JP2009264792A - Measuring method of horizontal pressure - Google Patents
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Abstract
Description
本発明は、鉄道車両の車輪とレール間に作用する横圧を測定する方法に関するものである。 The present invention relates to a method for measuring a lateral pressure acting between a wheel and a rail of a railway vehicle.
新たな車両の製造時や鉄道新線の建設時には、その安全性を確認する必要がある。また、車輪とレール間に作用する力の状態は、その摩擦係数や軌道の状態の変化等により、新車製造時や新線開業時から経時的に変化する。このため、営業線でもその安全性を確認する必要がある。 When manufacturing new vehicles or constructing new railroads, it is necessary to check their safety. Also, the state of the force acting between the wheel and the rail changes over time from the time of manufacturing a new vehicle or the opening of a new line due to changes in the coefficient of friction and the state of the track. For this reason, it is necessary to confirm the safety of the business line.
鉄道車両の走行安全性は、車輪とレール間に作用する水平方向（車軸に沿う方向）の力（横圧）をＱ、車輪とレール間に作用する垂直方向の力（輪重）をＰとした場合、Ｑ／Ｐ（脱線係数）で表される。従って、この脱線係数は横圧Ｑと輪重Ｐを計測することにより求めることができる。 Railroad vehicle travel safety is defined by the horizontal force (lateral pressure) acting between the wheels and the rails as Q, and the vertical force acting between the wheels and the rails (wheel load) as P. In this case, it is expressed by Q / P (derailment coefficient). Therefore, the derailment coefficient can be obtained by measuring the lateral pressure Q and the wheel load P.
従って、前述の安全性を評価するために、車両から輪重や横圧の計測を行っているが、これらの輪重や横圧の計測には、特殊な輪軸（ＰＱ輪軸）が必要で、簡単には計測することができない。
すなわち、ＰＱ輪軸を用いた計測は、車輪に歪みゲージを貼り付けて車輪の変形歪みを計測することで、車輪に作用する輪重や横圧を計測するものである。このため、板部が真っ直ぐなＣ種一体圧延車輪を製造し、その車輪の板部に開けた孔の中に歪みゲージを貼り付け、車輪がレールと接触することで、前記孔が楕円変形したときの変形量を捕らえて車輪に作用する垂直方向の力を計測する。また、車輪に作用する横圧は、横圧によって曲げ変形する車輪の板部の変形量を、車輪の板部に貼り付けた歪みゲージによって捕らえることで計測する。 That is, the measurement using a PQ wheel shaft measures the wheel load and lateral pressure which act on a wheel by sticking a strain gauge to a wheel and measuring the deformation distortion of the wheel. For this reason, a C-type integrated rolling wheel having a straight plate portion is manufactured, a strain gauge is attached in a hole opened in the plate portion of the wheel, and the hole is elliptically deformed by contacting the wheel with the rail. The vertical force acting on the wheel is measured by capturing the amount of deformation at the time. Further, the lateral pressure acting on the wheel is measured by capturing the deformation amount of the plate portion of the wheel that is bent and deformed by the lateral pressure by a strain gauge attached to the plate portion of the wheel.
しかしながら、ＰＱ輪軸を用いた方法は、回転する輪軸から非回転系に信号を取り出す必要があるため、車軸に孔を開けて測定配線を貫通させているので、営業線では、特別な処理を施し強度計算もなされている中ぐり車軸以外では疲労強度を確保できない。 However, in the method using the PQ wheel shaft, since it is necessary to extract a signal from the rotating wheel shaft to the non-rotating system, a hole is made in the axle and the measurement wiring is penetrated. Fatigue strength cannot be secured except for boring axles for which strength calculation is also performed.
また、回転する輪軸から非回転系に信号を取り出すためにスリップリングを用いているが、このスリップリングが摩耗した場合には計測が不可能となる。また、定期的に歪みゲージを校正する必要もある。更に、ＰＱ軸には制動力を加えることができないため、減速度に影響を及ぼすことになる． In addition, a slip ring is used to extract a signal from the rotating wheel shaft to the non-rotating system. However, when the slip ring is worn, measurement is impossible. It is also necessary to calibrate the strain gauge periodically. In addition, the braking force cannot be applied to the PQ axis, which affects the deceleration.
これとは別にＦＭテレメータ方式があるが、この方法では、車軸にセンサーからの信号を無線送信するテレメータ送信部を取り付ける必要があり、送信のための電力供給源が必要となる。 In addition to this, there is an FM telemeter system, but in this method, it is necessary to attach a telemeter transmitter for wirelessly transmitting a signal from the sensor to the axle, and a power supply source for transmission is required.
以上の理由から、ＰＱ輪軸を用いた方法では、営業線で、長期間に亘って車両から軌道の状況変化に関わる安全性を診断することができなかった。このため、営業線でのこれらの力を簡易に測定し、特に軌道の状態を観察し、車両からその安全性を診断することが望まれている。 For the above reasons, with the method using the PQ wheel axle, it has not been possible to diagnose safety related to changes in track conditions from the vehicle over a long period of time on the business line. For this reason, it is desired to easily measure these forces on the business line, in particular to observe the state of the track, and diagnose its safety from the vehicle.
そこで、出願人は、輪軸を回転自在に支持する部材に非接触変位計を配置し、走行中に計測した車輪のリム部または板部の変位量と、予め求めてある車輪のリム部または板部の変位量と横圧との換算値から、横圧を求める方法を提案した（特許文献１）。
この出願人が提案した方法によれば、走行時における車輪に作用する横圧の計測が、営業線で長期間に亘って可能となる。 According to the method proposed by the applicant, it is possible to measure the lateral pressure acting on the wheel during traveling over a long period of time on the business line.
しかしながら、前記変位計で計測する値には、横圧により発生する車輪の左右変位と、車輪測定面の加工精度による変位の両方が含まれている。 However, the value measured by the displacement meter includes both the lateral displacement of the wheel caused by the lateral pressure and the displacement due to the processing accuracy of the wheel measurement surface.
車輪は剛性が高く、横圧により発生する車輪の左右変位量は微小である。一方、車輪測定面の加工精度による変位量は１回転内で車輪の左右変位量と同等程度発生し、この値が車輪１回転毎に前記横圧による変位量に加算される。 The wheel has high rigidity, and the lateral displacement of the wheel caused by the lateral pressure is very small. On the other hand, the amount of displacement due to the processing accuracy of the wheel measurement surface is approximately the same as the amount of lateral displacement of the wheel within one rotation, and this value is added to the displacement due to the lateral pressure every rotation of the wheel.
これら横圧により発生する車輪の左右変位量と、車輪測定面の加工精度による変位量の桁数は、前記のように似ていることから、計測された値を見ただけでは、車輪の左右変位量のみの値を知ることは困難である。 Since the left and right displacements of the wheel caused by these lateral pressures and the number of digits of displacement due to the processing accuracy of the wheel measurement surface are similar to the above, just looking at the measured values, It is difficult to know only the displacement amount.
従って、横圧による車輪の左右変位量が最大のときに、車輪測定面の加工精度による変位量が重なった場合には、この変位が重なったために判断の閾値を超える場合が起こり得る。このような時は、実際には脱線の危険性がなくても、脱線の危険性があると誤った判断をする場合がある。 Accordingly, when the displacement amount due to the processing accuracy of the wheel measurement surface is overlapped when the lateral displacement amount of the wheel due to the lateral pressure is the maximum, the determination threshold may be exceeded due to the overlap. In such a case, even if there is actually no risk of derailment, it may be erroneously determined that there is a risk of derailment.
ちなみに、特許文献１の方法で求めた低速走行区間における曲線走行時の横圧を図３（ａ）に、同じく高速走行区間における曲線走行時の横圧を図３（ｂ）に示すが、車輪の１回転毎に波打った変動幅の大きい値となっていることが分かる。 Incidentally, FIG. 3 (a) shows the lateral pressure at the time of curve traveling in the low speed traveling section obtained by the method of Patent Document 1, and FIG. 3 (b) shows the lateral pressure at the time of curved traveling in the high speed traveling section. It can be seen that the fluctuation width undulated for each rotation of the is a large value.
本発明が解決しようとする問題点は、特許文献１の方法で求めた横圧には、横圧により発生する車輪の左右変位と、車輪測定面の加工精度による変位の両方が加算された値となっており、脱線の危険性の判断を誤る場合が起こり得るという点である。 The problem to be solved by the present invention is a value obtained by adding both the lateral displacement of the wheel caused by the lateral pressure and the displacement due to the processing accuracy of the wheel measurement surface to the lateral pressure obtained by the method of Patent Document 1. In other words, the risk of derailment may be misjudged.
本発明に係る横圧の測定方法は、
横圧により発生する車輪の左右変位と、車輪測定面の加工精度による変位の両方が加算された値に基づいて求められた横圧であっても、より正確な値を求めることで脱線の危険性の判断を誤ることを防止するために、
走行中の鉄道車両の車輪に発生する横圧を測定する方法であって、
走行中に計測した前記車輪の変位量を一定時間分記憶させておき、この記憶させておいた前記変位量のうち、車輪１回転当たりの最新データの平均値から横圧を求めることを最も主要な特徴としている。
The method for measuring lateral pressure according to the present invention includes:
Danger of derailment by obtaining a more accurate value even if the lateral pressure is determined based on the sum of both the lateral displacement of the wheel caused by the lateral pressure and the displacement due to the processing accuracy of the wheel measurement surface. To prevent misjudgment of sex,
A method for measuring the lateral pressure generated on the wheels of a running railway vehicle,
It is most important to store the displacement amount of the wheel measured during traveling for a certain period of time and to obtain the lateral pressure from the average value of the latest data per one rotation of the wheel among the stored displacement amount. Features.
本発明は、走行中に計測した車輪の変位量をそのまま使用して横圧を求めるのではなく、車輪１回転当たりの最新データの平均値から横圧を求めるので、車輪測定面の加工精度による変位に起因する変動が抑制されるという利点がある。 In the present invention, the lateral pressure is not obtained by using the displacement amount of the wheel measured during traveling as it is, but the lateral pressure is obtained from the average value of the latest data per one rotation of the wheel. There is an advantage that fluctuation due to the displacement is suppressed.
従って、横圧による車輪の左右変位が最大のときに、車輪測定面の加工精度による変位が重なった場合にも、判断の閾値を超えるということを効果的に防止でき、脱線の危険性の判断の誤りが減少する。 Therefore, when the lateral displacement of the wheel due to the lateral pressure is maximum, even if the displacement due to the processing accuracy of the wheel measurement surface overlaps, it can be effectively prevented that the judgment threshold is exceeded, and the risk of derailment can be judged. The error is reduced.
以下、本発明の着想から課題解決に至るまでの過程と共に、本発明を実施するための最良の形態を、図１及び図２を用いて説明する。 The best mode for carrying out the present invention will be described below with reference to FIGS. 1 and 2 together with the process from the idea of the present invention to the solution of the problem.
変位計で計測する値には、横圧により発生する車輪の左右変位だけでなく、車輪測定面の加工精度による変位が含まれているが、この車輪測定面の加工精度を向上させることには限度があり、ゼロにすることは不可能である。また、加工精度を向上させるには、加工に要する費用が高額になる。 The value measured by the displacement meter includes not only the lateral displacement of the wheel caused by lateral pressure, but also the displacement due to the processing accuracy of the wheel measurement surface. To improve the processing accuracy of this wheel measurement surface, There is a limit and it is impossible to make it zero. Further, in order to improve the processing accuracy, the cost required for processing becomes high.
そこで、発明者等は、変位計で計測した、車輪の１回転毎に波打っている振動幅の大きい値を平滑化することについて検討した。 Therefore, the inventors examined smoothing a value with a large vibration width that was measured for each rotation of the wheel, measured by a displacement meter.
振動波形を平滑化する方法として、測定値を記憶しておき、最新データから一定個数のデータを抽出して平均し、それを結果とする移動平均処理がある。 As a method of smoothing the vibration waveform, there is a moving average process in which measured values are stored, a certain number of data is extracted from the latest data, averaged, and the result is obtained.
この移動平均処理は、一定のサンプリング周期による一定サンプリング数のデータにて計算を行っているので、例えばサンプリング周期を５ミリ秒、サンプリング数を５００個、車輪径を８６０mmとすると、時速５０kmの高速走行時には車輪５．１回転の平均、時速５kmの低速走行時には車輪約半回転の平均となる。 Since this moving average processing is calculated with data of a constant sampling number with a constant sampling period, for example, if the sampling period is 5 milliseconds, the sampling number is 500, and the wheel diameter is 860 mm, the high speed is 50 km / h. When running, the average of 5.1 rotations of the wheel, and when driving at a low speed of 5 km / h, the average of about half a wheel rotation.
前記図３（ａ）（ｂ）に示した横圧を、低速走行区間では２００ミリ秒分のサンプリング数で、高速走行区間では２秒分のサンプリング数で移動平均処理した結果を図２（ａ）（ｂ）に示す。 3 (a) and 3 (b) are obtained by performing a moving average process on the lateral pressure with a sampling number of 200 milliseconds in the low-speed traveling section and with a sampling number of 2 seconds in the high-speed traveling section. ) (B).
高速走行時に適したサンプリング数で移動平均処理を行った低速走行区間では、少ないデータを平均しているので、図２（ａ）の線図は紙面右に行くにつれて減速しているものの、図３（ａ）の線図と略同じものとなって、平均化の意味がなくなっている。 In a low-speed traveling section in which moving average processing is performed with a sampling number suitable for high-speed traveling, a small amount of data is averaged. Therefore, although the diagram in FIG. It is almost the same as the diagram (a), and the meaning of averaging is lost.
一方、低速走行時に適したサンプリング数で移動平均処理を行った高速走行区間では、多くのデータを平均しているので、図２（ｂ）の線図は、定常的な値は見えているものの、細かい変化（例えば横軸の１０〜１１秒の間）が消えてしまっている。また、曲線の出入口における変動のタイミングも遅くなっている。 On the other hand, since a lot of data is averaged in the high-speed traveling section in which the moving average processing is performed with the sampling number suitable for low-speed traveling, the steady-state value can be seen in the diagram of FIG. Minor changes (for example, between 10 and 11 seconds on the horizontal axis) have disappeared. In addition, the timing of fluctuation at the entrance / exit of the curve is also delayed.
このように、一定のサンプリング周期による一定サンプリング数のデータにて計算を行う移動平均処理の場合、低速走行時或いは高速走行時の何れか一方の平滑化が行えず、鉄道車両の速度変化に対応することができない。 In this way, in the case of moving average processing that calculates with a fixed sampling number of data with a fixed sampling period, either smoothing during low-speed driving or high-speed driving cannot be performed, and it responds to changes in the speed of railway vehicles. Can not do it.
各種フィルター処理を行うとして、フィルター処理のカットオフ周波数を速度に応じて適時変更する方法もあるが、周波数の変更時に値が急激に変化してしまう可能性がある。また、フィルター設定用定数の個数が膨大となり、メモリー容量を圧迫すると共に演算に要する負荷も大きくなる。 Although various filter processes are performed, there is a method of changing the filter process cutoff frequency in a timely manner according to the speed. However, the value may change abruptly when the frequency is changed. In addition, the number of filter setting constants becomes enormous, which reduces the memory capacity and increases the load required for calculation.
そこで、発明者等は、取り出すデータ数を走行速度により変化させることを考えた。すなわち、従来の移動平均処理では時間系のデータとして取り扱って平均化していたものを、距離系のデータとして取り扱って平均化することを考えた。 Therefore, the inventors considered changing the number of data to be extracted depending on the traveling speed. That is, in the conventional moving average processing, what was handled and averaged as time-based data was considered to be handled and averaged as distance-based data.
この際、データ数が多くなりすぎると、低速走行時に適した周期で高速走行区間を移動平均処理した場合のように、平滑化しすぎて変動が隠れてしまうのと共に、演算に要する負荷も大きくなる。 At this time, if the number of data is too large, the moving average process is performed on a high-speed traveling section with a cycle suitable for low-speed traveling, and the fluctuation is hidden due to excessive smoothing, and the load required for the calculation also increases. .
一方、車輪測定面の加工精度による変位は、車輪１回転ごとに同じ変位が繰り返され、鉄道車両の車輪１回転のデータ数は、サンプリング周期を5ミリ秒、車輪径を８６０mmとすると時速７０kmでは約２８個、時速２kmでは約９８０個となって、データ数として多すぎることもなく、また少なすぎることもない。 On the other hand, the displacement due to the processing accuracy of the wheel measurement surface is the same for each rotation of the wheel, and the number of data for one wheel rotation of the railway vehicle is 70 ms per hour when the sampling cycle is 5 milliseconds and the wheel diameter is 860 mm. The number of data is about 28 and about 980 at 2 km / h, so the number of data is neither too much nor too little.
このようなことから、発明者等は、計測した変位値を、最新データから一定時間分メモリーに記憶させておき、このなかから車輪１回転当たりの最新データを取り出し、これらの平均値を結果とする、本発明方法を成立させた。 For this reason, the inventors store the measured displacement value in the memory for a certain period of time from the latest data, take out the latest data per rotation of the wheel from this, and average these values as the result. The method of the present invention was established.
すなわち、本発明の横圧の測定方法は、
走行中の鉄道車両の車輪に発生する横圧を測定する方法であって、
走行中に計測した前記車輪の変位量を一定時間分記憶させておき、この記憶させておいた前記変位量のうち、車輪１回転当たりの最新データの平均値から横圧を求めるものである。
That is, the method for measuring lateral pressure according to the present invention includes:
A method for measuring the lateral pressure generated on the wheels of a running railway vehicle,
The displacement amount of the wheel measured during traveling is stored for a predetermined time, and the lateral pressure is obtained from the average value of the latest data per one rotation of the wheel among the stored displacement amount.
前記図３（ａ）（ｂ）に示した横圧を、この本発明方法により平均化した結果を図１（ａ）（ｂ）に示す。 Results obtained by averaging the lateral pressure shown in FIGS. 3 (a) and 3 (b) by the method of the present invention are shown in FIGS. 1 (a) and 1 (b).
本発明方法により車輪１回転当たりの最新データの平均値から横圧を求めた場合、低速走行区間では、図１（ａ）のように、線図は紙面右に行くにつれて減速しているが、低速時においても車輪の加工精度による変位と思われる値の変動が消えていることが分かる。 When the lateral pressure is obtained from the average value of the latest data per one rotation of the wheel by the method of the present invention, in the low-speed traveling section, as shown in FIG. It can be seen that even at low speeds, fluctuations in values that seem to be displacement due to wheel machining accuracy disappear.
また、本発明方法では、図１（ｂ）に示す高速走行区間でも横圧値の変動が分かる（例えば横軸の１０〜１１秒の間）と共に、車輪の加工精度による変位のみと思われる単調な変動部分（例えば横軸の１６秒以降）では、横圧値の変動は少なくなっていることが分かる。 Further, in the method of the present invention, the fluctuation of the lateral pressure value can be seen even in the high-speed traveling section shown in FIG. It can be seen that the fluctuation of the lateral pressure value is reduced in a large fluctuation portion (for example, after 16 seconds on the horizontal axis).
ところで、前記本発明の横圧の測定方法では、極低速走行時には必要なデータ数が無限大に近づくことになる。従って、記憶データ数を制限しておいたり、走行速度が一定速度、例えば時速２km以下となった場合には、計算を行わないようにしても良い。 By the way, according to the lateral pressure measuring method of the present invention, the number of necessary data approaches extremely infinite when traveling at extremely low speed. Therefore, the calculation may not be performed when the number of stored data is limited or when the traveling speed becomes a constant speed, for example, 2 km / h or less.
このようにすることで、車輪測定面の変位の計測を、高精度の加工精度を要求することなく、演算に要するメモリー容量や負荷を抑えつつ、演算することが可能となる。 By doing so, it is possible to calculate the displacement of the wheel measurement surface while suppressing the memory capacity and load required for the calculation without requiring high-precision machining accuracy.
以上、本発明の実施の形態について説明したが、本発明はこれらの例示に限定されるものではなく、特許請求の範囲に示された技術的思想の範疇において適宜変更可能なことは言うまでもない。 The embodiments of the present invention have been described above, but the present invention is not limited to these exemplifications, and it goes without saying that the embodiments can be appropriately changed within the scope of the technical idea shown in the claims.
例えば、本発明方法で採用する計測値は、特許文献１で開示された方法で計測したものに限らず、どのような方法で計測した値でも良い。 For example, the measurement value employed in the method of the present invention is not limited to that measured by the method disclosed in Patent Document 1, and may be a value measured by any method.
以上の本発明は、鉄道車両の車輪に作用する横圧測定に限らず、他の車両の横圧測定にも適用できる。 The present invention described above can be applied not only to the measurement of the lateral pressure acting on the wheels of the railway vehicle but also to the measurement of the lateral pressure of other vehicles.
Claims (1)
走行中に計測した前記車輪の変位量を一定時間分記憶させておき、この記憶させておいた前記変位量のうち、車輪１回転当たりの最新データの平均値から横圧を求めることを特徴とする横圧の測定方法。 A method for measuring the lateral pressure generated on the wheels of a running railway vehicle,
The displacement amount of the wheel measured during traveling is stored for a predetermined time, and the lateral pressure is obtained from the average value of the latest data per one rotation of the wheel among the stored displacement amount. Measuring method of lateral pressure.
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| JPS4836801A (en) * | 1971-09-07 | 1973-05-31 | ||
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| JP2006088967A (en) * | 2004-09-27 | 2006-04-06 | Sumitomo Metal Ind Ltd | Horizontal pressure measurement method and truck for railway vehicle |
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