JP2010169398A - Method of testing load of rolling stock structure body - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To predict a movement amount when one support is moved until any of four supports supporting a structure body is separated from the structure body. <P>SOLUTION: A structure body 1 is supported by the supports 12 at four points to establish four-point horizontal supporting state such that the supports points M are positioned on the same horizontal surface H. The supports 12<SB>1</SB>, 12<SB>2</SB>are settled from this state, respectively, to obtain a first settlement amount component Y independent from a total weight and a second settlement amount component Y<SB>P</SB>dependent on the total weight. The settlement amount until the support 12<SB>1</SB>is separated from the structure body 1 when the support 12<SB>1</SB>is settled from the four-point horizontal supporting state after loading of an empty weight on the structure body 1, is predicted on the basis of the first and second settlement amount components Y, Y<SB>P</SB>. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a load test method for a railway vehicle structure, and more particularly to a load test method for confirming strength or rigidity in a structure of a railway vehicle.

  As a conventional load test method for a railway vehicle structure, for example, a method described in Patent Document 1 is known. In this load test method for railway vehicle structures, it is possible to grasp the same deflection or stress as when a load is applied to the structure of the full length of the vehicle by skillfully supporting the structure shorter than the full length of the vehicle and applying a load. The cost of load tests can be reduced.

JP 59-7238 A

  By the way, as a load test method for a railway vehicle structure as described above, for example, as defined in “JIS E7105”, a method for confirming the strength or rigidity of a railway vehicle structure is known. In the load test method according to JIS, it is obliged to perform a load test in a state where the structure is supported at three points (or two points), assuming a lifting operation of a vehicle body generally performed at the time of maintenance.

  Specifically, the structure is supported at four points by four supports, and the support points of these supports are positioned on the same horizontal plane (hereinafter simply referred to as “four-point horizontal support state”). ) And apply a test load to the structure. Thereafter, one of the four support tools in the four-point horizontal support state is moved along the vertical direction until one of the support tools leaves the structure, and the amount of movement is measured.

  Here, in the load test method for a railway vehicle structure in recent years, as described above, when a test load is applied to the structure and one support tool is moved along the vertical direction until any support tool is separated from the structure, For example, in order to efficiently perform a load test, it is strongly desired to grasp the amount of movement in advance with high accuracy.

  Therefore, the present invention provides a railway vehicle structure capable of accurately predicting the amount of movement when one support tool is moved until any one of the four support tools supporting the structure moves away from the structure. It is an object to provide a load test method.

  In order to solve the above-mentioned problems, the present inventors have conducted intensive studies, and as a result, have obtained the following knowledge regarding a load test method for a railway vehicle structure. That is, since the structure is normally a front / rear left / right symmetrical structure, when one support tool is moved along the vertical direction until any one of the four support tools in the four-point horizontal support state moves away from the structure. When the other support tool is moved along the vertical direction, the movement amount of the support tool (hereinafter, also simply referred to as “movement amount”) is considered to be approximately the same. However, in actuality, it has been found that these movement amounts may differ greatly from each other.

  The difference is that the four support points are completely located on the same horizontal plane, for example, there is a variation (asymmetry) between the height of one support member and the height of the other support member in the structure. In spite of the fact that the support point is located on the same horizontal plane, it is found that it is caused by supporting the structure in a four-point horizontal support state. Including not only the “movement amount component that depends on the total load (the total load applied to the structure)” that follows the law, but also the “movement amount component that does not depend on the total load” such as the asymmetry of the structure. The knowledge that it was comprised was acquired. Therefore, if each of these movement amount components can be grasped, it has been conceived that the movement amount can be accurately predicted based on the movement amount component, and the present invention has been completed.

In other words, the load test method for a railway vehicle structure according to the present invention is a load test method for confirming the strength or rigidity of the structure of a railway vehicle, and the structure is supported by four supports and the four supports. A four-point support process in which a tool support point is positioned on the same horizontal plane, a four-point support process, a load-load process for applying a test load to the structure, and a load-load process. In the case where one support tool is moved in the vertical direction from the four-point horizontal support state, the movement amount until any one of the four support tools leaves the structure is defined as the first predicted movement amount. A movement amount prediction step for predicting, and the movement amount prediction step is performed before the load application step until one of the four support tools leaves the structure from the four-point horizontal support state. Move along the vertical direction, The first step of measuring the amount of movement of the first reference movement amount, and one support tool until any one of the four support tools from the four-point horizontal support state leaves the structure before the load loading step. With respect to the second step of moving the other support tool adjacent in the longitudinal direction or the width direction of the structure along the vertical direction and measuring the movement amount as the second reference movement amount, and the following formula (1): A third step for classifying the first and second reference movement amounts into a first movement amount component that does not depend on the total load applied to the structure and a second movement amount component that depends on the total load; ), And a fourth step of obtaining the first predicted movement amount based on the first and second movement amount components and the load ratio of the total load before and after applying the test load.
Y = (δ ₂ −δ ₁ ) / 2, Y _P = (δ ₂ + δ ₁ ) / 2 (1)
δ ^* ₁ = −S · Y + λY _P (2)
Y: first movement amount component Y _P : second movement amount component δ ₁ : first reference movement amount δ ₂ : second reference movement amount δ ^* ₁ : first predicted movement amount λ: total before and after applying the test load Load ratio S of load: constant (S = 1 when δ ₂ > δ ₁ ; S = −1 when δ ₁ > δ ₂ )

  In this railway vehicle structure load test method, the first movement amount component that does not depend on the total load and the second movement amount component that depends on the total load are obtained by the above equation (1). Therefore, based on the first and second movement amount components and the load ratio according to the above formula (2), even if there is an asymmetry in the structure, a test load is applied to the structure and any one of the supports The amount of movement when the one support tool is moved until is separated from the structure can be accurately obtained in advance as the first predicted movement amount.

The movement amount prediction step is a case where another support tool is moved along the vertical direction from the four-point horizontal support state after the load loading step, and any one of the four support tools leaves the structure. The movement amount of the other support tool until the time is further predicted as the second predicted movement amount. In the fourth step, the first and second movement amount components, the load ratio, and the following equation (3) are used. It is preferable to obtain the second predicted movement amount based on the above. In this case, the amount of movement when another test tool is moved until a test load is applied to the structure and one of the supports is separated from the structure is also obtained in advance as the second predicted movement amount.
δ ^* ₂ = S · Y + λY _P (3)
δ ^* ₂ : second predicted movement amount

  Further, the test load is preferably a load in which the total of the support loads in the four support tools in the four-point horizontal support state becomes the vehicle body mass in the empty state. In this case, the load test is performed so as to comply with the load test method defined in JIS. The “empty state” means a state of a vehicle on which equipment, such as water, oil, sand, tools, etc., and materials are loaded without loading passengers, crew members and luggage.

  Further, in the first and second steps of the movement amount prediction step, the total load may be the sum of the load related to the weight of the structure and the load related to the weight of the jig for applying the test load to the structure. preferable. In this case, the movement amount prediction step can be performed without separately applying a special load to the structure, and thus the load test method can be suitably performed.

  According to the present invention, when one support tool is moved along the vertical direction until any one of the four support tools supporting the structure moves away from the structure, the movement amount can be accurately predicted. Is possible.

It is a perspective view which shows the structure used as the object of the load test method of the railway vehicle structure which concerns on one Embodiment of this invention. It is a flowchart which shows the procedure of this embodiment. It is a flowchart which shows the procedure in the settlement amount prediction process of this embodiment. (A) is a front view for demonstrating the support method of the structure of FIG. 1, (b) is a rear view for demonstrating the support method of the structure of FIG. 1A is a top view showing a four-point horizontal support state of the structure of FIG. 1, and FIG. 2B is a top view showing a support state when the first supporter sinks away from the four-point horizontal support state of FIG. FIG. 4C is a top view showing a support state when the second-side support tool sinks away from the four-point horizontal support state of FIG. It is explanatory drawing in the case of sinking a 1st-position side support tool in this embodiment. It is explanatory drawing in the case of sinking a 2nd-position side support tool in this embodiment. It is a figure which shows the result of the confirmation test of this embodiment. (A) is a top view showing a four-point horizontal support state of a structure according to another example, and (b) is an upper surface showing a support state when the first supporter is separated from the four-point horizontal support state of (a). FIG. 4C is a top view showing a support state when the second-side support tool sinks away from the four-point horizontal support state of FIG.

  Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding elements are denoted by the same reference numerals, and redundant description is omitted.

  First, a description will be given of a structure that is a target of a load test method (hereinafter simply referred to as “load test method”) for a railway vehicle structure according to an embodiment of the present invention. FIG. 1 is a perspective view showing a structure to be subjected to a load test method. As shown in FIG. 1, the structure 1 is a structure of a railway vehicle such as a train, and constitutes a main structural portion of the vehicle body before being subjected to interior decoration or outfitting.

  This structure 1 is formed of alloy steel such as stainless steel, and has a substantially box shape having a space for accommodating passengers therein. The structure 1 includes a frame 8 positioned at the bottom of the vehicle, a side structure 2 positioned on both sides of the vehicle and having windows and doors, a wife structure 4 positioned before and after the vehicle, and a roof positioned above the vehicle. It consists of a structure 6.

  Specifically, the underframe 8 has a substantially rectangular shape and is arranged at the bottom of the structure 1. On the periphery of the frame 8, side structures 2 located on both sides and wife structures 4 positioned on the front and rear sides of the vehicle are erected so as to surround the frame 8. In the upper part of the structure 1, the roof structure 6 is arranged so as to cover the space formed by the side structure 2 and the wife structure 4. The side structure 2 and the wife structure 4 are composed of an outer plate disposed outside the vehicle and columns, aggregates, and the like disposed inside the outer plate.

  A strain gauge is affixed and attached to this structure 1 for measuring stress by a load test method to be described later. Therefore, the stress of the structure 1 in the following description is specifically: It means the stress value at the location where the strain gauge is applied.

  Next, the load test method of this embodiment will be described in detail with reference to the flowchart shown in FIG. The present embodiment conforms to the load test method defined in “JIS E7105”.

  First, as shown in FIGS. 4A and 4B, the airbag jig 11 is attached on the frame 8 of the structure 1 so as to apply a load in the vertical direction to the structure 1. Here, a floor board (not shown) is arranged on the underframe 8, and an airbag jig 11 is attached on the floor board. At the same time, for example, four jack receiving portions provided in the structure 1 in the vicinity of the sleepers (air spring positions) of the underframe 8 are placed in contact with the apexes of the load cells 13 of the support 12, 1 is supported by the support 12 at four points.

  The airbag jig 11 applies a load on the underframe 8 by using the inflating force. A jack 14 is installed below the load cell 13 of the support 12. The jack 14 enables the support 12 to move along the vertical direction, and the height position of the support point M can be adjusted.

Incidentally, with this embodiment, referred to support disposed in the front right of the structure 1 1 of the side support (one of the support) 12 ₁ refers to the support point position 1 side support point M _1, referred to support disposed in the front left position 2 side support (other support) 12 _2, referred to the support point position 2 side supporting point M _2. Further, called support the 3-position side support 12 ₃ arranged behind the right side of the structure 1, the support point with referred to 3-position side supporting point M _3, a support which is arranged behind the left position 4 called side support 12 _4, referred to the supporting point and the 4-position side support point M _4.

Subsequently, the jack 14 is operated, and a four-point horizontal support state (hereinafter simply referred to as “support points M _{1 to} M _{4” of the four} support members 12 _{1 to} 12 ₄ is located on the same horizontal plane H (see FIG. 6)). (Referred to as “4-point horizontal support state”) (S1). That is, the heads of the jacks 14 are leveled with each other. Here, a four-point horizontal support state is realized by, for example, the water filling method.

  Subsequently, the stress of the structure 1 in the four-point horizontal support state is set to 0 in order to define the absolute reference of the stress (S2). In other words, initialization is performed so that the stress of the structure 1 due to the total load applied to the structure 1 at this time (that is, the total weight of the weight of the structure 1 and the weight of the airbag jig 11) is measured as zero. .

  Subsequently, as a means for predicting the settlement amount measured in the subsequent steps S9 and S12, a first settlement component that does not depend on the total load applied to the structure 1 and a second settlement that depends on the total load. An amount component is obtained (pre-prediction step: S3).

Subsequently, the air bag jig 11 is inflated so that the total force of the load cell 13 (the total support load of the support 12) becomes an empty vehicle body mass in the four-point horizontal support state so that the structure 1 has an empty vehicle. A load (test load) T is applied (S4). Specifically, the sum of the load detected by each load cell 13 of each support member 12 ₁ to 12 ₄ to adjust the inflation pressure of the airbag jig 11 so that the empty car load T. The empty vehicle load T here is represented by the following formula (A) because the stress is initialized in S2.
Empty vehicle load T = [Mass obtained by removing two trolleys from the empty vehicle mass that can be used in commercial operation (= empty vehicle)
State load)]-[body weight C + airbag jig weight A] (a)

Subsequently, the stress of the structure 1 in the four-point horizontal support state is measured as an empty car stress (S5). Based on the first subsidence amount component that does not depend on the total load obtained in S3 and the second subsidence amount component that depends on the total load, the support tools 12 ₁ , 12, and the like are measured in the subsequent stages S9, 12. The amount of settlement of 12 ₂ is predicted (prediction main step: S6).

  Subsequently, the stress of the structure 1 is set to 0 again (reinitialization step: S7). In other words, initialization is performed again so that the stress of the structure 1 due to the total load at this time (that is, the sum of the empty vehicle load T, the structure weight C, and the airbag jig weight A) is measured as zero.

Subsequently, the jack 14 is operated, and the first-side support tool 12 ₁ (that is, the first-side support point M ₁ ) is gradually lowered (S8). At the same time, the stress of the structure 1 is measured every time a predetermined amount of the _first- side support tool 121 sinks. When the first-side support tool 12 ₁ (that is, the first-side support point M ₁ ) is separated from the structure 1, the amount of settlement of the first-position support tool 12 ₁ is measured as the first settling amount, and the structure 1 is measured as the first settlement stress (S9). Here, as shown in FIG. 5 (a), since the gravity center position P of the structure 1 it is centered in the upper view, as shown in FIG. 5 (b), 1-position side support 12 ₁ in this S7 not only 4-position side support 12 ₄ is separated from the structure 1, structure 1 is supported at two points (Yajirobe state).

Subsequently, the stress becomes zero as by raising the 1-position side support 12 ₁ actuates the jacks 14 again supports the structure 1 by four points horizontal supporting state (S10). Subsequently, the jack 14 is actuated to gradually sink the _second- side support tool 12 ₂ (that is, the second-side support point M ₂ ) (S11) and every time the _second- side support tool 12 ₂ sinks a predetermined amount. Next, the stress of the structure 1 is measured. When the second-position support tool 12 ₂ (that is, the second-position support point M ₂ ) is separated from the structure 1, the amount of settlement of the second-position support tool 12 ₂ is measured as the second amount of settlement, and the structure The first stress is measured as the second settlement stress (S12). Here, not only the 2-position side support member 12 ₂ 3-position side support 12 ₃ is spaced apart from the structure 1, structure 1 is supported at two points.

  Next, the pre-prediction process (S3) and the main prediction process (S6) will be described in detail with reference to the flowchart shown in FIG.

In the pre-prediction process (S3), before the empty load T is applied to the structure 1, that is, the total load is the total weight of the structure weight C and the air bag jig weight A (a state in which no test load is applied). in), actuates the jacks 14 at four points horizontally supported state, position 1 side support 12 ₁ to sink the 1-position side support 12 ₁ to away from structure 1 (S21). Then, the amount of settlement is measured as the first reference settlement amount (S22). Thereafter, stress by raising the 1-position side support 12 ₁ actuates the jack 14 so that 0, again supporting structure 1 by four points horizontal support state.

Subsequently, by operating the jacks 14 at four points horizontal support state, 2-position side support member 12 ₂ to settle the 2-position side support member 12 ₂ to away from structure 1 (S23). Then, the movement amount is measured as the second reference settlement amount (S23). Thereafter, stress by raising become so the 2-position side support member 12 ₂ by operating the jacks 14 0, again supporting the structure 1 by four points horizontally supported state

  Here, the structure 1 generally has a symmetrical structure in the front-rear and left-right directions, but strictly speaking, for example, the structure between the first position and the second position due to the influence of a shift during assembly or the like. There may be a height error Y. Therefore, as shown in FIG. 6A and FIG. 7A, when the structure 1 is supported in the four-point horizontal support state in S1, the structure 1 is supported by the structure weight C, the air bag jig weight A, or the like. Since it is pressed against the support 12, the structure 1 is twisted (structure deformation). That is, due to the asymmetry existing in the structure 1, the structure 1 of S1 has an initial twist.

Therefore, as shown in FIG. 6 (b), when the to settle the 1-position side support 12 ₁ in the above S21, a state such as a horizontal plane H of the 4-point horizontal support state is destroyed, twist is released The structure height error Y is released, and the structure 1 ′ becomes a natural body. At the same time, subsided by the total load, position 1 side support 12 to ₁ when reference subsidence [delta] ₁ is separated from the assembly 1. Therefore, subsidence component Y _P by the gross load,
Y _P = Y + δ ₁ (A)
It becomes.

On the other hand, as shown in FIG. 7 (b), when the to settle the 2-position side support member 12 ₂ in the above S24, similarly, a state such as a horizontal plane is destroyed, twist is released structure height errors Y is released and becomes a natural structure 1 ′. At the same time, subsided by the total load, position 1 side support 12 to ₁ when reference subsidence [delta] ₂ is separated from the assembly 1. Therefore, subsidence component Y _P by the gross load,
Y _P = δ ₂ −Y (B)
It becomes.

Therefore, the following formula (1) is derived from the above formulas (A) and (B). That is, according to the following formula (1), the first and second reference settlement amounts δ ₁ and δ ₂ depend on the first settlement amount component Y (corresponding to the structure height error Y) that does not depend on the total load and the total load. It is classified into the second subsidence component _{Y P} which is determined (S26).
Y = (δ ₂ −δ ₁ ) / 2, Y _P = (δ ₂ + δ ₁ ) / 2 (1)
Y: first subsidence amount component Y _P : second subsidence amount component δ ₁ : first reference subsidence amount δ ₂ : second reference subsidence amount

Next, in the prediction main process (S6), the load ratio λ of the total load before and after applying the empty vehicle load T is obtained by the following equation (C) (S31).
Load ratio λ = (body weight C + airbag jig A + empty vehicle load T) /
(Structure weight C + Airbag jig weight A) (C)

Then, a the load ratio lambda, the first and second subsidence component Y obtained in the prediction before step described above, by based on the Y _P, the following equation (2), (3) is derived. As a result, according to the following formulas (2) and (3), the first predicted settlement amount δ ^* ₁ is obtained as a predicted value of the first settlement amount measured in S9, and the second settlement measured in S12. As a predicted value of the amount, the second predicted settlement amount δ ^* ₂ is obtained (S32). The constant S is appropriately set based on the structure 1 in the four-point horizontal support state and the structure 1 ′ as a natural body, and the second predicted settlement amount δ ₂ > the first predicted settlement amount δ ₁ . When S = 1, and when the first predicted settlement amount δ ₁ > the second predicted settlement amount δ ₂ , S = −1. In the example shown in FIGS. 6 and 7, S = 1.
δ ^* ₁ = −S · Y + λY _P (2)
δ ^* ₂ = S · Y + λY _P (3)
δ ^* ₁ : first predicted settlement amount δ ^* ₂ : second predicted settlement amount S: constant (S = 1 when δ ₂ > δ ₁ ; S = −1 when δ ₁ > δ ₂ )

Therefore, according to the present embodiment, “subsidence amount component Y _P that depends on the total load (= not including the effect of initial twist)” and “subsidence amount component that does not depend on the total load (= including the effect of initial twist). The amount of settlement can be classified and grasped as “Y”. Therefore, these subsidence component Y, that based on Y _P, for example, even if there is asymmetry in structure 1 can be obtained first and second predicted subsidence [delta] ^{* _1,} [delta] ^* ₂ accurately. That is, it is possible to accurately predict the first and second sinking amounts.

  Further, as described above, in the pre-prediction step (S3), the total load is the sum of the body weight C and the weight A of the air bag jig. Therefore, it is possible to carry out the pre-prediction process as it is after S1 in the four-point horizontal support state without separately applying a special load to the structure, and thus the load test method can be carried out suitably and simply.

  In the present embodiment, as described above, since the stress is initialized in S5, it is possible to measure only the stress caused by the sinking of the support tool 12 thereafter. The stress can be easily measured.

Here, regarding the load test method for the railway vehicle structure according to the present embodiment described above, the predicted first and second predicted subsidence amounts δ ^* ₁ , δ ^* ₂ and the actually measured first and second subsidence amounts. A comparison test was performed in which the respective first and second predicted subsidence amounts δ ^* ₁ and δ ^* ₂ were confirmed for comparison. In this test, the structure mass was 68 kN, the airbag jig mass was 32 kN, and the empty load was 95 kN. The prediction accuracy was “subsidence amount / prediction subsidence amount × 100”. The result is shown in FIG.

As shown in FIG. 8, in this confirmation test, the first subsidence amount can be predicted as the first predicted subsidence amount δ ^* ₁ with a prediction accuracy of 94%, and the second subsidence amount is predicted with a prediction accuracy of 105%. 2 was predicted as the predicted amount of settlement δ ^* ₂ . Therefore, the above effect of accurately predicting the first and second sinking amounts could be confirmed.

In the present embodiment, as described above, since the center-of-gravity position P of the structure 1 is centered in the upper view, position 1 side support 12 ₁ by subsidence 1-position side support 12 ₁ from structure 1 when away, but 4-position side support 12 ₄ are also supported two points away from the assembly 1, it is not limited to this depending on the gravity center position P of the structure 1.

For example, as shown in FIG. 9A, when the center of gravity position P of the structure 1 is substantially on the left side (near the _second support point M2) with respect to the center, as shown in FIG. as such, when the to settle the 1-position side support 12 _1, only one of the side support member 12 ₁ is supported at three points away from the assembly 1. In this case, as shown in FIG. 9 (c), 2-position side when the support member 12 ₂ is subsidence, only 3-position side support 12 ₃ is located in the diagonal of the 2-position side support member 12 ₂ structure Three points apart from 1 are supported.

Or more at the first subsidence component Y corresponds to the first movement amount component, second subsidence component Y _P corresponds to a second movement amount component. Further, the first reference settlement amount δ ₁ corresponds to the first reference movement amount, and the first predicted settlement amount δ ^* ₁ corresponds to the first prediction movement amount. Furthermore, the second reference settlement amount δ ₂ corresponds to the second reference movement amount, and the second predicted settlement amount δ ^* ₂ corresponds to the second predicted movement amount.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, a test load is applied to the structure 1 using the air bag jig 11, but a test load is applied to the structure 1 using hydraulic pressure, a water tank, a sand bag, or an iron lump (a cast iron). You may load.

  Moreover, in the said embodiment, although the support tool 12 is sunk and the amount of sag is measured, you may raise and measure the amount of escalation, and it moves along the vertical direction and measures the amount of sag. do it.

In the above embodiment, although the 2-position side support member 12 ₂ and the other support, may be a 3-side support device 12 ₃ as another support. Further, in the above embodiment, the 1-position side support 12 ₁ one of the support, either 2-4 of side support member 12 _{2-12 4} may be one support. In this case, a support tool that is not positioned diagonally to the _2nd to _4th- position side support tools 12 _{2 to} 12 ₄ that is one support tool is used as the other support tool.

DESCRIPTION OF SYMBOLS 1 ... Structure, 11 ... Airbag jig | tool (jig), 12 ... Support tool, 12 ₁ ... 1st-position side support tool (one support tool), 12 ₂ ... 2nd-position side support tool (other support tool), H: Horizontal plane, M, M _{1 to} M ₄ ... Support point, T ... Empty load (test load), Y ... First settlement amount component (first movement amount component), Y _P ... Second settlement amount component (second Movement amount component), δ ₁ ... First reference settlement amount (first reference movement amount), δ ^* ₁ ... First predicted settlement amount (first predicted movement amount), δ ₂ ... Second reference settlement amount (second reference) (Movement amount), δ ^* ₂ ... second predicted settlement amount (second predicted movement amount), λ ... load ratio.

Claims (4)

A load test method for confirming the strength or rigidity of a railway vehicle structure,
A four-point support step of supporting the structure with four support tools and a four-point horizontal support state in which the support points of the four support tools are located on the same horizontal plane;
After the four-point support step, a load loading step of applying a test load to the structure,
Movement of one support tool from the four-point horizontal support state along the vertical direction after the load loading step until any one of the four support tools leaves the structure. A movement amount prediction step of predicting the amount as the first predicted movement amount,
The movement amount prediction step includes:
Before the load loading step, the one support tool is moved along the vertical direction from the four-point horizontal support state until any one of the four support tools is separated from the structure, and the amount of movement is determined. A first step of measuring as a first reference movement amount;
Prior to the load loading step, in the longitudinal direction or the width direction of the structure with respect to the one support tool until any one of the four support tools from the four-point horizontal support state is separated from the structure. A second step of moving another adjacent support tool along the vertical direction and measuring the movement amount as a second reference movement amount;
According to the following equation (1), the first and second reference movement amounts are classified into a first movement component that does not depend on the total load applied to the structure and a second movement component that depends on the total load. And a third step to
A fourth step of obtaining the first predicted movement amount based on the first and second movement amount components and the load ratio of the total load before and after applying the test load according to the following equation (2): A load test method for a railway vehicle structure, comprising:
Y = (δ ₂ −δ ₁ ) / 2, Y _P = (δ ₂ + δ ₁ ) / 2 (1)
δ ^* ₁ = −S · Y + λY _P (2)
Y: first movement amount component Y _P : second movement amount component δ ₁ : first reference movement amount δ ₂ : second reference movement amount δ ^* ₁ : first predicted movement amount λ: total before and after applying the test load Load ratio S of load: constant (S = 1 when δ ₂ > δ ₁ ; S = −1 when δ ₁ > δ ₂ ) The movement amount prediction step is a case where the other support tool is moved along the vertical direction from the four-point horizontal support state after the load loading step, and any one of the four support tools is The amount of movement of the other support tool until it leaves the structure is further predicted as a second predicted movement amount,
The said 4th process WHEREIN: Based on the said 1st and 2nd movement amount component and the said load ratio, the said 2nd estimated movement amount is calculated | required by following formula (3). Load test method for railway vehicle structures.
δ ^* ₂ = S · Y + λY _P (3)
δ ^* ₂ : second predicted movement amount   3. The railway vehicle structure according to claim 1, wherein the test load is a load in which a total of the support loads of the four supports in the four-point horizontal support state becomes a vehicle body mass in an empty state. 4. Load test method.   In the first and second steps of the movement amount prediction step, the total load is a sum of a load related to the weight of the structure and a load related to the weight of the jig for applying the test load to the structure. The load test method for a railway vehicle structure according to any one of claims 1 to 3.

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