JP2009042054A - State monitoring method of adhesive insulating rail, and state monitoring device of adhesive insulating rail - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a state monitoring method or the like of an adhesive insulating rail capable of estimating a stress applied to a joint plate of the adhesive insulating rail based on an axle-box acceleration and irregularity in height of the rail. <P>SOLUTION: A stress applied to a joint plate is estimated from the axle-box acceleration at a connection part of the adhesive insulating rail measured by an acceleration measuring procedure and the irregularity in height at the connection part of the adhesive insulating rail measured by an irregularity-in-height measuring procedure, based on an estimated joint plate stress management chart showing a correlation between the axle-box acceleration and the irregularity in height at the connection part of the adhesive insulating rail, and a stress applied to the joint plate of the adhesive insulating rail. State monitoring of the adhesive insulating rail is performed based on the estimated joint plate stress. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a state monitoring method and the like for preventing breakage of a joint plate of an adhesive insulating rail constituting a railroad track.

  In recent years, in the long rail section of the track, the number of laid adhesive insulating rails for ensuring the insulation of the track circuit has been greatly increased along with the enhancement of the function of ATC (Automatic Train Control). While the number of laid adhesive insulated rails has increased, breakage events have occurred in the joint plates of adhesive insulated rails, and prevention of recurrence has become an important issue.

  As a result of analyzing the broken seam plate, the mechanism leading to the breakage is that the adhesive layer on the bottom bottom of the center of the seam plate peels off, and the corrosion pits on the seam plate become the starting point of the fracture. It was found that it progressed and led to breakage. In order to prevent such a phenomenon of destruction, measures such as corrosion prevention treatment of the seam plate, inspection by ultrasonic flaw detection, development of a high-strength adhesive insulating rail, etc. can be mentioned, but at the same time, stress on the seam plate is excessive. Maintenance management is important so that it does not become too large.

  Therefore, by maintaining the stress applied to the seam plate below a certain level, based on the idea of preventing breakage below the inspection cycle of ultrasonic flaw detection, the measurement value obtained by the track inspection vehicle etc. is used for the seam plate. Methods for monitoring such stress have been investigated. In the past, with respect to the actual example where the breakage of the joint plate occurred, referring to the experience that the measurement value of the past axle box acceleration had changed in that place, the axle box acceleration measured at the joint part of the adhesive insulation rail A threshold value is set for this, and this is used as a provisional management standard to monitor the status. As a specific operation, for example, if the axle box acceleration measured at the joint part of the adhesive insulation rail is equal to or greater than the threshold value, an on-site inspection is conducted on the assumption that there is a high possibility that the adhesion insulation rail is abnormal. If necessary, repair is performed.

As a method for monitoring the state of the rail by measuring the acceleration applied to the vehicle and analyzing the acceleration, a technique as described in Patent Document 1, for example, is known.
JP 2007-22220 A

  However, although it has been empirically found that there is a certain correlation between the axle box acceleration measured at the joint of the adhesive insulated rail and the stress applied to the joint plate, other measurement events other than the axle box acceleration The correlation between the stress and the stress applied to the joint plate has not been clarified so far. Therefore, the conventional state monitoring method for estimating the stress applied to the joint plate without considering other measurement events using only the axle box acceleration measured at the joint portion of the adhesive insulated rail as an index is sufficiently high in accuracy. I couldn't say it was. Therefore, development of a more accurate state monitoring method has been desired.

  The present invention has been made in order to solve the above-described problems, and provides a state monitoring method for an adhesive insulating rail that can estimate stress applied to the joint plate of the adhesive insulating rail based on a plurality of measurement events including axle box acceleration. The purpose is to provide. Moreover, it aims at providing the state monitoring method which can monitor the state of another rail based on the some measurement event containing an axle box acceleration by applying this.

  The state monitoring method according to claim 1, which has been made to achieve the above object, includes a relationship between a shaft box acceleration and height fluctuation at a connection portion of the adhesive insulating rail and a stress applied to a joint plate constituting the adhesive insulating rail. Based on the existing data indicating the correlation, the joint box is used to determine the acceleration of the axle box at the junction of the adhesive insulation rail measured by the acceleration measurement procedure and the height deviation at the junction of the adhesion insulation rail measured by the elevation measurement procedure. A stress estimation procedure for estimating the stress.

  The inventors laid the adhesive insulation rail on the experimental line with the same specifications as the track of the business line, and loaded the dynamic load including the impact component on the test vehicle, to the axle box acceleration, height fluctuation and joint plate A test for measuring the stress was conducted. The test vehicle is equipped with a vibration exciter configured by modifying a carriage of a passenger business vehicle, and the test can be performed in a state where the interaction between the vehicle on the business line and the track is reproduced.

  As a result of the test, it has been found that there is a certain correlation between the acceleration of the axle box and the height difference at the connection portion of the adhesive insulating rail and the stress applied to the joint plate (seam plate stress). Then, as a result of analyzing the correlation, as shown in the graph of FIG. 3, a control chart (hereinafter also referred to as an estimated joint board stress management chart) capable of estimating the joint plate stress using the axial box acceleration and the height deviation as indexes. I was able to get it.

  The present invention is based on the correlation between the axle box acceleration and height deviation shown in the estimated joint plate stress control chart obtained in this way and the joint plate stress, and the axle box acceleration and elevation deviation measured during the running of the vehicle. From this, the joint plate stress of the adhesive insulating rail is estimated. By combining a plurality of such indices, it is possible to estimate the joint plate stress with higher accuracy than the conventional state monitoring method that estimates the joint plate stress using only the axle box acceleration as an index. Monitoring accuracy can be improved. By improving the accuracy of state monitoring, it is possible to reduce the frequency of on-site inspection while improving the safety of what has conventionally been on-site inspection based on uncertain monitoring results.

  By the way, when the frequency response of the joint plate stress with respect to the axle box acceleration is obtained in the above-described test conducted by the inventors, there are a frequency band in which the frequency response magnification of the joint plate stress with respect to the frequency of the axle box acceleration is high and a low frequency band. It turned out to be. More specifically, as shown in the graph of FIG. 6, the frequency response magnification of the joint plate stress is high in a band where the frequency of the axle box acceleration is lower than about 100 Hz, and the frequency of the joint plate stress in a band higher than about 100 Hz. It was found that the response magnification was low. Therefore, in order to accurately estimate the joint plate stress, by filtering the frequency band that does not contribute to the frequency response of the joint plate stress, only a specific frequency component having a high frequency response magnification of the joint plate stress is obtained. What is necessary is just to use for estimation.

  The state monitoring method of the adhesive insulation rail according to claim 2 is obtained based on the knowledge as described above, and is specified from the axle box acceleration at the connection portion of the adhesive insulation rail measured by the acceleration measurement procedure. The frequency component of the frequency band is extracted and used for estimating the stress applied to the joint plate. More specifically, as described in claim 3, a component of 100 Hz or less is extracted from the axle box acceleration and used for estimation of stress applied to the joint plate. According to the state monitoring method of the adhesive insulating rail configured as described above, the joint plate stress can be accurately estimated based on the measured axle box acceleration.

  By the way, it is known that the value of the axle box acceleration changes depending on the speed of the vehicle at the time of measuring the same even if it is for the same trajectory irregularity or the like. Therefore, it is important to correct the influence of the speed of the vehicle when using the information on the acceleration of the axle box for monitoring the state of the track.

  Therefore, as in the method for monitoring the state of the adhesive insulated rail according to claim 4, the axle box acceleration at the connection portion of the adhesive insulated rail measured by the acceleration measuring procedure is a coefficient corresponding to the speed of the vehicle when this is measured. It is good to use it for estimation of the stress concerning a seam board after correcting by. It should be noted that what value the axle box acceleration is corrected with respect to the vehicle speed can be obtained by changing the vehicle speed and analyzing the axle box acceleration generated at that time. According to the tests conducted by the inventors, a correlation as shown in the graph of FIG. 7 was observed between the vehicle speed and the axle box acceleration. According to this, it can be considered that the axle box acceleration can be corrected as being proportional to the square of the vehicle speed.

According to the state monitoring method of the adhesive insulated rail configured as described above, the joint plate stress can be accurately estimated based on the measured axle box acceleration regardless of the speed of the vehicle performing the measurement.
Next, according to the adhesive insulation rail state monitoring device according to any one of claims 5 to 8, the adhesive insulation rail state monitoring method according to any one of claims 1 to 4 can be realized. Obtainable.

  Note that it is conceivable that the adhesive insulated rail state monitoring device according to claims 5 to 8 is installed and operated in a track inspection vehicle such as an electric track general test vehicle. However, the measurement by the track inspection vehicle is expensive because it is necessary to equip a dedicated vehicle with a measuring device. In addition, the operation of the track inspection vehicle is subject to restrictions such as the operation schedule of business vehicles used for business operations that carry passengers and cargo, and the operation schedule of maintenance vehicles that perform track maintenance. May be limited.

  Therefore, as described in claim 9, it is conceivable to use the adhesive insulated rail state monitoring device according to claims 5 to 8 in a passenger car, a freight car, a locomotive, or a maintenance car. . In addition, it is only necessary that at least one of the acceleration measuring means and the elevation measuring means among the respective means constituting the adhesive insulated rail state monitoring device is mounted on these vehicles. The other means including the stress estimating means may be mounted on the same vehicle equipped with at least one of the acceleration measuring means and the elevation measuring means. For example, it is installed in an external management center. This may be configured by a computer system, and data recorded or transferred by a vehicle equipped with at least one of acceleration measuring means and high / low deviation measuring means may be processed by the management center.

  In this way, it is possible to monitor the state of the adhesive insulated rail at any time during the operation of commercial vehicles such as passenger cars and freight cars, locomotives, maintenance vehicles, etc., and reliability increases as the number of inspection opportunities increases. Will improve. In addition, by using a business vehicle, a locomotive, a maintenance vehicle, etc., it is possible to monitor the state of the adhesive insulated rail without using a dedicated track inspection vehicle, thereby suppressing the cost of inspection.

  By the way, the state monitoring based on a plurality of indicators such as the axle box acceleration and the trajectory deviation as described above is not limited to the state monitoring of the adhesive insulation rail, but the track of the branching device, rail joint plate bolt, rail fastening device, sleeper, etc. For example, it is considered that a more accurate state monitoring method than that using only the axle box acceleration as an index can be realized. That is, as described in claim 10, by an analysis procedure for analyzing an event that is a target of state monitoring using an axial box acceleration measured by an acceleration measurement procedure and a height deviation measured by a height deviation measurement procedure, Various state monitoring for the orbit is possible.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
[1. Structure of adhesive insulation rail condition monitoring device]
FIG. 1 is a block diagram illustrating a schematic configuration of a state monitoring device for an adhesive insulated rail according to an embodiment.

  As shown in FIG. 1, the adhesive insulated rail state monitoring device is mounted on the same business vehicle on which the measurement device 1 mounted on a passenger business vehicle traveling on a track and the measurement device 1 is mounted. Or a management computer 2 installed in an external management center or the like.

  Among these, the measuring apparatus 1 includes an axial box acceleration acquisition unit 11, a filter processing unit 12, an integration calculation processing unit 13, a high / low deviation acquisition unit 14, a point / km information acquisition unit 15, and a data recording / transferring. Part 16.

  The axle box acceleration acquisition unit 11 is an acceleration sensor installed in the axle box of the vehicle carriage, and detects the vertical acceleration applied to the axle box while the vehicle is traveling. The axial box acceleration data detected by the axial box acceleration acquisition unit 11 is supplied to the filter processing unit 12 and the data recording / transfer unit 16.

  The filter processing unit 12 filters the axle box acceleration data input by the axle box acceleration acquisition unit 11 to remove noise and extract a frequency component necessary for calculating the level difference of the rail. The axial box acceleration data filtered by the filter processing unit 12 is supplied to the integration calculation processing unit 13.

  The integration calculation processing unit 13 performs integration twice on the data of the axle box acceleration filtered by the filter processing unit 12. The elevation deviation acquisition unit 14 acquires a displacement waveform corresponding to the elevation deviation of the rail from the result of the double integration by the integration calculation processing unit 13 and supplies this to the data recording / transfer unit 16 as elevation deviation data.

The point / km information acquisition unit 15 acquires point information for specifying the travel position of the vehicle and km information indicating the distance from the starting point, and supplies this to the data recording / transfer unit 16.
The data recording / transfer unit 16 stores each data input from the axle box acceleration acquisition unit 11, the height fluctuation acquisition unit 14, and the point / km information acquisition unit 15 in a storage medium in a time series of a predetermined interval or externally A device for transferring to a device.

The management computer 2 is configured by a normal computer system (for example, a personal computer) having an appropriate processing capability, and includes an information processing unit 21 and an output unit 22.
The information processing unit 21 performs information processing according to a program for monitoring the state of the adhesive insulating rail stored in a storage device (not shown). Specifically, each data of the axle box acceleration, the height fluctuation, and the point / km stored in or transferred from the data recording / transfer unit 16 of the measuring apparatus 1 is acquired and analyzed. Thus, the joint plate stress of the adhesive insulating rail is estimated. Then, the quality of the estimated joint plate stress is determined, and the determination result is output to the output unit 22. A detailed description of this series of processes (hereinafter referred to as “rail state monitoring process” (see FIG. 2)) will be described later.

  The output unit 22 includes a display, a printer, a voice output device, and the like, and presents information output from the information processing unit 21 to the user by a method such as display, printing, and voice output.

[2. Explanation of the principle of joint plate stress estimation]
In the above-described “rail state monitoring process” executed by the information processing unit 21 of the management computer 2, in order to estimate the joint plate stress of the adhesive insulating rail, an axis as shown in the estimated joint plate stress management diagram of FIG. Correlation data between box acceleration and rail height and joint plate stress are used. Hereinafter, a description will be given of how the correlation between the axle box acceleration and the rail deviation and the joint plate stress as shown in the estimated joint plate stress management chart is obtained.

  The inventors have laid an adhesive insulated rail on an experimental line having the same specifications as the track of the business line, and loaded a dynamic load including an impact component on the test vehicle, thereby accelerating the axle box acceleration at the joint of the adhesive insulated rail. A test was conducted to measure the stress applied to the height difference and the joint plate. The test vehicle is equipped with a vibration exciter configured by modifying a carriage of a passenger business vehicle, and the test can be performed in a state where the interaction between the vehicle on the business line and the track is reproduced.

  The vibration input was obtained by integrating the vertical acceleration of the box when the actual vehicle traveled around the adhesive insulated rail section of the business line to obtain the displacement waveform corresponding to the high and low deviation, which was given by the displacement control. Because the input displacement waveform needs to include a short-wave component trajectory error that cannot be obtained by a normal trajectory inspection vehicle, integral data of the axle box acceleration was used. As the types of the input waveforms, the trajectory deviation waveforms (IJ waveforms 1 to 6) of the six adhesive insulating rails where relatively large axle box acceleration occurred were adopted. In the test, as a method of changing the value of the axle box acceleration, a method of adjusting the amplitude magnification of each input displacement waveform was performed.

  In the above test, as shown in FIG. 4A, the seam plate stress and the axial box acceleration are hardly affected by the difference in the trajectory deviation waveform (IJ waveforms 1 to 6) of the adhesive insulating rail given as the input waveform. It was found that a linear regression relationship with a very high correlation is established. However, this relationship is established only when the amount of trajectory settlement due to stationary wheel load (ie, high / low deviation) with respect to the adhesive insulated rail is constant, and the effect of trajectory settlement must be considered separately. I understood. Incidentally, the graph of FIG. 4A shows a result of measurement in a state where the trajectory settlement amount is 3.7 mm when a stationary wheel load is loaded as an example of the test result.

  As factors affecting the joint plate stress of the adhesive insulating rail, it is necessary to consider the amount of trajectory settlement (high / low deviation) due to floating sleepers in addition to the acceleration of the axle box. Therefore, the relationship between the track settlement and the joint plate stress when a stationary wheel load was loaded on the adhesive insulated rail was measured. The measurement result is shown in the graph of FIG.

  In the measurement result shown in the graph of FIG. 4B, as an interesting phenomenon, a dead zone of the joint plate stress is recognized in a range where the orbital settlement is about 1 mm or less. This is because the Young's modulus of the insulating layer interposed between the adhesive insulating rail and the joint plate is much smaller than that of steel, so there is almost no stress on the joint plate when the load on the insulating layer is in the elastic range. It is presumed that the stress is transmitted to the joint plate from when the load to the insulating layer enters the plastic region.

  In the graph of FIG. 4A, a good linear regression relationship is established between the axle box acceleration and the joint plate stress. From the graph of FIG. It can be seen that the value of the intercept changes depending on the amount of orbital settlement when is zero. In other words, it is necessary to estimate the joint plate stress of the adhesive insulating rail by combining two indexes of the axle box acceleration and the height deviation.

  Therefore, in relation to the linear regression relationship between the axial box acceleration and the joint plate stress shown in FIG. 4A, the joint plate stress for the height deviation shown in FIG. As shown, a graph showing an estimated line of the joint plate stress obtained from the axle box acceleration and the height deviation was obtained. On this graph, the relationship between the axial box acceleration and elevation deviation actually measured by the track inspection vehicle and the joint plate stress actually measured on the ground side when the track inspection vehicle passes is plotted (in FIG. 5). ◇, ●) showed a high agreement with the estimated line of the seam plate stress. Therefore, it was verified that the state monitoring method for estimating the joint plate stress using the correlation between the axle box acceleration and the height deviation shown in this graph and the joint plate stress was valid.

  Then, in order to make the graph of FIG. 5 practically easy to use, the estimated joint plate stress management chart shown in FIG. 3 is obtained by taking the axis box acceleration on the vertical axis and the height deviation on the horizontal axis. The data of the estimated joint plate stress management chart is stored in a memory (not shown) of the management computer 2 and used for condition monitoring, so that the connection of the adhesive insulating rail measured by the measuring device 1 while the vehicle is running is performed. It is possible to estimate the joint plate stress with high accuracy from the data of the axial box acceleration and the height deviation in the section.

[3. Explanation of “Rail condition monitoring process”
Next, detailed contents of the above-described “rail state monitoring process” executed by the information processing unit 21 of the management computer 2 will be described. FIG. 2 is a flowchart showing the procedure of the “rail state monitoring process” executed by the information processing unit 21.

  When the information processing unit 21 starts processing, first, the information processing unit 21 uses the data of the axle box acceleration, the height difference, and the point / km information output from the data recording / transfer unit 16 of the measuring device 1 to connect to the connection portion of the adhesive insulating rail. The data on the acceleration of the axle box and the data of the ups and downs of the relevant part are acquired (S101, S102). Next, low-pass filter processing is performed on the data of the axle box acceleration acquired in S101, and a frequency component of 100 Hz or less of the axle box acceleration is extracted (S103). This low-pass filter processing is performed based on the following knowledge obtained in the test conducted by the inventors.

  When the frequency response of the joint plate stress to the axle box acceleration was obtained by the test, as shown in the graph of FIG. 6, the frequency response magnification of the joint plate stress is high in the band where the frequency of the axle box acceleration is lower than about 100 Hz. It was found that the frequency response magnification of the seam plate stress was low in the higher band. This is presumably because the attenuation of the frequency component higher than about 100 Hz is relatively large in the process in which the load from the vehicle propagates to the joint plate.

  Axle box acceleration generally includes a frequency component that greatly exceeds 100 Hz, and it is not uncommon for a frequency band of 100 Hz or more to be dominant. Therefore, by removing the frequency band of 100 Hz or higher that does not contribute much to the frequency response of the joint plate stress by filtering, only the frequency component having a high frequency response magnification of the joint plate stress can be used for estimation of the joint plate stress.

  Next, speed correction is performed by multiplying the square box acceleration data subjected to the low-pass filter processing in S103 by the square of the ratio between the reference speed and the speed of the business vehicle that measured the axle box acceleration (S104). Here, the reference speed uses the maximum operating speed of the business vehicle that travels on the adhesive insulated rail for which the joint plate stress is to be estimated, or the mode value of the operating speed. Further, the speed of the business vehicle may be calculated using the data of the point / km or the speed data of the business vehicle may be acquired separately. The speed correction in S104 is performed based on the following knowledge obtained in the test conducted by the inventors.

  It is known that the axle box acceleration changes depending on the speed of the vehicle when measuring the same, even for the same trajectory irregularity or the like. Therefore, how to correct the influence of the difference in vehicle speed is an important issue when using information on the axle box acceleration for monitoring the track state.

  Therefore, FIG. 7 shows the result of a test conducted to consider the influence of the vehicle speed on the axle box acceleration. In this test, the generated axle box acceleration was measured while changing the apparent vehicle speed by changing the time axis of the input waves (IJ1 to 6) of the test apparatus imitating the trajectory error of the adhesive insulating rail. Plotted. According to the test results shown in FIG. 7, it can be considered that the axle box acceleration can be corrected as being proportional to the square of the vehicle speed. Therefore, the shaft box acceleration data is corrected by the square of the ratio of the reference speed and the speed of the business train when the data collection for creating the estimated joint plate stress management chart is performed, and the corrected axis Box acceleration is used to estimate joint plate stress.

  Next, the shaft box acceleration data corrected in step S105 and the height fluctuation data acquired in step S102 are stored in the estimated joint plate stress management chart (FIG. 3) stored in the memory of the management computer 2 or the like. Collation is performed, and the joint plate stress at the connection portion of the adhesive insulating rail is estimated (S105). And the quality determination with respect to this estimated joint board stress is performed (S106). Specifically, for example, a management value of the joint plate stress that requires on-site inspection and repair is set in advance, and if the estimated joint plate stress is less than the management value, it is determined as “good”, and if it is equal to or greater than the management value Judged as “bad”.

  Then, the information processing unit 21 outputs the quality determination result in S106 to the output unit 22 (S107). On the other hand, the output unit 22 presents the determination result output from the information processing unit 21 to the user by a method of displaying on a display, printing on a recording medium such as paper, or outputting by voice.

[4. effect]
According to the state monitoring apparatus for the adhesive insulated rail of the embodiment, the following effects are obtained.
Establishing a method to estimate the joint plate stress from the axial box acceleration and the height deviation using the estimated joint plate stress control chart (see Fig. 3), and estimating the joint plate stress using only the conventional axial box acceleration as an index The seam plate stress can be estimated with higher accuracy than the state monitoring method to be performed, thereby improving the state monitoring accuracy.

For example, when the management target is to set the joint plate stress of the adhesive insulating rail to 100 MPa or less, the conventional state monitoring method requires on-site inspection of, for example, 80 m / s ² or more for the axle box acceleration in the adhesive insulating rail. Status monitoring was performed as a management value. In this case, if the measured axle box acceleration is 90 m / s ² , a field inspection is performed. However, referring to the estimated joint plate stress management chart of FIG. 3, if the height difference of the adhesive insulating rail is 1 mm even if the axle box acceleration is 90 m / s ² , the joint plate stress is less than 100 MPa. It is. Therefore, in this case, the conventional state monitoring method results in a wasteful field inspection. On the other hand, according to the state monitoring based on the estimated joint plate stress management chart, it is determined that the on-site inspection is not necessary in this case, and therefore it is not necessary to perform a useless on-site inspection.

On the other hand, if the measured axle box acceleration is 50 m / s ² , the field inspection is not performed according to the conventional state monitoring method. However, referring to the estimated joint plate stress management chart of FIG. 3, even if the axle box acceleration is 50 m / s ² , the joint plate stress is 100 MPa if the height difference of the adhesive insulating rail is 4 mm. There is a risk that the conventional state monitoring method may overlook the state of inspection required. On the other hand, according to the state monitoring based on the estimated joint plate stress management chart, it is determined that an on-site inspection is necessary in this case, so that the state of the inspection requiring is not missed.

  As described above, according to the method of estimating the joint plate stress from the axle box acceleration and the height deviation, a significant improvement in accuracy can be expected as compared with the conventional state monitoring method. And what has been conducted on-site inspection based on uncertain monitoring results can be carried out at a more appropriate time.

[5. Another embodiment]
Although the embodiments of the present invention have been described above, the present invention is not limited to the above-described embodiments, and can be implemented in various modes as long as they belong to the technical scope of the present invention.

  For example, in the above-described embodiment, the configuration in which the measurement apparatus 1 is mounted on a passenger business vehicle to measure various data has been described. On the other hand, the configuration may be such that data is measured by a track inspection vehicle such as an electric track comprehensive test vehicle, as was also done in conventional state monitoring. Or you may comprise so that the measurement apparatus 1 may be mounted in a freight car, a locomotive, a maintenance vehicle, etc., and various data may be measured.

  Further, the state monitoring method based on the indexes such as the axle box acceleration and the trajectory deviation as in the above embodiment can be applied to the state monitoring for various members constituting the track in addition to the state monitoring of the adhesive insulating rail. That is, by using the axle box acceleration and the height deviation on the track to be monitored, by analyzing the event of the condition monitoring target, for example, a rail having a special mechanism such as a branching device, a rail joint plate Status monitoring for bolts, rail fastening devices, sleepers, etc. is possible.

It is a block diagram showing a schematic structure of a state monitoring device of an adhesion insulation rail of an embodiment. It is a flowchart which shows the procedure of a "rail state monitoring process." It is a graph of an estimated joint board stress management chart. (A) is a graph which shows the relationship between an axial box acceleration and a joint plate stress, (b) is a graph which shows the relationship between an orbital settlement amount (high and low deviation) and a joint plate stress. It is a graph of the estimated line of the joint board stress obtained from a shaft box acceleration and a high / low deviation. It is a graph which shows the frequency response of the joint board stress with respect to an axial box acceleration. It is a graph which shows the relationship between vehicle speed and axle box acceleration.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Measuring apparatus, 11 ... Shaft box acceleration acquisition part, 12 ... Filter processing part, 13 ... Integration calculation processing part, 14 ... High / low deviation acquisition part, 15 ... Spot / km information acquisition part, 16 ... Data recording / transfer part 2 ... management computer, 21 ... information processing unit, 22 ... output unit

Claims (10)

A state monitoring method for monitoring a state of a connection portion of an adhesive insulating rail,
An acceleration measurement procedure for measuring acceleration applied to the axle box of the vehicle traveling on the rail (hereinafter referred to as axle box acceleration);
A high / low deviation measurement procedure for measuring the high / low deviation of the rail at the vehicle travel point,
Based on the existing data showing the correlation between the axial box acceleration and the height fluctuation at the connection portion of the adhesive insulating rail and the stress applied to the joint plate constituting the adhesive insulating rail, the measurement was performed by the acceleration measurement procedure. A stress estimation procedure for estimating a stress applied to the joint plate from the acceleration of the axle box at the connection portion of the adhesive insulation rail and the height deviation at the connection portion of the adhesion insulation rail measured by the height deviation measurement procedure. A method for monitoring the state of a bonded insulated rail. In the method for monitoring the state of the adhesive insulated rail according to claim 1,
In the stress estimation procedure, a component of a specific frequency band is extracted from a shaft box acceleration at a connection portion of the adhesive insulating rail measured by the acceleration measurement procedure, and this is used for estimation of stress applied to the joint plate. The method of monitoring the state of the adhesive insulated rail. In the method for monitoring the state of the adhesive insulated rail according to claim 2,
In the stress estimation procedure, a component of 100 Hz or less is extracted from a shaft box acceleration at the connection portion of the adhesive insulating rail measured by the acceleration measurement procedure, and this is used for estimation of stress applied to the joint plate. How to monitor the condition of adhesive insulated rails. In the monitoring method of the state of the adhesion insulation rail according to any one of claims 1 to 3,
In the stress estimation procedure, the axle box acceleration at the connection portion of the adhesive insulating rail measured by the acceleration measurement procedure is corrected by a coefficient corresponding to the speed of the vehicle at the time of measuring the stress applied to the joint plate. A method for monitoring the state of an adhesive insulated rail, characterized by being used for estimation. A state monitoring device for monitoring the state of the connecting portion of the adhesive insulated rail,
Acceleration measuring means for measuring the axle box acceleration of the vehicle traveling on the rail;
High and low deviation measuring means to measure the rail's high and low deviation,
Based on the existing data indicating the correlation between the axial box acceleration and the height fluctuation in the connection portion of the adhesive insulating rail and the stress applied to the joint plate constituting the adhesive insulating rail, the acceleration measurement means measured the Stress estimation means for estimating the stress applied to the joint plate from the acceleration of the axle box at the connection portion of the adhesive insulation rail and the height deviation at the connection portion of the adhesion insulation rail measured by the height deviation measurement means. A condition monitoring device for the bonded insulated rail. In the state monitoring device of the adhesion insulation rail according to claim 5,
The stress estimating means extracts a component of a specific frequency band from a shaft box acceleration at a connection portion of the adhesive insulating rail measured by the acceleration measuring means, and uses this to estimate a stress applied to the joint plate. Adhesive insulation rail condition monitoring device. In the state monitoring device of the adhesion insulation rail according to claim 6,
The specific frequency band of the axle box acceleration is 100 Hz or less. In the state monitoring device of the adhesion insulation rail according to any one of claims 5 to 7,
The stress estimation means corrects the axle box acceleration at the connection portion of the adhesive insulating rail measured by the acceleration measurement means with a coefficient corresponding to the speed of the vehicle, and uses it to estimate the stress applied to the joint plate. A condition monitoring device for the bonded insulated rail. In the state monitoring device of the adhesion insulation rail according to any one of claims 5 to 8,
At least one of the acceleration measuring means and the height fluctuation measuring means among the means constituting the adhesive insulated rail state monitoring device is installed in a passenger car, a freight car, a locomotive, or a maintenance car. A state monitoring device for an adhesive insulated rail characterized by the above. A state monitoring method for monitoring the state of an orbit,
An acceleration measurement procedure for measuring the axle box acceleration applied to the axle box of the vehicle traveling on the rail constituting the track;
A high / low deviation measurement procedure for measuring the high / low deviation of the rail at the vehicle travel point,
An orbital state monitoring comprising: an analysis procedure for performing an analysis on an event that is a target of state monitoring using the axle box acceleration measured by the acceleration measurement procedure and the height deviation measured by the height deviation measurement procedure Method.

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