiment 1.
[ data transmitting units 2012a, 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 device 2020 by wireless communication. At this time, the data transmission units 2012a and 2012b add the identification numbers of the railway vehicles on which the data collection devices 2010a and 2010b are mounted to the measurement data acquired by the data acquisition units 2011a and 2011 b. In this way, the data transmission units 2012a and 2012b transmit the measurement data to which the identification number of the railway vehicle is added.
< data processing apparatus 2020>
[ data receiving section 2021]
The data receiving unit 2021 receives the measurement data transmitted from the data transmitting units 2012a and 2012 b. The measured data is added with an identification number of the railway vehicle as a transmission source of the measured data.
[ data storage portion 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 railway vehicle identification number. The data storage unit 2022 determines the travel position of the railway vehicle at the time of reception of the measured data based on the current operating condition of the railway vehicle and the time of reception of the measured data, and stores information of the determined travel position in association with the measured 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 read section 2023]
The data reading unit 2023 reads the measurement data stored in the data storage unit 2022. The data reading unit 2023 can read out measurement data designated by an operator from among the measurement data stored in the data storage unit 2022. The data reading unit 2023 may read out measurement data satisfying a predetermined condition at a predetermined timing. In the present embodiment, for example, 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.
The state equation storage unit 401, observation equation storage unit 402, 1 st frequency adjustment unit 404, filter calculation unit 405, 2 nd frequency adjustment unit 406, 1 st track state calculation unit 407, actual value acquisition unit 408, correction amount calculation unit 409, correction amount storage unit 410, 2 nd track state calculation unit 411, track state correction unit 412, and output unit 413 are the same as those described in embodiment 1. Thus, a detailed description thereof is omitted here. The filter calculation unit 405 uses the measurement data read by the data reading unit 2023 instead of the measurement data acquired by the data acquisition unit 403 to determine the estimated value of the state variable represented by expression (44).
< summary >
As described above, in the present embodiment, the data collection devices 2010a and 2010b mounted on the railway vehicle collect the 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 end irregularity using the stored measurement data. Thus, in addition to the effects described in embodiment 1, the following effects are exhibited, for example.That is, the data processing device 2020 can calculate the final end irregularity y at an arbitrary timing by reading out the measurement data at an arbitrary timing R . Further, the data processing device 2020 can output a time-series change in the estimated value of the final through-end irregularity amount at the same position. Further, the data processing device 2020 can output, for each route, a presumed value of the end irregularity amount of a plurality of routes.
< modification >
In this embodiment, a case where measurement data is directly transmitted from the data collection devices 2010a and 2010b to the data processing device 2020 will be described as an example. However, this need not be done. For example, cloud computing may also be utilized to build inspection systems.
In addition, in this embodiment, various modifications described in embodiment 1 can be employed.
In embodiment 1, description is made taking, as an example, 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. However, this need not be the case. 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 constituted using the plurality of devices.
(other embodiments)
The embodiments of the present invention described above can be realized by executing a program by a computer. The computer-readable recording medium storing the program described above and the computer program product such as the program described above can also be applied as an embodiment of the present invention. As the recording medium, for example, a floppy disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a nonvolatile memory card, a ROM, or the like can be used.
The 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 is not limited to these examples. That is, the present invention can be implemented in various forms without departing from the technical spirit or main features thereof.
The contents of the specification and drawings of patent document 1 are incorporated herein in their entirety.
Industrial applicability
The invention can be used for checking the track of a railway vehicle.
Claims (20)
1. An inspection system, comprising:
a data acquisition unit that acquires measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track;
a 1 st track state calculation unit that calculates a presumed value of the 1 st physical quantity;
correction amount calculation means for calculating a correction amount for 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 calculation means and the actual value of the 1 st physical quantity;
a 2 nd track state calculation unit that calculates the estimated value of the 1 st physical quantity after calculating the correction amount; and
Track state correcting means for correcting the estimated value of the 1 st physical quantity calculated by the 2 nd track state calculating means using the correction amount,
the measurement data includes a measurement value of a force in the front-rear direction,
the front-rear force is a force in the front-rear direction generated in a member disposed between the wheel axle and the bogie provided with the wheel axle,
the above-mentioned parts are parts for supporting the axleboxes,
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 track state calculating means and the 2 nd track state calculating means calculate an estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the longitudinal force at the wheel axis position and a measured value of the longitudinal force,
the measured value of the longitudinal force used in the 1 st track state calculating means is included in the measurement data acquired by the data acquiring means before the correction amount is calculated,
the measured value of the longitudinal force used in the 2 nd track state calculating means is included in the measurement data acquired by the data acquiring means after the correction amount is calculated.
2. The inspection system of claim 1, wherein the inspection system,
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 longitudinal force when the railway vehicle is traveling on the same position, as a correction amount with respect to the estimated value of the 1 st physical quantity.
3. An inspection system according to claim 1 or 2, wherein,
the correction amount calculation means calculates a correction amount for 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 longitudinal force when the railway vehicle is traveling at the same position, the traveling speed when the railway vehicle is traveling 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 running speed of the railway vehicle.
4. An inspection system according to claim 1 or 2, wherein,
The measurement value of the longitudinal force used in the 1 st track state calculating means and the 2 nd track state calculating means is the same measurement value of the railway vehicle.
5. An inspection system according to claim 1 or 2, wherein,
the inspection system further includes a frequency adjustment unit that reduces, from time-series data of the 2 nd physical quantity, a signal intensity of a low-frequency component generated by the rolling stock traveling on a curved portion of the track,
the 2 nd physical quantity is a physical quantity whose value varies according to the state of the railway vehicle,
the frequency adjustment means includes 1 st frequency adjustment means for reducing the signal intensity of a low frequency component generated by the running of the railway vehicle on the curved portion of the track from time-series data of the measured value of the longitudinal force, which is one of the 2 nd physical quantities,
the 1 st track state calculating means and the 2 nd track state calculating means calculate the estimated value of the 1 st physical quantity using the relational expression and the value of the front-rear force whose signal strength of the low frequency component is reduced by the 1 st frequency adjusting means,
The above relation is a formula that does not include the radius of curvature of the rail.
6. The inspection system of claim 5, wherein the inspection system,
the frequency adjustment means determines a coefficient of a correction autoregressive model using the time-series data of the 2 nd physical quantity, reduces the signal intensity of a low-frequency component generated by the running of the railway vehicle on the curve portion of the track from the time-series data of the 2 nd physical quantity using the correction autoregressive model for which the coefficient is determined and the time-series data of the 2 nd physical quantity,
the modified autoregressive model is a formula for expressing a predicted value of the 2 nd physical quantity using the value of the 2 nd physical quantity and the coefficient for the value,
the frequency adjustment means determines the coefficient 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 a component the autocorrelation of the time series data of the 2 nd physical quantity of m, which is the number of measurement values used in the corrected autoregressive model, with a time difference of 1,
the 1 st matrix is a 2 nd matrix (Σ) derived from s eigenvalues of the autocorrelation matrix and a diagonal matrix (Σ) for s which is a set number of 1 or more and less than m s ) And a matrix (U) derived from the 3 rd matrix (Us) derived from the s eigenvalues and the orthogonal matrix (U) s Σ s U s T )，
The autocorrelation matrix is a matrix having as components autocorrelation of the time series data of the 2 nd physical quantity with a time difference from 0 to m-1,
the diagonal matrix is a matrix having, as diagonal components, eigenvalues of the autocorrelation matrix derived by singular value decomposition of the autocorrelation matrix,
the orthogonal matrix is a matrix in which the eigenvectors of the autocorrelation matrix are used as column component vectors,
the 2 nd matrix is a partial matrix of the diagonal matrix and is a matrix having the s eigenvalues as diagonal components,
the 3 rd matrix is a partial matrix of the orthogonal matrix and is a matrix having eigenvectors corresponding to the s eigenvalues as column component vectors.
7. The inspection system of claim 6, wherein the inspection system,
the s eigenvalues include the eigenvalue with the largest value among the eigenvalues of the autocorrelation matrix.
8. An inspection system according to claim 1 or 2, wherein,
the inspection system further includes a filter operation unit that determines an estimated value of a state variable, which is a variable for which an estimated value should be determined in the state equation, by performing an operation using a filter for data assimilation by using the measurement data, the state equation, and the observation equation,
The measurement data further includes a measurement value of acceleration in the left-right direction of the bogie and the wheel axle,
the left-right direction is a direction perpendicular to both the front-back direction and the up-down direction which is a direction perpendicular to the rail,
the front-rear direction force is a force 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 provided with the wheel axle,
the yaw direction is a rotation direction using the vertical direction 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 displacement and a velocity of the bogie in a left-right direction, an angular displacement and an angular velocity of the bogie in a yaw direction, an angular displacement and an angular velocity of the bogie in a roll direction, a displacement and a velocity of the wheel axle in a left-right direction, and an angular displacement of an air spring attached to the railway vehicle in a roll direction, and do not include an angular displacement and an angular velocity of the wheel axle in a yaw direction,
the roll direction is a rotation direction using the front-rear direction as a rotation axis,
The conversion variable is a variable that converts an angular displacement in a yaw direction of the wheel axle and an angular displacement in a yaw direction of the bogie to each other,
the above observation equation is an equation described using the observation variable and the above conversion variable,
the observation variable includes acceleration in the left-right direction of the bogie and the wheel axle,
the filter calculation means determines an error between the measured value and the estimated value of the observed variable or an estimated value of the state variable when the expected value of the error is minimum, using the state equation in which the measured value of the observed variable, the measured value of the fore-and-aft force, and the actual value of the converted variable are substituted, and the observed equation in 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 the angular displacement in the yaw direction of the wheel shaft using an estimated value of the 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 an estimated value of the angular displacement in the yaw direction of the wheel shaft, a value of the fore-and-aft force, and the relational expression,
The relational expression is a formula that expresses a motion equation describing a motion of the yaw direction of the wheel shaft using the front-rear direction force,
the actual value of the conversion variable is derived using the measured value of the front-rear force.
9. The inspection system of claim 8, wherein the inspection system,
the equation of state is configured using an equation of motion describing a left-right direction motion of the wheel axle, an equation of motion describing a left-right direction motion of the bogie, an equation of motion describing a yaw direction motion of the bogie, an equation of motion describing a roll direction motion of the bogie, and an equation of motion of the air spring in a roll direction,
the equation of motion describing the motion of the wheel axle in the left-right direction is an equation of motion described using the conversion variable instead of the angular displacement of the wheel axle in the yaw direction,
the equation of motion describing the yaw direction motion of the bogie is an equation of motion described using the front-rear direction force instead of the angular displacement and the angular velocity of the wheel axle in the yaw direction,
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 wheel axle.
10. The inspection system of claim 8, wherein the inspection system,
the data acquisition means also acquires a measurement value of acceleration in the lateral direction of the vehicle body,
the observation variable further includes acceleration in the left-right direction of the vehicle body,
the state variables further include a displacement and a velocity in a left-right 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 computing means determines the state variable when a difference between a measured value and a calculated value of the acceleration in the lateral direction of the vehicle body, the bogie, and the wheel axle becomes minimum.
11. The inspection system of claim 10, wherein the inspection system,
the state equation is also configured using a motion equation describing a motion in the left-right direction of the vehicle body, a motion equation describing a motion in the yaw direction of the vehicle body, a motion equation describing a motion in the roll direction of the vehicle body, and a motion equation describing a motion in the yaw direction of the yaw damper.
12. The inspection system of claim 8, wherein the inspection system,
the observation equation is also configured using a motion equation describing a motion in the left-right direction of the wheel axle and a motion equation describing a motion in the left-right direction of the bogie,
the equation of motion describing the motion in the left-right direction of the wheel shaft is an equation of motion described using the conversion variable instead of the angular displacement in the yaw direction of the wheel shaft.
13. The inspection system of claim 12, wherein the inspection system,
the observation equation is also constructed using a motion equation describing the motion of the vehicle body in the left-right direction.
14. The inspection system of claim 8, wherein the inspection system,
the 1 st track state calculating means and the 2 nd track state calculating means derive a general end irregularity of the track as a predicted value of the 1 st physical quantity based on the state variable determined by the filter calculating means, that is, the displacement and the speed of the bogie in the left-right direction, the displacement and the speed of the wheel axle in the left-right direction, the estimated value of the angular displacement of the wheel axle in the yaw direction, the measured value of the front-rear force, and a motion equation describing the motion of the wheel axle in the yaw direction,
The equation of motion describing the movement in the yaw direction of the wheel shaft includes, as variables, the front-rear force and the amount of irregularity in the end of the rail.
15. The inspection system of claim 8, wherein the inspection system,
the inspection system further includes a frequency adjustment unit that reduces, from time-series data of the 2 nd physical quantity, a signal intensity of a low-frequency component generated by the rolling stock traveling on a curved portion of the track,
the 2 nd physical quantity is a physical quantity whose value varies according to the state of the railway vehicle,
the frequency adjustment means includes 2 nd frequency adjustment means for reducing the signal intensity of a low-frequency component generated by the rolling stock 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 claim 8, wherein the inspection system,
the filter is a kalman filter.
17. An inspection system according to claim 1 or 2, wherein,
the 1 st physical quantity is a lateral pressure which is a stress in a left-right direction between the wheel of the wheel axle and the rail or an irregular end of the rail,
The left-right direction is a direction perpendicular to both the front-back direction and the up-down direction, which is a direction perpendicular to the rail.
18. An inspection system according to claim 1 or 2, wherein,
the front-rear direction force is a component of the front-rear direction force generated in each of the two members attached to the left-right direction of one of the wheel shafts, the components being in opposite phases to each other,
the left-right direction is a direction perpendicular to both the front-back direction and the up-down direction, which is a direction perpendicular to the rail.
19. An inspection method comprising:
a data acquisition step of acquiring measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track;
a 1 st track state calculation step of calculating a predicted value of the 1 st physical quantity;
a correction amount calculation step of calculating a correction amount for 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 a predicted value of the 1 st physical quantity after calculating the correction amount; and
A track state correction step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track state calculation step using the correction amount,
the measurement data includes a measurement value of a force in the front-rear direction,
the front-rear force is a force in the front-rear direction generated in a member disposed between the wheel axle and the bogie provided with the wheel axle,
the above-mentioned parts are parts for supporting the axleboxes,
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 track state calculating step and the 2 nd track state calculating step calculate an estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the longitudinal force at the wheel axis position and a measured value of the longitudinal force,
the measured value of the longitudinal force used in the 1 st track state calculating step is included in the measured data acquired in the data acquiring step before the correction amount is calculated,
the measured value of the longitudinal force used in the 2 nd track state calculating step is included in the measured data acquired in the data acquiring step after the correction amount is calculated.
20. A storage medium readable by a computer, the storage medium storing a program that causes the computer to execute:
a data acquisition step of acquiring measurement data, which is time-series data of measurement values measured by running a railway vehicle having a vehicle body, a bogie, and an axle on a track;
a 1 st track state calculation step of calculating a predicted value of the 1 st physical quantity;
a correction amount calculation step of calculating a correction amount for 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 a predicted value of the 1 st physical quantity after calculating the correction amount; and
a track state correction step of correcting the estimated value of the 1 st physical quantity calculated in the 2 nd track state calculation step using the correction amount,
the above-mentioned computer-readable storage medium is characterized in that,
the measurement data includes a measurement value of a force in the front-rear direction,
the front-rear force is a force in the front-rear direction generated in a member disposed between the wheel axle and the bogie provided with the wheel axle,
The above-mentioned parts are parts for supporting the axleboxes,
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 track state calculating step and the 2 nd track state calculating step calculate an estimated value of the 1 st physical quantity using a relational expression indicating a relationship between the 1 st physical quantity and the longitudinal force at the wheel axis position and a measured value of the longitudinal force,
the measured value of the longitudinal force used in the 1 st track state calculating step is included in the measured data acquired in the data acquiring step before the correction amount is calculated,
the measured value of the longitudinal force used in the 2 nd track state calculating step is included in the measured data acquired in the data acquiring step after the correction amount is calculated.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| PCT/JP2018/025203 WO2020008525A1 (en) | 2018-07-03 | 2018-07-03 | Inspection system, inspection method, and program |
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| Publication Number | Publication Date |
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| CN112566832A CN112566832A (en) | 2021-03-26 |
| CN112566832B true CN112566832B (en) | 2023-07-04 |
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| JP (1) | JP7017179B2 (en) |
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| WO2020121943A1 (en) * | 2018-12-10 | 2020-06-18 | 日本製鉄株式会社 | Inspection system, inspecting method, and program |
| CN115060407B (en) * | 2022-06-14 | 2023-12-26 | 华东交通大学 | Flexible multi-mode sensing device for measuring multi-dimensional wheel rail force and fusion method |
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| CN101448693A (en) * | 2006-05-22 | 2009-06-03 | 株式会社京三制作所 | Railroad train operation management system and railroad train operation management program |
| JP2009300397A (en) * | 2008-06-17 | 2009-12-24 | Central Japan Railway Co | Track deviation inspecting/measuring apparatus and track deviation inspecting/measuring method |
| JP2014044096A (en) * | 2012-08-24 | 2014-03-13 | Tokyo Keiki Inc | Orbital position data giving system, and orbital position data giving method |
| CN105492291A (en) * | 2013-08-28 | 2016-04-13 | 新日铁住金株式会社 | Method of decreasing lateral pressure in railroad vehicle |
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| GB0116651D0 (en) * | 2001-07-07 | 2001-08-29 | Aea Technology Plc | Track monitoring equipment |
| DE102008048601A1 (en) * | 2008-09-23 | 2010-04-08 | Bombardier Transportation Gmbh | A method for determining a property of a route location parameter |
| JP2017053773A (en) | 2015-09-10 | 2017-03-16 | 公益財団法人鉄道総合技術研究所 | Track displacement measuring device and track displacement measuring method |
| CN108139299B (en) | 2015-10-16 | 2021-04-13 | 巴里理工大学 | Method for determining modal parameters of a road or rail vehicle and indirectly characterizing a road or rail profile |
| EP3434552B1 (en) | 2016-03-23 | 2021-05-05 | Nippon Steel Corporation | Inspection system, inspection method and program |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101448693A (en) * | 2006-05-22 | 2009-06-03 | 株式会社京三制作所 | Railroad train operation management system and railroad train operation management program |
| JP2009300397A (en) * | 2008-06-17 | 2009-12-24 | Central Japan Railway Co | Track deviation inspecting/measuring apparatus and track deviation inspecting/measuring method |
| JP2014044096A (en) * | 2012-08-24 | 2014-03-13 | Tokyo Keiki Inc | Orbital position data giving system, and orbital position data giving method |
| CN105492291A (en) * | 2013-08-28 | 2016-04-13 | 新日铁住金株式会社 | Method of decreasing lateral pressure in railroad vehicle |
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| JP7017179B2 (en) | 2022-02-08 |
| EP3819186C0 (en) | 2023-09-20 |
| CN112566832A (en) | 2021-03-26 |
| EP3819186A4 (en) | 2022-03-02 |
| WO2020008525A1 (en) | 2020-01-09 |
| JPWO2020008525A1 (en) | 2021-06-24 |
| EP3819186B1 (en) | 2023-09-20 |
| EP3819186A1 (en) | 2021-05-12 |
| ES2966794T3 (en) | 2024-04-24 |
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