JP2022093955A - Lubrication state monitoring system and method for railway vehicle - Google Patents

Abstract

To provide a lubrication state monitoring system for a railway vehicle which can further inexpensively monitor a lubrication state between a wheel and a curved rail.SOLUTION: A monitoring system comprises detection units (4a, 5a) each installed in a rail (31o) on one side, detection units (4b, 5b) each installed in a rail (31i) on the other side, a lateral pressure measurement unit (6) which acquires detection values from each of the detection units (4a, 4b) and calculates a front end outer-orbital side lateral pressure (Q1o), a front end inner-orbital side lateral pressure (Q1i), a rear outer-orbital side lateral pressure (Q2o) and a rear inner-orbital side lateral pressure (Q2i), a wheel weight measurement unit (7) which acquires detection values from each of the detection units (5a, 5b) and calculates a front end outer-orbital side wheel weight (P1o), a front end inner-orbital side wheel weight (P1i), a rear outer-orbital side wheel weight (P2o) and a rear inner-orbital side wheel weight (P2i) and a lubrication state estimation unit (8) which estimates lubrication states between wheels (11o, 11i, 12o, 12i) and the rail based on each lateral pressure and each wheel weight.SELECTED DRAWING: Figure 7

Description

The present disclosure relates to a lubrication condition monitoring system and a lubrication condition monitoring method for railway vehicles.

The railroad vehicle includes a bogie and a vehicle body supported on the bogie. The bogie is equipped with a wheel set, and wheels are provided at both ends of the wheel set. The vehicle runs on the rails.

For example, in urban areas, there are many curved roads because the places where rails are laid are limited. When the vehicle travels on curved roads, friction occurs between the wheels and the rails. If the coefficient of friction between the wheels and the rails is extremely large, noise and vibration will occur, and the rails and wheels will wear. On the other hand, if the coefficient of friction between the wheels and the rails is extremely small, the vehicle will not stop during braking. For this reason, it is desirable to manage the lubrication between the wheels and the rails so that moderate friction occurs on curved roads. In particular, since the outer rail side wheel of the front wheel axle of the bogie comes into strong contact with the rail, it is necessary to manage the lubrication between the outer rail side wheel of the front wheel axle and the rail.

Lubricants (eg grease, friction modifiers) are supplied to the wheels and rails to control the lubrication between the wheels and the curved rails. The lubricant is supplied, for example, by a supply device installed on the ground or a supply device mounted on a trolley.

In the past, it was extremely difficult to grasp the lubrication state because there was no technique for measuring the lubrication state between the wheel and the curved rail. Therefore, even if the lubricant is consumed more than necessary due to the excessive supply of the lubricant, the situation cannot be recognized. In addition, even if the lubricant supply was insufficient due to an insufficient setting of the lubricant supply or a failure of the supply device, the situation could not be recognized.

To deal with such inconvenience, Japanese Patent Application Laid-Open No. 2006-188208 (Patent Document 1) suggests a technique for monitoring the lubrication state between a wheel and a curved rail. In the prior art disclosed in Patent Document 1, in a vehicle traveling on a curved road, a detection value of a vertical force (wheel weight) acting on a wheel of a tail wheel axle and a detection of a front-rear force (tangential force) acting on the wheel are detected. Based on the value, the coefficient of friction between the wheel and the rail is calculated. This coefficient of friction monitors the lubrication between the wheels and the rails.

Japanese Unexamined Patent Publication No. 2006-188208

In the prior art disclosed in Patent Document 1, each detection value is obtained from a detection unit provided on the carriage. In this case, a special dolly is required for all the operating vehicles. This is difficult in terms of cost, and the conventional technique has been introduced only to some vehicles.

An object of the present disclosure is to provide a lubrication condition monitoring system and a lubrication condition monitoring method for railway vehicles, which can monitor the lubrication condition between a wheel and a curved rail at a lower cost.

The lubrication condition monitoring system for a railway vehicle according to the present disclosure monitors the lubrication condition between the wheels of a railway vehicle and the rail of a curved road. The lubrication condition monitoring system was installed on one rail of the curved road, a first lateral pressure measuring detector and a first wheel weight measuring detector, each of which was installed on one rail of the curved road, and each of them was installed on the other rail of the curved road. It includes a second lateral pressure measuring detection unit, a second wheel weight measuring detecting unit, a lateral pressure measuring unit, a wheel load measuring unit, and a lubrication state estimation unit.

The lateral pressure measuring unit acquires detection values from each of the first lateral pressure measuring detection unit and the second lateral pressure measuring detecting unit when the vehicle travels on a curved road, and based on the acquired detected values, the lateral pressure measuring unit obtains detection values. The lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side are calculated. The lateral pressure on the front outer rail side acts on the outer rail side wheels of the front wheel axle of the bogie provided by the vehicle. The head internal rail side lateral pressure acts on the inner rail side wheels of the front wheel axle. The lateral pressure on the tail outer rail side acts on the wheels on the outer rail side of the rear tail wheel axle of the bogie. The lateral pressure on the tail tail wheel side acts on the wheel on the tail wheel side of the tail wheel axle.

The wheel load measuring unit acquires detection values from each of the first wheel weight measuring detection unit and the second wheel weight measuring detection unit when the vehicle travels on a curved road, and based on the acquired detection values, the wheel load measuring unit obtains detection values. The front outer track side wheel weight, the front inner track side wheel weight, the tail outer track side wheel weight, and the tail inner track side wheel weight are calculated. The front outer rail side wheel weight acts on the outer rail side wheel of the front wheel axle. The head inner rail side wheel weight acts on the inner rail side wheel of the front wheel axle. The tail outer rail side wheel weight acts on the outer rail side wheel of the rear tail wheel axle. The tail inner rail side wheel weight acts on the inner rail side wheel of the rear tail wheel axle.

The lubrication state estimation unit calculates the lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side calculated by the lateral pressure measuring unit, and the wheel load measuring unit. The lubrication state between the wheel and the rail is estimated based on the front outer track side wheel load, the front inner track side wheel load, the tail outer track side wheel load, and the tail inner track side wheel load.

The lubrication state monitoring method for a railroad vehicle according to the present disclosure monitors the lubrication state between the wheels of a railroad vehicle and the rail of a curved road. A first lateral pressure measurement detection unit and a first wheel weight measurement detection unit are installed on one rail of the curved road, and a second lateral pressure measurement detection unit and a second wheel weight measurement unit are installed on the other rail of the curved road. A detector is installed. The lubrication state monitoring method includes a lateral pressure measurement step, a wheel load measurement step, and a lubrication state estimation step.

In the lateral pressure measurement step, when the vehicle travels on a curved road, detection values are acquired from each of the first lateral pressure measurement detection unit and the second lateral pressure measurement detection unit, and based on the acquired detection values, the lateral pressure measurement step is performed. The lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side are calculated. The lateral pressure on the front outer rail side acts on the outer rail side wheels of the front wheel axle of the bogie provided by the vehicle. The head internal rail side lateral pressure acts on the inner rail side wheels of the front wheel axle. The lateral pressure on the tail outer rail side acts on the wheels on the outer rail side of the rear tail wheel axle of the bogie. The lateral pressure on the tail tail wheel side acts on the wheel on the tail wheel side of the tail wheel axle.

In the wheel weight measurement step, when the vehicle travels on a curved road, detection values are acquired from each of the first wheel weight measurement detection unit and the second wheel weight measurement detection unit, and based on the acquired detection values, The front outer track side wheel weight, the front inner track side wheel weight, the tail outer track side wheel weight, and the tail inner track side wheel weight are calculated. The front outer rail side wheel weight acts on the outer rail side wheel of the front wheel axle. The head inner rail side wheel weight acts on the inner rail side wheel of the front wheel axle. The tail outer rail side wheel weight acts on the outer rail side wheel of the rear tail wheel axle. The tail inner rail side wheel weight acts on the inner rail side wheel of the rear tail wheel axle.

The lubrication state estimation step is calculated by the head outer rail side lateral pressure, the front inner rail side lateral pressure, the tail outer rail side lateral pressure, and the tail inner rail side lateral pressure calculated in the lateral pressure measurement step, and the wheel load measurement step. The lubrication state between the wheel and the rail is estimated based on the front outer track side wheel load, the front inner track side wheel load, the tail outer track side wheel load, and the tail inner track side wheel load.

According to the lubrication condition monitoring system and the lubrication condition monitoring method for railway vehicles according to the present disclosure, the lubrication condition between the wheel and the curved rail can be monitored at a lower cost.

FIG. 1 is a schematic diagram showing each force acting on the wheels of a vehicle traveling on a curved road. FIG. 2 is a schematic diagram showing a tangential force acting on the wheels of a vehicle traveling on a curved road when the turning index Y is near zero. FIG. 3 is a schematic diagram showing a tangential force acting on the wheels of a vehicle traveling on a curved road when the turning index Y is large. FIG. 4 is a schematic diagram showing a tangential force acting on the wheels of a vehicle traveling on a curved road when the turning index Y is small. FIG. 5 is a diagram summarizing the results of the bench test. FIG. 6 is a diagram summarizing the actual results of actual running of the vehicle. FIG. 7 is a schematic diagram showing the overall configuration of the lubrication condition monitoring system.

In order to solve the above problems, the present inventors have made extensive studies, and as a result, the following findings have been obtained.

[Basic examination]
The lubrication between the wheels and the curved rails can be monitored by the coefficient of friction between them. The coefficient of friction can be calculated from the tangential force acting on the wheel and the wheel load. Then, in order to monitor the lubrication state, it is only necessary to be able to measure the tangential force and the wheel load acting on the wheels. Here, in order to directly measure the tangential force, the detection unit must be provided on the carriage. Therefore, in the prior art, in order to monitor the lubrication state between the wheel and the curved rail, a detection unit is provided on the bogie, and the tangential force obtained from the detection value of the detection unit is used. In this case, the above-mentioned problem arises.

Therefore, the present inventors have provided a detection unit on a rail on the ground, and examined whether it is possible to monitor the lubrication state between the wheel and the curved rail by using the detection value of this detection unit. That is, the present inventors considered the introduction of other indicators to replace the tangential force in order to monitor the lubrication state between the wheel and the curved rail, instead of directly measuring the tangential force.

In the present specification, the meanings of each force (tangential force, lateral pressure and wheel load) acting on the wheels when the vehicle travels on a curved road are as follows. The tangential force means the force with which the rail pushes the wheel in the front-rear direction. The tangential force can be said to be the force in the front-rear direction that the rail receives from the wheels. Lateral pressure means the force with which the rail pushes the wheel left and right. Lateral pressure can be said to be the lateral force that the rail receives from the wheels. Wheel load means the force with which the rail pushes the wheel up and down. The wheel load can also be said to be the vertical force that the rail receives from the wheels. Here, the front-rear direction is the direction in which the vehicle travels and the direction in which the rail extends. The left-right direction is a horizontal direction perpendicular to the extending direction of the rail, and corresponds to the width direction of the rail. The vertical direction is a vertical direction perpendicular to the extending direction of the rail, and corresponds to the height direction of the rail.

FIG. 1 is a schematic diagram showing each force acting on the wheels 11o, 11i, 12o and 12i of a vehicle traveling on a curved road. FIG. 1 shows a top view of the bogie 1 when the vehicle travels on a curved road including the outer rail side rail 31o and the inner rail side rail 31i. The white arrow in FIG. 1 means the direction in which the vehicle travels.

With reference to FIG. 1, the bogie 1 includes a front wheel axle 11 arranged on the front side in the direction in which the vehicle travels, and a rear wheel axle 12 arranged on the rear side in the direction in which the vehicle travels. The lead wheel axle 11 includes an outer rail side wheel 11o corresponding to the outer rail side rail 31o and an inner rail side wheel 11i corresponding to the inner rail side rail 31i. These outer track side wheels 11o and inner track side wheels 11i are provided at both ends of the front wheel axle 11 and rotate integrally with the front wheel axle 11. The rear wheel axle 12 includes an outer rail side wheel 12o corresponding to the outer rail side rail 31o and an inner rail side wheel 12i corresponding to the inner rail side rail 31i. These outer track side wheels 12o and inner track side wheels 12i are provided at both ends of the tail wheel axle 12 and rotate integrally with the tail wheel axle 12.

When the vehicle travels on a curved road, the following forces act on the wheels 11o, 11i, 12o and 12i of the front wheel axle 11 and the rear wheel axle 12. A tangential force T1o, a lateral pressure Q1o, and a wheel load P1o (not shown) act on the outer rail side wheel 11o of the leading wheel axle 11. A tangential force T1i, a lateral pressure Q1i, and a wheel load P1i (not shown) act on the inner rail side wheel 11i of the leading wheel axle 11. A tangential force T2o, a lateral pressure Q2o, and a wheel load P2o (not shown) act on the outer rail side wheel 12o of the rear wheel axle 12. A tangential force T2i, a lateral pressure Q2i, and a wheel weight P2i (not shown) act on the inner rail side wheel 12i of the rear wheel axle 12.

Here, in the front wheel axle 11, the tangential force T1o acting on the outer rail side wheel 11o and the tangential force T1i acting on the inner rail side wheel 11i twist the front wheel axle 11 around the center 11c in the longitudinal direction of the leading wheel shaft 11 with each other. Since it is a force, it occurs point-symmetrically. Therefore, the magnitude of the leading outer rail side tangential force T1o is equal to the magnitude of the leading inner rail side tangential force T1i. These tangential forces T1o and T1i are collectively referred to as the leading tangential force T1. Similarly, in the rear tail wheel axle 12, the tangential force T2o acting on the outer track side wheel 12o and the tangential force T2i acting on the inner track side wheel 12i mutually rotate the rear tail wheel axle 12 around the center 12c in the longitudinal direction of the rear tail wheel shaft 12. It is a force that twists the wheel, so it occurs point-symmetrically. Therefore, the magnitude of the tangential force T2o on the tail outer rail side is equal to the magnitude of the tangential force T2i on the tail inner rail side. These tangential forces T2o and T2i are also collectively referred to as the tail side tangential force T2.

By each force shown in FIG. 1, a steering moment Ma represented by the following equation (i) is generated in the bogie 1 around the center 1c of the bogie 1. The steering moment Ma is a moment that causes the bogie 1 to turn inward of the curved road so that the bogie 1 follows the curved road. Further, in the carriage 1, an anti-steering moment Mb represented by the following equation (ii) is generated around the center 1c of the carriage 1. The anti-steering moment Mb is a moment opposite to the steering moment Ma. That is, the anti-steering moment Mb is a moment for turning the bogie 1 to the outside of the curved road so that the bogie 1 is separated from the curved road.

Ma = 2 × b × (T1 + T2) + a × (Q1o + Q2i) (i)
Mb = a × (Q1i + Q2o) (ii)

In the above equations (i) and (ii), a means a distance of half the distance between the front wheel axle 11 and the tail wheel axle 12, and b is the outer rail side wheel in each of the front wheel axle 11 and the tail wheel axle 12. It means a distance of half the distance between the 11o and 12o and the inner rail side wheels 11i and 12i. That is, a means the distance in the front-rear direction from the center 1c of the bogie 1 to the front wheel axle 11 or the distance in the front-rear direction from the center 1c of the bogie 1 to the tail wheel axle 12. b is the left-right distance from the center 11c of the front wheel axle 11 to the outer rail side wheel 11o, the left-right distance from the center 11c of the front wheel axle 11 to the inner rail side wheel 11i, and the outer rail from the center 12c of the rear tail wheel shaft 12. It means the distance in the left-right direction to the side wheel 12o, or the distance in the left-right direction from the center 12c of the rear wheel axle 12 to the inner rail side wheel 12i. The meanings of a and b are the same in other equations herein.

Since the vehicle travels on a curved road while the wheels 11o, 11i, 12o and 12i are constrained by the outer rail side rail 31o and the inner rail side rail 31i, the steering moment Ma and the anti-steering moment Mb are balanced. That is, the steering moment Ma is equal to the anti-steering moment Mb. Therefore, the relationship of the following equation (iii) holds.

-(Q1o-Q1i) + (Q2o-Q2i) = c × (T1 + T2) (iii)

In the above formula (iii), c is "2 × b / a". That is, c is a coefficient determined from the size of the dolly 1.

However, when the vehicle actually travels on a curved road, a force is applied from the vehicle body to the bogie 1 to turn the bogie 1 to the outside of the curved road. Therefore, the above equation (iii) is rewritten into the following equation (iv).

-(Q1o-Q1i) + (Q2o-Q2i) = c × (T1 + T2) -k (iv)

In the above equation (iv), k is a constant determined by the force exerted by the vehicle body on the bogie 1. For example, when the bogie 1 is a bolsterless bogie, an air spring is installed on the bogie frame, and the vehicle body is supported by the air spring. In this case, the constant k is determined by the horizontal resistance of the air spring. When the bogie 1 is a bolster bogie, a pillow beam is rotatably installed on the bogie frame, and the vehicle body is supported by an air spring installed on the pillow beam. In this case, the constant k is determined by the horizontal resistance force when the pillow beam rotates.

Here, the tangential forces T1 and T2, and the lateral pressures Q1o, Q1i, Q2o and Q2i are affected by the occupancy rate (weight in the vertical direction supported by the wheels). Similarly, k in the above equation (iv) is affected by the occupancy rate. Therefore, in order to eliminate the influence of the occupancy rate, the left side and the right side of the above equation (iv) are divided by the average wheel weight P to make them dimensionless. As a result, the above equation (iv) is rewritten into the following equation (v).

{-(Q1o-Q1i) + (Q2o-Q2i)} / P = {c × (T1 + T2) -k} / P (v)

In the above formula (v), the average wheel weight P is the average wheel weight acting on the four wheels 11o, 11i, 12o and 12i, and means "(P1o + P1i + P2o + P2i) / 4".

From the relationship of the above equation (v), it can be seen that the lateral pressures Q1o, Q1i, Q2o and Q2i shown on the left side correlate with the tangential forces T1 and T2 shown on the right side. Therefore, the tangential forces T1 and T2 can be estimated from the lateral pressures Q1o, Q1i, Q2o and Q2i. Then, if the lateral pressures Q1o, Q1i, Q2o and Q2i, and the wheel weights P1o, P1i, P2o and P2i are measured, the tangential force T1 and T2 are measured between the wheel and the curved rail. It can be said that the lubrication state can be monitored.

The lateral pressures Q1o, Q1i, Q2o and Q2i, and the wheel weights P1o, P1i, P2o and P2i can be calculated from the detected values from the detection unit provided on the rail on the ground.

For example, a strain gauge can be applied as a detection unit for measuring each lateral pressure Q1o, Q1i, Q2o and Q2i. This strain gauge is attached to the bottom of each of the outer rail side rail 31o and the inner rail side rail 31i. When the wheels 11o, 11i, 12o and 12i pass the position of the strain gauge, the strain gauge detects the strain of each rail 31o and 31i in the left-right direction as a detection value. From the detected values, the lateral pressures Q1o, Q1i, Q2o and Q2i can be calculated.

Further, a strain gauge can be applied as a detection unit for measuring each wheel load P1o, P1i, P2o and P2i. This strain gauge is attached to the abdomen of each of the outer rail side rail 31o and the inner rail side rail 31i. When the wheels 11o, 11i, 12o and 12i pass the position of the strain gauge, the strain gauge detects the vertical strain of the rails 31o and 31i as a detection value. From the detected values, the respective wheel weights P1o, P1i, P2o and P2i can be calculated.

Both the left side and the right side of the above equation (v) indicate the degree of force for turning the bogie 1 when the vehicle travels on a curved road. In the present specification, the left side of the above equation (v) is referred to as a turning index Y. The right side of the above equation (v) can also be referred to as a turning index Y. From the above equation (v), the turning index Y is expressed by the following equation (vi).

Y = {-(Q1o-Q1i) + (Q2o-Q2i)} / {(P1o + P1i + P2o + P2i) / 4} = {c × (T1 + T2) -k} / {(P1o + P1i + P2o + P2i) / 4} (vi)

From the above equation (vi), the main term of the turning index Y is the sum of the front side tangential force T1 and the tail side tangential force T2. Generally, the leading tangential force T1 takes a positive value and the trailing tangential force T2 takes a negative value. This is due to the following reasons.

When the vehicle travels on a curved road, the leading wheel axle 11 is displaced outward in the left-right direction of the curved road. In this case, in the front wheel axle 11, the outer rail side wheel 11o comes into contact with the outer rail side rail 31o at a portion having a large diameter, and the inner rail side wheel 11i comes into contact with the inner rail side rail 31i at a portion having a smaller diameter. Therefore, the peripheral length of the outer rail side wheel 11o with respect to the outer rail side rail 31o is larger than the peripheral length of the inner rail side wheel 11i with respect to the inner rail side rail 31i. That is, there is a difference between the peripheral length of the outer track side wheel 11o and the peripheral length of the inner track side wheel 11i. As a result, a moment that causes the bogie 1 to turn inward of the curved road acts on the leading wheel axle 11 so that the bogie 1 follows the curved road. As a result, the leading side tangential force T1 becomes a positive value, and the direction of the leading outer rail side tangential force T1o becomes the direction in which the vehicle travels.

On the other hand, the rear wheel axle 12 hardly displaces in the left-right direction of the curved road. In this case, in the rear wheel axle 12, the peripheral length of the outer rail side wheel 12o with respect to the outer rail side rail 31o is substantially equal to the peripheral length of the inner rail side wheel 12i with respect to the inner rail side rail 31i. As a result, a moment for turning the bogie 1 to the outside of the curved road acts on the tail wheel axle 12 so that the bogie 1 travels straight. As a result, the tangential force T2 on the tail side becomes a negative value, and the direction of the tangential force T2o on the tail outer rail side is opposite to the direction in which the vehicle travels.

Therefore, when the friction coefficients between the wheels 11o, 11i, 12o and 12i and the curved rails (outer rail side rail 31o and inner rail side rail 31i) are almost the same as each other, the front side tangential force T1 and the tail side The tangential forces T2 cancel each other out. In this case, the turning index Y takes a value near zero. This is because, in the above equation (vi), even if the terms of the head side tangential force T1 and the tail side tangential force T2 are almost zero, the term of the constant k exists. However, the constant k is much smaller than the leading tangential force T1 and the trailing tangential force T2. Therefore, the term of the constant k is so small that it can be ignored.

Here, the coefficient of friction between the wheels 11o and 11i of the front wheelset 11 and the curved rails (outer rail side rails 31o and inner rail side rails 31i) is the coefficient of friction between the wheels 12o and 12i of the tail wheelset 12 and the curved rails (outside). The influence of the friction coefficient on the turning index Y will be examined below when the friction coefficient is different from that between the rail side rail 31o and the inner rail side rail 31i).

When the lubrication state between each wheel 11o and 11i and the curved rail (outer rail side rail 31o and inner rail side rail 31i) is improved and the friction coefficient between the two wheels is lowered in the leading wheel shaft 11, the outer rail is used. Even if there is a difference between the circumference of the side wheels 11o and the circumference of the inner rail side wheels 11i, the wheels 11o and 11i slide with respect to the curved rail. In this case, the leading tangential force T1 becomes smaller. Therefore, the turning index Y becomes small.

On the other hand, in the rear wheel shaft 12, when the lubrication state between the wheels 12o and 12i and the curved rails (outer rail side rail 31o and inner rail side rail 31i) is improved and the friction coefficient between the two is lowered. Since the wheels 12o and 12i slide on the curved rail, the action of the trolley 1 to go straight is weakened. In this case, the negative value of the trailing tangential force T2 approaches zero. Therefore, the turning index Y becomes large.

Therefore, the coefficient of friction for each of the wheels 11o, 11i, 12o and 12i can be estimated to some extent according to the turning index Y. In short, if the lateral pressures Q1o, Q1i, Q2o and Q2i, and the wheel weights P1o, P1i, P2o and P2i are measured, the turning index Y represented by the above equation (vi) can be calculated, and the turning index Y can be used as the turning index Y. Accordingly, the lubrication state between the wheels 11o, 11i, 12o and 12i and the curved rails (outer rail side rail 31o and inner rail side rail 31i) can be estimated.

[Specific example of lubrication state]
Hereinafter, a specific example of the lubrication state according to the turning index Y will be described with reference to FIGS. 2 to 4.

FIG. 2 is a schematic diagram showing a front side tangential force T1 and a tail side tangential force T2 acting on the wheels 11o, 11i, 12o and 12i of a vehicle traveling on a curved road when the turning index Y is near zero. In the present specification, the lubrication state in the case of FIG. 2 is also referred to as a lubrication state (A).

With reference to FIG. 2, when the leading tangent force T1 is approximately equal to the absolute value of the tail tangent force T2, the coefficient of friction for the wheels 11o and 11i of the leading wheel axle 11 relates to the wheels 12o and 12i of the tail wheel axle 12. It is almost equal to the coefficient of friction. Therefore, it can be estimated that the lubrication state between the wheels 11o, 11i, 12o and 12i and the curved rails (outer rail side rail 31o and inner rail side rail 31i) is either dry or wet.

In the lubrication state (A), if the lubrication state of each of the wheels 11o and 11i of the head wheel axle 11 is dry, the head side tangential force T1 is large. Further, if the lubrication state of each wheel 12o and 12i of the tail wheel axle 12 is also dry, the absolute value of the tail side tangential force T2 is large. In this case, the turning index Y becomes near zero. On the other hand, if the lubrication state of each wheel 11o and 11i of the leading wheel axle 11 is wet, the leading side tangential force T1 is small. Further, if the lubrication state of each wheel 12o and 12i of the tail wheel axle 12 is also wet, the absolute value of the tail side tangential force T2 is small. In this case as well, the turning index Y is near zero.

FIG. 3 is a schematic diagram showing a front side tangential force T1 and a tail side tangential force T2 acting on the wheels 11o, 11i, 12o and 12i of a vehicle traveling on a curved road when the turning index Y is large. In the present specification, the lubrication state in the case of FIG. 3 is also referred to as a lubrication state (B).

With reference to FIG. 3, when the absolute value of the tail side tangential force T2 decreases, the coefficient of friction of the tail wheel axle 12 with respect to at least one of the outer track side wheel 12o and the inner track side wheel 12i decreases. The coefficient of friction for each of the wheels 11o and 11i of the leading wheel axle 11 is high. Therefore, in the rear wheel axle 12, it can be estimated that the lubrication state between at least one of the outer rail side wheel 12o and the inner rail side wheel 12i and the curved rail (outer rail side rail 31o and inner rail side rail 31i) is wet. It can be estimated that the lubrication state between the wheels 11o and 11i of the leading wheelset 11 and the curved rails (outer rail side rail 31o and inner rail side rail 31i) is dry.

In the lubrication state (B), the absolute value of the tail side tangential force T2 is small because the lubrication state of at least one of the outer track side wheel 12o and the inner track side wheel 12i on the tail wheel axle 12 is wet. Since the lubrication state of each wheel 11o and 11i of the leading wheel axle 11 is dry, the leading side tangential force T1 is large. In this case, the turning index Y becomes large.

FIG. 4 is a schematic diagram showing a front side tangential force T1 and a tail side tangential force T2 acting on the wheels 11o, 11i, 12o and 12i of a vehicle traveling on a curved road when the turning index Y is small. In the present specification, the lubrication state in the case of FIG. 4 is also referred to as a lubrication state (C).

With reference to FIG. 4, when the front side tangential force T1 decreases, the friction coefficient of the front wheel axle 11 with respect to at least one of the outer track side wheel 11o and the inner track side wheel 11i decreases. The coefficient of friction for each of the wheels 12o and 12i of the tail wheel axle 12 is high. Therefore, in the front wheel axle 11, it can be estimated that the lubrication state between at least one of the outer rail side wheel 11o and the inner rail side wheel 11i and the curved rail (outer rail side rail 31o and inner rail side rail 31i) is wet. It can be estimated that the lubrication state between the wheels 12o and 12i of the tail wheel set 12 and the curved rails (outer rail side rail 31o and inner rail side rail 31i) is dry.

In the lubrication state (C), since the lubrication state of at least one of the outer track side wheel 11o and the inner track side wheel 11i on the front wheel axle 11 is wet, the front side tangential force T1 is small. Since the lubrication state of each wheel 12o and 12i of the tail wheel axle 12 is dry, the absolute value of the tangential force T2 on the tail side is large. In this case, the turning index Y becomes smaller.

In any of the lubrication states (A) to (C), the coefficient of friction with respect to the inner rail side wheel 11i of the leading wheel axle 11 is equal to the lateral pressure / wheel weight ratio κ of the inner rail side wheel 11i of the leading wheel axle 11. Are known. The lateral pressure / wheel weight ratio κ is the ratio between the front internal rail side lateral pressure Q1i and the front internal rail side wheel weight P1i, and is expressed by the following equation (vii).

κ = Q1i / P1i (vii)

If the lateral pressure / wheel set ratio κ is small, the friction coefficient with respect to the inner rail side wheel 11i of the leading wheel axle 11 is small. In this case, the front side tangential force T1 is small, and the lubrication state between the inner rail side wheel 11i and the inner rail side rail 31i of the front wheel axle 11 can be estimated to be wet. On the other hand, if the lateral pressure / wheel set ratio κ is large, the friction coefficient with respect to the inner rail side wheel 11i of the leading wheel axle 11 is large. In this case, it can be estimated that the lubrication state between the inner rail side wheel 11i and the inner rail side rail 31i of the leading wheel axle 11 is dry. In short, the lubrication state between the inner rail side wheel 11i and the inner rail side rail 31i of the leading wheel axle 11 can be estimated according to the lateral pressure / wheel set ratio κ.

[Actual condition of lubrication]
Hereinafter, the actual state of lubrication between the wheel and the curved rail will be described with reference to FIGS. 5 and 6.

A bench test was conducted to verify the above assumptions. In the bench test, a test trolley was attached to the test device to simulate a vehicle traveling on a curved road. In the test, the lubrication state of each wheel was variously changed, and the lateral pressure and wheel load acting on each wheel were measured. The lubrication state was set to the following 6 conditions. Under each condition, the wet lubrication condition was achieved by applying grease to the relevant wheels. In the dry lubrication state, no grease was applied to the corresponding wheels.

-Condition 1: The lubrication state was set to dry for all four wheels.
-Condition 2: The lubrication state of the outer rail side wheel of the leading wheel axle was set to wet. The lubrication of the other wheels was set to dry.
-Condition 3: The lubrication state of the inner rail side wheel and the outer rail side wheel of the front wheel axle and the inner rail side wheel of the rear wheel axle was set to wet. The lubrication of the other wheels was set to dry.
-Condition 4: The lubrication state of the inner rail side wheel of the front wheel axle and the inner rail side wheel of the rear wheel axle was set to wet. The lubrication of the other wheels was set to dry.
-Condition 5: The lubrication state of the inner rail side wheel of the leading wheel axle was set to wet. The lubrication of the other wheels was set to dry.
-Condition 6: The lubrication state of the inner rail side wheel of the rear tail wheel axle was set to wet. The lubrication of the other wheels was set to dry.

FIG. 5 is a diagram summarizing the results of the bench test. In FIG. 5, the horizontal axis represents the lateral pressure / wheel weight ratio κ of the wheel on the inner rail side of the leading wheel axle, and the vertical axis represents the turning index Y. The lateral pressure / wheel load ratio κ and the turning index Y were calculated from the lateral pressure and wheel load measured by the test device.

With reference to FIG. 5, in the case of conditions 3, 4 and 5, the lateral pressure / wheel weight ratio κ is small. Specifically, the lateral pressure / wheel weight ratio κ is smaller than 0.4. This is because the lubrication state of the inner rail side wheel of the leading wheel axle is wet. In any of these conditions, the turning index Y is near zero. On the other hand, since the lubrication state of the inner rail side wheel of the leading wheel axle is wet, the friction coefficient with respect to the wheel is small and the leading side tangential force T1 is small. Therefore, if the lateral pressure / wheel set ratio κ is smaller than 0.4, the lubrication state of each wheel of the leading wheel set is not regarded as a problem.

In the case of conditions 1, 2 and 6, the lateral pressure / wheel weight ratio κ is large. Specifically, the lateral pressure / wheel weight ratio κ is 0.4 or more. This is because the lubrication state of the inner rail side wheel of the leading wheel axle is dry.

Here, in the case of condition 1, the turning index Y is near zero. Specifically, the turning index Y is larger than −0.2 and smaller than 0.3. Further, in the case of condition 1, the lubrication state of each wheel of the leading wheel axle is dry. Further, in the case of condition 1, the lubrication state of each wheel of the tail wheel axle is also dry. Therefore, the lubrication state of this condition 1 corresponds to the above-mentioned lubrication state (A). Therefore, when the lateral pressure / wheel set ratio κ is 0.4 or more and the turning index Y is larger than -0.2 and smaller than 0.3, lubrication is insufficient for both the front wheel axle and the rear wheel axle. There is a possibility of.

In the case of condition 6, the turning index Y is large. Specifically, the turning index Y is 0.3 or more. Further, in the case of condition 6, the lubrication state of the inner rail side wheel of the rear tail wheel axle is wet. Further, in the case of condition 6, the lubrication state of the outer rail side wheel of the front wheel axle and the outer rail side wheel of the rear wheel axle is dry. Therefore, the lubrication state of this condition 6 corresponds to the above-mentioned lubrication state (B). Therefore, when the lateral pressure / wheel set ratio κ is 0.4 or more and the turning index Y is 0.3 or more, there is a possibility that the wheels on the front wheel set are insufficiently lubricated and the wheels on the rear wheel set are well lubricated. be.

In the case of condition 2, the turning index Y is small. Specifically, the turning index Y is −0.2 or less. Further, in the case of condition 2, the lubrication state of the outer rail side wheel of the leading wheel axle is wet. Further, in the case of the condition 2, the lubrication state for each wheel of the tail wheel axle is dry. Therefore, the lubrication state of this condition 2 corresponds to the above-mentioned lubrication state (C). Therefore, when the lateral pressure / wheel set ratio κ is 0.4 or more and the turning index Y is -0.2 or less, there is a possibility that the wheels on the front wheel set have good lubrication and the wheels on the rear wheel set have insufficient lubrication. There is.

Then, the situation of actual driving was investigated. A strain gauge was actually attached to the rail of the curved road, and the vehicle was actually run. At that time, the detected values from the strain gauges were acquired, and the lateral pressure and wheel load acting on each wheel were measured.

FIG. 6 is a diagram summarizing the actual results of actual running of the vehicle. In FIG. 6, the horizontal axis represents the lateral pressure / wheel weight ratio κ of the wheel on the inner rail side of the leading wheel axle, and the vertical axis represents the turning index Y. The lateral pressure / wheel load ratio κ and the turning index Y were calculated from the lateral pressure and wheel load measured during the actual running of the vehicle.

With reference to FIG. 6, it can be seen that the lateral pressure / wheel weight ratio κ is widely dispersed. Further, it can be seen that the turning index Y is dispersed in the range of −0.2 to 0.3 and is near zero. From this, it can be seen from the results of the investigation that a lubrication state (A) has occurred between the vehicle and the curved rail.

The lubrication condition monitoring system and the lubrication condition monitoring method for railway vehicles according to the present embodiment have been completed based on the above findings.

The lubrication state monitoring system for a railroad vehicle according to the present embodiment monitors the lubrication state between the wheels of the railroad vehicle and the rail of the curved road. The lubrication condition monitoring system was installed on one rail of the curved road, a first lateral pressure measuring detector and a first wheel weight measuring detector, each of which was installed on one rail of the curved road, and each of them was installed on the other rail of the curved road. It includes a second lateral pressure measuring detection unit, a second wheel weight measuring detecting unit, a lateral pressure measuring unit, a wheel load measuring unit, and a lubrication state estimation unit.

The lateral pressure measuring unit acquires detection values from each of the first lateral pressure measuring detection unit and the second lateral pressure measuring detecting unit when the vehicle travels on a curved road, and based on the acquired detected values, the lateral pressure measuring unit obtains detection values. The lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side are calculated. The lateral pressure on the front outer rail side acts on the outer rail side wheels of the front wheel axle of the bogie provided by the vehicle. The head internal rail side lateral pressure acts on the inner rail side wheels of the front wheel axle. The lateral pressure on the tail outer rail side acts on the wheels on the outer rail side of the rear tail wheel axle of the bogie. The lateral pressure on the tail tail wheel side acts on the wheel on the tail wheel side of the tail wheel axle.

The wheel load measuring unit acquires detection values from each of the first wheel weight measuring detection unit and the second wheel weight measuring detection unit when the vehicle travels on a curved road, and based on the acquired detection values, the wheel load measuring unit obtains detection values. The front outer track side wheel weight, the front inner track side wheel weight, the tail outer track side wheel weight, and the tail inner track side wheel weight are calculated. The front outer rail side wheel weight acts on the outer rail side wheel of the front wheel axle. The head inner rail side wheel weight acts on the inner rail side wheel of the front wheel axle. The tail outer rail side wheel weight acts on the outer rail side wheel of the rear tail wheel axle. The tail inner rail side wheel weight acts on the inner rail side wheel of the rear tail wheel axle.

The lubrication state estimation unit calculates the lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side calculated by the lateral pressure measuring unit, and the wheel load measuring unit. The lubrication state between the wheel and the rail is estimated based on the front outer track side wheel load, the front inner track side wheel load, the tail outer track side wheel load, and the tail inner track side wheel load.

In the monitoring system of the present embodiment, the detection unit (first lateral pressure measurement detection unit, first wheel weight measurement detection unit, second lateral pressure measurement) is used to monitor the lubrication state between the wheel and the curved rail. A detection unit for measuring the weight of the second wheel and a detection unit for measuring the weight of the second wheel) are provided on the rail on the ground, and the lateral pressure (lateral pressure on the front outer rail side, lateral pressure on the front inner rail side, and tail outer rail side) obtained from the detection value of this detection unit is provided. Lateral pressure and tail inner rail side lateral pressure) and wheel weight (front outer rail side wheel weight, front inner rail side wheel weight, tail outer rail side wheel weight, and tail inner rail side wheel weight) are used. Then, the lubrication state between the wheel and the curved rail is estimated based on each lateral pressure and each wheel weight. In this case, a special dolly as in the conventional technique is unnecessary. Therefore, according to the monitoring system of the present embodiment, the lubrication state between the wheel and the curved rail can be monitored at a lower cost.

In a typical example, each of the first lateral pressure measuring detector and the second lateral pressure measuring detector is a strain gauge attached to the bottom of the corresponding rail. Each of the first wheel weight measurement detection unit and the second wheel weight measurement detection unit is a strain gauge attached to the abdomen of the corresponding rail. In this case, the cost required for installing each detection unit can be reduced. This is because each strain gauge as a detection unit is inexpensive.

The monitoring system of the present embodiment preferably has the following configuration. The lubrication state estimation unit lubricates between the wheel and the rail based on the turning index Y represented by the following formula (1) and the lateral pressure / wheel load ratio κ represented by the following formula (2). Estimate the state.
Y = {-(Q1o-Q1i) + (Q2o-Q2i)} / {(P1o + P1i + P2o + P2i) / 4} (1)
κ = Q1i / P1i (2)
The meanings of the symbols in the above equations (1) and (2) are as follows;
Q1o: Lateral pressure on the outer rail side of the head,
Q1i: Lateral pressure on the inner rail side of the head,
Q2o: Lateral pressure on the tail outer rail side,
Q2i: Lateral pressure on the tail tail side,
P1o: Leading outer track side wheel weight,
P1i: Lead inner rail side wheel weight,
P2o: tail outer rail side wheel weight, and P2i: tail inner rail side wheel weight.

The above equation (1) corresponds to the above equation (vi). The above equation (2) corresponds to the above equation (vii). In this case, as described above, the lubrication state between the wheel and the curved rail can be monitored according to the turning index Y and the lateral pressure / wheel weight ratio κ.

This monitoring system preferably has the following configurations. When the lateral pressure / wheel load ratio κ is 0.4 or more, the lubrication state estimation unit sets the lubrication state between the wheel and the rail as the following lubrication states (a) to (c) according to the turning index Y. judge.
(A) When the turning index Y is larger than -0.2 and smaller than 0.3: There is a possibility of insufficient lubrication for both the front wheel axle and the rear wheel axle.
(B) When the turning index Y is 0.3 or more: There is a possibility that the wheels on the front wheel axle are insufficiently lubricated and the wheels on the rear wheel axle are well lubricated, and (c) the turning index Y is -0.2 or less. If: There is a possibility that the wheels on the front wheel set have good lubrication and the wheels on the rear wheel set have insufficient lubrication.

In this case, the lubrication state between the wheel and the curved rail can be classified into the lubrication states (a) to (c) according to the turning index Y and the lateral pressure / wheel load ratio κ, and appropriate measures can be taken. .. The lubrication states (a) to (c) correspond to the above-mentioned lubrication states (A) to (C).

The lubrication state monitoring method for a railroad vehicle according to the present disclosure monitors the lubrication state between the wheels of a railroad vehicle and the rail of a curved road. A first lateral pressure measurement detection unit and a first wheel weight measurement detection unit are installed on one rail of the curved road, and a second lateral pressure measurement detection unit and a second wheel weight measurement unit are installed on the other rail of the curved road. A detector is installed. The lubrication state monitoring method includes a lateral pressure measurement step, a wheel load measurement step, and a lubrication state estimation step.

In the lateral pressure measurement step, when the vehicle travels on a curved road, detection values are acquired from each of the first lateral pressure measurement detection unit and the second lateral pressure measurement detection unit, and based on the acquired detection values, the lateral pressure measurement step is performed. The lateral pressure on the front outer rail side, the lateral pressure on the front inner rail side, the lateral pressure on the tail outer rail side, and the lateral pressure on the tail inner rail side are calculated. The lateral pressure on the front outer rail side acts on the outer rail side wheels of the front wheel axle of the bogie provided by the vehicle. The head internal rail side lateral pressure acts on the inner rail side wheels of the front wheel axle. The lateral pressure on the tail outer rail side acts on the wheels on the outer rail side of the rear tail wheel axle of the bogie. The lateral pressure on the tail tail wheel side acts on the wheel on the tail wheel side of the tail wheel axle.

In the wheel weight measurement step, when the vehicle travels on a curved road, detection values are acquired from each of the first wheel weight measurement detection unit and the second wheel weight measurement detection unit, and based on the acquired detection values, The front outer track side wheel weight, the front inner track side wheel weight, the tail outer track side wheel weight, and the tail inner track side wheel weight are calculated. The front outer rail side wheel weight acts on the outer rail side wheel of the front wheel axle. The head inner rail side wheel weight acts on the inner rail side wheel of the front wheel axle. The tail outer rail side wheel weight acts on the outer rail side wheel of the rear tail wheel axle. The tail inner rail side wheel weight acts on the inner rail side wheel of the rear tail wheel axle.

The lubrication state estimation step is calculated by the head outer rail side lateral pressure, the front inner rail side lateral pressure, the tail outer rail side lateral pressure, and the tail inner rail side lateral pressure calculated in the lateral pressure measurement step, and the wheel load measurement step. The lubrication state between the wheel and the rail is estimated based on the front outer track side wheel load, the front inner track side wheel load, the tail outer track side wheel load, and the tail inner track side wheel load.

In the monitoring method of the present embodiment, the detection unit (first lateral pressure measurement detection unit, first wheel weight measurement detection unit, second lateral pressure measurement) is used to monitor the lubrication state between the wheel and the curved rail. A detection unit for measuring the weight of the second wheel and a detection unit for measuring the weight of the second wheel) are provided on the rail on the ground, and the lateral pressure (lateral pressure on the front outer rail side, lateral pressure on the front inner rail side, and tail outer rail side) obtained from the detection value of this detection unit is provided. Lateral pressure and tail inner rail side lateral pressure) and wheel weight (front outer rail side wheel weight, front inner rail side wheel weight, tail outer rail side wheel weight, and tail inner rail side wheel weight) are used. Then, the lubrication state between the wheel and the curved rail is estimated based on each lateral pressure and each wheel weight. In this case, a special dolly as in the conventional technique is unnecessary. Therefore, according to the monitoring method of the present embodiment, the lubrication state between the wheel and the curved rail can be monitored at a lower cost.

In a typical example, the first lateral pressure measuring detector and the second lateral pressure measuring detector are strain gauges. Each strain gauge as a detector for lateral pressure measurement is attached to the bottom of the corresponding rail. The first wheel weight measurement detection unit and the second wheel weight measurement detection unit are strain gauges. Each strain gauge as a detector for measuring wheel load is attached to the abdomen of the corresponding rail. In this case, the cost required for installing each detection unit can be reduced. This is because each strain gauge as a detection unit is inexpensive.

The monitoring method of the present embodiment preferably has the following configuration. The lubrication state estimation step is the lubrication between the wheel and the rail based on the turning index Y represented by the above equation (1) and the lateral pressure / wheel weight ratio κ represented by the above equation (2). Estimate the state. In this case, as described above, the lubrication state between the wheel and the curved rail can be monitored according to the turning index Y and the lateral pressure / wheel weight ratio κ.

This monitoring method preferably has the following configuration. In the lubrication state estimation step, when the lateral pressure / wheel load ratio κ is 0.4 or more, the lubrication state between the wheel and the rail is set to the above lubrication state (a) to (c) according to the turning index Y. judge. In this case, the lubrication state between the wheel and the curved rail can be classified into the lubrication states (a) to (c) according to the turning index Y and the lateral pressure / wheel load ratio κ, and appropriate measures can be taken. ..

[Specific example of monitoring system and monitoring method according to this embodiment]
Hereinafter, specific examples of the lubrication condition monitoring system and the lubrication condition monitoring method according to the present embodiment will be described with reference to the drawings.

FIG. 7 is a schematic diagram showing the overall configuration of the lubrication condition monitoring system. With reference to FIG. 7, in the monitoring system of the present embodiment, the first lateral pressure measurement detection unit 4a, the first wheel weight measurement detection unit 5a, and the first wheel weight measurement detection unit 5a are provided on the curved road 31 of the track 3 on which the vehicle travels. 2 The lateral pressure measurement detection unit 4b and the second wheel weight measurement detection unit 5b are provided. The first lateral pressure measuring detection unit 4a and the first wheel weight measuring detection unit 5a are respectively installed on one rail of the curved road 31, for example, the outer rail side rail 31o. The second lateral pressure measuring detection unit 4b and the second wheel weight measuring detecting unit 5b are respectively installed on the other rail of the curved road 31, for example, the inner rail side rail 31i.

Each of the detection units 4a, 5a, 4b and 5b is a strain gauge. The strain gauge as the first lateral pressure measuring detection unit 4a is attached to the bottom portion 32o of the outer rail side rail 31o. The strain gauge as the first wheel weight measuring detection unit 5a is attached to the abdomen 33o of the outer rail side rail 31o. The strain gauge as the second lateral pressure measuring detection unit 4b is attached to the bottom portion 32i of the inner rail side rail 31i. The strain gauge as the second wheel weight measuring detection unit 5b is attached to the abdomen 33i of the inner rail side rail 31i. These detection units 4a, 5a, 4b and 5b are arranged at the same position in the longitudinal direction of the curved road 31 with each other. These detection units 4a, 5a, 4b and 5b are a set.

Further, the monitoring system of the present embodiment includes a lateral pressure measuring unit 6, a wheel load measuring unit 7, and a lubrication state estimation unit 8. The lateral pressure measuring unit 6, the wheel load measuring unit 7, and the lubrication state estimation unit 8 are mounted on the computer of the control room 9 that controls the operation of the railway. The first lateral pressure measuring detection unit 4a and the second lateral pressure measuring detecting unit 4b are connected to the lateral pressure measuring unit 6. The first wheel weight measuring detection unit 5a and the second wheel weight measuring detection unit 5b are connected to the wheel weight measuring unit 7. These connections may be wired or wireless. The lateral pressure measuring unit 6 and the wheel load measuring unit 7 are connected to the lubrication state estimation unit 8.

The lateral pressure measuring unit 6 acquires detection values from each of the first lateral pressure measuring detection unit 4a and the second lateral pressure measuring detecting unit 4b when the vehicle travels on the curved road 31. At the same time, the wheel load measuring unit 7 acquires the detected values from each of the first wheel weight measuring detection unit 5a and the second wheel weight measuring detection unit 5b.

Specifically, first, the wheels 11o and 11i of the leading wheel axle pass through the positions of the detection units 4a, 5a, 4b and 5b. At this time, the detection units 4a and 4b detect the strain in the left-right direction of the rails 31o and 31i, and the lateral pressure measuring unit 6 acquires the detected values from the detection units 4a and 4b. At the same time, the detection units 5a and 5b detect the strain in the vertical direction of the rails 31o and 31i, and the wheel load measuring unit 7 acquires the detected values from the detection units 5a and 5b.

Subsequently, the wheels 12o and 12i of the tail wheel axle pass through the positions of the detection units 4a, 5a, 4b and 5b. At this time, similarly to the above, the lateral pressure measuring unit 6 acquires the detected value from the detection units 4a and 4b. At the same time, similarly to the above, the wheel load measuring unit 7 acquires the detected values from the detection units 5a and 5b.

Based on the acquired detection value, the lateral pressure measuring unit 6 has a lateral pressure Q1o acting on the outer rail side wheel 11o of the leading wheel axle, a lateral pressure Q1i acting on the inner rail side wheel 11i of the leading wheel axle, and an outer rail of the rear tail wheel axle. The lateral pressure Q2o acting on the side wheel 12o and the lateral pressure Q2i acting on the inner rail side wheel 12i of the rear wheel axle are calculated. The calculation of each lateral pressure Q1o, Q1i, Q2o and Q2i is executed by the program in the lateral pressure measuring unit 6.

Based on the acquired detection value, the wheel set measuring unit 7 has a wheel set P1o acting on the outer rail side wheel 11o of the front wheel set, a wheel load P1i acting on the inner track side wheel 11i of the front wheel set, and an outer track of the rear wheel set. The wheel weight P2o acting on the side wheel 12o and the wheel weight P2i acting on the inner rail side wheel 12i of the rear wheel axle are calculated. The calculation of each wheel load P1o, P1i, P2o and P2i is executed by the program in the wheel load measuring unit 7.

Depending on the acquisition timing of the detected value by the lateral pressure measuring unit 6, the lateral pressures Q1o and Q1i acting on the wheels 11o and 11i of the front wheel axle are combined with the lateral pressures Q2o and Q2i acting on the wheels 12o and 12i of the rear wheel axle. Can be identified. Similarly, depending on the acquisition timing of the detected value by the wheel set measuring unit 7, the wheel sets P1o and P1i acting on the wheels 11o and 11i of the front wheel set are combined with the wheel sets P2o and P2i acting on the wheels 12o and 12i of the tail wheel set. Can be identified as.

However, it is also possible to simultaneously measure the lateral pressures Q1o and Q1i acting on the wheels 11o and 11i of the front wheel axle and the lateral pressures Q2o and Q2i acting on the wheels 12o and 12i of the tail wheel axle. It is also possible to simultaneously measure the wheel sets P1o and P1i acting on the wheels 11o and 11i of the front wheel set, and the wheel sets P2o and P2i acting on the wheels 12o and 12i of the rear wheel set. In order to realize such a measurement, the two sets of detection units 4a, 5a, 4b and 5b may be arranged at a distance corresponding to the distance between the front wheel axle and the rear wheel axle. In this case, the lateral pressures Q1o, Q1i, Q2o and Q2i, and the wheel weights P1o, P1i, P2o and P2i can be simultaneously detected and measured. Since there is no time difference in detection, highly accurate measurement can be performed.

The lubrication state estimation unit 8 is based on the lateral pressures Q1o, Q1i, Q2o and Q2i calculated by the lateral pressure measuring unit 6 and the wheel weights P1o, P1i, P2o and P2i calculated by the wheel load measuring unit 7. , The lubrication state between each wheel 11o, 11i, 12o and 12i and the curved rail (outer rail side rail 31o and inner rail side rail 31i) is estimated. The estimation of the lubrication state is executed by the program in the lubrication state estimation unit 8.

The monitoring method of this embodiment uses the monitoring system of this embodiment. The monitoring method includes a lateral pressure measuring step, a wheel load measuring step, and a lubrication state estimation step. The lateral pressure measuring step is performed by the lateral pressure measuring unit 6 described above. The wheel load measuring step is operated by the wheel load measuring unit 7 described above. The lubrication state estimation step is performed by the lubrication state estimation unit 8 described above.

In the monitoring system and monitoring method of the present embodiment, the detection unit is used to monitor the lubrication state between the wheels 11o, 11i, 12o and 12i and the curved rails (outer rail side rail 31o and inner rail side rail 31i). 4a, 5a, 4b and 5b are provided on the rail on the ground, and the lateral pressures Q1o, Q1i, Q2o and Q2i and the wheel weights P1o, P1i, P2o and P2i obtained from the detection values of the detection units 4a, 5a, 4b and 5b are applied. Use. Then, based on the lateral pressures Q1o, Q1i, Q2o and Q2i and the wheel weights P1o, P1i, P2o and P2i, the lubrication state between the wheels 11o, 11i, 12o and 12i and the curved rail is estimated. In this case, a special dolly as in the conventional technique is unnecessary. That is, it is not necessary to provide the detection units on all the operating vehicles, and it is sufficient to provide the detection units 4a, 5a, 4b and 5b on the target curved road 31. Therefore, according to the monitoring system and the monitoring method of the present embodiment, the lubrication state between each wheel 11o, 11i, 12o and 12i and the curved rail can be monitored at a lower cost.

In the present embodiment, the lubrication state estimation unit 8 has each wheel 11o, based on the turning index Y represented by the above formula (1) and the lateral pressure / wheel load ratio κ represented by the above formula (2). The lubrication state between 11i, 12o and 12i and the curved rail is estimated. The turning index Y and the lateral pressure / wheel weight ratio κ are calculated from the lateral pressures Q1o, Q1i, Q2o and Q2i and the wheel weights P1o, P1i, P2o and P2i. In this case, as described above, the lubrication state between each wheel 11o, 11i, 12o and 12i and the curved rail can be monitored according to the turning index Y and the lateral pressure / wheel load ratio κ.

Further, when the lateral pressure / wheel load ratio κ is 0.4 or more, the lubrication state estimation unit 8 determines the lubrication state between each wheel 11o, 11i, 12o and 12i and the curved rail according to the turning index Y. It is determined that the lubrication states (a) to (c) are as described above. In this case, the lubrication states between the wheels 11o, 11i, 12o and 12i and the curved rail are classified into lubrication states (a) to (c) according to the turning index Y and the lateral pressure / wheel load ratio κ. Appropriate measures can be taken.

In the lubricated state (a), the turning index Y is larger than −0.2 and smaller than 0.3. As a result, there is a possibility of insufficient lubrication for both the front wheel axle and the rear wheel axle. In this case, measures to improve the lubrication state are required. For example, a lubricant (eg, grease, friction modifier) may be applied to a rail that may be under-lubricated. A supply device installed on the ground may be operated by a command from the computer of the control room 9, and the lubricant may be supplied to the rail from this supply device.

In the lubrication state (b), the turning index Y is 0.3 or more. As a result, there is a possibility that the wheels on the front wheel set are insufficiently lubricated and the wheels on the rear wheel set are well lubricated. In this case, it can be said that there is uneven lubrication between the wheel of the front wheel axle and the wheel of the tail wheel axle. However, uneven lubrication is considered to be temporary. This is because it is considered that the lubrication state is leveled by the repeated running of the vehicle. Therefore, the measures for improving the lubrication state may be withheld.

In the lubrication state (c), the turning index Y is −0.2 or less. As a result, there is a possibility that the wheels on the front wheel set have good lubrication and the wheels on the rear wheel set have insufficient lubrication. In this case, no action is required to improve the lubrication condition. This is because the lubrication condition is good for the wheels on the outer rail side of the leading wheel axle, which require the most lubrication.

The embodiments according to the present disclosure have been described above. However, the above-described embodiment is merely an example. Therefore, the present disclosure is not limited to the above-described embodiment, and the above-mentioned embodiment can be appropriately modified and implemented without departing from the spirit thereof.

1: Cart 11: Front wheel shaft 11o: Outer rail side wheel 11i: Inner rail side wheel 12: Rear tail wheel shaft 12o: Outer rail side wheel 12i: Inner rail side wheel 3: Railroad 31: Curved road 31o: Outer rail side rail 31i: Inner rail side rail 4a: 1st lateral pressure measurement detection unit 4b: 2nd lateral pressure measurement detection unit 5a: 1st wheel weight measurement detection unit 5b: 2nd wheel weight measurement detection unit 6: lateral pressure measurement unit 7: Wheel load measurement unit 8: Lubrication status estimation unit 9: Control room

Claims (7)

A lubrication status monitoring system for railroad vehicles that monitors the lubrication status between the wheels of railroad vehicles and rails on curved roads.
A first lateral pressure measuring detector and a first wheel weight measuring detector, each of which is installed on one rail of a curved road.
A second lateral pressure measuring detector and a second wheel weight measuring detector, each of which is installed on the other rail of the curved road.
A lateral pressure measuring unit that acquires detection values from each of the first lateral pressure measuring detection unit and the second lateral pressure measuring detecting unit when the vehicle travels on the curved road, and the acquired detection values. Based on, the front outer rail side lateral pressure acting on the outer rail side wheel of the front wheel axle of the trolley provided by the vehicle, the leading inner rail side lateral pressure acting on the inner rail side wheel of the leading wheel axle, and the rear tail wheel shaft of the trolley. The lateral pressure measuring unit for calculating the tail-outer-rail side lateral pressure acting on the outer-rail-side wheel and the tail-inner-rail-side lateral pressure acting on the inner-rail-side wheel of the rear-tail wheel axle.
A wheel weight measuring unit that acquires detection values from each of the first wheel weight measuring detection unit and the second wheel weight measuring detection unit when the vehicle travels on the curved road, and the acquired detection values. Based on the above, the leading outer rail side wheel weight acting on the outer rail side wheel of the leading wheel axle, the leading inner rail side wheel weight acting on the inner rail side wheel of the leading wheel axle, and the outer rail side of the rear tail wheel axle. The wheel weight measuring unit that calculates the tail outer rail side wheel weight acting on the wheel and the tail inner rail side wheel weight acting on the inner rail side wheel of the rear wheel axle, and the wheel weight measuring unit.
Calculated by the front outer rail side lateral pressure, the front inner rail side lateral pressure, the tail outer rail side lateral pressure, the tail inner rail side lateral pressure, and the wheel load measuring unit calculated by the lateral pressure measuring unit. The lubrication state between the wheel and the rail is determined based on the head outer rail side wheel weight, the head inner rail side wheel weight, the tail outer rail side wheel weight, and the tail inner rail side wheel weight. A lubrication status monitoring system for railroad vehicles, including a lubrication status estimation unit for estimating. The lubrication condition monitoring system for a railway vehicle according to claim 1.
Each of the first lateral pressure measuring detector and the second lateral pressure measuring detector is a strain gauge attached to the bottom of the corresponding rail.
Each of the first wheel weight measurement detection unit and the second wheel weight measurement detection unit is a strain gauge attached to the abdomen of the corresponding rail, which is a lubrication condition monitoring system for railway vehicles. The lubrication condition monitoring system for a railway vehicle according to claim 1 or 2.
The lubrication state estimation unit of the wheel and the rail is based on the turning index Y represented by the following formula (1) and the lateral pressure / wheel load ratio κ represented by the following formula (2). Lubrication status monitoring system for railroad vehicles that estimates the lubrication status between.
Y = {-(Q1o-Q1i) + (Q2o-Q2i)} / {(P1o + P1i + P2o + P2i) / 4} (1)
κ = Q1i / P1i (2)
The meanings of the symbols in the above equations (1) and (2) are as follows;
Q1o: Lateral pressure on the front outer rail side,
Q1i: Lateral pressure on the inner rail side of the head,
Q2o: Lateral pressure on the tail outer rail side,
Q2i: Lateral pressure on the tail tail side,
P1o: The front outer rail side wheel weight,
P1i: The front inner rail side wheel weight,
P2o: the tail outer rail side wheel weight, and P2i: the tail inner rail side wheel weight. The lubrication condition monitoring system for a railway vehicle according to claim 3.
When the lateral pressure / wheel load ratio κ is 0.4 or more, the lubrication state estimation unit determines the lubrication state between the wheel and the rail according to the turning index Y as follows (a). A lubrication status monitoring system for railway vehicles that determines (c).
(A) When the turning index Y is larger than −0.2 and smaller than 0.3: There is a possibility of insufficient lubrication for the wheels of both the front wheel axle and the tail wheel axle.
(B) When the turning index Y is 0.3 or more: There is a possibility that the wheel of the leading wheel axle is insufficiently lubricated and the wheel of the tail wheel axle is lubricated well, and (c) the turning index Y. When is -0.2 or less: There is a possibility that the wheel of the front wheel axle is lubricated well and the wheel of the tail wheel axle is insufficiently lubricated. A lubrication condition monitoring method for railway vehicles that monitors the lubrication condition between the wheels of a railway vehicle and the rails of a curved road.
A first lateral pressure measurement detection unit and a first wheel weight measurement detection unit are installed on one rail of the curved road.
A second lateral pressure measurement detection unit and a second wheel weight measurement detection unit are installed on the other rail of the curved road.
The lubrication condition monitoring method is
This is a lateral pressure measurement step in which detection values are acquired from each of the first lateral pressure measurement detection unit and the second lateral pressure measurement detection unit when the vehicle travels on the curved road, and the acquired detection values are obtained. Based on, the front outer rail side lateral pressure acting on the outer rail side wheel of the front wheel axle of the trolley provided by the vehicle, the leading inner rail side lateral pressure acting on the inner rail side wheel of the leading wheel axle, and the rear tail wheel shaft of the trolley. The lateral pressure measuring step for calculating the tail-outer-rail side lateral pressure acting on the outer-rail-side wheel and the tail-inner-rail-side lateral pressure acting on the inner-rail-side wheel of the rear-tail wheel axle.
It is a wheel weight measurement step of acquiring detection values from each of the first wheel weight measurement detection unit and the second wheel weight measurement detection unit when the vehicle travels on the curved road, and the acquired detection values. Based on the above, the leading outer rail side wheel weight acting on the outer rail side wheel of the leading wheel axle, the leading inner rail side wheel weight acting on the inner rail side wheel of the leading wheel axle, and the outer rail side of the rear tail wheel axle. The wheel weight measuring step for calculating the tail outer rail side wheel weight acting on the wheel and the tail inner rail side wheel weight acting on the inner rail side wheel of the tail wheel axle.
Calculated in the front outer rail side lateral pressure, the front inner rail side lateral pressure, the tail outer rail side lateral pressure, and the tail inner rail side lateral pressure calculated in the lateral pressure measuring step, and the wheel load measuring step. The lubrication state between the wheel and the rail is determined based on the head outer rail side wheel weight, the head inner rail side wheel weight, the tail outer rail side wheel weight, and the tail inner rail side wheel weight. A lubrication status monitoring method for railroad vehicles, comprising an estimation lubrication status estimation step. The lubrication condition monitoring method for a railway vehicle according to claim 5.
The lubrication state estimation step is based on the turning index Y represented by the following formula (1) and the lateral pressure / wheel load ratio κ represented by the following formula (2). Lubrication status monitoring method for railroad vehicles that estimates the lubrication status between.
Y = {-(Q1o-Q1i) + (Q2o-Q2i)} / {(P1o + P1i + P2o + P2i) / 4} (1)
κ = Q1i / P1i (2)
The meanings of the symbols in the above equations (1) and (2) are as follows;
Q1o: Lateral pressure on the front outer rail side,
Q1i: Lateral pressure on the inner rail side of the head,
Q2o: Lateral pressure on the tail outer rail side,
Q2i: Lateral pressure on the tail tail side,
P1o: The front outer rail side wheel weight,
P1i: The front inner rail side wheel weight,
P2o: the tail outer rail side wheel weight, and P2i: the tail inner rail side wheel weight. The lubrication condition monitoring method for a railway vehicle according to claim 6.
In the lubrication state estimation step, when the lateral pressure / wheel load ratio κ is 0.4 or more, the lubrication state between the wheel and the rail is changed to the following lubrication state (a) according to the turning index Y. A lubrication state monitoring method for a railroad vehicle, which is determined to be (c).
(A) When the turning index Y is larger than −0.2 and smaller than 0.3: There is a possibility of insufficient lubrication for the wheels of both the front wheel axle and the tail wheel axle.
(B) When the turning index Y is 0.3 or more: There is a possibility that the wheel of the leading wheel axle is insufficiently lubricated and the wheel of the tail wheel axle is lubricated well, and (c) the turning index Y. When is -0.2 or less: There is a possibility that the wheel of the front wheel axle is lubricated well and the wheel of the tail wheel axle is insufficiently lubricated.

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