ES2966794T3 - Inspection system, inspection method and technical field of the program - Google Patents

Abstract

An inspection device (400) uses the estimated value and the actual measurement value of the amount of lateral misalignment at each position throughout the travel range of a railway vehicle to calculate a correction amount for the estimated value of the amount of lateral misalignment in each position throughout the entire route of the railway vehicle. Then, the inspection device (400) causes the railway vehicle to travel, determines the estimated value of the lateral misalignment amount at the travel position of the railway vehicle, and corrects the estimated value with a second correction amount at the travel position. journey. (Automatic translation with Google Translate, without legal value)

Description

DESCRIPTION

Inspection system, inspection method and technical field of the program

The present invention relates to an inspection system, an inspection method, and a program, and, in particular, they must be suitable when used to inspect a rail vehicle track.

Background of the technique

When a railway vehicle travels on a track, the position of the track changes due to a load on the railway vehicle. When such a change occurs on the track, the rail vehicle may exhibit abnormal behavior. Therefore, track abnormality detection has been conventionally performed by having a railway vehicle move on the track.

Patent Bibliography 1 describes that angular displacements of wheel assemblies in an orientation direction, state variables derived by a Kalman filter, and a forward and reverse steering force are substituted into equations of motion describing orientations. of the wheel assemblies to calculate an amount of alignment irregularity.

List of patent bibliography citations

Patent Bibliography 1: International Publication Leaflet No. WO 2017/164133

Patent Bibliography 2: Japanese Patent Publication Open for Public Inspection No. 2017-53773

Compendium of invention

technical problem

The present inventors have learned that in the technique described in Patent Bibliography 1, when a disturbance occurs that is not considered in the equations of motion, the error in an estimated value of the amount of alignment irregularity becomes large.

The present invention has been carried out taking into account 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.

Solution to the problem

An inspection system of the present invention includes: a data acquisition means configured to acquire measured data, being time series data of measured values that are to be measured by making a railway vehicle, including a vehicle body, a bogie, and a set of wheels, moves on a track; a first road state calculation means configured to calculate an estimated value of a first physical quantity; a correction quantity calculating means configured to calculate a correction quantity for the estimated value of the first physical quantity according to the estimated value of the first physical quantity calculated by the first track state calculating 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 calculating the correction quantity; 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 quantity, wherein the measured data contains a measured value of a forward and reverse steering force, the forward and reverse steering force is a force in a forward and backward direction that is produced on a member disposed between the wheel assembly and the bogie on which it is provides the wheel assembly, the member is a member for supporting an axle box, the forward and reverse direction is a direction along a direction of travel of the railway vehicle, the first physical quantity is a physical quantity that reflects a track state, the first track state calculation means and the second track state calculation means are configured to use a relational expression representing the relationship between the first physical quantity at a position of the wheel set and the forward and reverse steering force and a measured value of the forward and reverse steering force to calculate the estimated value of the first physical quantity, the measured value of the forward and reverse steering force used in the The first track state calculation means is contained in the measured data acquired by the data acquisition means before the correction amount is calculated, and the measured value of the forward and reverse steering force used in the The second track state calculation means is contained in the measured data acquired by the data acquisition means after calculating the correction amount.

An inspection method of the present invention, carried out by an inspection system, includes: a data acquisition step of acquiring measured data which are time series of measured values that are measured by making a railway vehicle, including the body of a vehicle, a bogie and a set of wheels moving on a track; a first road state calculation step to calculate an estimated value of a first physical quantity; a correction quantity calculation step for calculating a correction quantity for the estimated value of the first physical quantity according to the estimated value of the first physical quantity calculated by the first track condition calculation step and an actual value of the first physical quantity; a second track condition calculation step for calculating an estimated value of the first physical quantity after the correction quantity has been calculated; and a track state correction step for correcting the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction quantity, wherein the measured data contains a value measured from a forward and reverse steering force, the forward and reverse steering force is a force in a forward and backward direction that is produced in a member disposed between the wheel assembly and the bogie in which it is provided the wheel assembly, the member is a member for supporting an axle box, the forward and reverse direction is a direction along a direction of travel of the railway vehicle, the first physical quantity is a physical quantity that reflects a track state, the first stage of track state calculation and the second stage of track state calculation use a relational expression that represents the relationship between the first physical quantity at a position of the wheel set and the force of forward and reverse direction and a measured value of the forward and reverse steering force to calculate the estimated value of the first physical quantity, the measured value of the forward and reverse steering force used in the first stage of Track condition calculation is contained in the measured data acquired by the data acquisition stage before the correction amount is calculated, and the measured value of the forward and reverse steering force used in the second stage of Track condition calculation is contained in the measured data acquired by the data acquisition stage after calculating the correction amount.

A computer program of the present invention comprising instructions that, when the program is executed by a computer, cause the computer to execute steps including: a data acquisition step of acquiring measured data which is time series data of values measured by causing a railway vehicle, including the body of the vehicle, a bogie and a set of wheels, to move on a track; a first step of calculating the state of the road to calculate an estimated value of a first physical quantity; a correction quantity calculation step for calculating a correction quantity for the estimated value of the first physical quantity according to 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 condition calculation step to calculate an estimated value of the first physical quantity after the correction quantity has been calculated; and a track state correction step for correcting the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction quantity, wherein the measured data contains a value measured from a forward and reverse steering force, the forward and reverse steering force is a force in a forward and backward direction that is produced in a member disposed between the wheel assembly and the bogie in which it is provided the wheel assembly, the member is a member for supporting an axle box, the forward and reverse direction is a direction along a direction of travel of the railway vehicle, the first physical quantity is a physical quantity that reflects a track state, the first stage of track state calculation and the second stage of track state calculation use a relational expression that represents the relationship between the first physical quantity at a position of the wheel set and the force of forward and reverse direction and a measured value of the forward and reverse steering force to calculate the estimated value of the first physical quantity, the measured value of the forward and reverse steering force used in the first stage of Track condition calculation is contained in the measured data acquired by the data acquisition stage before the correction amount is calculated, and the measured value of the forward and reverse steering force used in the second stage of Track condition calculation is contained in the measured data acquired by the data acquisition stage after calculating the correction amount.

Brief description of the drawings

[Fig. 1] Figure 1 is a view illustrating an example of a scheme of a railway vehicle.

[Fig. 2] Figure 2 is a view conceptually illustrating the directions of the main movements of the components of the railway vehicle.

[Fig. 3A] Figure 3A is a view illustrating an example of an amount of alignment irregularity in a linear track.

[Fig. 3B] Figure 3B is a view illustrating an example of an amount of alignment irregularity in a curved track.

[Fig. 4] Figure 4 is a diagram illustrating an example of a functional configuration of an inspection apparatus.

[Fig. 5] Figure 5 is a diagram illustrating an example of a hardware configuration of the inspection apparatus.

[Fig. 6] Figure 6 is a flowchart illustrating an example of the first preprocessing.

[Fig. 7] Figure 7 is a flowchart illustrating an example of second preprocessing.

[Fig. 8] Figure 8 is a flowchart illustrating an example of main processing.

[Fig. 9] Figure 9 is a view illustrating an example of an eigenvalue distribution of an autocorrelation matrix.

[Fig. 10] Figure 10 is a view illustrating an example of time series data of a measured value of a forward and reverse steering force (a measured value) and time series data of a predicted value of the steering force forward and backward (a calculated value).

[Fig. 11] Figure 11 is a view illustrating an example of time series data of a high frequency component of forward and reverse steering force.

[Fig. 12A] Figure 12A is a view illustrating a first example of a relationship between an estimated value of the amount of alignment irregularity, an actual value of the amount of alignment irregularity, a travel speed of the railway vehicle, and a curvature of a lane and a distance from a starting point of the railway vehicle.

[Fig. 12B] Figure 12B is a view illustrating a second example of the relationship between the estimated value of the amount of alignment irregularity, the actual value of the amount of alignment irregularity, the travel speed of the railway vehicle, and the curvature of the lane and the distance from the starting point of the railway vehicle.

[Fig. 13A] Figure 13A is a view illustrating a third example of the relationship between the estimated value of the amount of alignment irregularity, the actual value of the amount of alignment irregularity, the travel speed of the railway vehicle, and the curvature of the lane and the distance from the starting point of the railway vehicle.

[Fig. 13B] Figure 13B is a view illustrating a fourth example of the relationship between the estimated value of the amount of alignment irregularity, the actual value of the amount of alignment irregularity, the travel speed of the railway vehicle, and the curvature of the lane and the distance from the starting point of the railway vehicle.

[Fig. 14A] Figure 14A is a view illustrating a fifth example of the relationship between the estimated value of the amount of alignment irregularity, the actual value of the amount of alignment irregularity, the travel speed of the railway vehicle, and the curvature of the lane and the distance from the starting point of the railway vehicle.

[Fig. 14B] Figure 14B is a view illustrating a sixth example of the relationship between the estimated value of the amount of alignment irregularity, the actual value of the amount of alignment irregularity, the travel speed of the railway vehicle, and the curvature of the lane and the distance from the starting point of the railway vehicle.

[Fig. 15] Figure 15 is a view explaining an example of flange contact.

[Fig. 16A] Figure 16A is a view illustrating a first example of a relationship between a second correction amount and the distance from the starting point of the railway vehicle.

[Fig. 16B] Figure 16B is a view illustrating a second example of the relationship between the second correction amount and the distance from the starting point of the railway vehicle.

[Fig. 16C] Figure 16C is a view illustrating a third example of the relationship between the second correction amount and the distance from the starting point of the railway vehicle.

[Fig. 17A] Figure 17A is a view illustrating a first example of a relationship between a corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 17B] Figure 17B is a view illustrating a second example of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 18A] Figure 18A is a view illustrating a third example of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 18B] Figure 18B is a view illustrating a fourth example of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 19A] Figure 19A is a view illustrating a fifth example of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 19B] Figure 19B is a view illustrating a sixth example of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle.

[Fig. 20] Figure 20 is a view illustrating an example of a constitution of an inspection system.

Description of the achievements

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

Scheme

First, the scheme of carrying out the present invention will be explained.

Figure 1 is a view illustrating an example of a scheme of a railway vehicle. By the way, in Figure 1, the rail vehicle is set to proceed in the positive direction of the x-axis (the x-axis is an axis along a direction of travel of the rail vehicle). Furthermore, the z axis is set in a direction perpendicular to a track 16 (the ground) (a height direction of the railway vehicle). The y-axis is set in a horizontal direction perpendicular to the direction of travel of the rail vehicle (a direction perpendicular to both the direction of travel and the height direction of the rail vehicle). Furthermore, the railway vehicle is established as a commercial vehicle. By the way, in each of the drawings, the • mark added inside O indicates the direction from the far side of the sheet to the near side, and the X mark added inside O indicates the direction from the near side of the blade to the far side.

As illustrated in Figure 1, in this embodiment, the railway vehicle includes a vehicle body 11, bogies 12a, 12b and wheel assemblies 13a to 13d. As indicated above, in this embodiment, the railway vehicle including the single vehicle body 11 provided with the two bogies 12a, 12b and four wheel sets 13a to 13d will be explained as an example. The wheel assemblies 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided at both ends of the axles 15a to 15d respectively. In this embodiment, the case of bogies 12a, 12b, each being an unreinforced bogie will be explained as an example. By the way, in Figure 1, for the sake of illustration, only wheels 14a to 14d are illustrated on one side of wheel assemblies 13a to 13d, but wheels are also provided on the other side of wheel assemblies 13a to 13d. wheels (in the example illustrated in Figure 1, there are eight wheels in total). In addition, the railway vehicle includes components other than the components illustrated in Figure 1 (components, etc., will be explained in equations of motion described later), but for the sake of illustration, illustrations of these components are omitted in Figure 1. For example, bogies 12a, 12b have bogie frames, reinforcing springs, and so on. Furthermore, an axle box is provided on both sides of each of the wheel sets 13a to 13d in the direction along the y axis. Furthermore, the bogie frame and axle box are coupled to each other by an axle box suspension. The axle box suspension is a device (suspension) that must be arranged between the axle box and the bogie frame. The axle box suspension absorbs the vibration that is transmitted to the railway vehicle from track 16. In addition, The axle box suspension supports the axle box in a state in which the position of the axle box with respect to the bogie frame is restricted, to prevent the axle box from moving in one direction along the x and y axis. in a direction along the axis and with respect to the bogie frame (preferably to prevent these movements from occurring). The axle box suspension is arranged on both sides of each of the wheel sets 13a to 13d in the direction along the y axis. Incidentally, the railway vehicle itself can be manufactured by a known technique and therefore its detailed explanation is omitted here.

When the railway vehicle moves on the track 16, the action force (yield force) between the wheels 14a to 14d and the track 16 becomes a source of vibration and the vibration propagates sequentially to the sets 13a to 13d of wheels, the bogies 12a, 12b and the vehicle body 11. Figure 2 is a view conceptually illustrating directions of the main movements of the components (the wheel assemblies 13a to 13d, the bogies 12a, 12b and the vehicle body 11) of the vehicle railway. The x-axis, y-axis, and z-axis illustrated in Figure 2 correspond to the x-axis, y-axis, and z-axis illustrated in Figure 1 respectively.

In this embodiment as illustrated in Figure 2, the case in which the sets 13a to 13d of wheels, the bogies 12a, 12b, and the body 11 of the vehicle carry out the pivotal movement around the x axis will be explained, as an example. as the pivot axis, the pivotal movement around the z axis as the pivot axis, and the movement in the direction along the y axis. In the following explanation, the pivoting movement around the x axis as the pivot axis is called rolling as needed, the pivoting direction around the x axis is called forward and backward direction as needed. By the way, the forward and reverse direction is the travel direction of the railway vehicle. In this embodiment, the direction along the x-axis is the direction of travel of the railway vehicle. Furthermore, the pivoting movement around the z axis as the pivot axis is called orientation as needed, the pivoting direction around the z axis as the pivot axis is called orientation direction as needed, and the direction along the z axis is called names the direction up and down as necessary. By the way, the up and down direction is a direction perpendicular to track 16. In addition, the movement in the direction along the y axis is called a transverse vibration as necessary, and the direction along the y axis called right and left direction as necessary. By the way, the right and left direction is a direction perpendicular to both the forward and backward direction (the direction of travel of the railway vehicle) and the up and down direction (the direction perpendicular to track 16). Furthermore, the railway vehicle carries out movements other than these, but in each of the embodiments, these movements are not considered in order to simplify the explanation. However, these movements can be considered.

As described in Patent Bibliography 1, the present inventors devised a calculation method, as an example of a first physical quantity reflecting track irregularity (track appearance fault 16), an alignment irregularity quantity by using a measured value of force in the forward and backward direction that is produced in a member disposed between the wheel assemblies 13a to 13b (13c to 13d) and the bogie12a (12b) in which these assemblies 13a are provided to 13b (13c to 13d) wheels. In the following explanation, the force in the forward and backward direction produced on the limb is called forward and backward direction force, as necessary.

The amount of misalignment is calculated using an equation that represents the relationship between the amount of misalignment and the forward and reverse steering force, which is an equation based on an equation of motion that describes the movement when the vehicle railway travels on a linear track. Track 16 includes a linear portion and a curved portion. In the following explanation, the linear portion of track 16 is known as a linear as-needed track and the curved portion of track 16 is known as a curved as-needed track.

When an equation of state is constituted by using an equation of motion that describes the movement of the railway vehicle moving on the curved track in the case of carrying out filtering with a filter (Kalman filter) that carries out the data assimilation described below, the state variables may diverge. Therefore, the equation of state in the case of carrying out filtering with the filter (Kalman filter) to carry out data assimilation is constituted by using an equation of motion that describes the movement of the railway vehicle that moves on the linear track.

It is necessary to consider the centrifugal or similar force that the railway vehicle receives when moving in the equation of motion that describes the movement of the railway vehicle moving on the curved track. Therefore, the equation of motion that describes the motion of the rail vehicle moving on the curved track includes a term containing a radius of curvature of the rail. Therefore, when the state variables are derived using the filter (Kalman filter) it carries out the data assimilation constituted by the use of the equation of motion that describes the motion of the railway vehicle moving on the linear track When the railway vehicle moves on the curved track, there is a risk that it will be impossible to derive the state variables with high precision.

The present inventors focused attention on the fact that the measured value of the forward and reverse steering force when the railway vehicle travels on the curved track has a certain relative deviation when traveling on the linear track. Therefore, the present inventors thought that by reducing a low-frequency component (deflection behavior described above) from the time series data of the measured value of the forward and reverse steering force, the low-frequency component due to the railway vehicle moving on the curved track can be reduced from an estimated value of the state variable even when the filter (Kalman filter) that carries out the data assimilation described below is constituted by the use of an equation based on the equation of motion that describes the motion of the railway vehicle when moving on the linear track. From this, the present inventors devised the calculation of the amount of alignment irregularity by providing the time series data of the forward and reverse steering force value from which the low frequency component has been reduced to an equation that represents the relationship between the amount of alignment irregularity and the forward and reverse steering force, which is an equation based on the equation of motion that describes the motion of the railway vehicle when moving on the linear track. The amount of alignment irregularity is calculated as above, which allows the calculation of the amount of alignment irregularity on the curved track independently of using the equation based on the equation of motion that describes the motion of the railway vehicle when moving on the linear path. Furthermore, the calculation equation of the amount of alignment irregularity results in the same calculation equation even on the curved track or linear track.

Furthermore, the present inventors have discovered that, depending on at least one of a travel state of the railway vehicle and an installation state of the track 16, the accuracy of calculating the amount of alignment irregularity may decrease because the disturbance does not considered in the equations of motion that describe the movements of the railway vehicle affects the measured value of the forward and reverse steering force. Examples of such a travel state of the railway vehicle in which the disturbance is likely to occur include a state in which the railway vehicle is traveling at low speed, a state in which the railway vehicle decelerates rapidly, a state in which the railway vehicle accelerates rapidly, a state in which the railway vehicle travels in contact with the flanges, and a state in which the railway vehicle travels on a seam of the rail. In addition, examples of such installation state of track 16 where the disturbance is likely to occur include a state where the lane has a sharp curve (state where the lane has a large curvature), a state where track 16 is installed in a location of a specific structure, a state where the rail has a seam, and a state where track 16 is an unballasted track. Examples of the specific structure include station platforms, bridges, tunnels, switches, railway crossings and railings.

This disturbance is represented by the difference between an estimated value and an actual measured value of the amount of alignment irregularity. In the case of the same railway vehicle, the measured data does not vary significantly due to the inherent characteristics of the railway vehicle. Examples of inherent rail vehicle characteristics include individual differences in the vehicle body 11, individual differences in bogies 12a, 12b, individual differences in wheel assemblies 13a to 13d, and individual differences in strain gauges that measure forward steering force. and back. Furthermore, the connection states of these are cited as the inherent characteristics of the railway vehicle. Furthermore, in the case of the same railway vehicle, the travel speed in each position of the track 16 does not vary significantly. From this, the present inventors have discovered that the previously described difference between the estimated value and the actual measured value of the amount of alignment irregularity does not vary significantly depending on the date and time of movement of the railway vehicle in the case where the same railway vehicle moves in the same position. Therefore, the previously described difference between the estimated value and the actual measured value of the alignment irregularity amount is derived in advance as a correction quantity for the estimated value of the alignment irregularity amount at each position of the track 16 on which the railway vehicle moves. Thereafter, the railway vehicle moves on track 16, in order to obtain the estimated value of the amount of alignment irregularity again at each position of track 16. The estimated value of the amount of alignment irregularity obtained as indicated above is corrected by the correction amount at the position of track 16 where the estimated value has been obtained. In this way, the amount of alignment irregularity at each position of the track 16 is obtained. In this embodiment, the amount of alignment irregularity after correction is set as a final alignment irregularity amount.

Equation of motion

Next, an example of the equation of motion that describes the motion when the railway vehicle moves on the linear track will be explained. In this embodiment, the case in which the railway vehicle has 21 degrees of freedom will be explained, by way of example, while taking as an example the equations of motion described in Patent Bibliography 1. That is, it is established that the sets Wheels 13a to 13d carry out movement in the right and left direction (transverse vibration) and movement in the orientation direction (orientation) (2 X 4 sets = eight degrees of freedom). Furthermore, the bogies 12a, 12b are set to carry out the movement in the right and left direction (transverse vibration), the movement in the facing direction (orientation) and the movement in the rolling direction (rolling) (3 x 2 sets = six degrees of freedom). Furthermore, the vehicle body 11 carries out movement in the right and left direction (transverse vibration), movement in the facing direction (yield) and movement in the rolling direction (rolling) (3 X 1 sets = three degrees of freedom). Furthermore, it is established that the pneumatic springs (the reinforcing springs), each of them provided in the bogies 12a, 12b carry out the movement in the rolling (rolling) direction (1 X 2 sets = two degrees of freedom). Furthermore, each of the yaw dampers provided on the bogies 12a, 12b is set to carry out the movement in the yaw (yield) direction (1 X 2 sets = two degrees of freedom).

By the way, the degree of freedom is not limited to 21 degrees of freedom. When the degree of freedom increases, the calculation accuracy improves, but a calculation load becomes high. Furthermore, there is a risk that a Kalman filter described below will no longer operate stably. It is possible to determine, appropriately, the degree of freedom by considering these points. Furthermore, the following equations of motion can be achieved by representing actions in the respective directions (the right and left direction, the facing direction and the rolling direction) of the respective components (the vehicle body 11, the bogies 12a, 12b, and the wheel assemblies 13a to 13d) based on the descriptions in Patent Bibliography 1, for example. Therefore, schemes of these equations of motion will be explained here, and their detailed explanations are omitted. By the way, in each of the following equations, the term containing the radius of curvature (curvature) of track 16 (lane) does not exist. That is, each of the following equations is an equation that expresses the railway vehicle that moves on the linear track. The equation that expresses the railway vehicle that moves on the linear track can be obtained by setting the radius of curvature of the track 16 (rail) at infinity (the curvature at 0 (zero)) in the equation that expresses the railway vehicle that moves on the linear track. moves on the curved track.

In each of the following equations, each subscript w indicates wheel sets 13a to 13d. Variables to which (only) the subscript w is added indicate that they are common to wheel sets 13a to 13d. The subscripts w1, w2, w3 and w4 indicate wheel sets 13a, 13b, 13c and 13d, respectively.

The subscripts t, T indicate bogies 12a, 12b. The variables to which the subscripts t, T are added (only) indicate that they are common to bogies12a, 12b. The subscripts t1, t2 indicate bogies12a, 12b, respectively.

The subscripts b, B indicate the body 11 of the vehicle.

A subscript x indicates the forward and backward direction or the rolling direction, and a subscript y indicates the right and left direction, and a subscript z indicates the up and down direction or the facing direction.

Additionally, “• •” and “•” are each added above a variable and indicate a second-order time differential and a first-order time differential, respectively.

By the way, when explaining the following equations of motion, explanations of variables already explained are omitted as necessary. Furthermore, the equations of motion themselves are the same as those described in Patent Bibliography 1.

Transverse vibration of the wheel assembly

The equations of motion describing the transverse vibrations of wheel assemblies 13a to 13d (movement in the right and left direction) are expressed by (1) Equation to (4) Equation below. [Mathematical equation 1]

mw is the mass of wheel sets 13a to 13d.

yw<1>• • is the acceleration of the wheel assembly 13a in the right and left direction (in the equation, • • is added above yw (the same goes for the other variables below). f<2> is a lateral creep coefficient (incidentally, the lateral creep coefficient f<2>can be provided for each of the wheel assemblies 13a to 13d v is a travel speed of the railway vehicle and w is a speed). of the wheel assembly 13a in the right and left direction (in the equation, • is added above yw<1> (the same goes for the other variables below)). the axle box coupling the axle box and the wheel assembly in the right and left direction and t<1>• is a speed of the bogie12a in the right and left direction a represents 1/2 of each distance between the sets 13a. and 13b of wheels and between the sets 13c and 13d of wheels in the forward and reverse direction, which are provided on the bogies 12a, 12b (the distance between the sets 13a and 13b of wheels and the distance between the sets 13c and 13d of wheels, which are provided on bogies 12a, 12b, each becomes 2a). • * 11 ' is an angular velocity of the bogie12a in the orientation direction, hi is a distance between the center of the axle and the center of gravity of the bogie12a in the up and down direction. 'is an angular velocity of the bogie12a in the rolling direction. <íwi is a pivot amount (angular displacement) of the wheel assembly 13a in the orientation direction. Kwy is a spring constant of the axle box suspension in the right and left direction. yw is a displacement of the wheel assembly 13a in the right and left direction, and ti is a displacement of the bogie12a in the right and left direction. <</> ti> is a pivot amount (angular displacement) of the bogie12a in the orientation direction. is a pivot amount (angular displacement) of the bogie12a in the rolling direction. By the way, the respective variables in (2) Equation to (4) Equation are represented by being replaced by the variables in (1) Equation according to the meanings of the subscripts described above.

Wheel set orientation

The equations of motion describing the orientations of the wheel assemblies 13a to 13d are expressed by (5) Equation to (8) Equation below.

[Mathematical equation 2]

. F. • ■ Iwz is a moment of inertia of the wheel sets 13a to 13d in the orientation direction. ' is the angular acceleration of the wheel assembly 13a in the orientation direction. fi is a longitudinal creep coefficient, b is a distance in the right and left direction between the contacts between the two wheels, which are attached to each of the sets 13a to 13d of wheels, and the track 16 (rail). ^' is an angular velocity of the wheel assembly 13a in the orientation direction. Cwx is a constant damping of the axle box suspension in the forward and reverse 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 set of wheels, in the right and left direction it becomes 2bi).yes a rolling slope, r is a radius of the wheels from 14a to 14d. and m is an amount of alignment irregularity in the position of the wheel assembly 13a. sa is a displacement from the center of the axles 15a to 15d to a suspension spring of the axle housing in the forward and backward direction. and t<1>is a displacement of bogie12a in the right and left direction. Kwx is a spring constant of the axle box suspension in the forward and reverse direction. Incidentally, the respective variables in (6) Equation to (8) Equation are represented by being replaced by the variables in (5) Equation according to the meanings of the subscripts described above. However, yR<2>, yR3 and yR4 are amounts of alignment irregularity at the positions of the wheel assemblies 13b, 13c and 13d, respectively.

Here, the alignment irregularity is a lateral displacement of a rail in a longitudinal direction as described in the Japan Industrial Standard (JIS E 1001: 2001). The amount of alignment irregularity is an amount of the offset. Figure 3A and Figure 3B each illustrate an example of the amount of alignment irregularity yR<1> in the position of the wheel assembly 13a. In Figure 3A, the case of track 16 which is the linear track will be explained as an example. In Figure 3B, the case of track 16 which is the curved track will be explained as an example. In Figure 3A and Figure 3B, 16a denotes a rail and 16b denotes a sleeper. In Figure 3A, it is established that the wheel 14a of the wheel assembly 13a is in contact with the rail 16a at a position 301. In Figure 3B, it is established that the wheel 14a of the wheel assembly 13a is in contact with the rail 16a at a position 302. The amount of alignment irregularity yR<1>at the position of the wheel assembly 13a is a distance in the right and left direction between the contact position between the wheel 14a of the wheel assembly 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 assembly 13a is the contact position between the wheel 14a of the wheel assembly 13a and the rail 16a. The amounts of alignment irregularity yR<2>, yR3 and yR4 at the positions of the wheel assemblies 13b, 13c and 13d are also defined in the same way as the amount of alignment irregularity yR<1>at the position of the assembly 13a wheels.

Transverse bogie vibration

The equations of motion describing the transverse vibrations of bogies 12a, 12b (movement in the right and left direction) are expressed by (9) Equation and (10) Equation below.

[Mathematical equation 3]

mT is the mass of bogies 12a, 12b. yti • • is the acceleration of bogie12a in the right and left direction. c<'2>is a damping constant of a lateral motion damper. h4 is a distance between the center of gravity of the bogie12a and the lateral motion damper in the up and down direction. and b • is a speed of the vehicle body 11 in the right and left direction. L represents 1/2 of the interval between the center of bogie12a and the center of bogie12b in the forward and backward direction (the interval between the center of bogie12a and the center of bogie12b in the forward and backward direction becomes 2L). ^ b 'e is an angular velocity of the vehicle body 11 in the orientation direction. h5 is a distance between the lateral motion 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. yw<2>• is a speed of the wheel assembly 13b in the right and left direction. k<'2>is a spring constant of the pneumatic spring (reinforcing 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 (reinforcement spring) in the up and down direction, and 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 orientation direction. h3 is a distance between the center of the air spring (reinforcing 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. Incidentally, the respective variables in (10) Equation are represented by being replaced by the variables in (9) Equation according to the meanings of the subscripts described above.

Bogie orientation

The equations of motion describing the orientations of bogies 12a, 12b are expressed by (11) Equation and (12) Equation below.

[Mathematical equation 4]

I<tz>is a moment of inertia of bogies12a, 12b in the orientation direction. *•-- ' 'is the angular acceleration of the bogie12a in the orientation direction. v "2 ' is an angular velocity of the wheel assembly 13b in the orientation direction. -2 is a pivot amount (angular displacement) of the wheel assembly 13b in the orientation direction. and w<2> is a displacement of the assembly 13b of wheels in the right and left direction. k'o is the stiffness of a rubber bushing of the yaw damper b<'0>represents 1/2 of the interval between the two yaw dampers, which are arranged on the sides. right and left of each of the bogies 12a, 12b, in the right and left direction (the interval between the two yaw dampers, which are arranged on the right and left sides of each of the bogies 12a, 12b, in the right and left direction becomes 2b'o). right and left direction. b<2>represents 1/2 of the interval between the two pneumatic springs (reinforcing springs), which are arranged on the right and left sides of each of the bogies 12a, 12b, in the right and left direction (the interval between the two pneumatic springs (reinforcement springs), which are arranged on the right and left sides of each of the bogies 12a, 12b, in the right and left direction it becomes 2b2). By the way, the respective variables in (12) Equation are represented by being replaced by the variables in (11) Equation according to the meanings of the subscripts described above.

bogie rolling

The equations of motion describing the treads of bogies 12a, 12b are expressed by (13) Equation and (14) Equation below.

[Mathematical equation 5]

I<tx>is a moment of inertia of bogies 12a, 12b in the rolling direction. v- is the angular acceleration of bogie12a in the rolling direction. c<1>is a damping constant of a shaft damper in the up and down direction. b<'1>represents 1/2 of the interval between the two axle shock absorbers, which are arranged 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 shock absorbers , which are arranged on the right and left sides of each of the bogies12a, 12b, in the right and left direction becomes 2b'<1>).<02>is a damping constant of the pneumatic spring (reinforcement spring) in the up and down direction. <' *i' is an angular velocity of the pneumatic spring (reinforcing spring) arranged in the bogie12a in the rolling direction, ki is a spring constant of an axle spring in the up and down direction. It is the value obtained by dividing the volume of the main body of the pneumatic spring (reinforcing spring) by the volume of an auxiliary air chamber. k<2>is a spring constant of the air spring (booster spring) in the up and down direction.<t>is a pivot amount (angular displacement) of the air spring (booster spring) arranged in the bogie12a in the rolling direction. k3 is an equivalent stiffness for a change in the effective pressure receiving area of the air spring (reinforcing spring). Incidentally, the respective variables in (14) Equation are represented by being replaced by the variables in (13) Equation according to the meanings of the subscripts described above. However, <**2>is a pivot amount (angular displacement) of the air spring (reinforcing spring) arranged in the bogie12b in the rolling direction.

Transverse vibration of the vehicle body

The equation of motion describing the transverse vibration of the vehicle body 11 (movement in the right and left direction) is expressed by (15) Equation below.

[Mathematical equation 6]

rriB is the mass of bogies 12a, 12b. and b • • is the acceleration of the vehicle body 11 in the right and left direction. yt<2>• is a speed of bogie12b in the right and left direction. ' is an angular velocity of the bogie12b in the rolling direction. and t<2>is a displacement of bogie12b in the right and left direction. ^ ::: is a pivot amount (angular displacement) of the bogie12b in the rolling direction.

Vehicle body orientation

The equation of motion that describes the orientation of the vehicle body 11 is expressed by (16) Equation below.

[Mathematical equation 7]

<I bz>is a moment of inertia of the vehicle body 11 in the orientation direction. b ’ ' is the angular acceleration of the vehicle body 11 in the yaw direction, co is a damping constant of the yaw damper in the forward and backward direction. ' is an angular velocity of the yaw damper arranged on the bogie12a in the yaw direction. **2 ' is an angular velocity of the yaw damper on the bogie12b in the yaw direction. • ■ is a pivot amount (angular displacement) of the bogie12b in the orientation direction.

Vehicle body rolling

The equation of motion that describes the rolling of the vehicle body 11 is expressed by (17) Equation below.

[Mathematical equation 8]

I<bx>is a moment of inertia of the vehicle body 11 in the rolling direction.0 ■' ' is the angular acceleration of the vehicle body 11 in the rolling direction.

Shock Absorber Orientation

The equations of motion describing the orientation of the yaw damper arranged on the bogie12a and the orientation of the yaw damper arranged on the bogie12b are expressed by (18) Equation and (19) Equation below, respectively.

[Mathematical equation 9]

: is a pivot amount (angular displacement) of the yaw damper arranged in the bogie12b in the yaw direction.

Air spring rolling (booster spring)

The equations of motion describing the rolling of the air spring (reinforcing spring) arranged in the bogie12a and the rolling of the air spring (reinforcing spring) arranged in the bogie12b are expressed by (20) Equation and (21) Equation below, respectively.

[Mathematical equation 10]

c' ’ is an angular velocity of the pneumatic spring (reinforcing spring) arranged in the bogie12b in the rolling direction.

Forward and reverse steering force

Next, the forward and reverse steering force will be explained. By the way, the forward and reverse steering force is the same as described in Patent Bibliography 1.

In-phase components of the longitudinal yield force on one wheel of the right and left wheels in a set of wheels and the longitudinal yield force on the other wheel are components corresponding to a braking force and a driving force. Accordingly, the forward and backward steering force is preferably determined to correspond to an opposite phase component of the longitudinal yield force. The opposite phase component of the longitudinal yield force is a component that must be opposite in phase to each other between the longitudinal yield force in a wheel of the right and left wheels in a set of wheels and the longitudinal yield force in the another wheel. That is, the opposite phase component of the longitudinal yield force is a component of the longitudinal yield force in the direction in which the shaft is twisted. In this case, the forward and backward direction force becomes an opposite component in phase with each other from forward and backward direction components of the forces that occur in the two previously described members attached to the sides right and left of a set of wheels.

Hereinafter, concrete examples of the forward and backward steering force will be explained in the case where the forward and backward steering force is determined to correspond to the opposite phase component of the yield force. longitudinal.

In the case where the axle box suspension is a single-link type axle box suspension, the axle box suspension includes a link, and the axle box and the bogie frame are coupled by the link. A rubber bushing is connected to both ends of the link. In this case, the forward and reverse steering force is converted, from forward and reverse steering load components, into one of two links, which are attached to the right and left ends of a set of wheels. one by one, and receive the component that will be opposite in phase to each other. Furthermore, due to the arrangement and constitution of the links, the link mainly receives, from the loads in the forward and backward direction, the right and left direction, and the up and down direction, the load in the forward direction. front and back. Therefore, only one strain gauge needs to be connected to each link, for example. Using a measured value from the strain gauge, the forward and reverse steering component of the load received by this link is derived, thereby obtaining a measured value of the forward and reverse steering force. Furthermore, instead of applying such a design, a displacement of the forward and backward direction of the rubber bushing attached to the link can be measured with a displacement meter. In this case, the product of a measured displacement and a spring constant of this rubber bushing is set as the measured value of the forward and reverse steering force. In the case where the axle case suspension is the single-link type axle case suspension, the member described above for supporting the axle case becomes the link or the rubber bushing.

By the way, in the load measured by the strain gauge connected to the link, not only the component in the forward and backward direction, but also at least one component in the right and left direction and one component in the forward direction up and down are sometimes contained. However, even in such a case, due to the suspension structure of the axle box, the component load in the right and left direction and the component load in the up and down direction received by the link are the same. sufficiently smaller than the load of the component in the forward and reverse direction. Therefore, only the attachment of a strain gauge to each link allows obtaining a measured value of the forward and reverse steering force, which practically requires precision. In this way, components other than the component in the forward and reverse direction are sometimes included in the measured value of the forward and reverse steering force. Therefore, three or more strain gauges can be connected to each link to cancel the strains in the up and down direction and in the right and left direction. This improves the accuracy of the measured value of the forward and reverse steering force.

In the case where the axle box suspension is an axle beam type axle box suspension, the axle box suspension includes an axle beam, and the axle box and the bogie frame are coupled by the axle beam. The axle beam can be formed integrally with the axle housing. A rubber bushing is attached to one end of the frame side of the bogie's axle beam. In this case, the forward and reverse steering force is converted from the forward and reverse steering components of the loads that two axle beams, which are attached to the right and left ends of a set of wheels one by one, receive, the component that will be opposite in phase to each other. Furthermore, due to the arrangement and constitution of the axle beams, the axle beam is likely to receive 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 reverse direction. Accordingly, two or more strain gauges are connected to each axle beam to cancel the deformation in the right and left direction, for example. By using measured values from these strain gauges, the forward and reverse direction component of the load on the axle beam is obtained to obtain a measured value of the forward and reverse direction force. Furthermore, instead of applying such a design, a forward and backward direction displacement of the rubber bushing attached to the axle beam can be measured with a displacement meter. In this case, the product of a measured displacement and a spring constant of this rubber bushing is set as the measured value of the forward and reverse steering force. In the case that the axle box suspension is the axle beam type axle box suspension, the member described above for supporting the axle box becomes the axle beam or the rubber bushing.

By the way, in the load measured by the strain gauge attached to the axle beam, not only the components in the forward and backward direction and in the right and left direction, but also the component in the up and down direction sometimes they are included.

However, even in such a case, due to the suspension structure of the axle box, the component load in the up and down direction that the axle beam receives is sufficiently smaller than the component load. in the forward and reverse direction and component loading in the right and left direction.

Therefore, unless the strain gauge is attached to cancel the component load in the up and down direction received by the axle beam, a measured value of the forward and backward direction force can be obtained, which It has a precision that is practically required.

In this way, components other than the component in the forward and reverse direction are sometimes included in the measured force of the forward and reverse direction, and three or more strain gauges may be connected to each axle beam. to cancel the deformation in the up and down direction as well as the deformation in the right and left direction. This improves the accuracy of the measured value of the forward and reverse steering force.

In the case where the axle box suspension is a leaf spring type axle box suspension, the axle box suspension includes a leaf spring, and the axle box and the bogie frame are coupled by the leaf spring. There is a rubber bushing attached to the ends of the crossbow. In this case, the forward and reverse steering force is converted, from the forward and reverse steering components of the loads that two leaf springs, which are attached to the right and left ends of a set of wheels one to one, they receive, the component that will be opposite in phase to each other. Furthermore, due to the arrangement and constitution of crossbows, the crossbow is likely to receive, from the 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 reverse direction. Accordingly, three or more strain gauges are connected to each leaf spring to cancel the deformations in the right and left direction and in the up and down direction, for example. Using measured values from these strain gauges, the forward and reverse steering component of the load received by the crossbow is derived, thus obtaining a measured value of the forward and rear steering force. Furthermore, instead of applying such a design, a forward and backward displacement of the rubber bushing attached to the leaf spring can be measured with a displacement meter. In this case, the product of a measured displacement and a spring constant of this rubber bushing is set as the measured value of the up and down steering force. In the case where the axle case suspension is the leaf spring type axle case suspension, the previously described member for supporting the axle case becomes the leaf spring or the rubber bushing.

By the way, as the displacement meter described previously, a known laser displacement meter or eddy current displacement meter can be used.

In addition, the forward and reverse steering force has been explained here taking as an example the case of the axle box suspension system which is of single link type, axle beam type and leaf spring type. However, the axle box suspension system is not limited to single link type, axle beam type and leaf spring type. According to the axle box suspension system, the forward and reverse steering force can be determined in the same way as the single-link type, axle beam type and leaf spring type.

Furthermore, the case where a measured value of a single forward and reverse steering force on a set of wheels. It will be explained as an example, to simplify the explanation below. That is, the railway vehicle illustrated in Figure 1 has the four sets of wheels 13a to 13d. Therefore, it is possible to obtain measured values of four forward and backward steering forces T<1>to T<4>.

First realization

Next, a first embodiment of the present invention will be explained.

Inspection apparatus 400

Figure 4 is a diagram illustrating an example of a functional configuration of an inspection apparatus 400. Figure 5 is a diagram illustrating an example of a hardware configuration of the inspection apparatus 400. Figure 6 is a flow chart illustrating an example of the first preprocessing in the inspection apparatus 400. The first preprocessing is the processing to establish state equations and observation equations used in the second preprocessing and the main processing. Figure 7 is a flow chart illustrating an example of the second preprocessing in the inspection apparatus 400. The second preprocessing is processed to derive a correction amount for an estimated value of the previously described alignment irregularity amount after the first preprocessing is completed. Figure 8 is a flow chart illustrating an example of the main processing in the inspection apparatus 400. The main processing is the processing to obtain an estimated value of a final alignment irregularity amount after the first preprocessing and the second preprocessing have finished. In this embodiment, as illustrated in Figure 1, the case where the inspection apparatus 400 is mounted on the railway vehicle will be explained as an example. In the following explanation, the railway vehicle is set up as the railway vehicle with the inspection apparatus 400 mounted on it.

In Figure 4, the inspection apparatus 400 includes, as its functions, a state equation storage unit 401, an observation equation storage unit 402, a data acquisition unit 403, a first adjustment unit 404 of frequency, 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 quantity calculation unit 409 , a correction quantity storage unit 410, a second track state calculation unit 411, a track state correction unit 412, and an output unit 413.

In Figure 5, 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, a circuit 507 of I/F, a user interface 508, a display 509 and a bus 510.

The CPU 501 generally 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. Main memory 502 temporarily stores data. The auxiliary memory 503 stores various data, in addition to the programs that the CPU 501 will execute. The auxiliary memory 503 stores state equations, observation equations and correction quantities (a first correction quantity, a second correction quantity) which will be described later. The state equation storage unit 401, the observation equation storage unit 402, and the correction quantity storage unit 410 are manufactured by using the CPU 501 and auxiliary memory 503, for example.

The communication circuit 504 is a circuit intended to carry out communication with the outside of the inspection apparatus 400. The communication circuit 504 receives information of the measured value of the forward and reverse steering force and information of the measured values of accelerations of the vehicle body 11, the bogies 12a, 12b, and the sets 13a to 13d of wheels in the direction right and left, for example. The communication circuit 504 may carry out radio or wire communications 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 carrying out radio communication.

The signal processing circuit 505 carries out various pieces of signal processing on the signals received in the communication circuit 504 and input signals according to control by the CPU 501. The data acquisition unit 403 and the data acquisition unit 408 real value are manufactured by using CPU 501, communication circuit 504, and signal processing circuit 505, for example. In addition, 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 manufactured by using the CPU 501 and the signal processing circuit 505, for example.

The image processing circuit 506 carries out various pieces of image processing on input signals according to control by the CPU 501. The signal that has undergone 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. User interface 508 includes buttons, switches, dials, etc., for example. Additionally, the user interface 508 may include a graphical user interface through the use of the display 509.

Screen 509 displays an image based on signal output from image processing circuit 506. I/F circuit 507 exchanges data with a device connected to I/F circuit 507. In Figure 5, as the device to be connected to the I/F circuit 507, the user interface 508 and the display 509 are illustrated. However, the device to be connected to the I/F circuit 507 is not limited to these. For example, a portable storage medium may be connected to the I/F circuit 507. Additionally, at least a portion of the user interface 508 and display 509 may be provided outside of the inspection apparatus 400.

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

By the way, 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. The communication between these components is carried out via bus 510. Furthermore, the hardware of the inspection apparatus 400 is not limited to that illustrated in Figure 5 as long as it can perform functions described below of the inspection apparatus 400.

Equation of State Storage Unit 401, E601

The state equation storage unit 401 stores state equations. In this embodiment, the use case of the equations of state described in Patent Bibliography 1 will be explained as an example. As previously described, in this embodiment, the equations of motion that describe the orientations of the sets 13a to 13d of wheels from (5) Equation to (8) Equation are not included in the equation of state, and the equation of state is constituted as follows.

Firstly, the equations of motion describing the transverse vibrations of the bogies12a, 12b (movement in the right and left direction) of (9) Equation and (10) Equation, the equations of motion describing the rolling of the bogies12a, 12b of (13) Equation and (14) Equation, the equation of motion describing the transverse vibration of the vehicle body 11 (movement in the right and left direction) of (15) Equation, the equation of motion describing the orientation of the body 11 of the vehicle of (16) Equation, the equation of motion that describes the rolling of the body 11 of the vehicle of (17) Equation, the equations of motion that describe the orientations of the yaw damper arranged in the bogie12a and the yaw damper arranged in elbogie12b of (18) Equation and (19) Equation, and the equations of motion that describe the rolling of the pneumatic spring (reinforcing spring) arranged in elbogie12a and the pneumatic spring (reinforcing spring) arranged in elbogie12b of (20) Equation and (21) Equation are used as they are to constitute the equation of state.

Meanwhile, in the equations of motion describing the transverse vibrations of wheel assemblies 13a to 13d (movement in the right and left direction) from (1) Equation to (4) Equation and the equations of motion describing the orientations of thebogies12a, 12b of (11) Equation and (12) Equation, the pivot quantities (angular displacements) <í' “ 1 a ^ «« and the angular velocities *-■ ' a *-< • of the sets 13a to 13d Wheels in the facing direction are included. The results obtained after eliminating these variables from (1) Equation to (4) Equation, (11) Equation and (12) Equation are used to constitute the equation of state.

First, the forward and reverse steering forces from T<1> to T<4> of the wheel sets 13a to 13d are expressed by (22) Equation to (25) Equation below. In this way, the forward and backward steering forces Ti a T<4>are determined according to the differences between the angular displacements<1>a of the wheel assemblies in the orientation direction and the angular displacements or ... to or<t 2>of the bogies on which these wheel sets are provided in the direction of orientation.

[Mathematical equation 11]

The transformation variables e<1>to e<4>are defined as in (26) Equation to (29) Equation below. As described above, the transformation variables ei to e<4>are defined by the differences between the angular displacements -.i a ^ t2of the bogies in the yaw direction and the angular displacements a - ■ of the wheel assemblies in the yaw direction. orientation. The transformation variables ei to e<4>are variables to carry out the mutual transformation between the angular displacements a<0>■ of the bogies in the orientation direction and the angular displacements ^ «- a*•« of the wheel sets in the orientation direction.

[Mathematical equation 12]

When modifying (26) Equation to (29) Equation, we obtain (30) Equation to (33) Equation below. [Mathematical equation 13]

When (30) Equation to (33) Equation are substituted into the equations of motion describing the transverse vibrations of wheel assemblies 13a to 13d (movement in the right and left direction) from (1) Equation to (4) Equation, we obtain (34) Equation to (37) Equation below.

[Mathematical equation 14]

As described above, the equations of motion describing the transverse vibrations of the wheel assemblies 13a to 13d (movement in the right and left direction) from (1) Equation to (4) Equation are expressed by using the variables of transformation ei to e4, which allows eliminating the pivot quantities (angular displacements) (<¿ - i a&w4 of the sets 13a to 13d of wheels in the direction of orientation that are included in these equations of motion.

When (22) Equation to (25) Equation are substituted into the equations of motion that describe the orientations of bogies 12a, 12b from (11) Equation and (12) Equation, we obtain (38) Equation and (39) Equation below. .

[Mathematical equation 15]

As described above, the equations of motion describing the orientations of the bogies 12a, 12b of (11) Equation and (12) Equation are expressed by using the forward and backward steering forces Ti to T4, by means of which is possible to eliminate the angular displacements >/> wi a$»« and the angular velocities <Ówl>a u< ' of the sets 13a to 13d of wheels in the direction of orientation that are included in these equations of motion.

Furthermore, when (26) Equation to (29) Equation are substituted into (22) Equation to (25) Equation, we obtain (40) Equation to (43) Equation below.

[Mathematical equation 16]

As described above, in this embodiment, as in (34) Equation to (37) Equation, the equations of motion describing the transverse vibrations of the wheel assemblies 13a to 13d (movement in the right and left direction) are expressed. and, at the same time, as in (38) Equation and (39) Equation, the equations of motion that describe the orientations of the bogies <1 2>a, <1 2>b are expressed, and by using these, the constitutes the equation of state.

Furthermore, (40) Equation to (43) Equation are ordinary differential equations, and the real values of the transformation variables e<1>to e<4>, which are solutions of the equations, can be derived using the values of the forces of forward and reverse direction T<1>to T<4>in the wheel assemblies 13a to 13d. Here, the values of the forward and reverse steering forces T<1>to T<4>are that a signal intensity of a low frequency component will be generated due to the railway vehicle moving over the portion The track curve is reduced from the time series data of the measured value of the forward and reverse steering force by the first frequency adjustment unit 404 described later.

The actual values of the transformation variables e<1>to e<4>derived as described above are given in (34) Equation to (37) Equation. Furthermore, the values of the forward and reverse steering forces T<1>to T<4>on the wheel assemblies 13a to 13d are given in (38) Equation and (39) Equation. Here, the values of the forward and reverse steering forces T<1>to T<4>are the signal intensity of a low-frequency component that will 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 reverse steering force by the first frequency adjustment unit 404 described later.

In this embodiment, variables illustrated in Equation (44) below are set as the state variables, and by using the equations of motion of (9) Equation, (10) Equation, (13) Equation to (21) ) Equation, and (34) Equation to (39) Equation, the equation of state is constituted.

[Mathematical equation 17]

The equation of state storage unit 401 receives the equation of state constituted as described above, for example, according to the operation of the user interface 508 by an operator and stores it.

Observation equation storage unit 402, E602

The observation equation storage unit 402 stores observation equations. In this embodiment, the acceleration of the body <11> of the vehicle 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 assemblies 13a to 13d in the right and left direction left are set to observation variables. These observation variables are observation variables filtered by a Kalman filter described later. In this embodiment, the equations of motion describing the transverse vibrations from (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 thus constituted, for example, according to the operation of the user interface 508 by an operator and stores it.

After the state equation and the observation equation are stored in the inspection apparatus 400 as described above, 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 quantity calculation unit 409 and the correction quantity storage unit 410 They start. That is, after the first preprocessing using the flowchart in Figure 6 has finished, the second preprocessing using the flowchart in Figure 7 starts.

Data acquisition unit 403, E701

The data acquisition unit 403 acquires measured data with a predetermined sampling period.

In this embodiment, the data acquisition unit 403 acquires, as measured data, time series data of a measured value of the acceleration of the vehicle body 11 in the right and left direction, the time series data of the measured values of the accelerations of the bogies 12a, 12b in the right and left direction, and the time series data of the measured values of the accelerations of the sets 13a to 13d of wheels in the right and left direction. The respective accelerations are measured by the use of strain gauges connected, for example, to the vehicle body 11, to the bogies 12a, 12b, and to the wheel assemblies 13a to 13d respectively and to an arithmetic device that calculates the accelerations using the measured values of these strain gauges. By the way, the measurement of accelerations can be carried out using a known technique and, therefore, its detailed explanation is omitted.

Furthermore, the data acquisition unit 403 acquires, as measured data, time series data of the measured value of the forward and reverse steering force. The method for measuring forward and reverse steering force is as previously described.

The data acquisition unit 403 may acquire the measured data by carrying out communication with the arithmetic device described previously, for example. In step E701, the data acquisition unit 403 acquires measured data throughout the travel section of the railway vehicle.

First frequency adjustment unit 404, E702

The first frequency adjustment unit 404 reduces (preferably eliminates) the signal intensity of the low frequency component contained in the time series data of the measured value of the forward and reverse steering force (a second physical quantity) 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 travels on the linear track, but is measured when the railway vehicle travels on the curved track. That is, the signal measured when the railway vehicle moves along the curved track can be considered as a signal obtained by superimposing the signal of this low-frequency component on the signal measured when the railway vehicle moves along the linear track.

The present inventors devised a model in which an AR (autoregressive) model is corrected. Then, the present inventors devised to reduce the signal intensity of the low-frequency component contained in the time series data of the measured value of the forward and reverse steering force using this model. In the following explanation, the model devised by the present inventors is called the corrected AR model. Unlike this, the well-known AR model is simply called the AR model. From here on, an example of the corrected AR model will be explained.

A value of the time series data and a physical quantity at time k (1 < k < M) is set to y* • M is a number that indicates, like the time series data and the physical quantity, data until when they are contained, and it is predefined. In the following explanation, physical quantity time series data will be abbreviated as data and as necessary. The AR model that approximates the yk value of the data is as in (45) Equation below, for example. The AR model is, as illustrated in Equation (45), an equation that expresses a predicted value y '• of the physical quantity at time k (m 1 < k < M) in the data y by using a value real y k-i of the physical quantity at a time k-1 (1 < 1 < m) before time k in the data y. By the way, y is expressed by adding A above yk in (45) Equation.

[Mathematical equation 18]

In (45) Equation, a is a coefficient of the AR model. m is a number of the data value y that will be used to approximate the y<k>value of the data y at time k in the AR model, and is a number between the values y<k>-<1>a and <k-m>of the data and at continuous times k-1 to k-m before time k. m is an integer less than M. Like, for example, 1500 can be used.

Then, a conditional expression is derived to approximate the predicted value y of the physical quantity at time k by the AR model to the value y<k>by using a least squares method. As a condition for approximating the predicted value y of the physical quantity at time k by the AR model to the value yk, it is possible to use a condition that minimizes a squared error between the predicted value y~ '■ of the physical quantity at time k by the AR model and the valoryk, for example. That is, the least squares method is used to approximate the predicted value y " of the physical quantity at time k by the AR model to the value yk. (46) Equation below is a conditional expression to minimize the squared error between the predicted value y of the physical quantity at time k by the AR model and the value yk.

[Mathematical equation 19]

♦ • • (46)

The relationship of (47) Equation below is established by (46) Equation.

[Mathematical equation 20]

Furthermore, (47) Equation is modified (expressed in the form of matrix notation) and therefore we obtain (48) Equation below.

[Mathematical equation 21]

Rji in (48) Equation is called autocorrelation of the data y, and is a value defined by (49) Equation below.

1 j " 11 at this time is known as a delay time.

[Mathematical equation 22]

According to (48) Equation, we consider (50) Equation below. (50) Equation is an equation derived from a condition that minimizes the error between the predicted value y of the physical quantity at time k by the AR model and the value yk of the physical quantity at time k corresponding to the predicted value'■ . (50) Equation is called a Yule-Walker equation. Furthermore, (50) Equation is a linear equation in which a vector composed of AR model coefficients 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 and with a time lag of 1 to m. In the following explanation, the constant vector on the left side in Equation (50) is called the autocorrelation vector as necessary. Furthermore, a coefficient matrix on the right side in (50) Equation is a matrix whose component is the autocorrelation of the data and with a time lag from 0 to m-1. In the following explanation, the coefficient matrix on the right side in Equation (50) is called the autocorrelation matrix as necessary.

[Mathematical equation 23]

Furthermore, the autocorrelation matrix on the right side in (50) Equation (an m X m matrix composed of Rj<1>) is described as an autocorrelation matrix R as in (51) Equation below.

[Mathematical equation 24]

In general, when deriving the coefficient of the AR model, a method is used to solve a coefficient a from (50) Eq. In (50) Equation, the coefficient " is derived to make the predicted value J' of the physical quantity at time k derived by the AR model as close to the value y<k>of the physical quantity at time k as close as possible. possible. Therefore, the frequency characteristics of the AR model include a large number of frequency components contained in the y<k>value of the data and at each time.

Therefore, the present inventors focused on the autocorrelation matrix R to be multiplied by the coefficient a of the AR model and seriously examined it. As a result, the present inventors discovered that it is possible to reduce the effect of a high-frequency component contained in the data and by using an eigenvalue part of the autocorrelation matrix R. That is, the present inventors discovered that it is possible to rewrite the matrix of autocorrelation R to emphasize the low frequency component.

A concrete example of the above will be explained below.

The autocorrelation matrix R is subjected to a singular value decomposition. Elements of the autocorrelation matrix R are symmetric. Consequently, when the autocorrelation matrix R is subjected to a singular value decomposition, as in (52) Equation below, the result becomes the product of an orthogonal matrix U, a diagonal matrix £, and a transposed matrix of the orthogonal matrix U.

[Mathematical equation 25]

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 a<11>, a<22>, .. ., a<mm>. Furthermore, the orthogonal matrix U is a matrix in which the component vector of each column is an eigenvector of the autocorrelation matrix R. The column component vector of the diagonal matrix U is set to u<i>, u <2>, ..., u<m>. There exists a correspondence relationship in which the eigenvalue of the autocorrelation matrix R that responds to an eigenvector u<j>is a<j>The eigenvalue of the autocorrelation matrix R is a variable that reflects the intensity of each frequency component included in a time waveform of the predicted value yA> of the physical quantity at time k by the AR model.

[Mathematical equation 26]

The values of a<11>, a<22>, .. a mm are the diagonal components of the diagonal matrix £ obtained by the result of the singular value decomposition of the autocorrelation matrix R, they are established in descending order in order to simplify the illustration of the mathematical equation. A matrix R' is defined as in (54) Equation below using, from 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 predefined. The matrix R' is a matrix resulting from approximating the autocorrelation matrix R by using s pieces of the eigenvalues of the eigenvalues of the autocorrelation matrix R.

[Mathematical equation 27]

A matrix U<s>in (54) Equation is an m X s matrix 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 matrix orthogonal U of (52) Equation. That is, the matrix U<s>is a submatrix composed of the elements on the left of m X s trimmed from the orthogonal matrix U.

Furthermore, U<sT>in (54) Equation is a transposed matrix of U<s>. U<sT>is an s X m matrix 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 an s X s matrix composed of s column pieces, which are chosen from the left, and s row pieces, 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 X s trimmed from the diagonal matrix £.

When the matrix £<s>and the matrix U<s>are expressed by the elements of the matrix, we obtain (55) Equation below.

[Mathematical equation 28]

By using the matrix R' instead of the autocorrelation matrix R, the relational expression of (50) Equation is rewritten in (56) Equation below.

[Mathematical equation 29]

(56) Equation is modified, and therefore (57) Equation below is obtained as the equation that derives the coefficienta. The model that calculates the predicted value y* of the physical quantity at time k from (45) Equation while using the coefficient a derived by (57) Equation is the “corrected AR model”.

[Mathematical equation 30]

<• • • (>57<)>

The case where the values of a a<11>, a<22>, a<mm>being the diagonal components of the diagonal matrix £ are set in descending order has been explained here as an example. However, it is not necessary to set the diagonal components of the diagonal matrix £ in descending order during a coefficient calculation process. In this case, the matrix Us is not the submatrix composed of the elements on the left of m X s cut from the orthogonal matrix U, but becomes a submatrix composed of the cut column component vectors corresponding to the eigenvalues to be used (the eigenvectors). Furthermore, the matrix £<s>is not the submatrix composed of the top and left elements of s of the corrected AR model become the diagonal components.

(57) Equation is an equation that will be used to determine 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 to determine 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. Furthermore, the matrix £<s>in (57) Equation is a matrix (a second matrix) in which the eigenvalues used to determine 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<sT>en (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 thus the coefficient o of the corrected AR model is derived. An example of the method of deriving the coefficient a of the corrected AR model has been explained above. Here, as the method of deriving the coefficient of the AR model to be the basis of the corrected AR model, the method of using the least squares method for the predicted value y ~k of the physical quantity at time k has been established in order to make the method intuitively understandable.

However, a method has been known to define the AR model using the concept of a stochastic process and deriving its general coefficient. In this case, autocorrelation is expressed by the autocorrelation of the stochastic process (a population). This autocorrelation of the stochastic process is expressed as a function of a time delay. Therefore, the autocorrelation of the data and in this embodiment can be replaced by a value calculated by another calculation formula, as long as it approximates the autocorrelation of the stochastic process. For example, R<22>to R<mm>are autocorrelation with a time lag of 0 (zero), but can be replaced by 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.

As the physical quantity in the explanation of the corrected AR model described previously, the forward and backward steering force is applied here. The value of the forward and reverse steering force varies depending on the condition of the railway vehicle. Therefore, the railway vehicle first moves on the track 16 to obtain the data y of the measured value of the forward and reverse steering force. The autocorrelation matrix R is derived by using (49) Equation and (51) Equation for each of the data y obtained. The autocorrelation matrix R is subjected to the singular value decomposition expressed by (52) Equation, in order to derive the eigenvalues of the autocorrelation matrix R. Figure 9 is a view illustrating an example of the distribution of the eigenvalues of the autocorrelation matrix R. In Figure 9, the eigenvalues a<11>a a<mm>, which are obtained by the autocorrelation matrix R in each of the data and from the measured value of the forward direction force and backward T<1>in the wheel set 13a that is subjected to singular value decomposition, are aligned in ascending order and plotted. In Figure 9, the horizontal axis is an index of the eigenvalue and the vertical axis is the value of the eigenvalue.

The example illustrated in Figure 9 includes an eigenvalue that has a significantly larger value than the others. Furthermore, the example includes two eigenvalues that have a relatively higher value compared to the others and are not considered 0 (zero), which are not as high as the eigenvalue described above that has a significantly higher value. This makes it possible to employ, for example, two or three as the number s of the eigenvalues to be extracted from the autocorrelation matrix R illustrated in (53) Equation. There is no significant difference in the results regardless of the number used.

The first frequency adjustment unit 404 carries out the following processing using the y value of the data and the measured value of the forward and reverse steering force at time k acquired in the frequency acquisition unit 403. data.

First, the first frequency adjustment unit 404 generates the autocorrelation matrix R using (49) Equation and (51) Equation according to the data y of the measured value of the forward and reverse steering force and the preset numbers M, m .

Then, the first frequency adjustment unit 404 performs the singular value decomposition on the autocorrelation matrix R, so as to derive the orthogonal matrix U and the diagonal matrix £ of Equation (52), and derive the eigenvalues a< 11>a a<mm>of the autocorrelation matrix R of the diagonal matrix £.

Then, the first frequency adjustment unit 404 chooses s pieces of the eigenvalues a<11>a a<ss>from the largest among the plural eigenvalues o n a o mm of the autocorrelation matrix R as the eigenvalues of the matrix of autocorrelation R that will be used to derive the coefficient of the corrected AR model.

Then, the first frequency adjustment unit 404 determines the coefficient of the corrected AR model using (57) Equation according to the data and from the measured value of the forward and reverse steering force, the eigenvalues a<11>a a<ss> , and the orthogonal matrix U obtained by the singular value decomposition of the autocorrelation matrix R.

Then, the first frequency adjustment unit 404 derives the predicted value - ' from the data and the measured value of the forward and reverse steering force at time k from (45) Equation according to the coefficient of the corrected AR model and the data and the measured value of the forward and reverse steering force. The time series data of the predicted value y" and of the forward and reverse steering force results in the time series data from which the low-frequency component contained in the data y has been extracted from the measured value of the steering force forward and backward.

Figure 10 is a view illustrating an example of the time series data of the measured value of the forward and reverse steering force (the measured value) and the time series data of the predicted value of the forward steering force and backwards (the calculated value). By the way, in this embodiment, the measured values of the four forward and backward steering forces T<1>to T<4> are obtained. That is, four pieces of data and forward and reverse steering force are obtained. In Figure 10, the measured value and the calculated value of each of the four pieces of data are illustrated. The horizontal axis in Figure 10 indicates a measurement time and a calculation time of the forward and reverse steering forces T<1>to T<4>, each of which is an elapsed time (second) of a reference time when the reference time is set to 0 (zero). The vertical axis indicates the forward and backward steering forces T<1>a T<4>(Nm).

In Figure 10, the calculated value of the forward and reverse steering force T<1> on the wheel assembly 13a deviates by about 15 seconds to 35 seconds (namely, a value greater than that at another time is displayed).This period corresponds to the period in which the wheel set 13a passes through the curved track. The calculated value of the forward and reverse steering force T<2>on the wheel assembly 13b, the calculated value of the forward and reverse steering force T<3>on the wheel assembly 13c, and the calculated value of the forward and reverse steering force T<4>on the wheel assembly 13d are also deflected during the period in which the wheel assemblies 13b, 13c and 13d pass through the curved track in a similar manner to the calculated value of the forward and reverse steering force T<1>on the wheel assembly 13a.

Therefore, in Figure 10, eliminating the values calculated from the measured values of the forward and reverse steering forces T<1>to T<4>on the wheel assemblies 13a to 13d allows the elimination of the low frequency components, which are due to the wheel assemblies 13a to 13d passing through the curved track, of the signals of the forward and reverse steering forces T<1>to T<4>. That is, in Figure 10, when the calculated values are removed from the measured values of the forward and backward steering forces T<1>to T<4>on the wheel assemblies 13a to 13d, as the steering forces forward and backward T<1>to T<4>when the wheel assemblies 13a to 13d have passed along the curved track, the forward and backward steering forces equivalent to those produced when the assemblies Wheels 13a to 13d have passed through the linear track.

Accordingly, the first frequency adjustment unit 404 subtracts the time series data of the predicted value y' of the forward and reverse direction force of the time series data (the data y) of the measured value yk of Forward and reverse steering force. In the following explanation, the time series data resulting from the subtraction of the time series data of the predicted value of the forward and reverse steering force of the time series data (the y data) from the measured value y<k>of the forward and reverse steering force are known as time series data of a high-frequency component of the forward and reverse steering force as needed. In addition, a value of the time series data of the high-frequency component of the forward and reverse steering force at each sampling time is called a value of the high-frequency component of the forward and reverse steering force. , as necessary.

Figure 11 is a view illustrating an example of the time series data of the high frequency component of the forward and reverse steering force. The vertical axis in Figure 11 indicates the time series data of the high-frequency components of the forward and reverse steering forces T<1>, T<2>, T<3>, and T<4>. That is, the high-frequency components of the forward and backward frequency T<1>, T<2>, T<3>and T<4> illustrated on the vertical axis in Figure 11 are those obtained by subtracting the calculated values of the measured values of the forward and reverse steering forces T<1>, T<2>, T<3> and T<4> in the sets 13a, 13b, 13c and 13d of wheels that are illustrated in Figure 10 respectively. Furthermore, the horizontal axis in Figure 11 indicates a measurement time and a calculation time of the forward and reverse steering forces T<1>to T<4>, each of which is an elapsed time (second ) of a reference time when the reference time is set to 0 (zero), similar to the horizontal axis in Figure 10.

The first frequency adjustment unit 404 derives the time series data of the high frequency components of the forward and reverse steering forces T<1>to T<4>as described above.

Filter operation unit 405, E703

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 the estimated values of the state variables illustrated in (44) Equation by the Kalman filter. At this time, the filter operation unit 405 uses, from the measured data acquired in the data acquisition unit 403, the measured data excluding the forward and reverse steering forces T<1>a T<4>y the time series data of the high-frequency components of the forward and reverse steering forces T<1>to T<4>generated in the first frequency adjustment unit 404. As previously described, in this embodiment, in the measured data, 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. As for the forward and reverse steering forces T<1>to T<4>on the wheel assemblies 13a to 13d, the time series data of the high-frequency components of the forward and backward steering forces backward T<1>to T<4>generated in the first frequency setting 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 to carry out data assimilation. That is, the Kalman filter is an example of the method for determining an estimated value of an unobserved variable (state variable) to make the difference between, of an observable variable (observation variable), a measured value and an estimated value small (minimal). The filter operation unit 405 derives a Kalman gain in 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 (variable status) at that time. In the Kalman filter, the following observation equation from (58) Equation and the following state equation from (59) Equation are used.

Y = HX V • • • ( 58 )

X • = <I>X W • • • ( 59 )

In (58) 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. 4) is a linear model. W is system noise. By the way, the Kalman filter itself can be manufactured by a known technique and therefore 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, so as to generate time series data of the estimated values of the state variables illustrated in (44). Equation.

Second frequency adjustment unit 406, E704

Unless the signal intensity of the low-frequency component contained in the time series data of the forward and reverse steering force measured value is sufficiently removed by the first frequency adjustment unit 404, the signal of the low frequency component due to the movement of the railway vehicle on the curved track can be left in the time series data of the estimated values of the state variables generated by the filter operation unit 405. Accordingly, the second frequency adjustment unit 406 reduces (preferably eliminates) the signal intensity 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. Incidentally, in the case where it is possible to determine the number s of the eigenvalues to be extracted from the autocorrelation matrix R illustrated in (53) Equation to sufficiently remove the signal intensity of the low frequency component contained in the data time series of the measured value of the forward and reverse steering force by the first frequency adjustment unit 404, the processing of the second frequency adjustment unit 406 is no longer required.

In this embodiment, the second frequency adjustment unit 406 uses the corrected AR model to reduce the signal intensity of the low frequency component contained in the time series data of the estimated values of the state variables in a similar manner as first frequency adjustment unit 404.

The second frequency adjustment unit 406 performs the following processing for each state variable with a predetermined sampling period.

As the physical quantity in the explanation of the corrected AR model described previously, the state variable is applied here. That is, the data y of the state variable results 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 vary depending on the state of the railway vehicle.

First, the second frequency adjustment unit 406 generates the autocorrelation matrix R using (49) Equation and (51) Equation according to the data y from the estimated values of the state variables and the preset numbers M and m.

Then, the second frequency adjustment unit 406 performs the singular value decomposition on the autocorrelation matrix R, thereby deriving the orthogonal matrix U and the diagonal matrix ¿ of Equation (52), and deriving the eigenvalues a< 11>a a<mm>of the autocorrelation matrix R of the diagonal matrix £.

Then, the second frequency adjustment unit 406 chooses s pieces of the eigenvalues a<11>a a<ss>from the largest among the plural eigenvalues aomm of the autocorrelation matrix R as the eigenvalues of the matrix autocorrelation R that will be used to derive the coefficienta of the corrected AR model, s is predefined for each state variable. For example, the railway vehicle is made to travel along track 16, to then obtain the data and the estimated value of each of the state variables in the same way as has been explained so far. Then, a distribution of the eigenvalues of the autocorrelation matrix R is carried out 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.

Then, the second frequency adjustment unit 406 determines the coefficient a of the corrected AR model using (57) Equation according to the data and from the estimated value of the state variable, the eigenvalues a<11>a a<ss>, and the orthogonal matrix U obtained by the singular value decomposition of the autocorrelation matrix R.

Then, the second frequency adjustment unit 406 derives the predicted value yA • from the data y from the estimated value of the state variable at time k from (45) Equation according to the coefficientnof the corrected AR model and the data y from the estimated value of the state variable. The time series data of the predicted value yA of the state variable results in the time series data from which the low frequency component contained in the data y has been extracted from the estimated value of the state variable.

Then, the second frequency adjustment unit 406 subtracts the time series data from the predicted value yA* of the state variable of the data and from the estimated value of the state variable. In the following explanation, the time series data resulting from the subtraction of the time series data from the predicted value yA* of the state variable of the data and the estimated value of the state variable is called time series data of a high frequency component of the state variable as necessary.

First track condition calculation unit 407, E705

When (22) Equation to (25) Equation are substituted into the equations of motion describing the orientations of the wheel assemblies 13a to 13d of (5) Equation to (8) Equation, we obtain (60) Equation to (63) Equation below.

[Mathematical equation 31]

In this embodiment, as illustrated in (60) Equation to (63) Equation, relational expressions representing the relationships between the forward and reverse steering forces Ti to T<4> and the amounts of alignment irregularity are established. yRi to yR<4>at the positions of the wheel sets 13a to 13d.

The first track condition calculation unit 407 calculates estimated values of the pivot quantities (angular displacements) 0 v « “: • a$v of the wheel sets 13a to 13d in the orientation direction by (30) Equation a (33) Equation. Then, the first track condition calculation unit 407 provides the estimated values of the pivot quantities (angular displacements) ul a ^ "* of the wheel assemblies 13a to 13d in the orientation direction, the values of the components high frequency of the state variables generated in the second frequency adjustment unit 406, and the values of the high frequency components of the forward and reverse steering forces T<i>a T<4>generated in the first frequency adjustment unit 404 for (60) Equation to (63) Equation, in order to calculate the amounts of alignment irregularity y<R i>a and<R4>in the positions of the sets 13a to 13d of wheels The variables. of state that will be used here are the displacements yu a yt<2>of the bogies<12>a,<1 2>b in the right and left direction, the speeds 7 t i ' a y--* ' of thebogies<1 2 >a,<1 2>b in the right and left direction, the displacements ywi a y<W4>of the wheel sets 13a to 13d in the right and left direction, and the speeds y - ' a<y “ 4>' of the wheel assemblies 13a to 13d in the right and left direction. The first track condition calculation unit 407 carries out such calculation of the alignment irregularity quantities of y<R i>a y<R4> as indicated above with a predetermined sampling period, thereby obtaining the data of time series of the quantities of alignment irregularity y<R i>a y<R4>.

Then, the first track state calculation unit 407 calculates an alignment irregularity quantity y<R> from the alignment irregularity quantities y<R i>a y<R4>. For example, the first track condition calculation unit 407 combines phases of the time series data of the alignment irregularity quantities y<R2>a and<R4>with a phase of the time series data of the quantity of alignment irregularity and<R i>. That is, the first track condition calculation unit 407 calculates, from the distance between the wheel set 13a and the wheel sets 13b to 13d in the forward and reverse direction and the speed of the railway vehicle, a delay time between the moment at which the wheel assembly 13a passes through a certain position and the moment at which the wheel assemblies 13b to 13d pass through a certain position. The first track state calculation unit 407 shifts the phases of the time series data of the alignment irregularity quantities y<R2>to y<R4> by this delay time.

The first track condition calculation unit 407 calculates an average arithmetic value of the sum of the values of the alignment irregularity quantities yRi to yR<4>whose phases are combined at the same sampling time as the irregularity quantity alignment yR at this sampling time. The first track condition calculation unit 407 carries out said calculation at each sampling time, in order to obtain time series data of the amount of alignment irregularity yR. The phases of the alignment irregularity quantities yR<2>a yR<4> are combined with the phase of the irregularity quantity yRi, allowing the cancellation of common disturbance factors in the time series data of the alignment irregularity quantities yRi to yR<4>.

Incidentally, the first track state calculation unit 407 can find a moving average of each of the alignment irregularity quantities y<R i>a and<R4>whose phases are combined (namely, they pass each of the alignment irregularity quantities y<R i> to y<R4> through a low-pass filter) and calculate the alignment irregularity quantity y<R> from the alignment irregularity quantities y<R i> a and<R4>whose moving averages have been found.

Furthermore, the first track condition calculation unit 407 may calculate, as the alignment irregularity quantity y<R>, an arithmetic mean value of two of the values of the alignment irregularity quantities y<R1>a and< R4>whose phases are combined in 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 travels throughout the travel section of the railway vehicle, to execute parts of the processing of the first data acquisition unit 404. frequency adjustment, the filter operation unit 405, the second frequency adjustment unit 406, and the first track state calculation unit 407.

In this way, the first track condition calculation unit 407 can obtain the amount of alignment irregularity y at each sampling time while the railway vehicle is traveling through the entire travel section. The first track state calculation unit 407 calculates a travel position of the railway vehicle at each sampling time according to, for example, a travel speed of the railway vehicle and a time elapsed from the time the railway vehicle starts to move. In this embodiment, the case where the travel position of the railway vehicle is the position of the wheel assembly 13a is explained as an example. The first track state calculation unit 407 calculates the amount of alignment irregularity y<R>at each travel position of the railway vehicle according to the amount of alignment irregularity y<R>at each sampling time and the position of displacement of the railway vehicle at each sampling time. In the following explanation, the value calculated in this way is known as an estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle or an estimated value of the amount of alignment irregularity as required. .

By the way, 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 previously described. For example, the first track condition calculation unit 407 can derive the traveling position of the railway vehicle at each sampling time by using a GPS (global positioning system, GPS).

Real value acquisition unit 408, E706

The actual value acquisition unit 408 acquires a measured actual value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle. The actual measured value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle is set to be measured before the second preprocessing is started. The time for acquiring the actual measured value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle is not limited to a period between step E705 and step E707. The time for acquiring the actual measured value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle may be any time, as long as it is the time before step E707. For example, the actual value acquisition unit 408 may acquire the actual measured value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle before the flow chart in Figure 7 has been started. . In the following explanation, the measured actual value of the alignment irregularity amount at each position in the entire travel section of the railway vehicle is referred to as a measured actual value of the alignment irregularity amount or a measured actual value as required. .

The actual measured value of the amount of alignment irregularity is a value obtained by directly measuring the amount of alignment irregularity. The actual measured value of the amount of alignment irregularity can be obtained as follows, for example. A test vehicle fitted with a sensor that directly measures the amount of alignment irregularity is driven. Direct measurement of the amount of alignment irregularity by the sensor during the travel of the test vehicle is carried out repeatedly in a predetermined cycle, so as to obtain the amount of alignment irregularity in the entire travel section of the railway vehicle. Furthermore, the actual measured value of the amount of alignment irregularity can also be obtained using the measuring device described in Patent Bibliography 2, for example. As described above, the actual measured value of the amount of alignment irregularity can be obtained by a known technique. Therefore, its detailed explanation is omitted here.

Figure 12A and Figure 12B to Figure 14A and Figure 14B are views illustrating the first to sixth examples of the relationship between the estimated value of the amount of alignment irregularity (y<R>), the actual value of the amount of alignment irregularity (y<R>), the travel speed 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 . By the way, the estimated value of the amount of alignment irregularity is the one calculated by the first track condition calculation unit 407. The actual value of the alignment irregularity amount is that acquired by the actual value acquisition unit 408. Furthermore, in Figure 12A and Figure 12B to Figure 14A and Figure 14B, for the sake of notation, the illustration of the data of a portion where the distance from the starting point of the railway vehicle is small is omitted.

In Figure 12A and Figure 12B to Figure 14A and Figure 14B, graphs 1211,1221, 1311,1321,1411 and 1421 each indicate the estimated value of the amount of alignment irregularity calculated by the first unit 407 of road condition calculation. The graphs 1212, 1222, 1312, 1322, 1412 and 1422 each indicate the actual value of the amount of alignment irregularity acquired by the actual value acquisition unit 408. Graphs 1213, 1223, 1313, 1323, 1413 and 1423 each indicate the travel speed of the railway vehicle. Graphs 1214, 1224, 1314, 1324, 1414 and 1424 each indicate the 1/R curvature. of track 16 (lane).

In Figure 12A and Figure 12B to Figure 14A and Figure 14B, the fact that the curvature 1/R is 0 (zero) indicates the linear path, and the fact that the curvature 1/R is a value other than 0 (zero) indicates the curved track.

Figure 12A and Figure 12B illustrate that graphics 1214 and 1224 are the same and that the displacement sections are the same. Figure 12A and Figure 12B illustrate that the travel speeds of the railway vehicle are different, as illustrated in graphs 1213, 1223. This reveals that due to the different travel speeds of the railway vehicle in the same travel section, as illustrated in graphs 1211, 1221, the estimated values of the amount of alignment irregularity are different, but the difference is not that big.

Furthermore, graphs 1212 and 1222 (the actual values of the amount of alignment irregularity) are the same. As illustrated in the graphs 1211, 1212, it is clear that there is a difference between the estimated value of the alignment irregularity amount calculated by the first track condition calculation unit 407 and the actual value of the alignment irregularity amount alignment acquired by real value acquisition unit 408. The same goes for graphs 1221, 1222.

As described above, it is clear that the accuracy of estimating the amount of alignment irregularity decreases depending on the travel state of the railway vehicle and the installation state of the track 16.

As illustrated in graphs 1214, 1224, the displacement sections illustrated in Figure 12A and Figure 12B are a sharp curve with a radius of curvature R of 171 m. Therefore, the railway vehicle is in flange contact with track 16.

Flange contact is explained here. Figure 15 is a view explaining an example of the flange contact. Figure 15 illustrates a cross section of the case where the left and right rails of a track 16 and a single set of wheels 13 intersect perpendicular to the direction of travel of a railway vehicle (x-axis direction). Furthermore, Figure 15 illustrates the state of the wheel assembly 13 in the case that the track 16 (rail) is curved to the right (in the negative direction of the y-axis) and the railway vehicle is moving while curving to the right. right. Incidentally, Figure 15 also illustrates a lateral yield force F<yLi>and a normal load N<Li>on a left wheel 14L and a lateral yield force F<yRl>and a normal load N<Rl>on a right wheel 14R.

As illustrated in Figure 15, when moving on the right curved rail, the railway vehicle receives an action force in the left direction (the positive direction of the y axis) and the wheel set 13 moves to the left. , and therefore the reaction forces in the left and right direction of 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. When this action force increases further, the wheel assembly 13 moves further to the left, and when a contact angle a L becomes the same as a flange angle aL of the left wheel 14L, the left wheel 14L must contact the rail on a flange, as illustrated in Figure 15. Such contact is known as the flange contact. Meanwhile, in this state, the right wheel 14R contacts the rail on a track.

Figure 13A and Figure 13B illustrate that graphics 1314 and 1324 are the same and the displacement sections are the same. As illustrated in graphs 1314, 1324, the curvature 1/R is 0 (zero), and therefore it becomes evident that the displacement sections illustrated in Figure 13A and Figure 13B are a linear track. Figure 13A and Figure 13B illustrate that the travel speeds of the railway vehicle are different, as illustrated in graphs 1313, 1323. This reveals that due to the different travel speeds of the railway vehicle in the same travel section, as shown illustrated in graphs 1311, 1321, the estimated values of the amount of alignment irregularity are different, but the difference is not that big. Furthermore, in Figure 13A and Figure 13B, an S/N ratio of the measured value of the forward and reverse steering force decreases because the travel speed of the railway vehicle decreases to 30 km/h or less. Therefore, as illustrated in graphs 1311, 1321, a high-frequency noise is mixed into the estimated value of the amount of alignment irregularity. However, it is clear that a characteristic amount of the amount of alignment irregularity (such as, for example, the way the graph changes) is captured in graphs 1311, 1321.

Furthermore, graphs 1312 and 1322 (the actual values of the amount of alignment irregularity) are the same. As illustrated in the graphs 1311, 1312, it is clear that there is a difference between the estimated value of the alignment irregularity amount calculated by the first track condition calculation unit 407 and the actual value of the alignment irregularity amount alignment acquired by real value acquisition unit 408. The same goes for graphs 1321, 1322.

As described above, it is clear that the accuracy of estimating the amount of alignment irregularity decreases depending on the travel state of the railway vehicle.

Figure 14A and Figure 14B illustrate that graphics 1414 and 1424 are the same and the displacement sections are the same. Figure 14A and Figure 14B illustrate that the travel speeds of the railway vehicle are different, as illustrated in graphs 1413, 1423. This reveals that due to the different travel speeds of the railway vehicle in the same travel section, as shown illustrated in graphs 1411, 1421, the estimated values of the amount of alignment irregularity are different, but the difference is not that big. Furthermore, graphs 1412 and 1422 (the actual values of the amount of alignment irregularity) are the same. As illustrated in the graphs 1411, 1412, it is clear that there is a difference between the estimated value of the alignment irregularity amount calculated by the first track condition calculation unit 407 and the actual value of the alignment irregularity amount alignment acquired by real value acquisition unit 408. The same goes for graphs 1421, 1422.

As illustrated in graphs 1414, 1424, the displacement sections illustrated in Figure 14A and Figure 14B are a smooth curve with the radius of curvature R of 993 m, and the railway vehicle does not come into flange contact with the track 16 .

As described above, it is clear that the accuracy of estimating the amount of alignment irregularity decreases depending on the installation status of track 16.

Correction amount calculation unit 409, correction amount storage unit 410, E707 to E711

The correction amount calculation unit 409 calculates, when the estimated value of the alignment irregularity amount at each position in the entire travel section of the railway vehicle is calculated by the first track state calculation unit 407, a correction amount at each position in the entire travel section of the railway vehicle. The correction amount at each position in the entire travel section of the railway vehicle is the correction amount for the estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle, which is calculated by second track state calculation unit 411 described below.

The correction amount calculating unit 409 calculates the correction amount at each position in the entire traveling section of the railway vehicle according to the estimated value of the amount of alignment irregularity at each position in the entire traveling section of the railway vehicle. which calculates the first track condition calculation unit 407 and the measured actual value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle that is acquired by the actual value acquisition unit 408.

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

The correction amount calculation unit 409 extracts a pair of 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 condition calculation unit 407, and the measured actual value of the amount of alignment irregularity that is acquired by the actual value acquisition unit 408. The correction amount calculation unit 409 calculates, as the position correction amount, a value obtained by subtracting the actual measured value extracted from the alignment irregularity amount from the estimated value extracted from the alignment irregularity amount. The correction amount calculation unit 409 carries out said correction amount calculation 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 section of movement of the railway vehicle. In this way, the amount of correction in each position in the entire travel section of the railway vehicle is calculated.

In this embodiment, when the railway vehicle travels through the entire travel section once, the correction quantity calculation unit 409 calculates a set of correction quantities at all positions in the entire travel section of the railway vehicle. (step E707).

Incidentally, the correction amount calculation unit 409 carries out interpolation processing of the correction amount at each position in the entire travel section of the railway vehicle, thus being able to calculate the correction amounts at all positions in the entire the travel section of the railway vehicle.

In the following explanation, the amount of correction at each position in the entire traveling section of the railway vehicle, which is obtained in this way by the railway vehicle traveling through the entire traveling section once, is known as a first correction amount at each position in the entire travel section of the railway vehicle or a first correction amount as necessary.

The first correction amount at each position in the entire travel 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 travel section of the railway vehicle. However, in this embodiment, the correction amount calculating unit 409 calculates, as the first correction amount at a given position in the entire travel section of the railway vehicle, the correction amount for the estimated value of the correction amount. alignment irregularity at the position determined by using a plurality of first correction quantities. This is because it is possible to improve the accuracy of the correction amount for the estimated value of the alignment irregularity amount.

In this embodiment, as an example, a mean sum value of a plurality of the first correction quantities is set to the correction quantity for the estimated value of the amount of alignment irregularity at each position in the entire displacement section of the railway vehicle. In the following explanation, the correction amount for the estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle, which is obtained in this way by using a plurality of the first amounts of correction, a second correction amount is called at each position in the entire travel section of the railway vehicle, or a second correction amount as necessary.

The correction amount calculating unit 409 temporarily stores, when the first correction amount at each position in the entire travel section of the railway vehicle is obtained, this first correction amount at each position in the entire travel section of the railway vehicle. (step E708).

Then, the correction quantity calculation unit 409 determines whether or not a predetermined number of first correction quantities necessary to calculate the average sum value have been obtained (step E709). The default number can be any number as long as it is two or more. As a result of this determination, in the case where a predetermined number of first correction quantities necessary to calculate the average sum value have not been obtained (NOT in step E709), the inspection apparatus 400 carries out steps E701 to E708 described previously when the railway vehicle moves again through the entire travel section, and stores a new first correction quantity.

When a predetermined number of the first correction quantities necessary to calculate the average sum value is obtained as described above (YES in step E709), the correction quantity calculation unit 409 calculates the average sum value of a predetermined number of the first correction amounts as the second correction amount (step E710). The correction amount storage unit 410 stores the second correction amount (step E711). As previously described, the second correction amount is the correction amount for the estimated value of the alignment irregularity amount, and is used in the track state correction unit 412 described later.

After the second correction amount is stored in the correction amount storage unit 410 as described above, 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 are started. That is, after the second preprocessing by the flowchart in Figure 7 is finished, the main processing by the flowchart in Figure 8 starts. At the time of main processing, the first track state calculation unit 407, the actual value acquisition unit 408 and the correction quantity calculation unit 409 are not started. Furthermore, the flowchart in Figure 8 is executed repeatedly each time the sampling time arrives.

Figure 16A to Figure 16C are views illustrating the first to third examples of the relationship between a second correction quantity M and the distance from the starting point of the rail vehicle, respectively. Figure 16A illustrates the second correction amount M obtained from the results illustrated in Figure 12A and Figure 12B. Figure 16B illustrates the second correction amount M obtained from the results illustrated in Figure 13A and Figure 13B. Figure 16C illustrates the second correction amount M obtained from the results illustrated in Figure 14A and Figure 14B.

Data acquisition unit 403, E801

The data acquisition unit 403 acquires measured data with a predetermined sampling period. In step E801, the data acquisition unit 403 acquires a set of data measured 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 in step E701, and therefore their detailed explanation is omitted here.

First frequency adjustment unit 404, E802

The first frequency adjustment unit 404 reduces (preferably eliminates) the signal intensity of the low-frequency component contained in the time series data of the measured value of the forward and reverse steering force of the measured data acquired by the data acquisition unit 403. By the way, the processing in step E802 is the same as that in step E702, and therefore its detailed explanation is omitted here.

However, in step E702, the first frequency adjustment unit 404 derives the time series data from which the low frequency component contained in the data has been extracted and from the measured value of the forward and backward steering force. back after obtaining the measured data on the entire travel section of the railway vehicle. In contrast to this, in step E802, the first frequency adjustment unit 404 derives the time series data from which the low frequency component contained in the data has been extracted and from the measured value of the forward steering force. and backward each time the data acquisition unit 403 acquires the value y<k>of the data and of the measured value of the forward and reverse steering force at time k with a predetermined sampling period.

Filter operation unit 405, E803

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 the estimated values of the state variables illustrated in (44) Equation by the Kalman filter. By the way, the processing in step E803 is the same as that in step E703, and therefore its detailed explanation is omitted here.

Second frequency adjustment unit 406, E804

The second frequency adjustment unit 406 reduces (preferably eliminates) the signal intensity 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. By the way, the processing in step E804 is the same as that in step E704, and therefore its detailed explanation is omitted here.

Second track condition calculation unit 411, E805

The second track state calculation unit 411 calculates the alignment irregularity amounts y<R1>a and<R4>and calculates, as the estimated value of the alignment irregularity amount, the alignment irregularity amount y<R >from the amounts of alignment irregularity y<R1>a and<R1>a y<R4>. The processing in step E805 is the same as that in step E705, and therefore its detailed explanation is omitted here.

However, in step E705, the second track condition calculation unit 411 calculates the estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle. In contrast to this, in step E805, the second track state calculation unit 411 calculates the estimated value of the amount of alignment irregularity at a travel position of the railway vehicle corresponding to the current sampling time.

Track Condition Correction Unit 412, E806

The track state correction unit 412 reads the second correction quantity at the travel position of the railway vehicle corresponding to the current sampling time of the correction quantity storage unit 410. The track state correction unit 412 uses the second correction quantity at the travel position of the railway vehicle corresponding to the current sampling time, which is read from the correction quantity storage unit 410, to correct the estimated value. of the amount of alignment irregularity in the travel position of the railway vehicle corresponding to the current sampling time, which is calculated by the second track state calculation unit 411.

In this embodiment, the track state correction unit 412 subtracts the second correction amount at the travel 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 amount of alignment irregularity in the travel position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411, to thus correct the estimated value of the amount of alignment irregularity in the travel position of the railway vehicle corresponding to the current sampling time that is calculated by the second track state calculation unit 411. In the following explanation, the estimated value of the amount of alignment irregularity in the traveling position of the railway vehicle corresponding to the current sampling time, which is corrected in this way, is known as a corrected estimated value of the amount of alignment irregularity. alignment as necessary. The corrected estimated value of the alignment irregularity amount becomes the estimated value of the final alignment irregularity amount.

By the way, in the case where the correction amount calculation unit 409 sets the second correction amount to the value obtained by subtracting the estimated value of the alignment irregularity amount from the actual measured value of the irregularity amount alignment, the track condition correction unit 412 corrects the estimated value of the amount of alignment irregularity in the travel position of the railway vehicle corresponding to the current sampling time that is calculated by the track condition calculation unit 411. the way as follows. That is, the track state correction unit 412 adds the estimated value of the amount of alignment irregularity in the travel position of the railway vehicle corresponding to the current sampling time which is calculated by the second state calculation unit 411. of the track and the second correction quantity at the travel position of the railway vehicle corresponding to the current sampling time which is read from the correction quantity storage unit 410 together, to thereby correct the estimated value of the track irregularity quantity. alignment at the travel position of the railway vehicle corresponding to the current sampling time calculated by the second track state calculation unit 411.

Figure 17A and Figure 17B to Figure 19A and Figure 19B are views illustrating the first to sixth examples of the relationship between the corrected estimated value of the amount of alignment irregularity and the distance from the starting point of the railway vehicle, respectively. By the way, here, for the sake of simplicity, it is assumed that the estimated value of the alignment irregularity amount calculated by the second track condition calculation unit 411 is the same as the estimated value of the alignment irregularity amount alignment calculated by the first track condition calculation unit 407.

That is, graphs 1711 and 1721 of Figure 17A and Figure 17B illustrate corrected estimated values of the amount of alignment irregularity obtained by correcting the estimated values of the amount of alignment irregularity (graphs 1211, 1221) illustrated in Figure 12A and Figure 12B by the correction amount M illustrated in Figure 16A respectively. Furthermore, graphs 1212, 1222, 1712 and 1722 (the actual values of the amount of alignment irregularity) are the same.

Graphs 1811 and 1821 in Figure 18A and Figure 18B illustrate corrected estimated values of the amount of alignment irregularity obtained by correcting the estimated values of the amount of alignment irregularity (graphs 1311, 1321) illustrated in Figure 13A and Fig. 13B by the correction amount M illustrated in Figure 16B respectively. Furthermore, graphs 1312, 1322, 1812 and 1822 (the actual values of the amount of alignment irregularity) are the same.

Graphs 1911 and 1921 in Figure 19A and Figure 19B illustrate the corrected estimated values of the amount of alignment irregularity obtained by correcting the estimated values of the amount of alignment irregularity (graphs 1411, 1421) illustrated in Figure 14A and Figure 14B by the correction amount M illustrated in Figure 16C respectively. Furthermore, graphs 1412, 1422, 1912 and 1922 (the actual values of the amount of alignment irregularity) are the same.

As illustrated in Figure 17A and Figure 17B to Figure 19A and Figure 19B, it is clear that in all cases, the corrected estimated value of the amount of alignment irregularity agrees with the actual value measured with high precision.

Output Unit 413, E807

The output unit 413 outputs information of the corrected estimated value of the amount of alignment irregularity that is calculated by the track condition correction unit 412. At this time, the output unit 413 can output information indicating that the track 16 is abnormal where the corrected estimated value of the amount of alignment irregularity is greater than a predefined value. As a form of output, it is possible to employ at least any of displaying the information on a computer screen, transmitting the information to an external device, and storing the information on an internal or external storage medium, e.g.

Compendium

In this embodiment as described above, the inspection apparatus 400 acquires the measured values of the forward and reverse steering forces T<1>to T<4>causing the railway vehicle to move. The inspection apparatus 400 uses the measured values of the forward and reverse steering forces T<1>a T<4>and the relational expression between the forward and reverse steering forces T<1>a T<4 >and the amounts of alignment irregularity y<R1>a and<R4>at the positions of the wheel sets 13a to 13d to obtain the estimated value of the amount of alignment irregularity at each position in the entire displacement section of the vehicle railway. The inspection apparatus 400 uses the estimated value and the actual measured value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle to calculate the second correction amount as the correction amount for the estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle. Thereafter, the inspection apparatus 400 obtains the estimated value of the amount of alignment irregularity in the traveling position of the railway vehicle as previously described by causing the railway vehicle to travel. The inspection apparatus 400 corrects the estimated value of the amount of alignment irregularity in the travel position of the railway vehicle, which is derived in this way, by the second correction quantity in this travel position. Therefore, it is possible to detect the irregularity on the track 16 of the railway vehicle with high precision without using a special measuring device.

Furthermore, in this embodiment, the inspection apparatus 400 reduces the signal intensity of the low-frequency components contained in the time series data of the measured values of the forward and reverse steering forces T<1>a T<4>y generates the time series data of the high-frequency components of the forward and reverse steering forces T<1>to T<4>. The inspection apparatus 400 outputs the time series data of the high-frequency components of the forward and reverse steering forces T<1>a T<4>a the relational expression between the forward and reverse steering forces T<1>a T<4>and the amounts of alignment irregularity y<R1>a y<R4>in the positions of the sets 13a to 13d of wheels, to thus calculate the amounts of alignment irregularity yRi a yR4 in the positions of the sets 13a to 13d of wheels. This relational expression is an expression based on the equations of motion that describe the movements of the railway vehicle when traveling on the linear track (namely, the equations that do not include the radius of curvature R of the track 16 (the rail)). Therefore, it is possible to detect the irregularity on the curved track with high precision without using a special measuring device.

Furthermore, in this embodiment, the inspection apparatus 400 generates the autocorrelation matrix R from the data and the measured value of the forward and reverse steering force, and by using s pieces of the eigenvalues of the largest chosen from the eigenvalues obtained by the singular value decomposition of the autocorrelation matrix R, determines the coefficient a of the corrected AR model that approximates the data and of the measured value of the forward and reverse steering force. Therefore, it is possible to determine the coefficient a to make the signal of the low-frequency component contained in the data and the measured value of the forward and reverse steering force remain and prevent the high-frequency component from remaining. The inspection apparatus 400 calculates the predicted value ■ of the forward and reverse steering force at time k by providing the data y of the measured value of the forward and reverse steering force at time k-1 (1 < 1 < m), which is prior to time k, to the corrected AR model whose coefficient a is determined in this way. Therefore, it is possible to reduce the signal of the low-frequency component, which is due to the movement of the railway vehicle on the curved track, from the data and the measured value of the forward and outward steering force without previously estimating a cutoff frequency.

Furthermore, in this embodiment, the inspection apparatus 400 provides, from the measured data acquired in the data acquisition unit 403, the measured data excluding the forward and reverse steering forces Ti to T<4> and the data of time series of the high-frequency components of the forward and reverse steering forces Ti a T<4>generated in the first frequency tuning unit 404 to the Kalman filter, to derive the state variables (ywl ' a y “ 4 , ywi a yW4,lyz-.íi a<y>J<C>““<2>, yti a yt2,<pt i a -.2a<><t i>

4> t<2 1>Yb‘ /Ybr4* b * / <¿b/ 4 > b ' f ^b» <■&y; » 4' y2/ a: / y 'í' »<2>)<a>Next, the inspection apparatus 400 reduces (preferably eliminates) the signal intensity of the low frequency components contained in the time series data of the estimated values of the state variables, in order to calculate the values of the high frequency components of the state variables. Next, the inspection apparatus 400 uses the values of the high-frequency components of the pivot quantities (angular displacements) '■ a •2 of the bogies 12a, 12b in the orientation direction and the actual values of the transformation variables ei to e4, to derive the pivot quantities (angular displacements) líwl a '''“ ' of the wheel assemblies 13a to 13d in the orientation direction. Next, the inspection apparatus 400 substitutes the pivot quantities (angular displacements) " to lÍB< of the wheel assemblies 13a to 13d in the orientation direction, the values of the high-frequency components of the state variables, and the values of the high-frequency components of the forward and rearward steering forces T<1>a T4 in the equations of motion describing the orientations of the wheel assemblies 13a to 13d, to calculate the amounts of alignment irregularity yR<1>a yR4 at the positions of the wheel sets 13a to 13d Then, the inspection apparatus 400 calculates the alignment irregularity amount yR from the alignment irregularity amounts yR<1>a yR4 at the wheel sets 13a to 13d. positions of the wheel assemblies 13a to 13d Therefore, it is no longer necessary to constitute the equation of state by using the equations of motion, including the quantities of alignment irregularity yR<1>a and R4 in the positions of the assemblies. 13a to 13d of wheels as variables as the equations of motion that describe the orientations of the sets 13a to 13d of wheels. In this way, it is no longer necessary to create a model of track 16, and at the same time, it is possible to reduce the number of state variables. In this embodiment, it is possible to reduce the degrees of freedom of the model to 17 degrees of freedom from 21 degrees of freedom, and at the same time, it is possible to reduce the number of state variables to 30 from 38. In addition, the number of measured values to be used in the Kalman filter is increased by the forward and backward direction forces T<1>to T<4>.

On the other hand, when the equations of motion describing the orientations of the wheel assemblies 13a to 13d from (5) Equation to (8) Equation are included in the equation of state without using the forward and reverse steering forces T <1>at T<4>, the calculation sometimes becomes unstable and therefore the estimated results are not obtained. That is, unless the state variables are selected, the calculation sometimes becomes unstable and the estimated results are not obtained. Furthermore, even if the estimated results are obtained, the accuracy of detecting the irregularity of the track 16 becomes higher in the method of this embodiment compared with the method of not selecting the state variables. This is because in this embodiment, it is possible not to include the equations of motion that describe the orientations of the wheel assemblies 13a to 13d in the equation of state and to use the measured value of the forward and reverse steering force.

Additionally, strain gauges can be used as sensors in this embodiment, so no special sensors are required. Therefore, it is possible to accurately detect the irregularity of track 16 (track irregularity) at low cost. Furthermore, since it is not necessary to use special sensors, the strain gauges are connected to a commercial vehicle and the inspection apparatus 400 is mounted on the commercial vehicle and, thus, it is possible to detect the irregularity of the track 16 in real time. during the movement of the commercial vehicle. Consequently, it is possible to detect the irregularity of track 16 without the movement of an inspection car. However, the strain gauges can be connected to the inspection car and the inspection apparatus 400 can be mounted to the inspection car.

Modified example

The case where the average sum value of a plurality of the first correction quantities is set to the correction quantity for the estimated value of the alignment irregularity quantity at each position in the entire travel section of the railway vehicle has been explained as an example in this embodiment. However, it is not always necessary to derive the correction amount for the estimated value of the amount of alignment irregularity at each position in the entire travel section of the railway vehicle in this way.

For example, the inspection apparatus 400 calculates a plurality of first correction quantities as the first correction quantity at the same position in a state where the travel speeds of the railway vehicle are mutually different. The inspection apparatus 400 performs a regression analysis using a plurality of these first correction quantities and calculates coefficients of a regression formula. An objective variable of the regression formula is the second correction quantity. An explanatory variable in the regression formula includes the travel speed of the railway vehicle. The inspection apparatus 400 derives said regression formula at each position in the entire travel section of the railway vehicle. Thereafter, the inspection apparatus 400 (track condition correction unit 412) reads the regression formula corresponding to the travel position of the railway vehicle corresponding to the current sampling time of the quantity storage unit 410. correction. Then, the inspection apparatus 400 (track condition correction unit 412) substitutes the travel speed of the railway vehicle corresponding to the current sampling time into the regression formula to calculate the second correction quantity.

Furthermore, it is not necessary to calculate the correction amount for the estimated value of the alignment irregularity amount at a certain position in the entire travel section of the railway vehicle using a plurality of the first correction quantities. In this case, the correction amount for the estimated value of the alignment irregularity amount at a given position in the entire travel section of the railway vehicle is determined by the first single correction amount at the given position. If the above is carried out, the accuracy of the correction amount for the estimated value of the alignment irregularity amount may decrease. However, it is no longer necessary to make the rail vehicle move multiple 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.

Furthermore, the case where the data acquisition unit 403 acquires the measured data in the entire travel section of the railway vehicle in step E701 of the flow chart of Figure 7 has been explained as an example. However, it is not always necessary to constitute this embodiment as described above. For example, similar to the flow chart of Figure 8, in step E701, the data acquisition unit 403 can acquire a set of measured data at the sampling time. In this case, the processing in step E701 to the processing in step E708 are carried out repeatedly for each travel position of the railway vehicle corresponding to the sampling time. This processing is carried out repeatedly until the correction amount at each position in the entire travel section of the railway vehicle is obtained (the first correction amount).

Furthermore, in this embodiment, the case where the measured values of the forward and reverse steering force used in the first track state calculation unit 407 and the second track state calculation unit 411 are the values measured on the same railway vehicle has been explained as an example. In this case, 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 inherent characteristics of the railway vehicle from being contained in the second correction quantity. However, it is not always necessary to constitute this embodiment as described above. The same second correction amount can be used for multiple rail vehicles of the same type traveling on the same travel section, for example. Furthermore, the same second correction quantity can be used for multiple railway vehicles with the same route name.

Furthermore, the use case of the corrected AR model has been explained as an example in this embodiment. However, it is not always necessary to use the corrected AR model and reduce the low-frequency component signal, which is due to the railway vehicle moving on the curved track, based on the data and the measured value of the deflection force. forward and backward direction. For example, in the case where it is possible to specify a frequency band because the railway vehicle travels on the curved track, a high-pass filter can be used to reduce the signal of the low-frequency component, which is because The railway vehicle moves on the curved track, based on the data and the measured value of the steering force forward and backward.

In addition, it is not always necessary to reduce the signal of the low-frequency component, which is caused by the railway vehicle moving on the curved track, based on the data and the measured value of the forward and reverse steering force. In the case of calculating the amount of linear track alignment irregularity, for example, it is not necessary to carry out the above. In this case, the first frequency adjustment unit 404 and the second frequency adjustment unit 406 are no longer required.

Furthermore, the case where the wheel assembly that will be a standard when phase matching is the wheel assembly 13a has been explained as an example in this embodiment. However, the wheel assembly that will be a standard may be wheel assembly 13b, 13c, or 13d other than wheel assembly 13a.

In this embodiment, the case of using the Kalman filter has been explained as an example. However, it is not always necessary to use the Kalman filter as long as a filter is used that derives the estimated values of the state variables so that the error between the observation variable, the measured value and the estimated value becomes to minimum or the expected value of this error becomes minimum (i.e., a filter that performs data assimilation). For example, a particle filter can be used. By the way, it is cited as the error between, of the observation variable, the measured value and the estimated value, for example, a squared error between, of the observation variable, the measured value and the estimated value.

Furthermore, in this embodiment, the case of deriving the amount of alignment irregularity has been explained as an example. However, it is not always necessary to derive the alignment irregularity quantity, as long as a physical quantity reflecting the track irregularity (track appearance fault 16) is derived as the physical quantity (first physical quantity) reflecting the track condition 16. For example, in addition to or instead of the amount of alignment irregularity, the calculations from (64) Equation to (67) Equation can be carried out, thereby deriving a lateral force that occurs when the Railway vehicle moves on the linear track (tension in the right and left direction between the wheel and the rail). However, Q<1>, Q<2>, Q<3>, and Q<4> are lateral forces on wheels 14a, 14b, 14c, and 14d, respectively. f3 represents a twist creep coefficient.

[Mathematical equation 32]

Furthermore, in this embodiment, the case of including the state variables that represent the state of the vehicle body 11 has been explained as an example. However, the vehicle body 11 is a part in which the vibrations due to action forces between the wheels 14a to 14d and the track 16 (yielding force) finally propagate. Accordingly, it is not necessary to include state variables representing the state of the vehicle body 11 in the case where the effect of propagation on the vehicle body 11 is considered small, for example. In this case, from the equations of motion from (1) Equation to (21) Equation, the equations of motion that describe the transverse vibration, orientation and rolling of the vehicle body 11 from (15) Equation to (17) Equation and the equations of motion describing the orientation of the yaw damper arranged on the bogie12a and the orientation of the yaw damper arranged on the bogie12b of (18) Equation and (19) Equation are no longer required. Furthermore, in the equations of motion from (1) Equation to (21) Equation, the value inside {} that includes the state quantity relative to the vehicle body (the state quantity that includes the subscript of b) and the state quantity relative to the vehicle body (the state quantity that includes the subscript of b) (for example, the third term 1 ' * t t on the left side of (21) Equation)) is set to 0 (zero) .

Furthermore, in this embodiment, the case of bogies 12a, 12b each being an unreinforced bogie has been explained as an example. However, bogies 12a, 12b are not limited to unreinforced bogies. Furthermore, according to the components of the railway vehicle, the forces received by the railway vehicle, the directions of the movements of the railway vehicle, or the like, the equations of motion are appropriately rewritten. That is, the equations of motion are not limited to those explained in this embodiment as an example.

Second realization

A second incarnation will be explained below.

In the first embodiment, the case where the inspection apparatus 400 mounted on the railway vehicle calculates and corrects the estimated value of the amount of alignment irregularity has been explained as an example. In contrast to this, in this embodiment, a data processing device on which some functions of the inspection apparatus 400 are mounted is arranged in an operations center. The data processing device receives measured data transmitted from the railway vehicle and calculates and corrects the estimated value of the amount of alignment irregularity using the received measured data. Thus, in this embodiment, the functions that the inspection apparatus 400 has in the first embodiment are shared and executed by the railway vehicle and the operations center.

The constitutions and processing due to this are mainly different between this realization and the first incarnation. Therefore, in the explanation of this embodiment, the same reference numbers and symbols as those added to Figure 1 to Figure 19A and Figure 19B are added to the same or similar parts as those of the first embodiment, and their detailed explanations are omitted.

Figure 20 is a view illustrating an example of an inspection system configuration. In Figure 20, the inspection system includes data collection devices 2010a, 2010b, and a data processing device 2020. An example of functional configurations of the data collection devices 2010a, 2010b and the data processing device 2020 are also illustrated in Figure 20. By the way, each hardware of the data collection devices 2010a, 2010b and the data processing device 2020 can be manufactured by that illustrated in Figure 5, for example. Therefore, detailed explanations of the hardware configurations of the data collection devices 2010a, 2010b and the data processing device 2020 are omitted.

The data collection devices 2010a, 2010b are mounted on each railway vehicle one by one. The 2020 data processing device is arranged in the operations center. The operations center centrally manages the operations of multiple rail vehicles, for example.

Data collection devices 2010a, 2010b

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

Data acquisition units 2011a, 2011b

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. Specifically, the data acquisition units 2011a, 2011b acquire, as the measured data, a measured acceleration value of the vehicle body 11 in the right and left direction, measured acceleration values 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 reverse steering force. The strain gauges and an arithmetic device to obtain these measured values are the same as those explained in the first embodiment.

Data transmission units 2012a, 2012b

The data transmission units 2012a, 2012b transmit the measured data acquired in the data acquisition units 2011a, 2011b to the data processing device 2020. In this embodiment, the data transmission units 2012a, 2012b transmit the measured data acquired in the data acquisition units 2011a, 2011b to the radio data processing device 2020. At this time, the data transmission units 2012a, 2012b add identification numbers of the railway vehicles on which the data collection devices 2010a, 2010b are mounted to the measured data acquired in the data acquisition units 2011a, 2011b. . In this way, the data transmission units 2012a, 2012b transmit the measured data with the identification numbers of the railway vehicles added thereto.

2020 data processing device

Data reception unit 2021

A data receiving unit 2021 receives the measured data transmitted by the data transmission units 2012a, 2012b. The identification numbers of the railway vehicles have been added to the measured data, which are sources of transmission of the measured data.

Data storage unit 2022

A data storage unit 2022 stores the received measured data in the data receiving unit 2021. The data storage unit 2022 stores the measured data each railway vehicle identification number. The data storage unit 2022 specifies the travel position of the railway vehicle at the time of receiving the measured data according to the current operating situation of the railway vehicle and the time of receiving the measured data, and stores position information specified displacement and the measured data in association with each other. Incidentally, the data collection devices 2010a, 2010b can collect the information of the current travel position of the railway vehicle and contain the information collected in the measured data.

Data reading unit 2023

A data reading unit 2023 reads the measured data stored in the data storage unit 2022. The data reading unit 2023 can read, from the measured data stored in the data storage unit 2022, the measured data designated by an operator. Furthermore, the data reading unit 2023 can also read the measured data that matches a preset condition at a preset time. In this embodiment, the measured data read by the data reading unit 2023 is determined according to at least any of the identification number and the travel 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 unit 407 track state calculation unit, an actual value acquisition unit 408, a correction quantity calculation unit 409, a correction quantity 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. Therefore, their detailed explanations are omitted here. Incidentally, the filter operation unit 405 uses the measured data read by the data reading unit 2023 instead 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.

Compendium

As described above, in this embodiment, the data collection devices 2010a, 2010b mounted on the railway vehicles collect the measured data for transmission to the data processing device 2020. The data processing device 2020 arranged in 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 amount of alignment irregularity. Therefore, 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 amount of final alignment irregularity yR at an arbitrary time by reading the data measured at an arbitrary time. Furthermore, the data processing device 2020 may output a time series variation of the estimated value of the amount of final alignment irregularity at the same position. Furthermore, the data processing device 2020 may output the estimated values of the multi-route alignment irregularity amounts for each route.

Modified example

In this embodiment, the case where the data collection devices 2010a, 2010b directly transmit the measured data to the data processing device 2020 has been explained as an example. However, it is not always necessary to constitute this embodiment as described above. An inspection system can be built by using cloud computing, for example.

Furthermore, it is possible to employ the various modified examples explained in the first embodiment for this embodiment as well.

Furthermore, in the first embodiment, the case where the state equation storage unit 401, the observation equation storage unit 402, the data acquisition unit 403, the first adjustment unit 404 has been explained as an example frequency, 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 quantity calculation unit 409 , the correction quantity storage unit 410, the second track state calculation unit 411, the track state correction unit 412 and the output unit 413 are included in an apparatus. However, it is not always necessary to constitute the first embodiment as described above. Functions of state equation storage unit 401, observation equation storage unit 402, data acquisition unit 403, first frequency adjustment unit 404, filter operation unit 405, second unit 406 of frequency adjustment, 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 unit The track state calculation unit 411, the track state correction unit 412, and the output unit 413 may be manufactured by multiple devices. In this case, the inspection system is constituted through the use of these plural devices. Another realization

The embodiments of the present invention explained above can be manufactured by having a computer execute a program. In addition, a computer-readable recording medium on which the above-mentioned program is recorded and a computer program product such as the above-mentioned program can also be applied as the embodiment of the present invention. As a recording medium, it is possible to use a flexible disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a permanent memory card, a ROM, or the like, for example.

Furthermore, the embodiments of the present invention explained above merely illustrate concrete examples of the implementation of the present invention, and the technical scope of the present invention should not be construed restrictively by these embodiments. That is, the present invention can be implemented in various forms without departing from the technical characteristics defined in the attached claims.

Industrial applicability

The present invention can be used for the inspection of railway vehicle tracks.

Claims (20)

1. An inspection system (400), which includes: a data acquisition means (403, 2011a, 2011b) configured to acquire measured data that is time series data of the measured values to be measured by making a railway vehicle, including a vehicle body (11), a bogie (12a, 12b) and a set (13, 13a-13d) of wheels, move along a track (16); a first track state calculation means (407) configured to calculate an estimated value of a first physical quantity; a correction quantity calculation means (409) configured to calculate a correction quantity for the estimated value of the first physical quantity according to the estimated value of the first physical quantity calculated by the first state calculation means (407). via and a real value of the first physical quantity; a second track state calculation means (411) configured to calculate an estimated value of the first physical quantity after the correction quantity has been calculated; and a track state correction means (412) configured to correct the estimated value of the first physical quantity calculated by the second track state calculation means (411) using the correction quantity, wherein The measured data contains a measured value of a force (T<1->T<4>) of forward and backward direction, the force (T<1>-T<4>) of forward and backward direction is a force in a direction (x) forward and backward that is produced in a member arranged between the assembly (13, 13a-13d) of wheels and the bogie (12a, 12b) in which the assembly (13, 13a) is provided -13d) of wheels, the member is a member for supporting an axle housing, the direction (x) forward and backward is a direction along a direction of travel of the railway vehicle, The first physical quantity is a physical quantity that reflects a state of the track (16), The first track state calculation means (407) and the second track state calculation means (411) are configured to use a relational expression that represents the relationship between the first physical quantity at a position of the set (13 , 13a-13d) of wheels and the force (T<1>-T<4>) of forward and backward direction and a measured value of the force (T<1>-T<4>) of forward direction and back to calculate the estimated value of the first physical quantity, The measured force value (T<1>-T<4>) of forward and reverse direction used in the first track state calculation means (407) is contained in the measured data acquired by the means ( 403, 2011a, 2011b) of data acquisition before the correction amount is calculated, and The measured value of the forward and reverse direction force (T<1>-T<4>) used in the second track state calculation means (411) is contained in the measured data acquired by the means (411). 403, 2011a, 2011b) of data acquisition after the correction amount has been calculated. 2. The inspection system (400) according to claim 1, wherein The correction quantity calculation means (409) is configured to calculate, according to estimated values of a plurality of the first physical quantities calculated by the first track state calculation means (407) using measured values of the force (T <1>-T<4>) of forward and backward direction when the railway vehicle moves in the same position and actual values of the first physical quantities, a correction quantity in the position as the correction quantity for the value estimate of the first physical quantity. 3. The inspection system (400) according to claim 1 or 2, wherein The correction quantity calculation means (409) is configured to calculate, according to estimated values of a plurality of the first physical quantities calculated by the first track state calculation means (407) using measured values of the force (T <1>-T<4>) of forward and backward direction when the railway vehicle moves in the same position, a travel speed of the railway vehicle moving in the position, and real values of the first physical quantities, a correction quantity for the estimated value of the first physical quantity, and The correction quantity for the estimated value of the first physical quantity is a correction quantity according to the position and traveling speed of the railway vehicle. 4. The inspection system (400) according to any of claims 1 to 3, wherein the measured values of the force (T<1>-T<4>) of forward and reverse direction used by the first track state calculation means (407) and the second state calculation means (411) of the track are values measured on the same railway vehicle. 5. The inspection system (400) according to any of claims 1 to 4, further comprising: a frequency adjustment means (404, 406) configured to reduce a signal intensity of a low frequency component that will be generated due to the railway vehicle traveling on a curved portion of track (16) from serial data time of a second physical quantity, where the second physical quantity is a physical quantity to vary by a value according to the state of the railway vehicle, the frequency adjustment means (404, 406) includes a first frequency adjustment means (404) configured to reduce the intensity of the signal of a low frequency component that will be generated due to the movement of the railway vehicle on a curved portion of the track (16) of the time series data of a measured value of the force (T<1>-T<4>) of forward and backward direction which is one of the second physical quantity, The first track state calculation means (407) and the second track state calculation means (411) are configured to use the relational expression and the force value (T<1>-T<4> ) of forward and reverse direction from which the signal intensity of the low frequency component has been reduced by the first frequency adjustment means (404) to calculate the estimated value of the first physical quantity, and the relational expression is an expression that does not include a radius of curvature (R) of a lane (16a). 6. The inspection system (400) according to claim 5, wherein The frequency adjustment means (404, 406) is configured to use the time series data of the second physical quantity and determines a coefficient in a corrected AR model, and uses the corrected AR model whose coefficient is determined and the series data time of the second physical quantity and reduces the signal intensity of a low frequency component that will be generated due to the movement of the railway vehicle on a curved portion of the track (16) from the time series data of the second quantity physics, the corrected AR model is an expression that represents a predicted value of the second physical quantity by using a value of the second physical quantity and the coefficient that responds to the value, the frequency adjustment means (404, 406) is configured to use an equation in which a first matrix is set to a coefficient matrix and an autocorrelation vector is set to a constant vector and determines the coefficient, the autocorrelation vector is a vector whose component is the autocorrelation of the time series data of the second physical quantity with a time lag of 1 to m, where m is a number of the measured value used in the corrected AR model, the first matrix is a matrix U<s>I<s>U<sT>derived from a second matrix I<s>which is derived from s eigenvalue pieces of an autocorrelation matrix, s being a number set to be 1 or more and less than m, and a diagonal matrix I and a third matrix U<s>which is derived from s pieces of the eigenvalues and an orthogonal matrix U, the autocorrelation matrix is a matrix whose component is the autocorrelation of the time series data of the second physical quantity with a time lag of 0 to m-1, The diagonal matrix is a matrix whose diagonal component is eigenvalues of the autocorrelation matrix that are derived by singular value decomposition of the autocorrelation matrix, orthogonal matrix is a matrix in which an eigenvector of the autocorrelation matrix is set to a column component vector, the second matrix is a submatrix of the diagonal matrix and is a matrix whose diagonal component is s pieces of the eigenvalues, and the third matrix is a submatrix of the orthogonal matrix and is a matrix in which the eigenvectors corresponding to the s pieces of eigenvalues are set to column component vectors. 7. The inspection system (400) according to claim 6, wherein of the eigenvalues of the autocorrelation matrix, the largest eigenvalue is included in s pieces of the eigenvalues. 8. The inspection system (400) according to any of claims 1 to 7, further comprising: a filter operation means (405) configured to carry out an operation using a filter that carries out data assimilation by using the measured data, a state equation and an observation equation, and therefore determines the estimated values of the state variables that are variables to determine the estimated values in the equation of state, where The measured data also contains the measured values of the accelerations of the bogie (12a, 12b) and of the set (13, 13a-13d) of wheels in a right and left direction (y), the right and left direction (y) is a direction perpendicular to the forward and backward direction (x) and an up and down direction (z) which is a direction perpendicular to the track (16), The forward and backward direction force (T<1>-T<4>) is a force that will be determined according to a difference between an angular displacement of the set (13, 13a-13d) of wheels in an orientation direction and an angular displacement of the bogie (12a, 12b) in which the assembly (13, 13a-13d) is provided in the orientation direction, the facing direction is a pivot direction with the up and down (z) direction set as a pivot axis, The equation of state is an equation described by using the state variables, the force (T<1>-T<4>) of forward and reverse direction, and a transformation variable, The state variables include a displacement and a speed of the bogie (12a, 12b) in the right and left direction (y), an angular displacement and an angular speed of the bogie (12a, 12b) in the orientation direction, an angular displacement and a angular velocity of the bogie (12a, 12b) in a rolling direction, a displacement and a speed of the set (13, 13a-13d) of wheels in the right and left direction (y), and an angular displacement of a pneumatic spring connected to the railway vehicle in the rolling direction, and do not include an angular displacement or an angular velocity of the set (13, 13a-13d) of wheels in the orientation direction, the rolling direction is a pivot direction with the forward and reverse direction (x) set as a pivot axis, The transformation variable is a variable that carries out the mutual transformation between the angular displacement of the set of wheels (13, 13a-13d) in the orientation direction and the angular displacement of the bogie (12a, 12b) in the orientation direction, The observation equation is an equation described by using an observation variable and the transformation variable, The observation variable includes the accelerations of the bogie (12a, 12b) and the set (13, 13a-13d) in the right and left directions (y), The filter operating means (405) is configured to use a measured value of the observation variable, the equation of state in which the value of the force (T<1>-T<4>) in the direction towards forward and backward and a real value of the transformation variable are substituted, and the observation equation into which the real value of the transformation variable is substituted, and determines the estimated values of the state variables when an error between, of the observation variable, the measured value and an estimated value or an expected value of the error becomes minimum, The first track state calculation means (407) and the second track state calculation means (411) are configured to use an estimated value of the angular displacement of the bogie (12a, 12b) in the orientation direction, which is one of the state variables determined by the filter operating means (405), and the actual value of the transformation variable to calculate an estimated value of the angular displacement of the set (13, 13a-13d) of wheels in the direction of orientation, and use the estimated value of the angular displacement of the set (13, 13a-13d) of wheels in the orientation direction, the value of the force (T<1>-T<4>) of forward and backward direction back, and the relational expression to calculate the estimated value of the first physical quantity, The relational expression is an expression in which an equation of motion that describes the movement of the set (13, 13a-13d) of wheels in the orientation direction is expressed by using the force (T<1>-T<4 >) forward and backward direction, and The actual value of the transformation variable is obtained using the measured value of the force (T<1>-T<4>) of forward and reverse direction. 9. The inspection system (400) according to claim 8, wherein The equation of state is constituted by the use of an equation of motion that describes the motion of the set (13, 13a-13d) of wheels in the right and left direction (y), an equation of motion that describes the motion of the bogie (12a , 12b) in the right and left direction (y), an equation of motion that describes the movement of the bogie (12a, 12b) in the orientation direction, an equation of motion that describes the movement of the bogie (12a, 12b) in the orientation direction rolling direction, and an equation of motion that describes the movement of the air spring in the rolling direction, The equation of motion that describes the motion of the set (13, 13a-13d) of wheels in the right and left (y) direction is an equation of motion described by using the transformation variable instead of using the angular displacement of the set (13, 13a-13d) of wheels in the orientation direction, The equation of motion that describes the motion of the bogie (12a, 12b) in the orientation direction is an equation of motion described by using the force (T<1>-T<4>) of forward and backward direction in instead of using the angular displacement and angular velocity of the wheel assembly (13, 13a-13d) in the orientation direction, and The transformation variable is represented by a difference between the angular displacement of the bogie (12a, 12b) in the orientation direction and the angular displacement of the set (13, 13a-13d) of wheels in the orientation direction. 10 The inspection system (400) according to claim 8 or 9, wherein the means (403, 2011a, 2011b) is configured to also acquire a measured acceleration value of the body (11) of the vehicle in the right and left direction (y), The observation variable also includes the acceleration of the body (11) of the vehicle in the right and left direction (y), The state variables further include a displacement and a speed of the vehicle body (11) in the right and left (y) direction, an angular displacement and an angular velocity of the vehicle body (11) in the orientation direction, an angular displacement and an angular velocity of the body (11) of the vehicle in the rolling direction, and an angular displacement of a yaw damper coupled to the railway vehicle in the orientation direction, and The filter operating means (405) is configured to determine the state variables when the differences between the accelerations of the body (11) of the vehicle, the bogie (12a, 12b) and the assembly (13, 13a-13d) of wheels in the right and left (y) direction, the measured values and the calculated values become minimums. 11. The inspection system (400) according to claim 10, wherein The equation of state is constituted by using an equation of motion that describes the movement of the body (11) of the vehicle in the right and left direction (y), an equation of motion that describes the movement of the body (11) of the vehicle in the orientation direction, an equation of motion that describes the movement of the body (11) of the vehicle in the rolling direction and an equation of motion that describes the movement of the yaw damper in the orientation direction. 12. The inspection system (400) according to any of claims 8 to 11, wherein The observation equation is constituted by the additional use of the equation of motion that describes the movement of the set (13, 13a-13d) of wheels in the right and left direction (y) and the equation of motion that describes the movement of the bogie ( 12a, 12b) in the right and left (y) direction, and The equation of motion that describes the motion of the set (13, 13a-13d) of wheels in the right and left (y) direction is an equation of motion described by using the transformation variable instead of using the angular displacement of the assembly (13, 13a-13d) of wheels in the orientation direction. 13. The inspection system (400) according to claim 12, wherein The observation equation is constituted by the additional use of the equation of motion that describes the movement of the body (11) of the vehicle in the right and left (y) direction. 14. The inspection system (400) according to any of claims 8 to 13, wherein The first track state calculation means (407) and the second track state calculation means (411) are configured to derive an alignment irregularity amount (y<R1>-y<R4>) from the via (16) as the estimated value of the first physical quantity according to the displacement and speed of the bogie (12a, 12b) in the right and left direction (y) being the state variables determined by the filter operation means (405) , the displacement and speed of the set (13, 13a-13d) of wheels in the right and left direction (y) being the state variables determined by the filter operating means (405), the estimated value of the angular displacement of the set (13, 13a-13d) of wheels in the orientation direction, the measured value of the force (T<1>-T<4>) of forward and reverse direction, and the equation of motion that describes the movement of the assembly (13, 13a-13d) of wheels in the orientation direction, and The equation of motion that describes the movement of the set (13, 13a-13d) of wheels in the orientation direction includes the force (T<1>-T<4>) of forward and backward direction and the amount of irregularity alignment (y<R1>-y<R4>) of the track (16) as variables. 15. The inspection system (400) according to any of claims 8 to 14, further comprising: a frequency adjustment means (404, 406) configured to reduce a signal intensity of a low frequency component that will be generated due to the movement of the railway vehicle on a curved portion of the track (16) of the time series data of a second physical quantity, where the second physical quantity is a physical quantity to vary by a value depending on the state of the railway vehicle, and The frequency adjustment means includes a second frequency adjustment means (406) configured to reduce the signal intensity of a low frequency component that will be generated due to the railway vehicle traveling on a curved portion of the track ( 16) from time series data of the estimated values of the state variables which is one of the second physical quantity. 16. The inspection system (400) according to any of claims 8 to 15, wherein the filter is a Kalman filter. 17. The inspection system (400) according to any of claims 1 to 16, wherein The first physical quantity is an amount of alignment irregularity (y<R1>-y<R4>) of the track (16) or a lateral force (Q<1>-Q<4>) which is a tension in the direction right and left (y) between a wheel (14L, 14R, 14a-14d) provided in the assembly (13, 13a-13d) and the track (16), and the right and left direction (y) is a direction perpendicular to the forward and backward direction (x) and the up and down direction (z) is a direction perpendicular to the track (16). 18. The inspection system (400) according to any of claims 1 to 17, wherein The force (T<1>-T<4>) in the forward and backward direction is, of the components in the forward and backward direction (x) of the forces that occur in the two members joined on both sides of the single wheel assembly (13, 13a-13d) in the right and left direction (y), the opposite component in phase with each other, and the right and left direction (y) is a direction perpendicular to the forward and backward direction (x) and the up and down direction (z) which is a direction perpendicular to the track (16). 19. An inspection method carried out by an inspection system, the inspection method comprising: a data acquisition step (E701) of acquiring measured data which is time series data of measured values to be measured by making a railway vehicle, including a vehicle body (11), a bogie (12a, 12b) and a set (13, 13a-13d) of wheels, moves on a track (16); a first stage (E705) of calculating the state of the road to calculate an estimated value of a first physical quantity; a correction quantity calculation step (E707) for calculating a correction quantity for the estimated value of the first physical quantity according to the estimated value of the first physical quantity calculated by the first track state calculation step (E705). and a real value of the first physical quantity; a second track state calculation step for calculating an estimated value of the first physical quantity after calculating the correction quantity (E707); and a track state correction step to correct the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction quantity, wherein The measured data contains a measured value of a force (T<1>-T<4>) of forward and backward direction, The force (T<1>-T<4>) in a forward and backward direction is a force in a forward and backward direction (x) that is produced in a member arranged between the assembly (13, 13a-13d ) of wheels and the bogie (12a, 12b) in which the set (13, 13a-13d) of wheels is provided, the member is a member for supporting an axle housing, the forward and reverse direction (x) is a direction along a direction of travel of the railway vehicle, The first physical quantity is a physical quantity that reflects a state of the track (16), The first stage (E705) of track state calculation and the second stage of track state calculation use a relational expression that represents the relationship between the first physical quantity at a position of the set (13, 13a-13d) of wheels and the force (T<1>-T<4>) of forward and reverse steering and a measured value of the force (T<1>-T<4>) of forward and reverse steering to calculate the estimated value of the first physical quantity, the measured value of the force (T<1>-T<4>) of forward and backward direction used in the first stage (E705) of life state calculation is contained in the measured data acquired by the data acquisition step (E701) before the correction amount (E707) is calculated, and The measured force value (T<1>-T<4>) of forward and backward direction used in the second stage of life state calculation is contained in the measured data acquired by the data acquisition stage after calculating the correction amount (E707). 20. A computer program comprising instructions that, when the program is executed by a computer, cause the computer to execute steps comprising: a data acquisition step (E701) of acquiring measured data which is time series data of measured values to be measured by making a railway vehicle, including a vehicle body (11), a bogie (12a, 12b) and a set (13, 13a-13d) of wheels, moves on a track (16); a first stage (E705) of calculating the state of the road to calculate an estimated value of a first physical quantity; a correction quantity calculation step (E707) for calculating a correction quantity for the estimated value of the first physical quantity according to the estimated value of the first physical quantity calculated by the first track state calculation step (E705). and a real value of the first physical quantity; a second track state calculation step for calculating an estimated value of the first physical quantity after calculating the correction quantity (E707); and a life state correction step to correct the estimated value of the first physical quantity calculated by the second track state calculation step by using the correction quantity, wherein The measured data contains a measured value of a force (T<1>-T<4>) of forward and backward direction, the force (T<1>-T<4>) of forward and backward direction is a force in a forward and backward direction (x) that is produced in a member arranged between the assembly (13, 13a-13d) of wheels and the bogie (12a, 12b) in which the assembly (13, 13a) is provided -13d) of wheels, the member is a member for supporting an axle housing, the forward and backward direction (x) is a direction along a direction of travel of the railway vehicle, The first physical quantity is a physical quantity that reflects a state of the track (16), The first stage (E705) of track state calculation and the second stage of track state calculation use a relational expression that represents the relationship between the first physical quantity at a position of the set (13, 13a-13d) of wheels and the force (T<1>-T<4>) of forward and reverse steering and a measured value of the force (T<1>-T<4>) of forward and reverse steering to calculate the estimated value of the first physical quantity, the measured value of the forward and reverse direction force (T<1>-T<4>) used in the first stage (E705) of track state calculation is contained in the measured data acquired by the acquisition step (E701) before the correction amount (E707) is calculated, and The measured force value (T<1>-T<4>) of forward and reverse direction used in the second stage of track state calculation is included in the measured data acquired by the data acquisition stage after calculating the correction amount (E707).