JP2009040083A - Body inclination angle diagnosing device and body inclination angle diagnosing method - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a body inclination angle diagnosing device for detecting an abnormality of an inclination angle of a body of a rolling stock, and a body inclination angle diagnosing method. <P>SOLUTION: This diagnosing device is provided with a detection means 2 for detecting acceleration αF in the horizontal direction acting on the body B of the rolling stock T for the direction of the advance of the rolling stock, a theoretical over-centrifugal acceleration computing means 3 for obtaining theoretical over-centrifugal acceleration αL in the horizontal direction acting on the body B for the direction of the advance of the rolling stock during steady curve section traveling based on information about a track, a speed V of the rolling stock, and the inclination angle θ of the body, and an abnormality detection means 4 for detecting the abnormality of the inclination angle θ for a bogie W of the body B based on the acceleration αF detected by the detection means 2 during steady curve section traveling and the theoretical over-centrifugal acceleration αL obtained by the theoretical over-centrifugal acceleration computing means 3. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle body tilt angle diagnostic apparatus and a vehicle body tilt angle diagnostic method for detecting an abnormality in the tilt angle of a vehicle body of a railway vehicle.

  When the railway vehicle travels in a curved section, excessive centrifugal acceleration that impedes high-speed traveling acts on the vehicle body according to the speed. In order to mitigate this excess centrifugal acceleration, the curve track on which the railway vehicle travels is provided with a cant that is a difference in height on the inner and outer rails of the curve to reduce the excess centrifugal acceleration during traveling in the curved section. .

However, as the speed of railway vehicles is further increased, the reduction of excess centrifugal acceleration becomes insufficient simply by providing a cant, so the vehicle body is tilted to the inside of the curve with respect to the carriage to further reduce excess centrifugal acceleration. A proposal of a railway vehicle with a vehicle body tilt mechanism has been made (for example, see Patent Document 1).
JP-A-2004-82964

  The above-mentioned railway vehicle capable of tilting the vehicle can reduce the excess centrifugal acceleration by tilting the vehicle body and can travel at a higher speed in the curved section, but the actual tilt angle of the vehicle body is the target angle. It is not possible to verify whether or not

  In other words, the conventional apparatus cannot reliably detect any failure in either the hardware or software of the apparatus that tilts the vehicle body.

  Accordingly, the present invention was devised to improve the above-described problems, and the object of the present invention is to provide a vehicle body tilt angle diagnostic apparatus and a vehicle body tilt capable of detecting an abnormality in the vehicle body tilt angle of a railway vehicle. It is to provide an angle diagnosis method.

In order to achieve the above-described object, a vehicle body tilt angle diagnosis apparatus according to the problem solving means of the present invention includes a detection means for detecting lateral acceleration with respect to a vehicle traveling direction acting on a vehicle body of a railway vehicle, track information, and railway vehicle. A theoretical excess centrifugal acceleration calculating means for calculating a theoretical excess centrifugal acceleration transverse to the vehicle traveling direction acting on the vehicle body during traveling in the steady curve section based on the speed of the vehicle and the vehicle body tilt angle; And an abnormality detecting means for detecting an abnormality of the tilt angle of the vehicle body relative to the carriage based on the detected acceleration and the theoretical excess centrifugal acceleration obtained by the theoretical excess centrifugal acceleration calculating means.

  The vehicle body tilt angle diagnosis method according to the means for solving problems of the present invention includes a step of detecting an acceleration in a lateral direction with respect to a vehicle traveling direction acting on a vehicle body when the railway vehicle travels in a steady curve section, track information, and speed of the rail vehicle. And a step of obtaining a theoretical excess centrifugal acceleration during traveling in a steady curve section obtained based on the vehicle body inclination angle, and a step of detecting an abnormality in the inclination angle of the vehicle body with respect to the carriage based on the acceleration and the theoretical excess centrifugal acceleration. .

  According to the vehicle body tilt angle diagnostic apparatus and the vehicle body tilt angle diagnostic method, it is possible to detect an abnormality in the vehicle body tilt angle of a railway vehicle. As described above, the vehicle body inclination angle diagnosis apparatus and the vehicle body inclination angle diagnosis method can detect an abnormality in the vehicle body inclination angle, so that not only the steady curve section but also the vehicle driver and the operation manager can be detected. It is possible to give a warning about the travel of the curve section including the relaxation curve section, and to give a judgment material about the necessity of maintenance of the vehicle body tilting device.

  In addition, the vehicle driver and the operation manager can also provide judgment materials that can be used to determine that the trajectory in the steady curve section is out of order as a result of the vehicle traveling in a traveling section including a plurality of steady curve sections. Can be provided.

  The present invention will be described below based on the embodiments shown in the drawings. FIG. 1 is a diagram illustrating an example of a system of a vehicle body tilt angle diagnosis apparatus according to an embodiment. FIG. 2 is a plan view of a railway vehicle on which the vehicle body tilt angle diagnostic apparatus according to one embodiment is mounted. FIG. 3 is a diagram showing a part of a track on which a rail vehicle travels. FIG. 4 is an example of a map in which track information is associated with travel points. FIG. 5 is a diagram illustrating excess centrifugal acceleration when the vehicle travels in a steady curve section. FIG. 6 is a flowchart illustrating an example of a processing procedure of the vehicle body tilt angle diagnosis apparatus according to the embodiment.

  As shown in FIGS. 1 and 2, the vehicle body tilt angle diagnostic apparatus 1 according to an embodiment is basically a detection means that detects acceleration in a lateral direction with respect to the vehicle traveling direction that acts on the vehicle body of a railway vehicle. The theoretical excess centrifugal acceleration calculation means for obtaining the theoretical excess centrifugal acceleration acting on the vehicle body based on the acceleration sensor 2 and the track information at the traveling point of the railway vehicle during the steady curve section of the railway vehicle, the speed of the railway vehicle, and the vehicle body inclination angle The tilt angle of the vehicle body relative to the cart based on the lateral acceleration detected by the acceleration sensor 2 during traveling in the steady curve section and the theoretical excess centrifugal acceleration obtained by the theoretical excess centrifugal acceleration calculation unit 3 And an abnormality detecting unit 4 as an abnormality detecting means for detecting the abnormality.

  The railway vehicle on which the vehicle body tilt angle diagnostic apparatus 1 is mounted includes a vehicle body B and a carriage W, and air springs A interposed between the vehicle body B and the carriage W, and the left and right air springs A By individually supplying or discharging air, the vehicle body B can be inclined toward the inside of the curve with respect to the carriage W when traveling in a curved section. The carriage W is elastically supported by a spring S interposed between the carriage W and the axle R.

  The vehicle body tilt angle diagnostic apparatus 1 includes, as hardware resources, an A / D converter (not shown) that converts a lateral acceleration signal that is an analog voltage output from the acceleration sensor 2 into a digital signal, and an acceleration sensor 2. An arithmetic processing unit such as a CPU (Central Processing Unit) and a storage area are provided for the arithmetic processing unit so as to detect an abnormality in the vehicle body tilt angle by processing the acceleration output during traveling in a steady curve section of the railway vehicle. A main memory device such as a RAM (Random Access Memory), a ROM (Read Only Memory), a HD (Hard Disk), etc. in which a program and the like used for processing for detecting an abnormality in the vehicle body tilt angle are stored. A secondary storage device, and the CPU executes the above various processes. Theory excess centrifugal acceleration calculation unit 3, the abnormality detection unit 4 is adapted to be implemented by the.

  In the case of the present embodiment, the acceleration sensors 2 for detecting the lateral acceleration acting on the vehicle body B described above are installed one by one near the carriage W before and after the vehicle body B, and follow the floor surface of the vehicle body B. An acceleration sensor capable of detecting lateral acceleration may be used, but in addition, an acceleration sensor capable of detecting vertical and longitudinal accelerations may be used. The lateral acceleration is input to the abnormality detection unit 4.

  On the other hand, the theoretical excess centrifugal acceleration calculation unit 3 has a map in which track information is associated with a travel point, and the vehicle body tilt that is a control target from a vehicle monitor (not shown) that monitors and records the travel point and speed of the railway vehicle. The travel position of the vehicle T on which the angle diagnosis apparatus 1 is mounted is obtained, and the steady curve section in which the vehicle T is traveling is recognized from the track information with reference to the map. In addition to obtaining from the vehicle monitor, for example, a GPS (Global Positioning System) device or other means may be used to obtain the travel point, and a speed sensor is separately provided for the speed of the vehicle T. It may be detected by a speed sensor.

  Specifically, the track information associated with the travel point includes the type of section, that is, the distinction between the steady curve section and other sections, the turning direction in the steady curve section, the curvature of the track in the steady curve section, and the cant in the steady curve section. Amount (height difference between the outer rail and the inner rail) is included.

  In addition, as shown in FIG. 3, there are a relaxation curve entrance section, a relaxation curve exit section, and a straight section that are arranged before and after the steady curve section as sections other than the steady curve section. The section is a curve section provided to smooth the transition between the straight section and the steady curve section where the radius of curvature does not change, and is provided before and after the steady curve section. These relaxation curve sections are called relaxation curve entrance sections, and the relaxation curve sections after the steady curve sections are called relaxation curve exit sections.

  Specifically, the relaxation curve entrance section is located between a straight section and a steady curve section with different curvature radii, cant and slack, and the curvature radius, cant and slack are continuously changed to change the straight section and the steady curve. The section is connected smoothly. In other words, taking the radius of curvature as an example, the radius of curvature of the entrance section of the relaxation curve is initially infinite, but as the vehicle T progresses, the radius of curvature of the steady curve section approaches the steady curve section. It coincides with that of the steady curve section at the boundary with the section. In contrast to the relaxation curve exit section, the radius of curvature of the relaxation curve exit section initially matches the curvature radius of the steady curve section, but gradually increases as the vehicle T advances, It becomes infinite at the boundary with the section.

  Returning to the map, as shown in FIG. 4, whether or not the steady curve section at the traveling point is determined, the turning direction of the steady curve section, the radius of curvature of the steady curve section, the cant amount in the steady curve section, the steady curve section The distance between the rails (inter-rail distance) and the curve coefficient are created in advance in association with each other and stored in the above-mentioned secondary storage device so that the theoretical excess centrifugal acceleration calculation unit 3 can be referred to as appropriate. It should be noted that the curve coefficient is that the vehicle body B and the carriage W are elastically supported on the axle, and the air spring A and the spring S bend when traveling in a curved section with a cant, so that the vehicle body B is inclined outward by the centrifugal force. In order to take this into consideration, it is a coefficient used, and is corrected in consideration of the inclination of the vehicle body B when calculating the steady excess centrifugal acceleration. The curve coefficient is usually a value of about 1.0 to 1.3.

  Then, the theoretical excess centrifugal acceleration calculation unit 3 calculates the lateral theoretical excess centrifugal acceleration αL acting on the vehicle body B from the speed V and the vehicle body inclination angle θ of the vehicle T and the trajectory information at the travel position described above. As for the vehicle body inclination angle θ, information is separately obtained from the vehicle body inclination device that controls the vehicle body inclination outside the figure.

  Specifically, the theoretical excess centrifugal acceleration calculation unit 3 first refers to the travel point and the map to determine whether or not the vehicle T is traveling in the steady curve section, and the vehicle T determines the steady curve section. When traveling, the theoretical excess centrifugal acceleration calculating unit 3 calculates the steady excess centrifugal acceleration α1 when traveling in the steady curve section, and sets the steady excess centrifugal acceleration α1 as the theoretical excess centrifugal acceleration αL.

  Here, when the vehicle T travels through the straight section from the straight section through the relaxation curve entrance section, the steady curve section, and the relaxation curve exit section at a constant speed, the excess centrifugal acceleration that is the theoretical excess centrifugal acceleration αL acting on the vehicle body B Draws a sine curve with respect to the travel distance in the relaxation curve section, as is often seen in the curve of the Shinkansen, as well as when increasing or decreasing in proportion to the travel distance in the relaxation curve section as often seen in the conventional track In some cases, a sine half-wavelength declining curve that changes in this way is used, but regardless of which pattern the relaxation curve section employs, when the vehicle T travels at all speeds described above at a constant speed, In the steady curve section, the theoretical excess centrifugal acceleration αL coincides with the steady excess centrifugal acceleration α1.

  In order to calculate the steady excess centrifugal acceleration α1, the speed V of the vehicle T, the turning direction, the cant amount C, the radius of curvature R of the steady curve section, the gap (interrail interval) G, the curve coefficient β, and the vehicle T Is calculated using the vehicle body inclination angle θ of the vehicle body B with respect to the carriage W when the vehicle body B is actively inclined to the inside of the curve with respect to the carriage W.

  Specifically, if the inclination angle of the rail installation surface with respect to the horizontal plane is φ, the centrifugal acceleration acting on the vehicle body B is γ, and the gravitational acceleration is g, the steady excess centrifugal acceleration α1 is α1 = γ as shown in FIG. · Cosφ-g · sinφ-g · sinθ, but since the vehicle body inclination angle is generally small with respect to the rail installation surface, the inclination angle φ is also small. The above equation is approximately α1 = γ-g · sinφ-g -It is good also as (theta). Further, when the inclination (curve coefficient β) due to the elastic support of the vehicle body B is taken into consideration for this approximate expression, α1 = γ−g · sinφ · β−g · θ (Expression 1).

Applying the information actually obtained to the above (formula 1) and taking the turning direction into consideration, α1 = D · (V ² / R−g · C / G · β−g · θ). The steady excess centrifugal acceleration α1 in a vehicle with a vehicle body tilt mechanism can be calculated.

  As described above, the theoretical excess centrifugal acceleration calculation unit 3 obtains the steady excess centrifugal acceleration α1 and sets it as the theoretical excess centrifugal acceleration αL. The theoretical excess centrifugal acceleration αL is obtained when the vehicle T travels in one steady curve section. Are sequentially calculated. That is, the theoretical excess centrifugal acceleration αL is calculated for each calculation cycle, and many theoretical excess centrifugal accelerations αL are obtained when the vehicle T travels in one steady curve section.

  Subsequently, the abnormality detection unit 4 causes the theoretical excess centrifugal acceleration αL calculated by the theoretical excess centrifugal acceleration calculation unit 3 when the vehicle T travels in one steady curve section, and the vehicle T travels in the same steady curve section. In this case, the lateral acceleration αF detected by the acceleration sensor 2 is captured and processed to detect an abnormality in the tilt angle of the vehicle body.

  Here, the theoretical excess centrifugal acceleration αL is a lateral acceleration that theoretically acts on the vehicle body B when the vehicle T travels at a point having a steady curve section, and thus is detected by the acceleration sensor 2 when traveling at the same point. The steady component obtained by removing the vibration component due to the disturbance from the lateral acceleration αF theoretically coincides with the theoretical excess centrifugal acceleration αL.

  Therefore, when the deviation between the steady component of the acceleration αF and the theoretical excess centrifugal acceleration αL at the same point in the steady curve section is large, it can be determined that there is an abnormality in the tilt angle of the vehicle body. Specifically, when the deviation ε between the steady component of the acceleration αF and the theoretical excess centrifugal acceleration αL at the same point in the steady curve section exceeds the upper threshold H and the lower threshold L, that is, the range from the upper threshold H to the lower threshold L If it is not within the range, it can be determined that there is an abnormality in the tilt angle of the vehicle body T, and in order to improve accuracy, the steady component of the acceleration αF and the theoretical excess centrifugal acceleration αL in one steady curve section run. When the frequency of deviation ε exceeding the upper threshold H and the lower threshold L is large, it may be determined that the inclination angle of the vehicle body T is abnormal.

  Specifically, the upper limit threshold value H is the value of the theoretical excess centrifugal acceleration when the vehicle body tilt is not performed, and the lower limit threshold value L is when there is an opening of about +1 degree from the angle aimed by the vehicle body tilting device. It should be set to the value of theoretical excess centrifugal acceleration. Further, in order to remove the vibration component from the acceleration αF and extract only the steady component, a low-pass filter process for cutting the vibrational high-frequency component may be performed.

Further, in the present embodiment, in order to further improve the abnormality detection accuracy, a steady component is extracted from the lateral acceleration αF, and the moving average value αF _mean is calculated by moving average processing the steady portion of the acceleration αF. On the other hand, the theoretical excess centrifugal acceleration αL sequentially calculated when the vehicle T travels in one steady curve section is subjected to a moving average process, and the theoretical excess centrifugal acceleration αL when the vehicle T travels in one steady curve section. mobile calculates the average value .alpha.L _mean, a deviation epsilon _mean of the moving average value .alpha.F _mean moving average value .alpha.L _mean, deviation epsilon limit _mean is above and lower threshold H, if more than L, and the this Is detected as an abnormality in the tilt angle of the vehicle body.

Here, the vehicle T is not always traveling in the steady curve section at a constant speed, and only the steady component cannot be reliably extracted from the acceleration αF detected by the acceleration sensor 2. The deviation ε _mean between the moving average value αF _mean of the steady portion of the acceleration αF and the moving average value αL _mean of the theoretical excess centrifugal acceleration αL when the vehicle T travels in one steady curve section is the upper and lower thresholds. If it is determined that there is an abnormality in the tilt angle of the vehicle body by exceeding H and L, the abnormality can be detected more accurately.

That is, by using the deviation ε _mean of the moving average value αF _mean and the moving average value αL _mean as a reference, the deviation ε of the steady component of the acceleration αF and the theoretical excess centrifugal acceleration αL due to the influence of noise and disturbance is set to the upper limit threshold H and the lower limit. Even if the threshold value L is suddenly exceeded, it is not determined to be abnormal, and fluctuations in the determination due to the influence of the speed change can be avoided. If the deviation ε of the acceleration αL exceeds the upper limit threshold value H and the lower limit threshold value L, it is determined that there is an abnormality. Therefore, it is possible to avoid an abnormality detection determination error and accurately and reliably detect an abnormality in the tilt angle of the vehicle body. Can do.

  Thus, since the vehicle body inclination angle diagnostic apparatus 1 can detect an abnormality in the inclination angle of the vehicle body, a curve including not only a steady curve section but also a relaxation curve section for the driver and the operation manager of the vehicle T. It is possible to give a warning about the traveling in the section and to give a judgment material about the necessity of maintenance of the vehicle body tilting device.

  In addition, when an abnormality is detected only in a certain steady curve section after the vehicle T travels in a traveling section including a plurality of steady curve sections or as a result of traveling in the same section a plurality of times, the trajectory in the steady curve section It is also possible to judge that there is a mess. Specifically, for example, the abnormality detection location and the number of abnormality detection and the number of steady curve sections in the travel section are stored as one data in the secondary storage device or the like, and the abnormality is detected from the data accumulated according to the travel. What is necessary is just to analyze a frequency and the location where abnormalities occur frequently.

  The theoretical excess centrifugal acceleration calculation unit 3 and the abnormality detection unit 4 are realized by the application program being executed by the CPU to perform the above-described calculation processes. Processing in the processing of each unit of the unit 4 will be described with reference to an example of the processing procedure shown in FIG.

  In step F1, the vehicle body tilt angle diagnosis apparatus 1 recognizes whether or not the vehicle T is currently traveling in the steady curve section from the travel point with reference to the above-described map, and the steady curve. If the vehicle is traveling in the section, the process proceeds to step F2, and if not, the process ends.

  Subsequently, in step F2, the vehicle travel point and the vehicle speed V input from the vehicle monitor and the vehicle body tilt angle θ input from the vehicle body tilting device are read, and the lateral acceleration detected by the acceleration sensor 2 is read. Read αF.

  In step F3, the vehicle body tilt angle diagnosis apparatus 1 extracts a steady component of the acceleration αF. In step F4, the theoretical excess centrifugal acceleration αL is calculated, and the process proceeds to step F5. It is determined whether or not the vehicle is traveling in the section. If the vehicle is traveling in the steady curve section, the process proceeds to step F2, and the theoretical excess centrifugal acceleration αL is sequentially calculated. Otherwise, the process proceeds to step F6.

Subsequently, in step F6, the vehicle body tilt angle diagnosis apparatus 1 performs a moving average process on the steady components of the plurality of accelerations αF and the theoretical excess centrifugal acceleration αL obtained by the processing in the above step, thereby moving average value αF _mean and moving average value. αL _mean is calculated.

In step F7, the body tilt angle diagnostic apparatus 1, a deviation epsilon _mean by dividing the moving average .alpha.L _mean from the moving average value .alpha.F _mean.

Following, in step F8, the vehicle body tilt angle diagnostic apparatus 1, the upper threshold H for the deviation epsilon _mean it is determined whether or not within the range between the lower limit threshold value L from the upper limit threshold H as described above, the deviation epsilon _mean is above When it is within the range of the lower threshold L, it is determined that the vehicle body inclination angle is normal (step F9). On the other hand, when the deviation ε _mean is not within the range of the upper threshold H to the lower threshold L described above. This is determined as an abnormality in the tilt angle of the vehicle body (step F10).

  This is the end of the description of the embodiment of the present invention, but the scope of the present invention is of course not limited to the details shown or described.

It is a figure which shows an example in the system of the vehicle body inclination angle diagnostic apparatus in one embodiment. 1 is a plan view of a railway vehicle equipped with a vehicle body tilt angle diagnostic apparatus according to an embodiment. It is the figure which showed a part of track which a rail vehicle drive | works. It is an example of the map which linked | related track information with the travel point. It is a figure explaining the excessive centrifugal acceleration at the time of a vehicle drive | working a steady curve area. It is a flowchart which shows an example of the process sequence of the vehicle body tilt angle diagnostic apparatus in one embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Body tilt angle diagnostic apparatus 2 Acceleration sensor 3 as detection means Theoretical excess centrifugal acceleration calculation section 4 as theoretical excess centrifugal acceleration calculation means 4 Abnormality detection section A as abnormality detection means Air spring B Vehicle body R Axle S Spring T Vehicle W Carriage

Claims (6)

Detecting means for detecting acceleration in a direction transverse to the vehicle traveling direction acting on the vehicle body of the railway vehicle, and the vehicle traveling direction acting on the vehicle body during steady curve section traveling based on the track information, the speed of the railway vehicle, and the vehicle body tilt angle Based on the theoretical excess centrifugal acceleration calculating means for obtaining the theoretical excess centrifugal acceleration in the transverse direction, the acceleration detected by the detecting means during traveling in the steady curve section and the theoretical excess centrifugal acceleration calculated by the theoretical excess centrifugal acceleration calculating means A vehicle body inclination angle diagnostic apparatus comprising abnormality detection means for detecting an abnormality in inclination angle with respect to the cart. The abnormality detection means calculates the deviation between the moving average of the steady component of the acceleration detected by the detection means and the moving average of the theoretical excess centrifugal acceleration calculated by the theoretical excess centrifugal acceleration calculation means, and if the deviation exceeds a threshold value, the inclination angle The vehicle body tilt angle diagnostic apparatus according to claim 1, wherein the abnormality is detected as an abnormality. 3. The vehicle body tilt angle diagnostic device according to claim 1, wherein the theoretical excess centrifugal acceleration calculating means obtains the theoretical excess centrifugal acceleration based on track information at a travel point in a steady curve section of the railway vehicle. A step of detecting acceleration in a direction transverse to the vehicle traveling direction acting on the vehicle body during traveling in a steady curve section of the railway vehicle, and a vehicle body in traveling in the steady curve section obtained based on the track information, the speed of the railway vehicle, and the vehicle body inclination angle. A vehicle body tilt angle comprising: obtaining a theoretical excess centrifugal acceleration transverse to the vehicle traveling direction acting on the vehicle; and detecting an abnormality in a tilt angle of the vehicle body with respect to the carriage based on the acceleration and the theoretical excess centrifugal acceleration. Diagnosis method. In the step of detecting an abnormality in the inclination angle of the vehicle body relative to the carriage, the deviation between the moving average of the steady component of the acceleration detected by the detecting means and the moving average of the theoretical excess centrifugal acceleration calculated by the theoretical excess centrifugal acceleration calculating means is calculated, 5. The vehicle body inclination angle diagnosis method according to claim 4, wherein when the deviation exceeds a threshold value, the abnormality of the inclination angle is detected. 6. The vehicle body tilt angle diagnosis method according to claim 4, wherein in the step of obtaining the theoretical excess centrifugal acceleration, the theoretical excess centrifugal acceleration is obtained based on track information at a travel point in a steady curve section of the railway vehicle.

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