EP3819186B1 - Inspektionssystem, inspektionsverfahren und programm - Google Patents

Inspektionssystem, inspektionsverfahren und programm Download PDF

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Publication number
EP3819186B1
EP3819186B1 EP18925081.4A EP18925081A EP3819186B1 EP 3819186 B1 EP3819186 B1 EP 3819186B1 EP 18925081 A EP18925081 A EP 18925081A EP 3819186 B1 EP3819186 B1 EP 3819186B1
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European Patent Office
Prior art keywords
backward
equation
track
physical quantity
value
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EP18925081.4A
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English (en)
French (fr)
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EP3819186C0 (de
EP3819186A1 (de
EP3819186A4 (de
Inventor
Junichi Nakagawa
Yoshiyuki Shimokawa
Daisuke SHINAGAWA
Osamu Goto
Hideki Minami
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Nippon Steel Corp
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Nippon Steel Corp
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Publication of EP3819186C0 publication Critical patent/EP3819186C0/de
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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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • 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

Definitions

  • the present invention relates to an inspection system, an inspection method, and a program, and in particular, is ones to be suitable when used for inspecting a track of a railway vehicle.
  • Patent Literature 1 describes that angular displacements of wheel sets in a yawing direction, state variables derived by a Kalman filter, and a forward-and-backward-direction force are substituted into motion equations that describe yawings of the wheel sets to estimate an alignment irregularity amount.
  • the present invention has been made in consideration of the above problem, and an object thereof is to enable accurate detection of track irregularity of a railway vehicle without using a special measuring apparatus.
  • An inspection system of the present invention includes: a data acquisition means configured to acquire measured data being time-series data of measured values to be measured by causing a railway vehicle including a vehicle body, a bogie, and a wheel set to travel on a track; a first track state calculation means configured to calculate an estimated value of a first physical quantity; a correction amount calculation means configured to calculate a correction amount for the estimated value of the first physical quantity based on the estimated value of the first physical quantity calculated by the first track state calculation means and an actual value of the first physical quantity; a second track state calculation means configured to calculate an estimated value of the first physical quantity after the correction amount is calculated; and a track state correction means configured to correct the estimated value of the first physical quantity calculated by the second track state calculation means by using the correction amount, in which the measured data contain a measured value of a forward-and-backward-direction force, the forward-and-backward-direction force is a force in a forward and backward direction to occur in a member disposed between the wheel set and the bogie on which
  • An inspection method of the present invention carried out by an inspection system, includes: a data acquisition step of acquiring measured data being time-series data of measured values to be measured by causing a railway vehicle including a vehicle body, a bogie, and a wheel set to travel on a track; a first track state calculation step of calculating an estimated value of a first physical quantity; a correction amount calculation step of calculating a correction amount for the estimated value of the first physical quantity based on the estimated value of the first physical quantity calculated by the first track state calculation step and an actual value of the first physical quantity; a second track state calculation step of calculating an estimated value of the first physical quantity after the correction amount is calculated; and a track state correction step of correcting the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction amount, in which the measured data contain a measured value of a forward-and-backward-direction force, the forward-and-backward-direction force is a force in a forward and backward direction to occur in a member disposed between the wheel
  • a computer program of the present invention comprising instructions which, when the program is executed by a computer, cause the computer to execute steps including: a data acquisition step of acquiring measured data being time-series data of measured values to be measured by causing a railway vehicle including a vehicle body, a bogie, and a wheel set to travel on a track; a first track state calculation step of calculating an estimated value of a first physical quantity; a correction amount calculation step of calculating a correction amount for the estimated value of the first physical quantity based on the estimated value of the first physical quantity calculated by the first track state calculation step and an actual value of the first physical quantity; a second track state calculation step of calculating an estimated value of the first physical quantity after the correction amount is calculated; and a track state correction step of correcting the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction amount, in which the measured data contain a measured value of a forward-and-backward-direction force, the forward-and-backward-direction force is a force in a forward and
  • Fig. 1 is a view illustrating one example of an outline of a railway vehicle.
  • the railway vehicle is set to proceed in the positive direction of the x axis (the x axis is an axis along a traveling direction of the railway vehicle).
  • the z axis is set to a direction perpendicular to a track 16 (the ground) (a height direction of the railway vehicle).
  • the y axis is set to a horizontal direction perpendicular to the traveling direction of the railway vehicle (a direction perpendicular to both the traveling direction and the height direction of the railway vehicle).
  • the railway vehicle is set to a commercial vehicle.
  • the mark of ⁇ added inside O indicates the direction from the far side of the sheet toward the near side
  • the mark of ⁇ added inside ⁇ indicates the direction from the near side of the sheet toward the far side.
  • the railway vehicle includes a vehicle body 11, bogies 12a, 12b, and wheel sets 13a to 13d.
  • the railway vehicle including the single vehicle body 11 provided with the two bogies 12a, 12b and four sets of the wheel sets 13a to 13d will be explained as an example.
  • the wheel sets 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided on both ends of the axles 15a to 15d respectively.
  • the case of the bogies 12a, 12b each being a bolsterless bogie will be explained as an example. Incidentally, in Fig.
  • the railway vehicle includes components other than the components illustrated in Fig. 1 (components and so on to be explained in later-described motion equations), but for convenience of illustration, illustrations of these components are omitted in Fig. 1 .
  • the bogies 12a, 12b have bogie frames, bolster springs, and so on.
  • an axle box is disposed on the both sides of each of the wheel sets 13a to 13d in the direction along the y axis.
  • the axle box suspension is a device (suspension) to be disposed between the axle box and the bogie frame.
  • the axle box suspension absorbs vibration to be conveyed to the railway vehicle from the track 16.
  • the axle box suspension supports the axle box in a state where the position of the axle box relative to the bogie frame is restricted, so as to prevent the axle box from moving in a direction along the x axis and a direction along the y axis relative to the bogie frame (so as to prevent these movements from occurring preferably).
  • the axle box suspension is disposed on the both sides of each of the wheel sets 13a to 13d in the direction along the y axis.
  • the railway vehicle itself can be fabricated by a well-known technique, and thus its detailed explanation is omitted here.
  • Fig. 2 is a view conceptually illustrating directions of the main motions of the components (the wheel sets 13a to 13d, the bogies 12a, 12b, and the vehicle body 11) of the railway vehicle.
  • the x axis, the y axis, and the z axis illustrated in Fig. 2 correspond to the x axis, the y axis, and the z axis illustrated in Fig. 1 respectively.
  • the wheel sets 13a to 13d, the bogies 12a, 12b, and the vehicle body 11 perform pivoting motion about the x axis as a pivot axis, pivoting motion about the z axis as a pivot axis, and motion in the direction along the y axis.
  • the pivoting motion about the x axis as a pivot axis is referred to as rolling as necessary
  • the pivoting direction about the x axis as a pivot axis is referred to as a rolling direction as necessary
  • the direction along the x axis is referred to as the forward and backward direction as necessary.
  • the forward and backward direction is the traveling direction of the railway vehicle.
  • the direction along the x axis is the traveling direction of the railway vehicle.
  • the pivoting motion about the z axis as a pivot axis is referred to as yawing as necessary
  • the pivoting direction about the z axis as a pivot axis is referred to as a yawing direction as necessary
  • the direction along the z axis is referred to as the up and down direction as necessary.
  • the up and down direction is a direction perpendicular to the track 16.
  • the motion in the direction along the y axis is referred to as a transversal vibration as necessary, and the direction along the y axis is referred to as the right and left direction as necessary.
  • the right and left direction is a direction perpendicular to both the forward and backward direction (the traveling direction of the railway vehicle) and the up and down direction (the direction perpendicular to the track 16).
  • the railway vehicle performs motions other than these, but in each of the embodiments, these motions are not considered in order to simplify the explanation. However, these motions may be considered.
  • the present inventors devised a method of calculating, as one example of a first physical quantity reflecting track irregularity (appearance failure of the track 16), an alignment irregularity amount by using a measured value of force in the forward and backward direction to occur in a member disposed between the wheel sets 13a to 13b (13c to 13d) and the bogie 12a (12b) on which these wheel sets 13a to 13b (13c to 13d) are provided.
  • the force in the forward and backward direction to occur in the member is referred to as a forward-and-backward-direction force as necessary.
  • the alignment irregularity amount is calculated by using an equation representing the relation between the alignment irregularity amount and the forward-and-backward-direction force, which is an equation based on a motion equation describing motion when the railway vehicle travels on a linear track.
  • the track 16 includes a linear portion and a curved portion.
  • the linear portion of the track 16 is referred to as a linear track as necessary and the curved portion of the track 16 is referred to as a curved track as necessary.
  • a state equation is constituted by using a motion equation that describes motion of the railway vehicle traveling on the curved track in the case of performing filtering with a filter (Kalman filter) performing later-described data assimilation
  • state variables may diverge. Therefore, the state equation in the case of performing filtering with the filter (Kalman filter) to perform data assimilation is constituted by using a motion equation that describes motion of the railway vehicle traveling on the linear track.
  • the motion equation describing the motion of the railway vehicle traveling on the curved track includes a term containing a curvature radius of the rail. Therefore, when the state variables are derived using the filter (Kalman filter) that performs data assimilation constituted by using the motion equation that describes the motion of the railway vehicle traveling on the linear track when the railway vehicle is traveling on the curved track, there is a risk that it becomes impossible to derive the state variables with high accuracy.
  • the present inventors focused attention on the fact that the measured value of the forward-and-backward-direction force when the railway vehicle travels on the curved track has a certain bias relative to that when traveling on the linear track.
  • the present inventors thought that by reducing a low-frequency component (behavior of the aforementioned bias) from time-series data of the measured value of the forward-and-backward-direction force, the low-frequency component due to the railway vehicle traveling on the curved track can be reduced from an estimated value of the state variable even where the filter (Kalman filter) performing the later-described data assimilation is constituted by using an equation based on the motion equation that describes the motion of the railway vehicle when traveling on the linear track.
  • the present inventors devised calculating the alignment irregularity amount by giving the time-series data of the value of the forward-and-backward-direction force from which the low-frequency component has been reduced to an equation representing the relation between the alignment irregularity amount and the forward-and-backward-direction force, which is an equation based on the motion equation describing the motion of the railway vehicle when traveling on the linear track.
  • the alignment irregularity amount is calculated as above, thereby making it possible to calculate the alignment irregularity amount in the curved track regardless of using the equation based on the motion equation describing the motion of the railway vehicle when traveling on the linear track.
  • the calculating equation of the alignment irregularity amount results in the same calculating equation even on the curved track or the linear track.
  • the present inventors found out that depending on at least any of a traveling state of the railway vehicle and an installation state of the track 16, the calculation accuracy of the alignment irregularity amount may decrease because the disturbance not considered in the motion equations describing the motions of the railway vehicle affects the measured value of the forward-and-backward-direction force.
  • Examples of such a traveling state of the railway vehicle where the disturbance is likely to occur include a state where the railway vehicle is traveling at low speed, a state where the railway vehicle is decelerating rapidly, a state where the railway vehicle is accelerating rapidly, a state where the railway vehicle is traveling in contact with flanges, and a state where the railway vehicle is traveling on a seam of the rail.
  • examples of such an installation state of the track 16 where the disturbance is likely to occur include a state where the rail has a sharp curve (state where the rail has a large curvature), a state where the track 16 is installed at a place of a specific structure, a state where the rail has a seam, and a state where the track 16 is a ballastless track.
  • Examples of the specific structure include station platforms, bridges, tunnels, turnouts, railroad crossings, and guardrails.
  • Such a disturbance is represented by the difference between an estimated value and an actual measured value of the alignment irregularity amount.
  • measured data do not vary significantly due to characteristics inherent in the railway vehicle. Examples of the characteristics inherent in the railway vehicle include individual differences in the vehicle body 11, individual differences in the bogies 12a, 12b, individual differences in the wheel sets 13a to 13d, and individual differences in strain gauges that measure the forward-and-backward-direction force. Further, connection states of these are cited as the characteristics inherent in the railway vehicle. Further, in the case of the same railway vehicle, a traveling velocity at each position of the track 16 does not vary significantly.
  • the present inventors found out that the previously-described difference between the estimated value and the actual measured value of the alignment irregularity amount does not vary significantly depending on the traveling date and time of the railway vehicle in the case where the same railway vehicle is traveling on the same position.
  • the previously-described difference between the estimated value and the actual measured value of the alignment irregularity amount is derived beforehand as a correction amount for the estimated value of the alignment irregularity amount at each position of the track 16 on which the railway vehicle travels. Thereafter, the railway vehicle is made to travel on the track 16, to thereby obtain the estimated value of the alignment irregularity amount again at each position of the track 16.
  • the estimated value of the alignment irregularity amount obtained as above is corrected by the correction amount at the position of the track 16 where the estimated value has been obtained. In this manner, the alignment irregularity amount at each position of the track 16 is obtained.
  • the alignment irregularity amount after correction is set as a final alignment irregularity amount.
  • the motion equation that describes the motion when the railway vehicle travels on the linear track.
  • the degree of freedom is not limited to 21 degrees of freedom.
  • the degree of freedom increases, calculation accuracy improves, but a calculation load becomes high. Further, there is a risk that a later-described Kalman filter no longer operates stably. It is possible to appropriately determine the degree of freedom considering these points.
  • the following motion equations can be achieved by representing actions in the respective directions (the right and left direction, the yawing direction, and the rolling direction) of the respective components (the vehicle body 11, the bogies 12a, 12b, and the wheel sets 13a to 13d) based on the descriptions of Patent Literature 1, for example. Thus, outlines of these motion equations will be explained here, and their detailed explanations are omitted.
  • each of the following equations is an equation expressing the railway vehicle traveling on the linear track.
  • the equation expressing the railway vehicle traveling on the linear track can be obtained by setting the curvature radius of the track 16 (rail) to be infinite (the curvature to 0 (zero)) in the equation expressing the railway vehicle traveling on the curved track.
  • each subscript w indicates the wheel sets 13a to 13d. Variables to which (only) the subscript w is added indicate that they are common to the wheel sets 13a to 13d. Subscripts w1, w2, w3, and w4 indicate the wheel sets 13a, 13b, 13c, and 13d respectively.
  • Subscripts t, T indicate the bogies 12a, 12b. Variables to which (only) the subscripts t, T are added indicate that they are common to the bogies 12a, 12b. Subscripts t1, t2 indicate the bogies 12a, 12b respectively.
  • Subscripts b, B indicate the vehicle body 11.
  • a subscript x indicates the forward and backward direction or the rolling direction
  • a subscript y indicates the right and left direction
  • a subscript z indicates the up and down direction or the yawing direction.
  • m w is the mass of the wheel sets 13a to 13d.
  • y w1 ⁇ ⁇ is acceleration of the wheel set 13a in the right and left direction (in the equation, ⁇ ⁇ is added above y w1 (the same is true of the other variables below)).
  • f 2 is a lateral creep coefficient (incidentally, the lateral creep coefficient f 2 may be given for each of the wheel sets 13a to 13d).
  • v is a traveling velocity of the railway vehicle.
  • y w1 ⁇ is a velocity of the wheel set 13a in the right and left direction (in the equation, ⁇ is added above y w1 (the same is true of the other variables below)).
  • C wy is a damping constant of the axle box suspension coupling the axle box and the wheel set in the right and left direction.
  • y t1 ⁇ is a velocity of the bogie 12a in the right and left direction.
  • a represents 1/2 of each distance between the wheel sets 13a and 13b and between the wheel sets 13c and 13d in the forward and backward direction, which are provided on the bogies 12a, 12b (the distance between the wheel sets 13a and 13b and the distance between the wheel sets 13c and 13d, which are provided on the bogies 12a, 12b, each become 2a).
  • ⁇ t1 ⁇ is an angular velocity of the bogie 12a in the yawing direction.
  • h 1 is a distance between the middle of the axle and the center of gravity of the bogie 12a in the up and down direction.
  • ⁇ t1 ⁇ is an angular velocity of the bogie 12a in the rolling direction.
  • ⁇ w1 is a pivot amount (angular displacement) of the wheel set 13a in the yawing direction.
  • K wy is a spring constant of the axle box suspension in the right and left direction.
  • y w1 is a displacement of the wheel set 13a in the right and left direction.
  • y t1 is a displacement of the bogie 12a in the right and left direction.
  • ⁇ t1 is a pivot amount (angular displacement) of the bogie 12a in the yawing direction.
  • ⁇ t1 is a pivot amount (angular displacement) of the bogie 12a in the rolling direction.
  • respective variables in (2) Equation to (4) Equation are represented by being replaced with the variables in (1) Equation according to the meanings of the aforementioned subscripts.
  • I wz is a moment of inertia of the wheel sets 13a to 13d in the yawing direction.
  • ⁇ w1 ⁇ ⁇ is angular acceleration of the wheel set 13a in the yawing direction.
  • f 1 is a longitudinal creep coefficient.
  • b is a distance in the right and left direction between contacts between the two wheels, which are attached to each of the wheel sets 13a to 13d, and the track 16 (rail).
  • ⁇ w1 ⁇ is an angular velocity of the wheel set 13a in the yawing direction.
  • C wx is a damping constant of the axle box suspension in the forward and backward direction.
  • b 1 represents the length of 1/2 of the interval between the axle box suspensions in the right and left direction (the interval of the two axle box suspensions, which are provided on the right and left sides of the single wheel set, in the right and left direction becomes 2b 1 ).
  • ⁇ is a tread slope.
  • r is a radius of the wheels 14a to 14d.
  • y R1 is an alignment irregularity amount at the position of the wheel set 13a.
  • s a is an offset from the middle of the axles 15a to 15d to an axle box suspension spring in the forward and backward direction.
  • y t1 is a displacement of the bogie 12a in the right and left direction.
  • K wx is a spring constant of the axle box suspension in the forward and backward direction.
  • the alignment irregularity is a lateral displacement of a rail in a longitudinal direction as described in Japan Industrial Standard (JIS E 1001: 2001).
  • the alignment irregularity amount is an amount of the displacement.
  • Fig. 3A and Fig. 3B each illustrate one example of the alignment irregularity amount y R1 at the position of the wheel set 13a.
  • Fig. 3A the case of the track 16 being the linear track will be explained as an example.
  • Fig. 3B the case of the track 16 being the curved track will be explained as an example.
  • 16a denotes a rail
  • 16b denotes a crosstie.
  • the alignment irregularity amount y R1 at the position of the wheel set 13a is a distance in the right and left direction between the contact position between the wheel 14a of the wheel set 13a and the rail 16a and the position of the rail 16a in the case where this position is assumed as a regular state.
  • the position of the wheel set 13a is the contact position between the wheel 14a of the wheel set 13a and the rail 16a.
  • the alignment irregularity amounts y R2 , y R3 , and y R4 at the positions of the wheel sets 13b, 13c, and 13d are also defined in the same manner as the alignment irregularity amount y R1 at the position of the wheel set 13a.
  • m T is the mass of the bogies 12a, 12b.
  • y t1 ⁇ ⁇ is acceleration of the bogie 12a in the right and left direction.
  • c' 2 is a damping constant of a lateral movement damper.
  • h 4 is a distance between the center of gravity of the bogie 12a and the lateral movement damper in the up and down direction.
  • y b ⁇ is a velocity of the vehicle body 11 in the right and left direction.
  • L represents 1/2 of the interval between the center of the bogie 12a and the center of the bogie 12b in the forward and backward direction (the interval between the center of the bogie 12a and the center of the bogie 12b in the forward and backward direction becomes 2L).
  • ⁇ b ⁇ is an angular velocity of the vehicle body 11 in the yawing direction.
  • h 5 is a distance between the lateral movement damper and the center of gravity of the vehicle body 11 in the up and down direction.
  • ⁇ b ⁇ is an angular velocity of the vehicle body 11 in the rolling direction.
  • y w2 ⁇ is a velocity of the wheel set 13b in the right and left direction.
  • k' 2 is a spring constant of the air spring (bolster spring) in the right and left direction.
  • h 2 is a distance between the center of gravity of each of the bogies 12a, 12b and the center of the air spring (bolster spring) in the up and down direction.
  • y b is a displacement of the vehicle body 11 in the right and left direction.
  • ⁇ b is a pivot amount (angular displacement) of the vehicle body 11 in the yawing direction.
  • h 3 is a distance between the center of the air spring (bolster spring) and the center of gravity of the vehicle body 11 in the up and down direction.
  • ⁇ b is a pivot amount (angular displacement) of the vehicle body 11 in the rolling direction.
  • respective variables in (10) Equation are represented by being replaced with the variables in (9) Equation according to the meanings of the aforementioned subscripts.
  • I Tz is a moment of inertia of the bogies 12a, 12b in the yawing direction.
  • ⁇ t1 ⁇ ⁇ is angular acceleration of the bogie 12a in the yawing direction.
  • ⁇ w2 ⁇ is an angular velocity of the wheel set 13b in the yawing direction.
  • ⁇ w2 is a pivot amount (angular displacement) of the wheel set 13b in the yawing direction.
  • y w2 is a displacement of the wheel set 13b in the right and left direction.
  • k' 0 is stiffness of a rubber bush of the yaw damper.
  • b' 0 represents 1/2 of the interval between the two yaw dampers, which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction (the interval between the two yaw dampers, which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction becomes 2b' 0 ).
  • ⁇ y1 is a pivot amount (angular displacement) of the yaw damper disposed on the bogie 12a in the yawing direction.
  • k" 2 is a spring constant of the air spring (bolster spring) in the right and left direction.
  • b 2 represents 1/2 of the interval between the two air springs (bolster springs), which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction (the interval between the two air springs (bolster springs), which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction becomes 2b 2 ).
  • respective variables in (12) Equation are represented by being replaced with the variables in (11) Equation according to the meanings of the aforementioned subscripts.
  • I Tx is a moment of inertia of the bogies 12a, 12b in the rolling direction.
  • ⁇ t1 ⁇ ⁇ is angular acceleration of the bogie 12a in the rolling direction.
  • c 1 is a damping constant of an axle damper in the up and down direction.
  • b' 1 represents 1/2 of the interval between the two axle dampers, which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction (the interval between the two axle dampers, which are disposed on the right and left sides of each of the bogies 12a, 12b, in the right and left direction becomes 2b' 1 ).
  • c 2 is a damping constant of the air spring (bolster spring) in the up and down direction.
  • ⁇ a1 ⁇ is an angular velocity of the air spring (bolster spring) disposed on the bogie 12a in the rolling direction.
  • k 1 is a spring constant of an axle spring in the up and down direction.
  • ⁇ is a value obtained by dividing the volume of the air spring (bolster spring) main body by the volume of an auxiliary air chamber.
  • k 2 is a spring constant of the air spring (bolster spring) in the up and down direction.
  • ⁇ a1 is a pivot amount (angular displacement) of the air spring (bolster spring) disposed on the bogie 12a in the rolling direction.
  • k 3 is equivalent stiffness by a change in effective pressure receiving area of the air spring (bolster spring).
  • ⁇ a2 is a pivot amount (angular displacement) of the air spring (bolster spring) disposed on the bogie 12b in the rolling direction.
  • m B is the mass of the bogies 12a, 12b.
  • y b ⁇ ⁇ is acceleration of the vehicle body 11 in the right and left direction.
  • y t2 ⁇ is a velocity of the bogie 12b in the right and left direction.
  • ⁇ t2 ⁇ is an angular velocity of the bogie 12b in the rolling direction.
  • y t2 is a displacement of the bogie 12b in the right and left direction.
  • ⁇ t2 is a pivot amount (angular displacement) of the bogie 12b in the rolling direction.
  • I Bz is a moment of inertia of the vehicle body 11 in the yawing direction.
  • ⁇ b ⁇ ⁇ is angular acceleration of the vehicle body 11 in the yawing direction.
  • c 0 is a damping constant of the yaw damper in the forward and backward direction.
  • ⁇ y1 ⁇ is an angular velocity of the yaw damper disposed on the bogie 12a in the yawing direction.
  • ⁇ y2 ⁇ is an angular velocity of the yaw damper disposed on the bogie 12b in the yawing direction.
  • ⁇ t2 is a pivot amount (angular displacement) of the bogie 12b in the yawing direction.
  • I Bx is a moment of inertia of the vehicle body 11 in the rolling direction.
  • ⁇ b ⁇ ⁇ is angular acceleration of the vehicle body 11 in the rolling direction.
  • ⁇ y2 is a pivot amount (angular displacement) of the yaw damper disposed on the bogie 12b in the yawing direction.
  • ⁇ a2 ⁇ is an angular velocity of the air spring (bolster spring) disposed on the bogie 12b in the rolling direction.
  • In-phase components of the longitudinal creep force in one wheel of right and left wheels in one wheel set and the longitudinal creep force in the other wheel are components corresponding to a braking force and a driving force. Accordingly, the forward-and-backward-direction force is preferably determined so as to correspond to an opposite-phase component of the longitudinal creep force.
  • the opposite-phase component of the longitudinal creep force is a component to be opposite in phase to each other between the longitudinal creep force in one wheel of the right and left wheels in one wheel set and the longitudinal creep force in the other wheel. That is, the opposite-phase component of the longitudinal creep force is a component, of the longitudinal creep force, in the direction in which the axle is twisted.
  • the forward-and-backward-direction force becomes a component opposite in phase to each other out of forward-and-backward-direction components of forces to occur in the aforementioned two members attached to both the right and left sides of one wheel set.
  • the axle box suspension being a mono-link type axle box suspension
  • the axle box suspension includes a link
  • the axle box and the bogie frame are coupled by the link.
  • a rubber bush is attached to both ends of the link.
  • the forward-and-backward-direction force becomes, out of forward-and-backward-direction components of loads that two links, which are attached to right and left ends of one wheel set one by one, receive, the component to be opposite in phase to each other.
  • the link mainly receives, out of loads in the forward and backward direction, the right and left direction, and the up and down direction, the load in the forward and backward direction. Accordingly, one strain gauge only needs to be attached to each link, for example.
  • the forward-and-backward-direction component of the load that this link receives is derived, to thereby obtain a measured value of the forward-and-backward-direction force.
  • a forward-and-backward-direction displacement of the rubber bush attached to the link may be measured by a displacement meter.
  • the product of a measured displacement and a spring constant of this rubber bush is set as the measured value of the forward-and-backward-direction force.
  • the axle box suspension being the mono-link type axle box suspension
  • the previously-described member for supporting the axle box becomes the link or the rubber bush.
  • the load measured by the strain gauge attached to the link not only the component in the forward and backward direction, but also at least one component of a component in the right and left direction and a component in the up and down direction is sometimes contained.
  • the load of the component in the right and left direction and the load of the component in the up and down direction that the link receives are sufficiently smaller than the load of the component in the forward and backward direction. Accordingly, only attaching one strain gauge to each link makes it possible to obtain a measured value of the forward-and-backward-direction force, which has accuracy to be required practically.
  • the components other than the component in the forward and backward direction are sometimes included in the measured value of the forward-and-backward-direction force.
  • three or more strain gauges may be attached to each link so as to cancel the strains in the up and down direction and the right and left direction. This makes it possible to improve the accuracy of the measured value of the forward-and-backward-direction force.
  • the axle box suspension being an axle beam type axle box suspension
  • the axle box suspension includes an axle beam
  • the axle box and the bogie frame are coupled by the axle beam.
  • the axle beam may be formed integrally with the axle box.
  • a rubber bush is attached to a bogie frame-side end of the axle beam.
  • the forward-and-backward-direction force becomes, out of forward-and-backward-direction components of loads that two axle beams, which are attached to right and left ends of one wheel set one by one, receive, the component to be opposite in phase to each other.
  • the axle beam is likely to receive, out of loads in the forward and backward direction, the right and left direction, and the up and down direction, the load in the right and left direction, in addition to the load in the forward and backward direction.
  • two or more strain gauges are attached to each axle beam so as to cancel the strain in the right and left direction, for example.
  • the forward-and-backward-direction component of the load that the axle beam receives is derived, to thereby obtain a measured value of the forward-and-backward-direction force.
  • a forward-and-backward-direction displacement of the rubber bush attached to the axle beam may be measured by a displacement meter.
  • the product of a measured displacement and a spring constant of this rubber bush is set as the measured value of the forward-and-backward-direction force.
  • the axle box suspension being the axle beam type axle box suspension
  • the previously-described member for supporting the axle box becomes the axle beam or the rubber bush.
  • the load measured by the strain gauge attached to the axle beam not only the components in the forward and backward direction and the right and left direction, but also the component in the up and down direction is sometimes included.
  • the load of the component in the up and down direction that the axle beam receives is sufficiently smaller than the load of the component in the forward and backward direction and the load of the component in the right and left direction. Accordingly, unless the strain gauge is attached so as to cancel the load of the component in the up and down direction that the axle beam receives, a measured value of the forward-and-backward-direction force, which has accuracy to be required practically, can be obtained.
  • the components other than the component in the forward and backward direction are sometimes included in the measured forward-and-backward-direction force, and three or more strain gauges may be attached to each axle beam so as to cancel the strain in the up and down direction as well as the strain in the right and left direction. This makes it possible to improve the accuracy of the measured value of the forward-and-backward-direction force.
  • the axle box suspension being a leaf spring type axle box suspension
  • the axle box suspension includes a leaf spring
  • the axle box and the bogie frame are coupled by the leaf spring.
  • a rubber bush is attached to ends of the leaf spring.
  • the forward-and-backward-direction force becomes, out of forward-and-backward-direction components of loads that two leaf springs, which are attached to right and left ends of one wheel set one by one, receive, the component to be opposite in phase to each other.
  • the leaf spring is likely to receive, out of loads in the forward and backward direction, the right and left direction, and the up and down direction, the load in the right and left direction and the load in the up and down direction, in addition to the load in the forward and backward direction.
  • three or more strain gauges are attached to each leaf spring so as to cancel the strains in the right and left direction and the up and down direction, for example.
  • the forward-and-backward-direction component of the load that the leaf spring receives is derived, to thereby obtain a measured value of the forward-and-backward-direction force.
  • a forward-and-backward-direction displacement of the rubber bush attached to the leaf spring may be measured by a displacement meter.
  • the product of a measured displacement and a spring constant of this rubber bush is set as the measured value of the forward-and-backward-direction force.
  • the axle box suspension being the leaf spring type axle box suspension
  • the previously-described member for supporting the axle box becomes the leaf spring or the rubber bush.
  • the forward-and-backward-direction force has been explained here by taking the case of the system of the axle box suspension being a mono-link type, an axle beam type, and a leaf spring type as an example.
  • the system of the axle box suspension is not limited to the mono-link type, the axle beam type, and the leaf spring type.
  • the forward-and-backward-direction force can be determined in the same manner as in the mono-link type, the axle beam type, and the leaf spring type.
  • the railway vehicle illustrated in Fig. 1 has the four wheel sets 13a to 13d. Accordingly, it is possible to obtain measured values of four forward-and-backward-direction forces T 1 to T 4 .
  • Fig. 4 is a diagram illustrating one example of a functional configuration of an inspection apparatus 400.
  • Fig. 5 is a diagram illustrating one example of a hardware configuration of the inspection apparatus 400.
  • Fig. 6 is a flowchart illustrating one example of first preprocessing in the inspection apparatus 400.
  • the first preprocessing is processing for setting state equations and observation equations used in second preprocessing and main processing.
  • Fig. 7 is a flowchart illustrating one example of the second preprocessing in the inspection apparatus 400.
  • the second preprocessing is processing to derive a correction amount for an estimated value of the previously-described alignment irregularity amount after the first preprocessing is finished.
  • Fig. 8 is a flowchart illustrating one example of the main processing in the inspection apparatus 400.
  • the main processing is processing to derive an estimated value of a final alignment irregularity amount after the first preprocessing and the second preprocessing are finished.
  • the inspection apparatus 400 is mounted on the railway vehicle.
  • the railway vehicle is set the same as the railway vehicle with the inspection apparatus 400 mounted thereon.
  • 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 first frequency adjustment unit 404, a filter operation unit 405, a second frequency adjustment unit 406, a first track state calculation unit 407, an actual value acquisition unit 408, a correction amount calculation unit 409, a correction amount storage unit 410, a second track state calculation unit 411, a track state correction unit 412, and an output unit 413.
  • the inspection apparatus 400 includes a CPU 501, a main memory 502, an auxiliary memory 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 CPU 501 overall controls the entire inspection apparatus 400.
  • the CPU 501 uses the main memory 502 as a work area to execute a program stored in the auxiliary memory 503.
  • the main memory 502 stores data temporarily.
  • the auxiliary memory 503 stores various data, in addition to programs to be executed by the CPU 501.
  • the auxiliary memory 503 stores state equations, observation equations, and correction amounts (a first correction amount, a second correction amount) to be described later.
  • the state equation storage unit 401, the observation equation storage unit 402, and the correction amount storage unit 410 are fabricated by using the CPU 501 and the auxiliary memory 503, for example.
  • the communication circuit 504 is a circuit intended for performing communication with the outside of the inspection apparatus 400.
  • the communication circuit 504 receives information of the measured value of the forward-and-backward-direction force and pieces of information of measured values of accelerations of the vehicle body 11, the bogies 12a, 12b, and the wheel sets 13a to 13d in the right and left direction, for example.
  • the communication circuit 504 may perform radio communication or wire communication with the outside of the inspection apparatus 400.
  • the communication circuit 504 is connected to an antenna provided on the railway vehicle in the case of performing radio communication.
  • the signal processing circuit 505 performs various pieces of signal processing on signals received in the communication circuit 504 and signals input according to the control by the CPU 501.
  • the data acquisition unit 403 and the actual value acquisition unit 408 are fabricated by using the CPU 501, the communication circuit 504, and the signal processing circuit 505, for example.
  • the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, the first track state calculation unit 407, the correction amount calculation unit 409, the second track state calculation unit 411, and the track state correction unit 412 are fabricated by using the CPU 501 and the signal processing circuit 505, for example.
  • the image processing circuit 506 performs various pieces of image processing on signals input according to the control by the CPU 501.
  • the signal that has been subjected to the image processing is output on the display 509.
  • the user interface 508 is a part through which an operator gives an instruction to the inspection apparatus 400.
  • the user interface 508 includes buttons, switches, dials, and so on, for example. Further, the user interface 508 may include a graphical user interface using the display 509.
  • the display 509 displays an image based on a signal output from the image processing circuit 506.
  • the I/F circuit 507 exchanges data with a device connected to the I/F circuit 507.
  • the user interface 508 and the display 509 are illustrated.
  • the device to be connected to the I/F circuit 507 is not limited to these.
  • a portable storage medium may be connected to the I/F circuit 507.
  • at least a part of the user interface 508 and the display 509 may be provided outside the inspection apparatus 400.
  • the output unit 413 is fabricated by using the communication circuit 504, the signal processing circuit 505, and at least any one of the image processing circuit 506, the I/F circuit 507, and the display 509, for example.
  • the CPU 501, the main memory 502, the auxiliary memory 503, the signal processing circuit 505, the image processing circuit 506, and the I/F circuit 507 are connected to the bus 510. Communication among these components is performed via the bus 510. Further, the hardware of the inspection apparatus 400 is not limited to the one illustrated in Fig. 5 as long as it can perform later-described functions of the inspection apparatus 400.
  • the state equation storage unit 401 stores state equations.
  • the case of using the state equations described in Patent Literature 1 will be explained as an example.
  • the motion equations that describe the yawings of the wheel sets 13a to 13d of (5) Equation to (8) Equation are not included in the state equation, and the state equation is constituted as follows.
  • the forward-and-backward-direction forces T 1 to T 4 of the wheel sets 13a to 13d are expressed by (22) Equation to (25) Equation below.
  • the forward-and-backward-direction forces T 1 to T 4 are determined according to the differences between the angular displacements ⁇ w1 to ⁇ w4 of the wheel sets in the yawing direction and the angular displacements ⁇ t1 to ⁇ t2 of the bogies on which these wheel sets are provided in the yawing direction.
  • T 1 C wx b 1 2 ⁇ ⁇ t 1 ⁇ ⁇ ⁇ w 1 + K wx b 1 2 ⁇ t 1 ⁇ ⁇ w 1
  • T 2 C wx b 1 2 ⁇ ⁇ t 1 ⁇ ⁇ ⁇ w 2 + K wx b 1 2 ⁇ t 1 ⁇ ⁇ w 2
  • T 3 C wx b 1 2 ⁇ ⁇ t 2 ⁇ ⁇ ⁇ w 3 + K wx b 1 2 ⁇ t 2 ⁇ w 3
  • T 4 C wx b 1 2 ⁇ ⁇ t 2 ⁇ ⁇ ⁇ w 4 + K wx b 1 2 ⁇ t 2 ⁇ ⁇ w 4
  • Transformation variables e 1 to e 4 are defined as in (26) Equation to (29) Equation below. As above, the transformation variables e 1 to e 4 are defined by the differences between the angular displacements ⁇ t1 to ⁇ t2 of the bogies in the yawing direction and the angular displacements ⁇ w1 to ⁇ w4 of the wheel sets in the yawing direction. The transformation variables e 1 to e 4 are variables for performing mutual transformation between the angular displacements ⁇ t1 to ⁇ t2 of the bogies in the yawing direction and the angular displacements ⁇ w1 to ⁇ w4 of the wheel sets in the yawing direction.
  • Equation to (33) Equation below are obtained.
  • Equation to (33) Equation are substituted into the motion equations that describe the transversal vibrations of the wheel sets 13a to 13d (motion in the right and left direction) of (1) Equation to (4) Equation, (34) Equation to (37) Equation below are obtained.
  • the motion equations that describe the transversal vibrations of the wheel sets 13a to 13d (motion in the right and left direction) of (1) Equation to (4) Equation are expressed by using the transformation variables e 1 to e 4 , thereby making it possible to eliminate the pivot amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel sets 13a to 13d in the yawing direction that are included in these motion equations.
  • the motion equations that describe the yawings of the bogies 12a, 12b of (11) Equation and (12) Equation are expressed by using the forward-and-backward-direction forces T 1 to T 4 , thereby making it possible to eliminate the angular displacements ⁇ w1 to ⁇ w4 and the angular velocities ⁇ w1 ⁇ to ⁇ w4 ⁇ of the wheel sets 13a to 13d in the yawing direction that are included in these motion equations.
  • Equation to (43) Equation below are obtained.
  • Equation to (37) Equation the motion equations that describe the transversal vibrations of the wheel sets 13a to 13d (motion in the right and left direction) are expressed, and at the same time, as in (38) Equation and (39) Equation, the motion equations that describe the yawings of the bogies 12a, 12b are expressed, and by using these, the state equation is constituted.
  • Equation to (43) Equation are ordinary differential equations, and actual values of the transformation variables e 1 to e 4 , which are solutions of the equations, can be derived by using the values of the forward-and-backward-direction forces T 1 to T 4 in the wheel sets 13a to 13d.
  • the values of the forward-and-backward-direction forces T 1 to T 4 are that a signal strength of a low-frequency component to be generated due to the railway vehicle traveling on the curved portion of the track is reduced from the time-series data of the measured value of the forward-and-backward-direction force by the later-described first frequency adjustment unit 404.
  • the values of the transformation variables e 4 to e 4 derived as above are given to (34) Equation to (37) Equation. Further, the values of the forward-and-backward-direction forces T 1 to T 4 in the wheel sets 13a to 13d are given to (38) Equation and (39) Equation.
  • the values of the forward-and-backward-direction forces T 1 to T 4 are that a signal strength of a low-frequency component to be generated due to the railway vehicle traveling on the curved portion of the track is reduced from the time-series data of the measured value of the forward-and-backward-direction force by the later-described first frequency adjustment unit 404.
  • variables illustrated in (44) Equation below are set as the state variables, and by using the motion equations of (9) Equation, (10) Equation, (13) Equation to (21) Equation, and (34) Equation to (39) Equation, the state equation is constituted.
  • the state equation storage unit 401 receives the state equation constituted as above, for example, based on the operation of the user interface 508 by an operator and stores it.
  • the observation equation storage unit 402 stores observation equations.
  • the acceleration of the vehicle body 11 in the right and left direction, the accelerations of the bogies 12a, 12b in the right and left direction, and the accelerations of the wheel sets 13a to 13d in the right and left direction are set to observation variables.
  • These observation variables are observation variables of filtering by a later-described Kalman filter.
  • the motion equations that describe the transversal vibrations of (34) Equation to (37) Equation, (9) Equation, (10) Equation, and (15) Equation are used to constitute an observation equation.
  • the observation equation storage unit 402 receives the observation equation constituted in this manner, for example, based on the operation of the user interface 508 by an operator and stores it.
  • the data acquisition unit 403, the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, the first track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, and the correction amount storage unit 410 start. That is, after the first preprocessing by the flowchart in Fig. 6 is finished, the second preprocessing by the flowchart in Fig. 7 starts.
  • the data acquisition unit 403 acquires measured data with a predetermined sampling period.
  • the data acquisition unit 403 acquires, as the measured data, time-series data of a measured value of the acceleration of the vehicle body 11 in the right and left direction, time-series data of measured values of the accelerations of the bogies 12a, 12b in the right and left direction, and time-series data of measured values of the accelerations of the wheel sets 13a to 13d in the right and left direction.
  • the respective accelerations are measured by using strain gauges attached to, for example, the vehicle body 11, the bogies 12a, 12b, and the wheel sets 13a to 13d respectively and an arithmetic device that calculates the accelerations by using measured values of these strain gauges.
  • the measurement of the accelerations can be performed by a well-known technique, and thus its detailed explanation is omitted.
  • the data acquisition unit 403 acquires, as the measured data, time-series data of the measured value of the forward-and-backward-direction force.
  • the method of measuring the forward-and-backward-direction force is as described previously.
  • the data acquisition unit 403 can acquire the measured data by performing communication with the previously-described arithmetic device, for example. At Step S701, the data acquisition unit 403 acquires measured data in the entire traveling section of the railway vehicle.
  • the first frequency adjustment unit 404 reduces (preferably removes) the signal strength of the low-frequency component contained in the time-series data of the measured value of the forward-and-backward-direction force (a second physical quantity) out of the measured data acquired by the data acquisition unit 403.
  • a signal of this low-frequency component is a signal that is not measured when the railway vehicle is traveling on the linear track, but is measured when the railway vehicle is traveling on the curved track. That is, the signal measured when the railway vehicle is traveling on the curved track can be regarded as a signal obtained by superimposing the signal of this low-frequency component on the signal measured when the railway vehicle is traveling on the linear track.
  • the present inventors devised a model in which an AR (Auto-regressive) model is corrected. Then, the present inventors devised reducing the signal strength of the low-frequency component contained in the time-series data of the measured value of the forward-and-backward-direction force by using this model.
  • the model devised by the present inventors is referred to as a corrected AR model.
  • the well-known AR model is referred to as an AR model simply.
  • a value of time-series data y of a physical quantity at a time k (1 is k is M) is set to y k .
  • M is a number indicating, as the time-series data y of the physical quantity, data until when are contained, and is preset.
  • the time-series data of the physical quantity will be abbreviated to data y as necessary.
  • the AR model approximating the value y k of the data y is as in (45) Equation below, for example.
  • the AR model is, as illustrated in (45) Equation, an equation expressing a predicted value y ⁇ k of the physical quantity at the time k (m + 1 ⁇ k ⁇ M) in the data y by using an actual value y k - l of the physical quantity at a time k - l (1 ⁇ l ⁇ m) prior to the time k in the data y.
  • y ⁇ k is expressed by adding ⁇ above y k in (45) Equation.
  • ⁇ is a coefficient of the AR model.
  • m is a number of the value of the data y to be used for approximating the value y k of the data y at the time k in the AR model, and is a number among values y k - l to y k - m of the data y at continuous times k - l to k - m prior to the time k.
  • m is an integer less than M. As m, for example, 1500 can be used.
  • conditional expression for approximating the predicted value y ⁇ k of the physical quantity at the time k by the AR model to the value y k by using a least square method As the condition for approximating the predicted value y ⁇ k of the physical quantity at the time k by the AR model to the value y k , it is possible to employ a condition that minimizes a square error between the predicted value y ⁇ k of the physical quantity at the time k by the AR model and the value y k , for example. That is, the least square method is used in order to approximate the predicted value y ⁇ k of the physical quantity at the time k by the AR model to the value y k .
  • Equation below is a conditional expression for minimizing the square error between the predicted value y ⁇ k of the physical quantity at the time k by the AR model and the value y k .
  • R j1 in (48) Equation is called autocorrelation of the data y, and is a value defined by (49) Equation below.
  • at this time is referred to as a time lag.
  • Equation is an equation derived from a condition that minimizes the error between the predicted value y ⁇ k of the physical quantity at the time k by the AR model and the value y k of the physical quantity at the time k corresponding to the predicted value y ⁇ k .
  • Equation is called a Yule-Walker equation.
  • (50) Equation is a linear equation in which a vector composed of coefficients of the AR model is set to a variable vector.
  • a constant vector on the left side in (50) Equation is a vector whose component is the autocorrelation of the data y with a time lag of 1 to m.
  • a coefficient matrix on the right side in (50) Equation is a matrix whose component is the autocorrelation of the data y with a time lag of 0 to m - 1.
  • the coefficient matrix on the right side in (50) Equation is referred to as an autocorrelation matrix as necessary.
  • the present inventors focused on the autocorrelation matrix R to be multiplied by the coefficient ⁇ of the AR model and earnestly examined it. As a result, the present inventors found out that it is possible to reduce the effect of a high-frequency component contained in the data y by using a part of eigenvalues of the autocorrelation matrix R. That is, the present inventors found out that it is possible to rewrite the autocorrelation matrix R so that the low-frequency component is emphasized.
  • the diagonal matrix ⁇ in (52) Equation is a matrix whose diagonal component is the eigenvalues of the autocorrelation matrix R as illustrated in (53) Equation below.
  • the diagonal component of the diagonal matrix ⁇ is set to ⁇ 11 , ⁇ 22 , ⁇ , ⁇ mm .
  • the orthogonal matrix U is a matrix in which each column component vector is an eigenvector of the autocorrelation matrix R.
  • the column component vector of the diagonal matrix U is set to u 1 , u 2 , ⁇ , u m .
  • the eigenvalue of the autocorrelation matrix R responsive to an eigenvector u j is ⁇ jj .
  • the eigenvalue of the autocorrelation matrix R is a variable reflecting the strength of each frequency component included in a time waveform of the predicted value y ⁇ k of the physical quantity at the time k by the AR model.
  • ⁇ ⁇ 11 0 0 0 ⁇ 0 0 ⁇ mm
  • U u 1 u 2 ⁇ u m
  • ⁇ 11 , ⁇ 22 , ⁇ , ⁇ mm being the diagonal components of the diagonal matrix ⁇ obtained by the result of the singular value decomposition of the autocorrelation matrix R are set in descending order in order to simplify the illustration of the mathematical equation.
  • a matrix R' is defined as in (54) Equation below by using, out of the eigenvalues of the autocorrelation matrix R illustrated in (53) Equation, s pieces of the eigenvalues, which are chosen from the largest.
  • s is a number that is 1 or more and less than m. In this embodiment, s is preset.
  • a matrix U s in (54) Equation is a matrix of m ⁇ s composed of s pieces of the column component vectors (eigenvectors corresponding to the eigenvalues to be used), which are chosen from the left of the orthogonal matrix U of (52) Equation. That is, the matrix U s is a submatrix composed of the left elements of m ⁇ s cut out from the orthogonal matrix U. Further, U s T in (54) Equation is a transposed matrix of U s. U s T is a matrix of s ⁇ m composed of s pieces of row component vectors, which are chosen from the top of the matrix U T in (52) Equation.
  • the matrix ⁇ s in (54) Equation is a matrix of s ⁇ s composed of s pieces of columns, which are chosen from the left, and s pieces of rows, which are chosen from the top, of the diagonal matrix ⁇ in (52) Equation. That is, the matrix ⁇ s is a submatrix composed of the top and left elements of s ⁇ s cut out from the diagonal matrix ⁇ .
  • Equation is modified, and thereby (57) Equation below is obtained as the equation deriving the coefficient ⁇ .
  • the model that calculates the predicted value y ⁇ k of the physical quantity at the time k from (45) Equation while using the coefficient ⁇ derived by (57) Equation is the "corrected AR model.”
  • [Mathematical equation 30] ⁇ 1 ⁇ 2 ⁇ ⁇ m U s ⁇ s ⁇ 1 U s T R 10 R 20 ⁇ R m0
  • the matrix U s is not the submatrix composed of the left elements of m ⁇ s cut out from the orthogonal matrix U, but becomes a submatrix composed of the cut out column component vectors corresponding to the eigenvalues to be used (the eigenvectors).
  • the matrix ⁇ s is not the submatrix composed of the top and left elements of s ⁇ s cut out from the diagonal matrix ⁇ , but becomes a submatrix to be cut out so as to make the eigenvalues used for determining the coefficient of the corrected AR model become the diagonal components.
  • the matrix U s in (57) Equation is an equation to be used for determining the coefficient of the corrected AR model.
  • the matrix U s in (57) Equation is a matrix (a third matrix) in which the eigenvectors corresponding to the eigenvalues used for determining the coefficient of the corrected AR model are set to the column component vectors, which is the submatrix of the orthogonal matrix U obtained by the singular value decomposition of the autocorrelation matrix R.
  • the matrix ⁇ s in (57) Equation is a matrix (a second matrix) in which the eigenvalues used for determining the coefficient of the corrected AR model are set to the diagonal components, which is the submatrix of the diagonal matrix obtained by the singular value decomposition of the autocorrelation matrix R.
  • the matrix U s ⁇ s U s T in (57) Equation is a matrix (a first matrix) derived from the matrix ⁇ s and the matrix U s .
  • the right side of (57) Equation is calculated, and thereby the coefficient ⁇ of the corrected AR model is derived.
  • One example of the method of deriving the coefficient ⁇ of the corrected AR model has been explained above.
  • the method of deriving the coefficient of the AR model to be the base of the corrected AR model the method of using the least square method for the predicted value y ⁇ k of the physical quantity at the time k has been set in order to make the method understandable intuitively.
  • a method of defining the AR model by using the concept of a stochastic process and deriving its coefficient generally. In this case, the autocorrelation is expressed by autocorrelation of the stochastic process (a population).
  • This autocorrelation of the stochastic process is expressed as a function of a time lag.
  • the autocorrelation of the data y in this embodiment may be replaced with a value calculated by another calculating formula as long as it approximates the autocorrelation of the stochastic process.
  • R 22 to R mm are autocorrelation with a time lag of 0 (zero), but they may be replaced with R 11 .
  • the number s of the eigenvalues extracted from the autocorrelation matrix R illustrated in (53) Equation can be determined from a distribution of the eigenvalues of the autocorrelation matrix R, for example.
  • the forward-and-backward-direction force is applied here.
  • the value of the forward-and-backward-direction force varies according to the state of the railway vehicle.
  • the railway vehicle is first made to travel on the track 16 to obtain the data y of the measured value of the forward-and-backward-direction force.
  • the autocorrelation matrix R is derived by using (49) Equation and (51) Equation for each of the obtained data y.
  • the autocorrelation matrix R is subjected to singular value decomposition expressed by (52) Equation, to thereby derive the eigenvalues of the autocorrelation matrix R.
  • FIG. 9 is a view illustrating one example of the distribution of the eigenvalues of the autocorrelation matrix R.
  • eigenvalues ⁇ 11 to ⁇ mm which are obtained by the autocorrelation matrix R in each of the data y of the measured value of the forward-and-backward-direction force T 1 in the wheel set 13a being subjected to singular value decomposition, are aligned in ascending order and are plotted.
  • the horizontal axis is an index of the eigenvalue and the vertical axis is the value of the eigenvalue.
  • the example illustrated in Fig. 9 includes one eigenvalue having a value significantly higher than the others. Further, the example includes two eigenvalues that have a value relatively larger as compared to the others and are not regarded as 0 (zero), which are not as high as the aforementioned eigenvalue having a significantly higher value.
  • the first frequency adjustment unit 404 performs the following processing by using the value y k of the data y of the measured value of the forward-and-backward-direction force at the time k acquired in the data acquisition unit 403.
  • the first frequency adjustment unit 404 generates the autocorrelation matrix R using (49) Equation and (51) Equation based on the data y of the measured value of the forward-and-backward-direction force and preset numbers M, m.
  • the first frequency adjustment unit 404 performs singular value decomposition on the autocorrelation matrix R, to thereby derive the orthogonal matrix U and the diagonal matrix ⁇ of (52) Equation, and derives the eigenvalues ⁇ 11 to ⁇ mm of the autocorrelation matrix R from the diagonal matrix ⁇ .
  • the first frequency adjustment unit 404 chooses s pieces of the eigenvalues ⁇ 11 to ⁇ ss from the largest from among the plural eigenvalues ⁇ 11 to ⁇ mm of the autocorrelation matrix R as the eigenvalues of the autocorrelation matrix R to be used for deriving the coefficient ⁇ of the corrected AR model.
  • the first frequency adjustment unit 404 determines the coefficient ⁇ of the corrected AR model using (57) Equation based on the data y of the measured value of the forward-and-backward-direction force, the eigenvalues ⁇ 11 to ⁇ ss , and the orthogonal matrix U obtained by the singular value decomposition of the autocorrelation matrix R.
  • the first frequency adjustment unit 404 derives the predicted value y ⁇ k of the data y of the measured value of the forward-and-backward-direction force at the time k from (45) Equation based on the coefficient ⁇ of the corrected AR model and the data y of the measured value of the forward-and-backward-direction force.
  • Time-series data of the predicted value y ⁇ k of the forward-and-backward-direction force result in the time-series data from which the low-frequency component contained in the data y of the measured value of the forward-and-backward-direction force has been extracted.
  • Fig. 10 is a view illustrating one example of the time-series data of the measured value of the forward-and-backward-direction force (the measured value) and the time-series data of the predicted value of the forward-and-backward-direction force (the calculated value).
  • the measured values of the four forward-and-backward-direction forces T 1 to T 4 are obtained. That is, four pieces of the data y of the forward-and-backward-direction force are obtained.
  • the measured value and the calculated value of each of four pieces of the data y are illustrated.
  • the vertical axis indicates the forward-and-backward-direction forces T 1 to T 4 (Nm).
  • the calculated value of the forward-and-backward-direction force T 1 in the wheel set 13a is biased at about 15 seconds to 35 seconds (namely, a value larger than that at another time is exhibited). This period corresponds to the period when the wheel set 13a passes through the curved track.
  • the calculated value of the forward-and-backward-direction force T 2 in the wheel set 13b, the calculated value of the forward-and-backward-direction force T 3 in the wheel set 13c, and the calculated value of the forward-and-backward-direction force T 4 in the wheel set 13d are also biased during the period when the wheel sets 13b, 13c, and 13d pass through the curved track similarly to the calculated value of the forward-and-backward-direction force T 1 in the wheel set 13a.
  • the first frequency adjustment unit 404 subtracts the time-series data of the predicted value y ⁇ k of the forward-and-backward-direction force from the time-series data (the data y) of the measured value y k of the forward-and-backward-direction force.
  • the time-series data resulting from the subtraction of the time-series data of the predicted value y ⁇ k of the forward-and-backward-direction force from the time-series data (the data y) of the measured value y k of the forward-and-backward-direction force are referred to as time-series data of a high-frequency component of the forward-and-backward-direction force as necessary.
  • a value of the time-series data of the high-frequency component of the forward-and-backward-direction force at each sampling time is referred to as a value of the high-frequency component of the forward-and-backward-direction force as necessary.
  • Fig. 11 is a view illustrating one example of the time-series data of the high-frequency component of the forward-and-backward-direction force.
  • the vertical axis in Fig. 11 indicates the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 , T 2 , T 3 , and T 4 . That is, the high-frequency components of the forward-and-backward-direction forces T 1 , T 2 , T 3 , and T 4 illustrated on the vertical axis in Fig.
  • Fig. 11 are ones obtained by subtracting the calculated values from the measured values of the forward-and-backward-direction forces T 1 , T 2 , T 3 , and T 4 in the wheel sets 13a, 13b, 13c, and 13d that are illustrated in Fig. 10 respectively.
  • the horizontal axis in Fig. 11 indicates a measuring time and a calculating time of the forward-and-backward-direction forces T 1 to T 4 , each of which is an elapsed time (second) from a reference time when the reference time is set to 0 (zero), similarly to the horizontal axis in Fig. 10 .
  • the first frequency adjustment unit 404 derives the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 as above.
  • the filter operation unit 405 sets the observation equation as the observation equation stored by the observation equation storage unit 402, sets the state equation as the state equation stored by the state equation storage unit 401, and determines estimated values of the state variables illustrated in (44) Equation by the Kalman filter. At this time, the filter operation unit 405 uses, out of pieces of the measured data acquired in the data acquisition unit 403, the measured data excluding the forward-and-backward-direction forces T 1 to T 4 and the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 generated in the first frequency adjustment unit 404.
  • the measured value of the acceleration of the vehicle body 11 in the right and left direction the measured values of the accelerations of the bogies 12a, 12b in the right and left direction, and the measured values of the accelerations of the wheel sets 13a to 13d in the right and left direction are contained.
  • the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 generated in the first frequency adjustment unit 404 are used without using the measured data (the measured values) acquired in the data acquisition unit 403.
  • the Kalman filter is one of the methods of performing data assimilation. That is, the Kalman filter is one example of the method to determine an estimated value of an unobserved variable (state variable) so as to make the difference between, of an observable variable (observation variable), a measured value and an estimated value small (minimum).
  • the filter operation unit 405 derives a Kalman gain at which the difference between, of the observation variable, the measured value and the estimated value becomes small (minimum) and derives the estimated value of the unobserved variable (state variable) at that time.
  • the following observation equation of (58) Equation and the following state equation of (59) Equation are used.
  • Equation Y is a vector in which the measured value of the observation variable is stored. H is an observation model. X is a vector in which the state variable is stored. V is observation noise. In (59) Equation, X ⁇ indicates a time differentiation of X. ⁇ is a linear model. W is system noise. Incidentally, the Kalman filter itself can be fabricated by a well-known technique, and thus its detailed explanation is omitted.
  • the filter operation unit 405 determines the estimated values of the state variables illustrated in (44) Equation with a predetermined sampling period, to thereby generate time-series data of the estimated values of the state variables illustrated in (44) Equation.
  • the second frequency adjustment unit 406 reduces (preferably removes) the signal strength of the low-frequency component contained in the time-series data of the estimated values of the state variables (the second physical quantity) generated by the filter operation unit 405.
  • the processing of the second frequency adjustment unit 406 is no longer required.
  • the second frequency adjustment unit 406 uses the corrected AR model to reduce the signal strength of the low-frequency component contained in the time-series data of the estimated values of the state variables similarly to the first frequency adjustment unit 404.
  • the second frequency adjustment unit 406 performs the following processing for each state variable with a predetermined sampling period.
  • the state variable is applied here. That is, the data y of the state variable result in the time-series data of the estimated values of the state variables generated by the filter operation unit 405.
  • the estimated values of the state variables each vary according to the state of the railway vehicle.
  • the second frequency adjustment unit 406 generates the autocorrelation matrix R using (49) Equation and (51) Equation based on the data y of the estimated values of the state variables and the preset numbers M and m.
  • the second frequency adjustment unit 406 performs singular value decomposition on the autocorrelation matrix R, to thereby derive the orthogonal matrix U and the diagonal matrix ⁇ of Equation (52), and derives the eigenvalues ⁇ 11 to ⁇ mm of the autocorrelation matrix R from the diagonal matrix ⁇ .
  • the second frequency adjustment unit 406 chooses s pieces of the eigenvalues ⁇ 11 to ⁇ ss from the largest from among the plural eigenvalues ⁇ 11 to ⁇ mm of the autocorrelation matrix R as the eigenvalues of the autocorrelation matrix R to be used for deriving the coefficient ⁇ of the corrected AR model.
  • s is preset for each state variable. For example, the railway vehicle is made to travel on the track 16, to then obtain the data y of the estimated value of each of the state variables in such a manner as explained so far. Then, a distribution of the eigenvalues of the autocorrelation matrix R is made individually for each state variable. From the distributions of the eigenvalues of the autocorrelation matrix R, the number s of the eigenvalues to be extracted from the autocorrelation matrix R illustrated in (53) Equation is determined for each of the state variables.
  • the second frequency adjustment unit 406 determines the coefficient ⁇ of the corrected AR model using (57) Equation based on the data y of the estimated value of the state variable, the eigenvalues ⁇ 11 to ⁇ ss , and the orthogonal matrix U obtained by the singular value decomposition of the autocorrelation matrix R.
  • the second frequency adjustment unit 406 derives the predicted value y ⁇ k of the data y of the estimated value of the state variable at the time k from (45) Equation based on the coefficient ⁇ of the corrected AR model and the data y of the estimated value of the state variable.
  • Time-series data of the predicted value y ⁇ k of the state variable result in the time-series data from which the low-frequency component contained in the data y of the estimated value of the state variable has been extracted.
  • the second frequency adjustment unit 406 subtracts the time-series data of the predicted value y ⁇ k of the state variable from the data y of the estimated value of the state variable.
  • time-series data resulting from the subtraction of the time-series data of the predicted value y ⁇ k of the state variable from the data y of the estimated value of the state variable are referred to as time-series data of a high-frequency component of the state variable as necessary.
  • the first track state calculation unit 407 calculates estimated values of the pivot amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel sets 13a to 13d in the yawing direction by (30) Equation to (33) Equation. Then, the first track state calculation unit 407 gives the estimated values of the pivot amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel sets 13a to 13d in the yawing direction, the values of the high-frequency components of the state variables generated in the second frequency adjustment unit 406, and the values of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 generated in the first frequency adjustment unit 404 to (60) Equation to (63) Equation, to thereby calculate the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d.
  • the state variables to be used here are the displacements y t1 to y t2 of the bogies 12a, 12b in the right and left direction, the velocities y t1 ⁇ to y t2 ⁇ of the bogies 12a, 12b in the right and left direction, the displacements y w1 to y w4 of the wheel sets 13a to 13d in the right and left direction, and the velocities y w1 ⁇ to y w4 ⁇ of the wheel sets 13a to 13d in the right and left direction.
  • the first track state calculation unit 407 performs such a calculation of the alignment irregularity amounts y R1 to y R4 as above with a predetermined sampling period, to thereby obtain the time-series data of the alignment irregularity amounts y R1 to Y R4 .
  • the first track state calculation unit 407 calculates an alignment irregularity amount y R from the alignment irregularity amounts y R1 to y R4 .
  • the first track state calculation unit 407 matches phases of the time-series data of the alignment irregularity amounts y R2 to y R4 to a phase of the time-series data of the alignment irregularity amount y R1 . That is, the first track state calculation unit 407 calculates, from the distance between the wheel set 13a and the wheel sets 13b to 13d in the forward and backward direction and the velocity of the railway vehicle, a delay time between the time when the wheel set 13a passes through a certain position and the time when the wheel sets 13b to 13d pass through the certain position. The first track state calculation unit 407 displaces the phases of the time-series data of the alignment irregularity amounts y R2 to y R4 by this delay time.
  • the first track state calculation unit 407 calculates an arithmetic mean value of the sum of the values of the alignment irregularity amounts y R1 to y R4 whose phases are matched at the same sampling time as the alignment irregularity amount y R at this sampling time.
  • the first track state calculation unit 407 performs such a calculation at each sampling time, to thereby obtain time-series data of the alignment irregularity amount y R .
  • the phases of the alignment irregularity amounts y R2 to y R4 are matched to the phase of the alignment irregularity amount y R1 , thereby making it possible to cancel disturbance factors existing in common in the time-series data of the alignment irregularity amounts y R1 to y R4 .
  • the first track state calculation unit 407 may find a moving average of each of the alignment irregularity amounts y R1 to y R4 whose phases are matched (namely, pass each of the alignment irregularity amounts y R1 to y R4 through a low-pass filter) and calculate the alignment irregularity amount y R from the alignment irregularity amounts y R1 to y R4 whose moving averages have been found.
  • the first track state calculation unit 407 may calculate, as the alignment irregularity amount y R , an arithmetic mean value of two of the values of the alignment irregularity amounts y R1 to y R4 whose phases are matched at the same sampling time from which the maximum value and the minimum value are removed.
  • the inspection apparatus 400 uses the measured data at each sampling time acquired by the data acquisition unit 403 while the railway vehicle is traveling in the entire traveling section of the railway vehicle, to execute pieces of the processing of the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, and the first track state calculation unit 407.
  • the first track state calculation unit 407 can obtain the alignment irregularity amount y R at each sampling time while the railway vehicle is traveling in the entire traveling section.
  • the first track state calculation unit 407 calculates a traveling position of the railway vehicle at each sampling time based on, for example, a traveling velocity of the railway vehicle and an elapsed time from the time when the railway vehicle starts to travel.
  • the traveling position of the railway vehicle is the position of the wheel set 13a is explained as an example.
  • the first track state calculation unit 407 calculates the alignment irregularity amount y R at each traveling position of the railway vehicle based on the alignment irregularity amount y R at each sampling time and the traveling position of the railway vehicle at each sampling time.
  • the value calculated in this manner is referred to as an estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle or an estimated value of the alignment irregularity amount as necessary.
  • the first track state calculation unit 407 does not always need to calculate the traveling position of the railway vehicle at each sampling time as described previously.
  • the first track state calculation unit 407 may derive the traveling position of the railway vehicle at each sampling time by using a GPS (Global Positioning System) .
  • GPS Global Positioning System
  • the actual value acquisition unit 408 acquires an actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle.
  • the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle is set to be measured before the second preprocessing is started.
  • the timing for acquiring the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle is not limited to a period between Step S705 and Step S707.
  • the timing for acquiring the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle may be any timing as long as it is the timing prior to Step S707.
  • the actual value acquisition unit 408 may acquire the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle before the flowchart in Fig. 7 is started.
  • the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle is referred to as an actual measured value of the alignment irregularity amount or an actual measured value as necessary.
  • the actual measured value of the alignment irregularity amount is a value to be obtained by directly measuring the alignment irregularity amount.
  • the actual measured value of the alignment irregularity amount can be obtained as follows, for example.
  • a test vehicle provided with a sensor that directly measures the alignment irregularity amount is made to travel.
  • the direct measurement of the alignment irregularity amount by the sensor during traveling of the test vehicle is performed repeatedly in a predetermined cycle, to thereby obtain the alignment irregularity amount in the entire traveling section of the railway vehicle.
  • the actual measured value of the alignment irregularity amount can also be obtained by using the measuring device described in Patent Literature 2, for example.
  • the actual measured value of the alignment irregularity amount can be obtained by a well-known technique. Thus, its detailed explanation is omitted here.
  • Fig. 12A and Fig. 12B to Fig. 14A and Fig. 14B are views illustrating first to sixth examples of the relation between the estimated value of the alignment irregularity amount (y R ), the actual value of the alignment irregularity amount (y R ), the traveling velocity of the railway vehicle (v), and the curvature of the track 16 (rail) (1/R) and the distance from the starting point of the railway vehicle respectively.
  • the estimated value of the alignment irregularity amount is the one calculated by the first track state calculation unit 407.
  • the actual value of the alignment irregularity amount is the one acquired by the actual value acquisition unit 408.
  • illustration of data of a portion where the distance from the starting point of the railway vehicle is small is omitted.
  • graphs 1211, 1221, 1311, 1321, 1411, and 1421 each indicate the estimated value of the alignment irregularity amount calculated by the first track state calculation unit 407.
  • Graphs 1212, 1222, 1312, 1322, 1412, and 1422 each indicate the actual value of the alignment irregularity amount acquired by the actual value acquisition unit 408.
  • Graphs 1213, 1223, 1313, 1323, 1413, and 1423 each indicate the traveling velocity of the railway vehicle.
  • Graphs 1214, 1224, 1314, 1324, 1414, and 1424 each indicate the curvature 1/R of the track 16 (rail).
  • Fig. 12A and Fig. 12B illustrate that the graphs 1214 and 1224 are the same and the traveling sections are the same.
  • Fig. 12A and Fig. 12B illustrate that the traveling velocities of the railway vehicle are different as illustrated in the graphs 1213, 1223. This reveals that due to the different traveling velocities of the railway vehicle in the same traveling section, as illustrated in the graphs 1211, 1221, the estimated values of the alignment irregularity amount are different but the difference is not so large.
  • the graphs 1212 and 1222 are the same. As illustrated in the graphs 1211, 1212, it becomes clear that there is a difference between the estimated value of the alignment irregularity amount calculated by the first track state calculation unit 407 and the actual value of the alignment irregularity amount acquired by the actual value acquisition unit 408. The same is true of the graphs 1221, 1222.
  • the traveling sections illustrated in Fig. 12A and Fig. 12B are a sharp curve with a curvature radius R of 171 m. Therefore, the railway vehicle is in flange contact with the track 16.
  • Fig. 15 is a view explaining one example of the flange contact.
  • Fig. 15 illustrates a cross section of the case where left and right rails of a track 16 and a single wheel set 13 are cut perpendicularly to the traveling direction of a railway vehicle (x axis direction). Further, Fig. 15 illustrates a state of the wheel set 13 in the case where the track 16 (rail) is curved to the right (in the negative direction of the y axis) and the railway vehicle is traveling while curving to the right.
  • Fig. 15 also illustrates a lateral creep force F y L i and a normal load N L i in a left wheel 14L and a lateral creep force F y R i and a normal load N R i in a right wheel 14R.
  • the railway vehicle when traveling on the rail curved to the right, the railway vehicle receives an acting force in the left direction (the positive direction of the y axis) and the wheel set 13 moves to the left, and thereby reaction forces in the left and right direction from the contact position between the wheel 14L and the rail and the contact position between the wheel 14R and the rail increase to reach a force balance point.
  • this acting force further increases, the wheel set 13 further moves to the left, and when a contact angle ⁇ L becomes the same as a flange angle a L of the left wheel 14L, the left wheel 14L is to come into contact with the rail at a flange, as illustrated in Fig. 15 .
  • Such a contact is referred to as the flange contact.
  • the right wheel 14R comes into contact with the rail at a tread.
  • Fig. 13A and Fig. 13B illustrate that the graphs 1314 and 1324 are the same and the traveling sections are the same. As illustrated in the graphs 1314, 1324, the curvature 1/R is 0 (zero), and thus it becomes clear that the traveling sections illustrated in Fig. 13A and Fig. 13B are a linear track.
  • Fig. 13A and Fig. 13B illustrate that the traveling velocities of the railway vehicle are different as illustrated in the graphs 1313, 1323. This reveals that due to the different traveling velocities of the railway vehicle in the same traveling section, as illustrated in the graphs 1311, 1321, the estimated values of the alignment irregularity amount are different but the difference is not so large. Further, in Fig. 13A and Fig.
  • an S/N ratio of the measured value of the forward-and-backward-direction force decreases because the traveling velocity of the railway vehicle decreases to 30 km/h or less.
  • a high-frequency noise is mixed into the estimated value of the alignment irregularity amount.
  • a feature amount of the alignment irregularity amount (such as a way how the graph changes) is captured in the graphs 1311, 1321.
  • the graphs 1312 and 1322 are the same. As illustrated in the graphs 1311, 1312, it becomes clear that there is a difference between the estimated value of the alignment irregularity amount calculated by the first track state calculation unit 407 and the actual value of the alignment irregularity amount acquired by the actual value acquisition unit 408. The same is true of the graphs 1321, 1322.
  • Fig. 14A and Fig. 14B illustrate that the graphs 1414 and 1424 are the same and the traveling sections are the same.
  • Fig. 14A and Fig. 14B illustrate that the traveling velocities of the railway vehicle are different as illustrated in the graphs 1413, 1423. This reveals that due to the different traveling velocities of the railway vehicle in the same traveling section, as illustrated in the graphs 1411, 1421, the estimated values of the alignment irregularity amount are different but the difference is not so large. Further, the graphs 1412 and 1422 (the actual values of the alignment irregularity amount) are the same.
  • the traveling sections illustrated in Fig. 14A and Fig. 14B are a gentle curve with the curvature radius R of 993 m, and the railway vehicle does not come into flange contact with the track 16.
  • the correction amount calculation unit 409 calculates, when the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle is calculated by the first track state calculation unit 407, a correction amount at each position in the entire traveling section of the railway vehicle.
  • the correction amount at each position in the entire traveling section of the railway vehicle is the correction amount for the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle, which is calculated by the later-described second track state calculation unit 411.
  • the correction amount calculation unit 409 calculates the correction amount at each position in the entire traveling section of the railway vehicle based on the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle that is calculated by the first track state calculation unit 407 and the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle that is acquired by the actual value acquisition unit 408.
  • the correction amount calculation unit 409 calculates the correction amount at each position in the entire traveling section of the railway vehicle as follows.
  • the correction amount calculation unit 409 extracts a pair of values at the same position, which is a pair of the estimated value of the alignment irregularity amount that is calculated by the first track state calculation unit 407 and the actual measured value of the alignment irregularity amount that is acquired by the actual value acquisition unit 408.
  • the correction amount calculation unit 409 calculates, as the correction amount at the position, a value obtained by subtracting the extracted actual measured value of the alignment irregularity amount from the extracted estimated value of the alignment irregularity amount.
  • the correction amount calculation unit 409 performs such a calculation of the correction amount by using the estimated value of the alignment irregularity amount and the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle. In this manner, the correction amount at each position in the entire traveling section of the railway vehicle is calculated.
  • the correction amount calculation unit 409 calculates one set of correction amounts at all the positions in the entire traveling section of the railway vehicle (Step S707).
  • the correction amount calculation unit 409 performs interpolation processing on the correction amount at each position in the entire traveling section of the railway vehicle, thereby being able to calculate the correction amounts at all the positions of the entire traveling section of the railway vehicle.
  • the correction amount at each position in the entire traveling section of the railway vehicle which is obtained in this manner by the railway vehicle traveling through the entire traveling section once, is referred to as a first correction amount at each position in the entire traveling section of the railway vehicle or a first correction amount as necessary.
  • the first correction amount at each position in the entire traveling section of the railway vehicle may be set to the correction amount for the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle.
  • the correction amount calculation unit 409 calculates, as the first correction amount at a certain position in the entire traveling section of the railway vehicle, the correction amount for the estimated value of the alignment irregularity amount at the certain position by using a plurality of first correction amounts. This is because it is possible to improve the accuracy of the correction amount for the estimated value of the alignment irregularity amount.
  • an addition mean value of a plurality of the first correction amounts is set to the correction amount for the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle.
  • the correction amount for the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle which is obtained in this manner by using a plurality of the first correction amounts, is referred to as a second correction amount at each position in the entire traveling section of the railway vehicle, or a second correction amount as necessary.
  • the correction amount calculation unit 409 stores, when the first correction amount at each position in the entire traveling section of the railway vehicle is obtained, this first correction amount at each position in the entire traveling section of the railway vehicle temporarily (Step S708).
  • the correction amount calculation unit 409 determines whether or not a predetermined number of first correction amounts necessary for calculating the addition mean value have been obtained (Step S709).
  • the predetermined number may be any number as long as it is two or more.
  • the inspection apparatus 400 performs Steps S701 to S708 described previously when the railway vehicle is traveling in the entire traveling section again, and stores a new first correction amount.
  • the correction amount calculation unit 409 calculates the addition mean value of a predetermined number of the first correction amounts as the second correction amount (Step S710).
  • the correction amount storage unit 410 stores the second correction amount (Step S711).
  • the second correction amount is the correction amount for the estimated value of the alignment irregularity amount, and is used in the later-described track state correction unit 412.
  • the data acquisition unit 403, the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, the second track state calculation unit 411, the track state correction unit 412, and the output unit 413 start. That is, after the second preprocessing by the flowchart in Fig. 7 is finished, the main processing by the flowchart in Fig. 8 is started. At the time of the main processing, the first track state calculation unit 407, the actual value acquisition unit 408, and the correction amount calculation unit 409 do not start. Further, the flowchart in Fig. 8 is executed repeatedly every time the sampling time arrives.
  • Fig. 16A to Fig. 16C are views illustrating first to third examples of the relation between a second correction amount M and the distance from the starting point of the railway vehicle respectively.
  • Fig. 16A illustrates the second correction amount M obtained from the results illustrated in Fig. 12A and Fig. 12B .
  • Fig. 16B illustrates the second correction amount M obtained from the results illustrated in Fig. 13A and Fig. 13B .
  • Fig. 16C illustrates the second correction amount M obtained from the results illustrated in Fig. 14A and Fig. 14B .
  • the data acquisition unit 403 acquires measured data with a predetermined sampling period. At Step S801, the data acquisition unit 403 acquires one set of measured data at a sampling time. Incidentally, the measured data to be acquired by the data acquisition unit 403 are the same in objects to be measured as the measured data to be acquired at Step S701, and thus, their detailed explanation is omitted here.
  • the first frequency adjustment unit 404 reduces (preferably removes) the signal strength of the low-frequency component contained in the time-series data of the measured value of the forward-and-backward-direction force out of the measured data acquired by the data acquisition unit 403.
  • the processing at Step S802 is the same as that at Step S702, and thus its detailed explanation is omitted here .
  • the first frequency adjustment unit 404 derives the time-series data from which the low-frequency component contained in the data y of the measured value of the forward-and-backward-direction force has been extracted after the measured data in the entire traveling section of the railway vehicle are obtained.
  • the first frequency adjustment unit 404 derives the time-series data from which the low-frequency component contained in the data y of the measured value of the forward-and-backward-direction force has been extracted every time the data acquisition unit 403 acquires the value y k of the data y of the measured value of the forward-and-backward-direction force at the time k with a predetermined sampling period.
  • the filter operation unit 405 sets the observation equation as the observation equation stored by the observation equation storage unit 402, sets the state equation as the state equation stored by the state equation storage unit 401, and determines estimated values of the state variables illustrated in (44) Equation by the Kalman filter.
  • the processing at Step S803 is the same as that at Step S703, and thus its detailed explanation is omitted here .
  • the second frequency adjustment unit 406 reduces (preferably removes) the signal strength of the low-frequency component contained in the time-series data of the estimated values of the state variables generated by the filter operation unit 405.
  • the processing at Step S804 is the same as that at Step S704, and thus its detailed explanation is omitted here.
  • the second track state calculation unit 411 calculates the alignment irregularity amounts y R1 to y R4 and calculates, as the estimated value of the alignment irregularity amount, the alignment irregularity amount y R from the alignment irregularity amounts y R1 to y R4 .
  • the processing at Step S805 is the same as that at Step S705, and thus its detailed explanation is omitted here. However, at Step S705, the second track state calculation unit 411 calculates the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle. In contrast to this, at Step S805, the second track state calculation unit 411 calculates the estimated value of the alignment irregularity amount at a traveling position of the railway vehicle corresponding to the current sampling time.
  • the track state correction unit 412 reads the second correction amount at the traveling position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410.
  • the track state correction unit 412 uses the second correction amount at the traveling position of the railway vehicle corresponding to the current sampling time, which is read from the correction amount storage unit 410, to correct the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time, which is calculated by the second track state calculation unit 411.
  • the track state correction unit 412 subtracts the second correction amount at the traveling position of the railway vehicle corresponding to the current sampling time that is read from the correction amount storage unit 410 from the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411, to thereby correct the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411.
  • the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time which is corrected in this manner, is referred to as a corrected estimated value of the alignment irregularity amount as necessary.
  • the corrected estimated value of the alignment irregularity amount becomes the estimated value of the final alignment irregularity amount.
  • the track state correction unit 412 corrects the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411 as follows.
  • the track state correction unit 412 adds the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411 and the second correction amount at the traveling position of the railway vehicle corresponding to the current sampling time that is read from the correction amount storage unit 410 together, to thereby correct the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411.
  • Fig. 17A and Fig. 17B to Fig. 19A and Fig. 19B are views illustrating first to sixth examples of the relation between the corrected estimated value of the alignment irregularity amount and the distance from the starting point of the railway vehicle respectively.
  • the estimated value of the alignment irregularity amount calculated by the second track state calculation unit 411 is the same as the estimated value of the alignment irregularity amount calculated by the first track state calculation unit 407.
  • graphs 1711 and 1721 in Fig. 17A and Fig. 17B illustrate corrected estimated values of the alignment irregularity amount obtained by correcting the estimated values of the alignment irregularity amount (the graphs 1211, 1221) illustrated in Fig. 12A and Fig. 12B by the correction amount M illustrated in Fig. 16A respectively. Further, the graphs 1212, 1222, 1712, and 1722 (the actual values of the alignment irregularity amount) are the same.
  • Graphs 1811 and 1821 in Fig. 18A and Fig. 18B illustrate corrected estimated values of the alignment irregularity amount obtained by correcting the estimated values of the alignment irregularity amount (the graphs 1311, 1321) illustrated in Fig. 13A and Fig. 13B by the correction amount M illustrated in Fig. 16B respectively. Further, the graphs 1312, 1322, 1812, and 1822 (the actual values of the alignment irregularity amount) are the same.
  • Graphs 1911 and 1921 in Fig. 19A and Fig. 19B illustrate corrected estimated values of the alignment irregularity amount obtained by correcting the estimated values of the alignment irregularity amount (the graphs 1411, 1421) illustrated in Fig. 14A and Fig. 14B by the correction amount M illustrated in Fig. 16C respectively. Further, the graphs 1412, 1422, 1912, and 1922 (the actual values of the alignment irregularity amount) are the same.
  • the output unit 413 outputs information of the corrected estimated value of the alignment irregularity amount that is calculated by the track state correction unit 412. At this time, the output unit 413 may output information indicating that the track 16 is abnormal in the where the corrected estimated value of the alignment irregularity amount is larger than a preset value.
  • a form of output it is possible to employ at least any one of displaying the information on a computer display, transmitting the information to an external device, and storing the information in an internal or external storage medium, for example.
  • the inspection apparatus 400 acquires the measured values of the forward-and-backward-direction forces T 1 to T 4 by making the railway vehicle travel.
  • the inspection apparatus 400 uses the measured values of the forward-and-backward-direction forces T 1 to T 4 and the relational expression between the forward-and-backward-direction forces T 1 to T 4 and the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d to derive the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle.
  • the inspection apparatus 400 uses the estimated value and the actual measured value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle to calculate the second correction amount as the correction amount for the estimated value of the alignment irregularity amount at each position in the entire traveling section of the railway vehicle. Thereafter, the inspection apparatus 400 derives the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle as described previously by making the railway vehicle travel. The inspection apparatus 400 corrects the estimated value of the alignment irregularity amount at the traveling position of the railway vehicle, which is derived in this manner, by the second correction amount at this traveling position. Accordingly, it is possible to detect the irregularity in the track 16 of the railway vehicle with high accuracy without using a special measuring apparatus.
  • the inspection apparatus 400 reduces the signal strength of the low-frequency components contained in the time-series data of the measured values of the forward-and-backward-direction forces T 1 to T 4 and generates the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 .
  • the inspection apparatus 400 gives the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 to the relational expression between the forward-and-backward-direction forces T 1 to T 4 and the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d, to thereby calculate the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d.
  • This relational expression is an expression based on the motion equations that describe the motions of the railway vehicle when traveling on the linear track (namely, the equations not including the curvature radius R of the track 16 (the rail)). Accordingly, it is possible to detect the irregularity in the curved track with high accuracy without using a special measuring apparatus.
  • the inspection apparatus 400 generates the autocorrelation matrix R from the data y of the measured value of the forward-and-backward-direction force, and by using s pieces of the eigenvalues from the largest chosen from the eigenvalues obtained by the singular value decomposition of the autocorrelation matrix R, determines the coefficient ⁇ of the corrected AR model approximating the data y of the measured value of the forward-and-backward-direction force. Accordingly, it is possible to determine the coefficient ⁇ so as to make the signal of the low-frequency component contained in the data y of the measured value of the forward-and-backward-direction force remain and prevent the high-frequency component from remaining.
  • the inspection apparatus 400 calculates the predicted value y ⁇ k of the forward-and-backward-direction force at the time k by giving the data y of the measured value of the forward-and-backward-direction force at the time k - 1 (1 ⁇ 1 ⁇ m), which is prior to the time k, to the corrected AR model whose coefficient ⁇ is determined in this manner. Accordingly, it is possible to reduce the signal of the low-frequency component, which is due to the railway vehicle traveling on the curved track, from the data y of the measured value of the forward-and-backward-direction force without estimating a cutoff frequency beforehand.
  • the inspection apparatus 400 gives, out of the measured data acquired in the data acquisition unit 403, the measured data excluding the forward-and-backward-direction forces T 1 to T 4 and the time-series data of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 generated in the first frequency adjustment unit 404 to the Kalman filter, to derive the state variables (y w1 ⁇ to y w4 ⁇ , y w1 to y w4 , y t1 ⁇ to y t2 ⁇ , y t1 to y t2 , ⁇ t1 ⁇ to ⁇ t2 ⁇ , ⁇ t1 to ⁇ t2 , ⁇ t1 ⁇ to ⁇ t2 , ⁇ t1 to ⁇ t2 ⁇ , ⁇ t1 to ⁇ t2 , ⁇ t1 to ⁇ t2 , y t1 to ⁇ t2 , y t1 to
  • the inspection apparatus 400 reduces (preferably removes) the signal strength of the low-frequency components contained in the time-series data of the estimated values of the state variables, to thereby calculate the values of the high-frequency components of the state variables.
  • the inspection apparatus 400 uses the values of the high-frequency components of the pivot amounts (angular displacements) ⁇ t1 to ⁇ t2 of the bogies 12a, 12b in the yawing direction and the actual values of the transformation variables e 1 to e 4 , to derive the pivot amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel sets 13a to 13d in the yawing direction.
  • the inspection apparatus 400 substitutes the pivot amounts (angular displacements) ⁇ w1 to ⁇ w4 of the wheel sets 13a to 13d in the yawing direction, the values of the high-frequency components of the state variables, and the values of the high-frequency components of the forward-and-backward-direction forces T 1 to T 4 into the motion equations that describe the yawings of the wheel sets 13a to 13d, to calculate the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d. Then, the inspection apparatus 400 calculates the alignment irregularity amount y R from the alignment irregularity amounts y R1 to y R4 at the positions of the wheel sets 13a to 13d.
  • the strain gauges can be used as sensors in this embodiment, thus not requiring special sensors. Accordingly, it is possible to accurately detect the irregularity of the track 16 (track irregularity) inexpensively. Further, since it is not necessary to use special sensors, the strain gauges are attached to a commercial vehicle and the inspection apparatus 400 is mounted on the commercial vehicle, thereby making it possible to detect the irregularity of the track 16 in real time during traveling of the commercial vehicle. Accordingly, it is possible to detect the irregularity of the track 16 without traveling of an inspection car. However, the strain gauges may be attached to the inspection car and the inspection apparatus 400 may be mounted on the inspection car.
  • the inspection apparatus 400 calculates a plurality of first correction amounts as the first correction amount at the same position in a state where the traveling velocities of the railway vehicle are mutually different.
  • the inspection apparatus 400 performs a regression analysis using a plurality of these first correction amounts and calculates coefficients of a regression formula.
  • An objective variable of the regression formula is the second correction amount.
  • An explanatory variable of the regression formula includes the traveling velocity of the railway vehicle.
  • the inspection apparatus 400 derives such a regression formula at each position in the entire traveling section of the railway vehicle.
  • the inspection apparatus 400 (track state correction unit 412) reads the regression formula corresponding to the traveling position of the railway vehicle corresponding to the current sampling time from the correction amount storage unit 410.
  • the inspection apparatus 400 substitutes the traveling velocity of the railway vehicle corresponding to the current sampling time into the regression formula to calculate the second correction amount.
  • the correction amount for the estimated value of the alignment irregularity amount at a certain position in the entire traveling section of the railway vehicle is determined by the single first correction amount at the certain position. If the above is performed, the accuracy of the correction amount for the estimated value of the alignment irregularity amount may decrease. However, it becomes no longer necessary to make the railway vehicle travel for a plurality of times in the second preprocessing. For example, it is possible to determine which method to employ based on the combination of the accuracy of the correction amount for the estimated value of the alignment irregularity amount and the time and effort of the second preprocessing.
  • the data acquisition unit 403 acquires the measured data in the entire traveling section of the railway vehicle at Step S701 in the flowchart in Fig. 7 has been explained as an example. However, it is not always necessary to constitute this embodiment as above.
  • the data acquisition unit 403 may acquire one set of measured data at the sampling time.
  • the processing at Step S701 to the processing at Step S708 are performed repeatedly for each traveling position of the railway vehicle corresponding to the sampling time. This processing is performed repeatedly until the correction amount at each position in the entire traveling section of the railway vehicle (the first correction amount) is obtained.
  • the inspection apparatus 400 that calculates the estimated value of the alignment irregularity amount and the inspection apparatus 400 that calculates the second correction amount result in the inspection apparatus 400 mounted on the same railway vehicle. This is preferable because it is possible to prevent errors caused by the characteristics inherent in the railway vehicle from being contained in the second correction amount.
  • the same second correction amount may be used for a plurality of railway vehicles of the same type that travel for the same traveling section, for example. Further, the same second correction amount may be used for a plurality of railway vehicles with the same route name.
  • the case of using the corrected AR model has been explained as an example in this embodiment.
  • a high-pass filter may be used to reduce the signal of the low-frequency component, which is due to the railway vehicle traveling on the curved track, from the data y of the measured value of the forward-and-backward-direction force.
  • the first frequency adjustment unit 404 and the second frequency adjustment unit 406 are no longer required.
  • the wheel set to be a standard when phase matching is the wheel set 13a has been explained as an example in this embodiment.
  • the wheel set to be a standard may be the wheel set 13b, 13c, or 13d other than the wheel set 13a.
  • the case of using the Kalman filter has been explained as an example.
  • a filter that derives the estimated values of the state variables so that the error between, of the observation variable, the measured value and the estimated value becomes minimum or the expected value of this error becomes minimum that is, a filter that performs data assimilation
  • a particle filter may be used.
  • the error between, of the observation variable, the measured value and the estimated value for example, a square error between, of the observation variable, the measured value and the estimated value is cited.
  • the case of deriving the alignment irregularity amount has been explained as an example.
  • it is not always necessary to derive the alignment irregularity amount as long as a physical quantity that reflects the track irregularity (appearance failure of the track 16) is derived as the physical quantity (first physical quantity) reflecting the state of the track 16.
  • calculations of (64) Equation to (67) Equation may be performed, to thereby derive a lateral force to occur when the railway vehicle travels on the linear track (stress in the right and left direction between the wheel and the rail).
  • Q 1 , Q 2 , Q 3 , and Q 4 are lateral forces in the wheels 14a, 14b, 14c, and 14d respectively.
  • f 3 represents a spin creep coefficient.
  • Q 1 f 2 v y ⁇ w 1 ⁇ f 2 ⁇ w 1 + f 2 T 1 K wx b 1 2 ⁇ f 3 ⁇ ⁇ t 1 v + f 3 T ⁇ 1 K wx b 1 2 v
  • Q 2 f 2 v y ⁇ w 2 ⁇ f 2 ⁇ w 2 + f 2 T 2 K wx b 1 2 ⁇ f 3 ⁇ ⁇ t 1 v + f 3 T ⁇ 2 K wx b 1 2 v
  • Q 3 f 2 v y ⁇ w 3 ⁇ f 2 ⁇ w 3 + f 2 T 3 K wx b 1 2 ⁇ f 3 ⁇ ⁇ t 2 v + f 3 T ⁇ 3 K wx b 1 2 v
  • Q 4 f 2 v y ⁇ w 4 ⁇ f 2 ⁇
  • the case of including the state variables that represent the state of the vehicle body 11 has been explained as an example.
  • the vehicle body 11 is a part into which vibrations by acting forces between the wheels 14a to 14d and the track 16 (creep force) propagate finally. Accordingly, it is not necessary to include the state variables representing the state of the vehicle body 11 in the case where the effect by the propagation in the vehicle body 11 is judged to be small, for example.
  • the value inside ⁇ that includes the state amount relating to the vehicle body (state amount including the subscript of b) and the state amount relating to the vehicle body (state amount including the subscript of b) is set to 0 (zero).
  • the bogies 12a, 12b each being a bolsterless bogie has been explained as an example.
  • the bogies 12a, 12b are not limited to the bolsterless bogie.
  • the motion equations are rewritten appropriately. That is, the motion equations are not limited to the ones explained in this embodiment as an example.
  • the inspection apparatus 400 mounted on the railway vehicle calculates and corrects the estimated value of the alignment irregularity amount
  • a data processing device in which some functions of the inspection apparatus 400 are mounted is disposed in an operation center.
  • the data processing device receives measured data transmitted from the railway vehicle and calculates and corrects the estimated value of the alignment irregularity amount by using the received measured data.
  • the functions that the inspection apparatus 400 in the first embodiment has are shared and executed by the railway vehicle and the operation center. Constitutions and processing due to this are mainly different between this embodiment and the first embodiment. Accordingly, in the explanation of this embodiment, the same reference numerals and symbols as those added to Fig. 1 to Fig. 19A and Fig. 19B are added to the same parts as those in the first embodiment, or the like, and their detailed explanations are omitted.
  • Fig. 20 is a view illustrating one example of a configuration of an inspection system.
  • the inspection system includes data collecting devices 2010a, 2010b, and a data processing device 2020.
  • Fig. 20 one example of functional configurations of the data collecting devices 2010a, 2010b and the data processing device 2020 is also illustrated.
  • each hardware of the data collecting devices 2010a, 2010b and the data processing device 2020 can be fabricated by the one illustrated in Fig. 5 , for example. Accordingly, detailed explanations of the hardware configurations of the data collecting devices 2010a, 2010b and the data processing device 2020 are omitted.
  • the data collecting devices 2010a, 2010b are mounted on each railway vehicle one by one.
  • the data processing device 2020 is disposed at the operation center.
  • the operation center centrally manages operations of a plurality of railway vehicles, for example.
  • the data collecting devices 2010a, 2010b can be fabricated by the same components.
  • the data collecting devices 2010a, 2010b include data acquisition units 2011a, 2011b and data transmission units 2012a, 2012b.
  • the data acquisition units 2011a, 2011b have the same function as that of the data acquisition unit 403. That is, the data acquisition units 2011a, 2011b acquire the same measured data as those acquired in the data acquisition unit 403. Concretely, the data acquisition units 2011a, 2011b acquire, as the measured data, a measured value of acceleration of the vehicle body 11 in the right and left direction, measured values of accelerations of the bogies 12a, 12b in the right and left direction, measured values of accelerations of the wheel sets 13a to 13d in the right and left direction, and a measured value of the forward-and-backward-direction force. Strain gauges and an arithmetic device for obtaining these measured values are the same as those explained in the first embodiment.
  • the data transmission units 2012a, 2012b transmit the measured data acquired in the data acquisition units 2011a, 2011b to the data processing device 2020.
  • the data transmission units 2012a, 2012b transmit the measured data acquired in the data acquisition units 2011a, 2011b to the data processing device 2020 by radio.
  • the data transmission units 2012a, 2012b add identification numbers of the railway vehicles in which the data collecting devices 2010a, 2010b are mounted to the measured data acquired in the data acquisition units 2011a, 2011b. In this manner, the data transmission units 2012a, 2012b transmit the measured data with the identification numbers of the railway vehicles added thereto.
  • a data reception unit 2021 receives the measured data transmitted by the data transmission units 2012a, 2012b. To the measured data, the identification numbers of the railway vehicles, which are transmission sources of the measured data, have been added.
  • a data storage unit 2022 stores the measured data received in the data reception unit 2021.
  • the data storage unit 2022 stores the measured data every identification number of the railway vehicle.
  • the data storage unit 2022 specifies the traveling position of the railway vehicle at the time of receipt of the measured data based on the current operation situation of the railway vehicle and the time of receipt of the measured data, and stores information of the specified traveling position and the measured data in association with each other.
  • the data collecting devices 2010a, 2010b may collect the information of the current traveling position of the railway vehicle and contain the collected information in the measured data.
  • a data reading unit 2023 reads the measured data stored in the data storage unit 2022.
  • the data reading unit 2023 can read, out of the measured data stored in the data storage unit 2022, the measured data designated by an operator. Further, the data reading unit 2023 can also read the measured data matching a preset condition at a preset timing. In this embodiment, the measured data read by the data reading unit 2023 are determined based on at least any one of the identification number and the traveling position of the railway vehicle, for example.
  • a state equation storage unit 401, an observation equation storage unit 402, a first frequency adjustment unit 404, a filter operation unit 405, a second frequency adjustment unit 406, a first track state calculation unit 407, an actual value acquisition unit 408, a correction amount calculation unit 409, a correction amount storage unit 410, a second track state calculation unit 411, a track state correction unit 412, and an output unit 413 are the same as those explained in the first embodiment. Accordingly, their detailed explanations are omitted here.
  • the filter operation unit 405 uses the measured data read by the data reading unit 2023 in place of using the measured data acquired in the data acquisition unit 403, and determines the estimated values of the state variables illustrated in (44) Equation.
  • the data collecting devices 2010a, 2010b mounted on the railway vehicles collect the measured data to transmit them to the data processing device 2020.
  • the data processing device 2020 disposed at the operation center stores the measured data received from the data collecting devices 2010a, 2010b and uses the stored measured data to calculate the estimated value of the alignment irregularity amount. Accordingly, in addition to the effects explained in the first embodiment, for example, the following effects are exhibited. That is, the data processing device 2020 can calculate the final alignment irregularity amount y R at an arbitrary timing by reading the measured data at an arbitrary timing. Further, the data processing device 2020 can output time-series variation of the estimated value of the final alignment irregularity amount at the same position. Further, the data processing device 2020 can output the estimated values of the alignment irregularity amounts in a plurality of routes for each route.
  • the state equation storage unit 401, the observation equation storage unit 402, the data acquisition unit 403, the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, the first track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, the correction amount storage unit 410, the second track state calculation unit 411, the track state correction unit 412, and the output unit 413 are included in one apparatus has been explained as an example. However, it is not always necessary to constitute the first embodiment as above.
  • Functions of the state equation storage unit 401, the observation equation storage unit 402, the data acquisition unit 403, the first frequency adjustment unit 404, the filter operation unit 405, the second frequency adjustment unit 406, the first track state calculation unit 407, the actual value acquisition unit 408, the correction amount calculation unit 409, the correction amount storage unit 410, the second track state calculation unit 411, the track state correction unit 412, and the output unit 413 may be fabricated by a plurality of apparatuses. In this case, the inspection system is constituted by using these plural apparatuses.
  • the embodiments of the present invention explained above can be fabricated by causing a computer to execute a program. Further, a computer-readable recording medium in which the aforementioned program is recorded and a computer program product such as the aforementioned program can also be applied as the embodiment of the present invention.
  • the recording medium it is possible to use a flexible disk, a hard disk, an optical disk, a magneto-optic disk, a CD-ROM, a magnetic tape, a nonvolatile memory card, a ROM, or the like, for example.
  • the present invention can be utilized for inspecting tracks of railway vehicles.

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Claims (20)

  1. Inspektionssystem (400), umfassend:
    ein Datenerfassungsmittel (403, 2011a, 2011b), das so konfiguriert ist, dass es Messdaten erfasst, bei denen es sich um Zeitreihendaten von Messwerten handelt, die zu messen sind, indem ein Schienenfahrzeug, das einen Fahrzeugkörper (11), ein Drehgestell (12a, 12b) und einen Radsatz (13, 13a-13d) aufweist, veranlasst wird, auf einem Gleis (16) zu fahren;
    ein erstes Gleiszustandsberechnungsmittel (407), das konfiguriert ist, um einen geschätzten Wert einer ersten physikalischen Größe zu berechnen;
    ein Korrekturbetragsberechnungsmittel (409), das so konfiguriert ist, dass es einen Korrekturbetrag für den geschätzten Wert der ersten physikalischen Größe basierend auf dem geschätzten Wert der ersten physikalischen Größe, der von dem ersten Gleiszustandsberechnungsmittel (407) berechnet wurde, und einem tatsächlichen Wert der ersten physikalischen Größe berechnet;
    eine zweites Gleiszustandsberechnungsmittel (411), das konfiguriert ist, um einen geschätzten Wert der ersten physikalischen Größe zu berechnen, nachdem der Korrekturbetrag berechnet wurde; und
    ein Gleiszustandskorrekturmittel (412), das so konfiguriert ist, dass es den geschätzten Wert der ersten physikalischen Größe, der von dem zweiten Gleiszustandsberechnungsmittel (411) berechnet wurde, unter Verwendung des Korrekturbetrags korrigiert, wobei
    die gemessenen Daten einen gemessenen Wert einer vorwärts- und rückwärtsgerichteten Kraft (T1-T4) enthalten,
    die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) eine Kraft in einer Vorwärts- und Rückwärtsrichtung (x) ist, die in einem Element auftritt, das zwischen dem Radsatz (13, 13a-13d) und dem Drehgestell (12a, 12b) angeordnet ist, auf dem der Radsatz (13, 13a-13d) vorgesehen ist,
    das Element ein Element zum Tragen eines Achslagers ist,
    die Vorwärts- und Rückwärtsrichtung (x) eine Richtung entlang einer Fahrtrichtung des Schienenfahrzeugs ist,
    die erste physikalische Größe eine physikalische Größe ist, die einen Zustand des Gleises (16) wiedergibt,
    das erste Gleiszustandsberechnungsmittel (407) und das zweite Gleiszustandsberechnungsmittel (411) so konfiguriert sind, dass sie einen relationalen Ausdruck, der die Beziehung zwischen der ersten physikalischen Größe an einer Position des Radsatzes (13, 13a-13d) und der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) darstellt, und einen gemessenen Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) verwenden, um den geschätzten Wert der ersten physikalischen Größe zu berechnen,
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem ersten Gleiszustandsberechnungsmittel (407) verwendet wird, in den gemessenen Daten enthalten ist, die durch das Datenerfassungsmittel (403, 2011a, 2011b) erfasst werden, bevor der Korrekturbetrag berechnet wird, und
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem zweiten Gleiszustandsberechnungsmittel (411) verwendet wird, in den gemessenen Daten enthalten ist, die durch das Datenerfassungsmittel (403, 2011a, 2011b) erfasst werden, nachdem der Korrekturbetrag berechnet wurde.
  2. Inspektionssystem (400) nach Anspruch 1, wobei
    das Korrekturbetragsberechnungsmittel (409) konfiguriert ist, um, basierend auf geschätzten Werten einer Vielzahl der ersten physikalischen Größen, die durch das erste Gleiszustandsberechnungsmittel (407) unter Verwendung gemessener Werte der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) berechnet werden, wenn das Schienenfahrzeug an der gleichen Position fährt, und tatsächlichen Werten der ersten physikalischen Größen, einen Korrekturbetrag an der Position als den Korrekturbetrag für den geschätzten Wert der ersten physikalischen Größe zu berechnen.
  3. Inspektionssystem (400) nach Anspruch 1 oder 2, wobei
    das Korrekturbetragsberechnungsmittel (409) konfiguriert ist, um, basierend auf geschätzten Werten einer Vielzahl der ersten physikalischen Größen, die durch das erste Gleiszustandsberechnungsmittel (407) unter Verwendung gemessener Werte der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), wenn das Schienenfahrzeug an derselben Position fährt, einer Fahrgeschwindigkeit des an der Position fahrenden Schienenfahrzeugs und tatsächlichen Werten der ersten physikalischen Größen, einen Korrekturbetrag für den geschätzten Wert der ersten physikalischen Größe zu berechnen, und
    der Korrekturbetrag für den geschätzten Wert der ersten physikalischen Größe ein Korrekturbetrag gemäß der Position und der Fahrgeschwindigkeit des Schienenfahrzeugs ist.
  4. Inspektionssystem (400) nach einem der Ansprüche 1 bis 3, wobei
    die von dem ersten Gleiszustandsberechnungsmittel (407) und dem zweiten Gleiszustandsberechnungsmittel (411) verwendeten Messwerte der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) Messwerte in demselben Schienenfahrzeug sind.
  5. Inspektionssystem (400) nach einem der Ansprüche 1 bis 4, ferner umfassend:
    ein Frequenzanpassungsmittel (404, 406), das so konfiguriert ist, dass es eine Signalstärke einer niederfrequenten Komponente, die aufgrund des auf einem gekrümmten Abschnitt des Gleises (16) fahrenden Schienenfahrzeugs zu erzeugen ist, aus Zeitreihendaten einer zweiten physikalischen Größe reduziert, wobei
    die zweite physikalische Größe eine physikalische Größe ist, deren Wert gemäß einem Zustand des Schienenfahrzeugs variiert,
    das Frequenzeinstellmittel (404, 406) ein erstes Frequenzeinstellmittel (404) aufweist, das so konfiguriert ist, dass es eine Signalstärke einer Niederfrequenzkomponente, die aufgrund des auf einem gekrümmten Abschnitt des Gleises (16) fahrenden Schienenfahrzeugs zu erzeugen ist, aus Zeitreihendaten eines gemessenen Werts der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), die eine der zweiten physikalischen Größe ist, reduziert,
    das erste Gleiszustandsberechnungsmittel (407) und das zweite Gleiszustandsberechnungsmittel (411) so konfiguriert sind, dass sie den relationalen Ausdruck und den Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) verwenden, von dem die Signalstärke der Niederfrequenzkomponente durch das erste Frequenzeinstellmittel (404) reduziert wurde, um den geschätzten Wert der ersten physikalischen Größe zu berechnen, und
    der relationale Ausdruck ein Ausdruck ist, der einen Krümmungsradius (R) einer Schiene (16a) nicht aufweist.
  6. Inspektionssystem (400) nach Anspruch 5, wobei
    das Frequenzanpassungsmittel (404, 406) konfiguriert ist, um die Zeitreihendaten der zweiten physikalischen Größe zu verwenden und einen Koeffizienten in einem korrigierten AR-Modell zu bestimmen, und das korrigierte AR-Modell, dessen Koeffizient bestimmt ist, und die Zeitreihendaten der zweiten physikalischen Größe verwendet und eine Signalstärke einer Niederfrequenzkomponente, die aufgrund des auf einem gekrümmten Abschnitt des Gleises (16) fahrenden Schienenfahrzeugs zu erzeugen ist, aus den Zeitreihendaten der zweiten physikalischen Größe reduziert,
    das korrigierte AR-Modell ein Ausdruck ist, der einen vorhergesagten Wert der zweiten physikalischen Größe darstellt, indem ein Wert der zweiten physikalischen Größe und der Koeffizient, der auf den Wert reagiert, verwendet werden,
    das Frequenzanpassungsmittel (404, 406) so konfiguriert ist, dass sie eine Gleichung verwendet, in der eine erste Matrix auf eine Koeffizientenmatrix und ein Autokorrelationsvektor auf einen konstanten Vektor festgelegt ist und den Koeffizienten bestimmt,
    der Autokorrelationsvektor ein Vektor ist, dessen Komponente die Autokorrelation der Zeitreihendaten der zweiten physikalischen Größe mit einer Zeitverzögerung von 1 bis m ist, wobei m eine Zahl des in dem korrigierten AR-Modell verwendeten Messwertes ist,
    die erste Matrix eine Matrix UsΣsUs T ist, die aus einer zweiten Matrix Σs, die aus s Teilen von Eigenwerten einer Autokorrelationsmatrix abgeleitet ist, wobei s eine Zahl ist, die auf 1 oder mehr und weniger als m festgelegt ist, und einer Diagonalmatrix Σ und einer dritten Matrix Us, die aus s Teilen der Eigenwerte und einer orthogonalen Matrix U abgeleitet ist,
    die Autokorrelationsmatrix eine Matrix ist, deren Komponente die Autokorrelation der Zeitreihendaten der zweiten physikalischen Größe mit einer Zeitverzögerung von 0 bis m - 1 ist,
    die Diagonalmatrix eine Matrix ist, deren Diagonalkomponente Eigenwerte der Autokorrelationsmatrix sind, die durch Singulärwertzerlegung der Autokorrelationsmatrix abgeleitet werden,
    die orthogonale Matrix ist eine Matrix, in der ein Eigenvektor der Autokorrelationsmatrix auf einen Spaltenkomponentenvektor gesetzt ist,
    die zweite Matrix ist eine Untermatrix der Diagonalmatrix und ist eine Matrix, deren Diagonalkomponente s Stücke der Eigenwerte sind, und
    die dritte Matrix ist eine Untermatrix der orthogonalen Matrix und ist eine Matrix, in der Eigenvektoren, die s Teilen der Eigenwerte entsprechen, auf Spaltenkomponentenvektoren gesetzt sind.
  7. Inspektionssystem (400) nach Anspruch 6, wobei
    von den Eigenwerten der Autokorrelationsmatrix der größte Eigenwert in s Stücken der Eigenwerte enthalten ist.
  8. Inspektionssystem (400) nach einem der Ansprüche 1 bis 7, ferner umfassend:
    ein Filteroperationsmittel (405), das so konfiguriert ist, dass es eine Operation unter Verwendung eines Filters durchführt, das eine Datenassimilation unter Verwendung der gemessenen Daten, einer Zustandsgleichung und einer Beobachtungsgleichung durchführt, und dadurch geschätzte Werte von Zustandsvariablen bestimmt, die Variablen zum Bestimmen geschätzter Werte in der Zustandsgleichung sind, wobei
    die gemessenen Daten ferner gemessene Werte von Beschleunigungen des Drehgestells (12a, 12b) und des Radsatzes (13, 13a-13d) in einer rechten und linken Richtung (y) enthalten,
    die rechte und linke Richtung (y) eine Richtung senkrecht zur Vorwärts- und Rückwärtsrichtung (x) ist und eine Aufwärts- und Abwärtsrichtung (z), die eine Richtung senkrecht zum Gleis (16) ist,
    die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) eine Kraft ist, die gemäß einer Differenz zwischen einer Winkelverschiebung des Radsatzes (13, 13a-13d) in einer Gierrichtung und einer Winkelverschiebung des Drehgestells (12a, 12b), auf dem der Radsatz (13, 13a-13d) in der Gierrichtung vorgesehen ist, zu bestimmen ist,
    die Gierrichtung eine Schwenkrichtung ist, wobei die Auf- und Abwärtsrichtung (z) als Schwenkachse festgelegt ist,
    die Zustandsgleichung eine Gleichung ist, die durch Verwendung der Zustandsvariablen, der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) und einer Transformationsvariablen beschrieben wird,
    die Zustandsvariablen eine Verschiebung und eine Geschwindigkeit des Drehgestells (12a, 12b) in der rechten und linken Richtung (y), eine Winkelverschiebung und eine Winkelgeschwindigkeit des Drehgestells (12a, 12b) in der Gierrichtung, eine Winkelverschiebung und eine Winkelgeschwindigkeit des Drehgestells (12a, 12b) in einer Rollrichtung, eine Verschiebung und eine Geschwindigkeit des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) und eine Winkelverschiebung einer an dem Schienenfahrzeug angebrachten Luftfeder in der Rollrichtung umfassen, und nicht eine Winkelverschiebung oder eine Winkelgeschwindigkeit des Radsatzes (13, 13a-13d) in der Gierrichtung umfassen,
    die Rollrichtung eine Schwenkrichtung ist, wobei die Vorwärts- und Rückwärtsrichtung (x) als Schwenkachse festgelegt ist,
    die Transformationsvariable eine Variable ist, die eine gegenseitige Transformation zwischen der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung und der Winkelverschiebung des Drehgestells (12a, 12b) in der Gierrichtung durchführt,
    die Beobachtungsgleichung eine Gleichung ist, die durch Verwendung einer Beobachtungsvariablen und der Transformationsvariablen beschrieben wird,
    die Beobachtungsvariable die Beschleunigungen des Drehgestells (12a, 12b) und des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) umfasst,
    das Filteroperationsmittel (405) so konfiguriert ist, dass es einen gemessenen Wert der Beobachtungsvariablen, die Zustandsgleichung, in die der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) und ein tatsächlicher Wert der Transformationsvariablen eingesetzt werden, und die Beobachtungsgleichung, in die der tatsächliche Wert der Transformationsvariablen eingesetzt wird, verwendet und geschätzte Werte der Zustandsvariablen bestimmt, wenn ein Fehler zwischen der Beobachtungsvariablen, dem gemessenen Wert und einem geschätzten Wert oder einem erwarteten Wert des Fehlers minimal wird,
    das erste Gleiszustandsberechnungsmittel (407) und das zweite Gleiszustandsberechnungsmittel (411) so konfiguriert sind, dass sie einen geschätzten Wert der Winkelverschiebung des Drehgestells (12a, 12b) in der Gierrichtung, die eine der von dem Filteroperationsmittel (405) bestimmten Zustandsvariablen ist, und den aktuellen Wert der Transformationsvariablen verwenden, um einen geschätzten Wert der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung zu berechnen, und den geschätzten Wert der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung, den Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) und den relationalen Ausdruck zu verwenden, um den geschätzten Wert der ersten physikalischen Größe zu berechnen,
    der relationale Ausdruck ein Ausdruck ist, in dem eine Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der Gierrichtung beschreibt, unter Verwendung der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) ausgedrückt wird, und
    der tatsächliche Wert der Transformationsvariablen unter Verwendung des gemessenen Wertes der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) abgeleitet wird.
  9. Inspektionssystem (400) nach Anspruch 8, wobei
    die Zustandsgleichung durch Verwendung einer Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) beschreibt, einer Bewegungsgleichung, die die Bewegung des Drehgestells (12a, 12b) in der rechten und linken Richtung (y) beschreibt, einer Bewegungsgleichung, die die Bewegung des Drehgestells (12a, 12b) in der Gierrichtung beschreibt, einer Bewegungsgleichung, die die Bewegung des Drehgestells (12a, 12b) in der Rollrichtung beschreibt, und einer Bewegungsgleichung, die die Bewegung der Luftfeder in der Rollrichtung beschreibt, gebildet wird,
    die Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) beschreibt, eine Bewegungsgleichung ist, die durch Verwenden der Transformationsvariablen anstelle der Verwendung der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung beschrieben wird,
    die Bewegungsgleichung, die die Bewegung des Drehgestells (12a, 12b) in der Gierrichtung beschreibt, eine Bewegungsgleichung ist, die beschrieben wird, indem die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) anstelle der Winkelverschiebung und der Winkelgeschwindigkeit des Radsatzes (13, 13a-13d) in der Gierrichtung verwendet wird, und
    die Transformationsvariable durch eine Differenz zwischen der Winkelverschiebung des Drehgestells (12a, 12b) in der Gierrichtung und der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung dargestellt wird.
  10. Inspektionssystem (400) nach Anspruch 8 oder 9, wobei
    das Datenerfassungsmittel (403, 2011a, 2011b) so konfiguriert ist, dass es ferner einen Messwert der Beschleunigung des Fahrzeugkörper (11) in der rechten und linken Richtung (y) erfasst,
    die Beobachtungsvariable ferner die Beschleunigung des Fahrzeugkörpers (11) in der rechten und linken Richtung (y) umfasst,
    die Zustandsvariablen ferner eine Verschiebung und eine Geschwindigkeit des Fahrzeugkörpers (11) in der rechten und linken Richtung (y), eine Winkelverschiebung und eine Winkelgeschwindigkeit des Fahrzeugkörpers (11) in der Gierrichtung, eine Winkelverschiebung und eine Winkelgeschwindigkeit des Fahrzeugkörpers (11) in der Rollrichtung und eine Winkelverschiebung eines an dem Schienenfahrzeug angebrachten Gierdämpfers in der Gierrichtung umfassen, und
    das Filteroperationsmittel (405) konfiguriert ist, um die Zustandsvariablen zu bestimmen, wenn Differenzen zwischen den Beschleunigungen des Fahrzeugkörpers (11), des Drehgestells (12a, 12b) und des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y), den gemessenen Werten und den berechneten Werten minimal werden.
  11. Inspektionssystem (400) nach Anspruch 10, wobei
    die Zustandsgleichung durch weitere Verwendung einer Bewegungsgleichung, die die Bewegung des Fahrzeugkörpers (11) in der rechten und linken Richtung (y) beschreibt, einer Bewegungsgleichung, die die Bewegung des Fahrzeugkörpers (11) in der Gierrichtung beschreibt, einer Bewegungsgleichung, die die Bewegung des Fahrzeugkörpers (11) in der Rollrichtung beschreibt, und einer Bewegungsgleichung, die die Bewegung des Gierdämpfers in der Gierrichtung beschreibt, gebildet wird.
  12. Inspektionssystem (400) nach einem der Ansprüche 8 bis 11, wobei
    die Beobachtungsgleichung durch weitere Verwendung der Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) beschreibt, und der Bewegungsgleichung, die die Bewegung des Drehgestells (12a, 12b) in der rechten und linken Richtung (y) beschreibt, gebildet wird, und
    die Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y) beschreibt, eine Bewegungsgleichung ist, die durch Verwendung der Transformationsvariablen anstelle der Verwendung der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung beschrieben wird.
  13. Inspektionssystem (400) nach Anspruch 12, wobei
    die Beobachtungsgleichung durch weitere Verwendung der Bewegungsgleichung gebildet wird, die die Bewegung des Fahrzeugkörpers (11) in der rechten und linken Richtung (y) beschreibt.
  14. Inspektionssystem (400) nach einem der Ansprüche 8 bis 13, wobei
    das erste Gleiszustandsberechnungsmittel (407) und das zweite Gleiszustandsberechnungsmittel (411) konfiguriert sind, um einen Ausrichtungsunregelmäßigkeitsbetrag (yR1-yR4) des Gleises (16) als den geschätzten Wert der ersten physikalischen Größe basierend auf der Verschiebung und der Geschwindigkeit des Drehgestells (12a, 12b) in der rechten und linken Richtung (y) abzuleiten, die die Zustandsvariablen sind, die durch das Filteroperationsmittel (405) bestimmt werden, der Verschiebung und der Geschwindigkeit des Radsatzes (13, 13a-13d) in der rechten und linken Richtung (y), die die von dem Filteroperationsmittel (405) bestimmten Zustandsvariablen sind, der geschätzte Wert der Winkelverschiebung des Radsatzes (13, 13a-13d) in der Gierrichtung, der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), und die Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der Gierrichtung beschreibt, und
    die Bewegungsgleichung, die die Bewegung des Radsatzes (13, 13a-13d) in der Gierrichtung beschreibt, die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) und den Ausrichtungsunregelmäßigkeitsbetrag (yR1-yR4) des Gleises (16) als Variablen aufweist.
  15. Inspektionssystem (400) nach einem der Ansprüche 8 bis 14, ferner umfassend:
    ein Frequenzanpassungsmittel (404, 406), das so konfiguriert ist, dass es eine Signalstärke einer niederfrequenten Komponente, die aufgrund des auf einem gekrümmten Abschnitt des Gleises (16) fahrenden Schienenfahrzeugs zu erzeugen ist, aus Zeitreihendaten einer zweiten physikalischen Größe reduziert, wobei
    die zweite physikalische Größe eine physikalische Größe ist, deren Wert gemäß einem Zustand des Schienenfahrzeugs variiert, und
    das Frequenzeinstellmittel ein zweites Frequenzeinstellmittel (406) umfasst, das konfiguriert ist, um eine Signalstärke einer Niederfrequenzkomponente, die aufgrund des auf einem gekrümmten Abschnitt des Gleises (16) fahrenden Schienenfahrzeugs zu erzeugen ist, aus Zeitreihendaten der geschätzten Werte der Zustandsvariablen, die eine der zweiten physikalischen Größe sind, zu reduzieren.
  16. Inspektionssystem (400) nach einem der Ansprüche 8 bis 15, wobei
    der Filter ein Kalman-Filter ist.
  17. Inspektionssystem (400) nach einem der Ansprüche 1 bis 16, wobei
    die erste physikalische Größe ein Ausrichtungsunregelmäßigkeitsbetrag (yR1-yR4) des Gleises (16) oder eine Seitenkraft (Q1-Q4) ist, die eine Spannung in der rechten und linken Richtung (y) zwischen einem Rad (14L, 14R, 14a-14d), das an dem Radsatz (13, 13a-13d) vorgesehen ist, und des Gleises (16) ist, und
    die rechte und linke Richtung (y) eine Richtung senkrecht sowohl zur Vorwärts- und Rückwärtsrichtung (x) als auch zur Auf- und Abwärtsrichtung (z) ist, die eine Richtung senkrecht zum Gleis (16) ist.
  18. Inspektionssystem (400) nach einem der Ansprüche 1 bis 17, wobei
    die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) aus den Komponenten der in Vorwärts- und Rückwärtsrichtung (x) wirkenden Kräfte, die in den beiden an beiden Seiten des einzelnen Radsatzes (13, 13a-13d) befestigten Elementen in der rechten und linken Richtung (y) auftreten, die Komponente ist, die in der Phase zueinander entgegengesetzt ist, und
    die rechte und linke Richtung (y) eine Richtung senkrecht sowohl zur Vorwärts- als auch zur Rückwärtsrichtung (x) ist und die Aufwärts- und Abwärtsrichtung (z) eine Richtung senkrecht zum Gleis (16) ist.
  19. Inspektionsverfahren, das von einem Inspektionssystem ausgeführt wird, wobei das Inspektionsverfahren umfasst:
    einen Datenerfassungsschritt (S701) zum Erfassen von Messdaten, bei denen es sich um Zeitreihendaten von Messwerten handelt, die zu messen sind, indem ein Schienenfahrzeug, das einen Fahrzeugkörper (11), ein Drehgestell (12a, 12b) und einen Radsatz (13, 13a-13d) aufweist, veranlasst wird, auf einem Gleis (16) zu fahren;
    einen ersten Gleiszustandsberechnungsschritt (S705) des Berechnens eines geschätzten Wertes einer ersten physikalischen Größe;
    einen Korrekturbetragsberechnungsschritt (S707) des Berechnens eines Korrekturbetrags für den geschätzten Wert der ersten physikalischen Größe basierend auf dem geschätzten Wert der ersten physikalischen Größe, der durch den ersten Gleiszustandsberechnungsschritt (S705) berechnet wurde, und einem tatsächlichen Wert der ersten physikalischen Größe;
    einen zweiten Gleiszustandsberechnungsschritt des Berechnens eines geschätzten Wertes der ersten physikalischen Größe, nachdem der Korrekturbetrag berechnet ist (S707); und
    einen Gleiszustandskorrekturschritt zum Korrigieren des geschätzten Wertes der ersten physikalischen Größe, der durch den zweiten Gleiszustandsberechnungsschritt berechnet wurde, unter Verwendung des Korrekturbetrags, wobei
    die gemessenen Daten einen gemessenen Wert einer vorwärts- und rückwärtsgerichteten Kraft (T1-T4) enthalten,
    die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) eine Kraft in einer Vorwärts- und Rückwärtsrichtung (x) ist, die in einem Element auftritt, das zwischen dem Radsatz (13, 13a-13d) und dem Drehgestell (12a, 12b) angeordnet ist, auf dem der Radsatz (13, 13a-13d) vorgesehen ist,
    das Element ein Element zum Tragen eines Achslagers ist,
    die Vorwärts- und Rückwärtsrichtung (x) eine Richtung entlang einer Fahrtrichtung des Schienenfahrzeugs ist,
    die erste physikalische Größe eine physikalische Größe ist, die einen Zustand des Gleises (16) wiedergibt,
    der erste Gleiszustandsberechnungsschritt (S705) und der zweite Gleiszustandsberechnungsschritt einen relationalen Ausdruck, der die Beziehung zwischen der ersten physikalischen Größe an einer Position des Radsatzes (13, 13a-13d) und der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) darstellt, und einen gemessenen Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) verwenden, um den geschätzten Wert der ersten physikalischen Größe zu berechnen,
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem ersten Gleiszustandsberechnungsschritt (S705) verwendet wird, in den gemessenen Daten enthalten ist, die durch den Datenerfassungsschritt (S701) erfasst werden, bevor der Korrekturbetrag berechnet wird (S707), und
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem zweiten Gleiszustandsberechnungsschritt verwendet wird, in den gemessenen Daten enthalten ist, die durch den Datenerfassungsschritt erfasst wurden, nachdem der Korrekturbetrag berechnet wurde (S707).
  20. Computerprogramm das Anweisungen umfasst, die, wenn das Programm von einem Computer ausgeführt wird, den Computer veranlassen, Schritte auszuführen, die umfassen:
    einen Datenerfassungsschritt (S701) zum Erfassen von Messdaten, bei denen es sich um Zeitreihendaten von Messwerten handelt, die zu messen sind, indem ein Schienenfahrzeug, das einen Fahrzeugkörper (11), ein Drehgestell (12a, 12b) und einen Radsatz (13, 13a-13d) aufweist, veranlasst wird, auf einem Gleis (16) zu fahren;
    einen ersten Gleiszustandsberechnungsschritt (S705) des Berechnens eines geschätzten Wertes einer ersten physikalischen Größe;
    einen Korrekturbetragsberechnungsschritt (S707) des Berechnens eines Korrekturbetrags für den geschätzten Wert der ersten physikalischen Größe basierend auf dem geschätzten Werts der ersten physikalischen Größe, der durch den ersten Gleiszustandsberechnungsschritt (S705) berechnet wurde, und einem tatsächlichen Wert der ersten physikalischen Größe;
    einen zweiten Gleiszustandsberechnungsschritt des Berechnens eines geschätzten Wertes der ersten physikalischen Größe, nachdem der Korrekturbetrag berechnet ist (S707); und
    einen Gleiszustandskorrekturschritt zum Korrigieren des geschätzten Wertes der ersten physikalischen Größe, der durch den zweiten Gleiszustandsberechnungsschritt berechnet wurde, unter Verwendung des Korrekturbetrags, wobei
    die gemessenen Daten einen gemessenen Wert einer vorwärts- und rückwärtsgerichteten Kraft (T1-T4) enthalten,
    die vorwärts- und rückwärtsgerichtete Kraft (T1-T4) eine Kraft in einer Vorwärts- und Rückwärtsrichtung (x) ist, die in einem Element auftritt, das zwischen dem Radsatz (13, 13a-13d) und dem Drehgestell (12a, 12b) angeordnet ist, auf dem der Radsatz (13, 13a-13d) vorgesehen ist,
    das Element ein Element zum Tragen eines Achslagers ist,
    die Vorwärts- und Rückwärtsrichtung (x) eine Richtung entlang einer Fahrtrichtung des Schienenfahrzeugs ist,
    die erste physikalische Größe eine physikalische Größe ist, die einen Zustand des Gleises (16) wiedergibt,
    der erste Gleiszustandsberechnungsschritt (S705) und der zweite Gleiszustandsberechnungsschritt einen relationalen Ausdruck, der die Beziehung zwischen der ersten physikalischen Größe an einer Position des Radsatzes (13, 13a-13d) und der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) darstellt, und einen gemessenen Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4) verwenden, um den geschätzten Wert der ersten physikalischen Größe zu berechnen,
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem ersten Gleiszustandsberechnungsschritt (S705) verwendet wird, in den gemessenen Daten enthalten ist, die durch den Datenerfassungsschritt (S701) erfasst werden, bevor der Korrekturbetrag berechnet wird (S707), und
    der gemessene Wert der vorwärts- und rückwärtsgerichteten Kraft (T1-T4), der in dem zweiten Gleiszustandsberechnungsschritt verwendet wird, in den gemessenen Daten enthalten ist, die durch den Datenerfassungsschritt erfasst wurden, nachdem der Korrekturbetrag berechnet wurde (S707).
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JPWO2020008525A1 (ja) 2021-06-24
ES2966794T3 (es) 2024-04-24
EP3819186A1 (de) 2021-05-12
CN112566832B (zh) 2023-07-04
EP3819186A4 (de) 2022-03-02

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