JP3993222B2 - Vehicle running motion analysis system and vehicle running motion analysis method - Google Patents

Description

  The present invention relates to a vehicle running / sway analysis system and a vehicle running / sway analysis method, and is particularly suitable for recording and analyzing the state of a track by dynamic shaking measurement in a running test of a railway vehicle.

Recording and analyzing the state of the track by dynamic vibration measurement in a running test of a rail vehicle accurately grasps the state of the track, and if the state is bad, takes appropriate measures to maintain the track in a good state Therefore, it is important for improving the ride comfort of passengers and realizing safe driving of vehicles. In this dynamic vibration measurement, it is necessary to accurately measure the position of the vehicle on the track (distance from a predetermined reference point). In other words, it is necessary to accurately measure at which position on the track the measurement value of the vehicle motion is.
In Shinkansen and conventional limited express trains, it is possible to accurately measure the position or distance on the track by calculating the mileage from the rotation pulse obtained from the axle and wheels of the vehicle and the wheel diameter. Most trains and trains such as ordinary trains do not have facilities for that purpose, and this method cannot be used.
Therefore, in many trains or trains such as conventional trains, the vibration acceleration waveform of the running vehicle is recorded on the recording paper of the recorder, while starting from the starting point of the route (0 km) provided along the track. Each time the vehicle passes a kilometer post (also referred to as kilometer) indicating the distance, a measurer inputs a marker signal and writes the information on the recording paper.
Japanese Laid-Open Patent Publication No. 2001-287647 (Reference 1) discloses a train oscillation recording apparatus that detects and records vibration acceleration generated during travel of a railway vehicle. In this apparatus, the output of the vertical and horizontal acceleration converters is A / D converted by an A / D converter, and the vertical and horizontal vibration acceleration values of the vehicle are output from the output by the CPU or the like to output pulses of the speed generator. Or in real time at regular intervals. Further, the kilometer and the train speed are calculated based on the kilometer at the start of measurement and the output pulse of the speed generator. Then, based on the calculated vertical and horizontal vibration acceleration values, the vertical and horizontal vibration acceleration waveforms are printed in real time along with the calculated kilometer and train speed.
Japanese Unexamined Patent Application Publication No. 2004-168216 (Reference 2) discloses a train travel information detection apparatus and method based on GPS (Global Positioning System) positioning. According to this, a plurality of GPS antennas distributed in a train composed of a plurality of railway vehicles, a GPS receiver connected to the GPS antenna, a train position detecting device connected to the GPS receiver, A train position detection device includes a storage device that stores a three-dimensional track map and GPS antenna installation position information, and an in-vehicle LAN that connects the above-described GPS receiver and a train position detection system including the train position detection device. Based on the antenna installation position information, the train position detection device receives all the GPS signals from at least two satellites and performs the positioning calculation by each GPS receiver on the train. To figure out. However, this document 2 does not disclose or suggest any vehicle running fluctuation measurement.
The method in which the measurer writes the point information on the recording paper every time the vehicle passes the point while recording the vibration acceleration waveform during the running on the recording paper of the recorder causes a position or distance error of 5 to 10 m. It is difficult to accurately measure the position or distance of the vehicle because it cannot be avoided and the timing at which the point information is written by the measurer varies. In addition, when the track is shortened or lengthened due to refurbishment work, etc., there will be a B section with no kilometer or a W section with overlapping kilometers. It is difficult to measure accurately. In addition to this, particularly when traveling a long distance, the measurer has to continue the work of writing point information for a long time, and there is a problem that an excessive burden is placed on the measurer. In addition, this measurement requires two persons, a measurer who informs the passage of about a kilometer and a measurer who writes point information on the recording paper, which is troublesome and expensive.
In addition, since the train motion recording device disclosed in the above-mentioned document 1 requires equipment for obtaining rotation pulses of the vehicle axle and wheels, as described above, it does not have the equipment for that purpose. It cannot be applied to trains such as ordinary trains.
Therefore, the problem to be solved by the present invention is that it is possible to accurately obtain the shake measurement value with high position accuracy or distance accuracy in a running test of a railway vehicle, and at a low cost without burdening the measurer. The present invention is to provide a vehicle running / sway analysis system and a vehicle running / sway analysis method capable of performing the above.

In order to solve the above problem, the first invention is:
An acceleration sensor that is installed in a vehicle that travels on a track, and that detects at least the lateral and vertical accelerations of the vehicle;
A GPS antenna and a GPS receiver installed in the vehicle;
The vehicle running motion analysis system, wherein the position information of the vehicle is corrected based on the position information acquired from the GPS signal received by the GPS receiver by the GPS antenna.
The second invention is
A three-axis acceleration sensor that is installed in a vehicle traveling on a track and detects accelerations in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle;
A GPS antenna and a GPS receiver installed in the vehicle;
The position information of the vehicle is corrected based on the position information acquired from the GPS signal received by the GPS receiver by the GPS antenna and the longitudinal acceleration of the vehicle detected by the three-axis acceleration sensor. This is a vehicle running motion analysis system characterized by this.
The third invention is
An acceleration sensor, a GPS antenna, and a GPS receiver for detecting at least lateral and vertical accelerations of a vehicle traveling on a track are installed in the vehicle,
The vehicle running motion analysis method is characterized in that the position information of the vehicle is corrected based on position information acquired by a signal received by the GPS receiver by the GPS antenna.
The fourth invention is:
A three-axis acceleration sensor, a GPS antenna, and a GPS receiver that detect vibration acceleration in the front-rear direction, the left-right direction, and the up-down direction of a vehicle traveling on a track are installed in the vehicle.
The position information of the vehicle is corrected based on position information acquired by a signal received by the GPS receiver by the GPS antenna and acceleration in the longitudinal direction of the vehicle detected by the three-axis acceleration sensor. This is a vehicle running fluctuation analysis method characterized by the above.
In the second and fourth inventions, typically, the position information acquired by the GPS signal is supplemented by position information obtained by integrating the acceleration in the longitudinal direction of the vehicle twice. Further, as the acceleration sensor, even if a biaxial acceleration sensor that detects acceleration in the left-right direction and the vertical direction of the vehicle is used, a triaxial acceleration sensor that detects vibration acceleration in the longitudinal direction, left-right direction, and vertical direction of the vehicle is used. May be.
In the first to fourth inventions, typically, the function of correcting the travel distance of the vehicle by the station stop signal when the vehicle is stopped at the station and the structure signal when the vehicle passes through the structure. Have In this case, when the travel distance of the vehicle is corrected, a previously created track database and position correction database are used. A switch box can be used to generate the station stop signal and the structure signal. Also, typically, it has a function of acquiring the latitude and longitude of a selected position on the track by a GPS receiver and correcting the travel distance of the vehicle when the vehicle passes through the approximate point.
The vehicle includes everything as long as it travels on a track. Specifically, it includes vehicles such as trains, trains (including subway trains), monorails, new transportation systems, roller coasters, lifts, and cable cars.
According to the present invention, the position information of the vehicle is corrected based on the position information acquired from the GPS signal received by the GPS receiver by the GPS antenna, or acquired by the GPS signal received by the GPS receiver by the GPS antenna. The vehicle position information is corrected based on the vehicle position information and the longitudinal acceleration detected by the three-axis acceleration sensor, so that the railway vehicle In running tests, it is possible to obtain accurate measurement values with high positional accuracy or distance accuracy, and it is not necessary for the measurer to write the point information on the recording paper every time it passes by about a kilometer. The cost can be kept low. In particular, by correcting the position information of the vehicle based on the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the longitudinal acceleration of the vehicle detected by the three-axis acceleration sensor, Even if there is a GPS signal unreceivable section such as a covered station building or an underground track, it is possible to accurately obtain fluctuation measurement values with high position accuracy or distance accuracy.

  FIG. 1 is a block diagram showing a vehicle running motion analysis system according to an embodiment of the present invention, and FIGS. 2 and 3 show an actual configuration example of a vehicle running motion analysis system according to an embodiment of the present invention. FIG. 4 is a schematic diagram illustrating an example of an input screen for setting track information in a vehicle running motion analysis system according to an embodiment of the present invention, and FIG. 5 is an embodiment of the present invention. FIG. 6 is a schematic diagram illustrating an example of an input screen for setting measurement conditions in the vehicle running / sway analysis system, and FIG. 6 illustrates an example of an input screen for setting a sensor in the vehicle running / sway analyzing system according to the embodiment of the present invention. FIG. 7 is a schematic diagram illustrating an example of an input screen for setting analysis conditions in the vehicle running motion analysis system according to the embodiment of the present invention, and FIG. 8 is an illustration of the present invention. FIG. 9 is a schematic diagram showing an example of an input screen for setting display conditions in the vehicle running motion analysis system according to the embodiment, and FIG. 9 is a flowchart for explaining a method of using the vehicle running motion analysis system according to the embodiment of the present invention. FIGS. 10 to 14 are schematic diagrams showing an example of a real-time monitor screen during motion measurement by the vehicle running motion analysis system according to the embodiment of the present invention. FIGS. 15 to 19 are diagrams of the present invention. FIG. 20 to FIG. 24 are schematic diagrams showing a first example of the shake measurement result by the vehicle running shake analysis system according to the embodiment, and FIGS. 20 to 24 show the shake measurement result by the vehicle running shake analysis system according to the embodiment of the present invention. FIG. 25 to FIG. 29 are schematic diagrams showing a third example of the shaking measurement result by the vehicle running shaking analysis system according to the embodiment of the present invention. FIGS. 30 to 34 are schematic diagrams showing a fourth example of the fluctuation measurement result by the vehicle running fluctuation analysis system according to the embodiment of the present invention, and FIG. 35 is the vehicle according to the embodiment of the present invention. FIG. 36 is a schematic diagram showing an example of a determination value distribution table obtained by a vehicle running / sway analysis system according to an embodiment of the present invention. 37A, 37B, 37C and 37D are schematic diagrams for explaining a method of using the vehicle running motion analysis system according to the embodiment of the present invention.

Explanation of symbols

11 3-axis acceleration 5 sensor 12 GPS antenna 13 GPS receiver 14 Acceleration amplifier 15 A / D and I / O card 16 Computer 16a Display 17 GPS amplifier 18 Battery 19 Signal conversion box 20 Switch box 20a Status switch 20b Station stop switch

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
  FIG. 1 is a block diagram showing the configuration of a vehicle running motion analysis system according to an embodiment of the present invention.
  As shown in FIG. 1, this vehicle running motion analysis system includes a triaxial acceleration sensor 11 for measuring acceleration in three axial directions (front and rear direction, left and right direction, and vertical direction) of a vehicle traveling on a track, A GPS antenna 12 and a GPS receiver 13 for measuring the position of the vehicle by GPS positioning are provided. From the triaxial acceleration sensor 11, accelerations in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle are output as analog electrical signals. The output of the triaxial acceleration sensor 11 is amplified by the acceleration amplifier 14 and is output as acceleration signals in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle, respectively. These acceleration signals are A / D converted and I / O converted by the A / D and I / O card 15, and then sent to the computer 16 for data processing. The hard disk of the computer 16 stores a later-described track database and position correction database in addition to recording analysis software. On the display of the computer 16, as will be described later, a screen for measurement condition setting, sensor setting, track information setting, analysis condition setting, shaking acceleration type, shaking waveform display, time display, distance display, speed graph, Structure display, marker, graph display selection (1-axis overlay, 2-axis, 3-axis display), measurement conditions, graph display time, database name, GPS data, station stop, etc. can be displayed. . The computer 16 is LAN-connected as necessary. A printer is connected to the computer 16 as necessary.
  On the other hand, the GPS receiver 13 receives the GPS signal transmitted from the artificial satellite by the GPS antenna 12. The output of the GPS receiver 13 is amplified by a GPS amplifier 17. The output of the GPS amplifier 17 is sent to the computer 16 for data processing. The GPS amplifier 17 and the acceleration amplifier 14 are built in a signal conversion box 19 together with a battery 18 that supplies power to them.
  The vehicle running motion analysis system further includes a switch box 20 that can be manually operated. The output of the switch box 20, that is, the switch signal is A / D converted and I / O converted by the A / D and I / O card 15, and then sent to the computer 16 for data processing.
  FIG. 2 shows an actual configuration example of this vehicle running fluctuation analysis system. As shown in FIG. 2, in this example, a notebook personal computer (for example, B5 size) is used as the computer 16 and is stored in the storage case 21. Reference numeral 16a denotes a display. The storage case 21 is not particularly limited. For example, a bag or an aluminum case is used. Various types of notebook personal computers can be used. For example, a DOS / V machine with an OS of Windows (registered trademark) XP, a hard disk capacity of 40 GB or more, a 1.1 GHz CPU, and a RAM capacity of 1 MB or more. Is used. An A / D and I / O card 15 is inserted into the card slot of the notebook personal computer. The storage case 21 also stores the triaxial acceleration sensor 11, the GPS antenna 12, the GPS receiver 13, the signal conversion box 19, and the switch box 20 in a pocket portion (not shown) provided on the inner surface of the case. At the time of measurement, for example, the three-axis acceleration sensor 11, the GPS antenna 12, and the switch box 20 are taken out of the storage case 21, and the GPS receiver 13 and the signal conversion box 19 are stored in a pocket portion of the storage case 21, etc. Further, the A / D and I / O cards 15 are mounted in the card slot of the notebook personal computer. The switch box 20 includes a status switch 20a, a station stop switch 20b, a measurement LED 20c, and a satellite LED 20d. Reference numerals 22 to 24 denote cables for connecting the electronic devices. FIG. 3 shows a state where the storage case 21 is closed.
  An example of the triaxial acceleration sensor 11 is as follows.
    Sensor system 3-axis capacitive IC acceleration
    Measurement range (rated capacity) ± 20 m / s²
    Frequency characteristics DC to 10Hz (+0.5 to -3dB)
    Measurement error ± 0.5% or less
    Alignment error ± 1 degree or less
    External dimensions 20mm square, cable direct 20cm
    Weight 75g (including cable)
  An example of the signal conversion box 19 and the A / D and I / O card 15 is as follows.
  Acceleration amplifier
    Output voltage ± 3V / ± 10m / s²
    Response frequency DC to 8Hz (+0.5 to -3dB)
                          0.3-8Hz for software
  A / D conversion
    Resolution 12bit
    Sampling speed 10ms
  GPS amplifier
    Start time 40 sec
    Number of acquired satellites up to 15
    Calculation interval 1 sec
    Interface USB
  Battery 1 DC6V battery (1 spare)
                      Current consumption about 280mA (operable for about 10 hours)
  External dimensions Width 180mm, Depth 120mm,
                          30mm height
  An example of the dimensions of the GPS antenna 12 is a width of 42 mm, a depth of 51 mm, and a height of 14 mm.
  An example of the switch box 20 is as follows.
  Status switch Push button (status mark)
                        Generates a pulse wave of 0.5 sec when pressed once
  Station stop switch Seesaw switch or slide switch
                        Red LED lights when on
  Measurement LED Green LED lights up during measurement
  Satellite LED Yellow LED lights with the number of GPS satellites acquired
                        Lights when 4 or more are acquired during measurement preparation
                        Lights up with 3 or more during measurement
  External dimensions Width 55mm, Depth 95mm, Height 18mm
  In this vehicle running vibration analysis system, acceleration signals in three axis directions, that is, the front-rear direction, the left-right direction, and the up-down direction when the vehicle is running are measured, recorded, analyzed, and displayed. In order to simultaneously measure the speed and distance of the vehicle during traveling, the signal of the GPS receiver 13 is stored and analyzed.
  During measurement, the station stop switch 20b of the switch box 20 is switched (on / off) when the station is stopped to correct the measurement position. Further, the position (distance) is marked using the state switch 20a of the switch box 20.
  During measurement, the triaxial acceleration signal, speed, and switch status are displayed in real time. The waveform is displayed with the most recent waveform on the right.
  The recorded data is reproduced and converted into distance and position using GPS data based on the track database. Various position correction calculations can be performed based on the position correction database.
  The recorded data can be played back to determine the occurrence of abnormal acceleration. In addition, determination list output can be performed.
  For display during reproduction, the horizontal axis can be selected from the time axis and the distance axis. In the case of the distance axis display, the structure of the track database is displayed.
  The displayed data can be printed by connecting a printer to the computer 16.
  The track database is created as follows.
  A route structure that records vibration data is created as a database.
  Enter the distance, position, and state name of the route as a database.
  Route name setting and W / B distance setting are performed as necessary.
  The database consists of structure classifications, names, and distances.
  For a station, a bridge, etc., two values of a start distance and an end distance are input.
  The structure consists of stations, tunnels, bridges, railroad crossings, points, and so on.
  For example, the input is as follows.
    Test name Test route name
    Start distance Monitor start distance during measurement
    Integration direction Integration direction of monitor distance during measurement (+ or-)
    Route name Route
    Start and end points Start distance value and end distance value
    WB value
            W Connection value start value, end value
            B Connection value start value, end value
    station
            Station name, home start distance, home end distance
            Station name, home start distance, home end distance
            Station name, home start distance, home end distance
    Structure, roadbed
            Tunnel name, start distance, end distance
            Tunnel name, start distance, end distance
            Tunnel name, start distance, end distance
            Bridge name, start distance, end distance
            Bridge name, start distance, end distance
            Other name, start distance, end distance
            Other name, start distance, end distance
    Level crossing, point
            Railroad crossing Name, distance
            Railroad crossing Name, distance
            Railroad crossing Name, distance
            Point Name, distance
            Point Name, distance
            Other name, distance
            Other name, distance
    Route name Route
    Start and end points Start distance value and end distance value
    WB value
            W Connection value start value, end value
    station
            Station name, home start distance, home end distance
    Structure, roadbed
            Tunnel name, start distance, end distance
            Bridge name, start distance, end distance
            Other name, start distance, end distance
    Level crossing, point
            Railroad crossing Name, distance
            Point Name, distance
            Other name, distance
    End of route
  FIG. 4 shows an example of an input screen for setting track information.
  A position correction database for correcting the travel position (distance) is created as follows.
  The following three types of position correction data can be input.
      (1) Station stop position data
      (2) Marking position data (tunnel exit, 5 km points, etc.)
      (3) Latitude / longitude position data
  In the case of (1), the position when the station stop switch 20b of the switch box 20 is pressed is corrected as the station stop position.
  In the case of (2), the position when the state switch 20a of the switch box 20 is pressed is corrected as the mark position.
  In the case of (3), the position where the GPS data closest to the latitude and longitude is first detected is determined and corrected as the latitude and longitude position.
  For example, the input is as follows.
    Test correction name Position correction name
    Route name Route
    Start and end points Start distance value and end distance value
    Station stop
            Station name, stop position
            Station name, stop position
    marking
            Mark name, mark position
            Mark name, mark position
    longitude latitude
            Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position
            Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position
    Route name Route
    Start and end points Start distance value and end distance value
    Station stop
            Station name, stop position
            Station name, stop position
    marking
            Mark name, mark position
            Mark name, mark position
  longitude latitude
            Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position
            Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position
    End of route
  Next, a method for measuring latitude and longitude by the GPS receiver 13 will be described.
  First, the GPS receiver 13 is operated to display the latitude and longitude of the current position. Also, latitude / longitude data for the position correction database is acquired. The display is “XXX degree XX minutes XXX”.
  Next, setting of measurement and recording conditions will be described.
  Various conditions for measuring and recording signal data are set as follows, for example.
  Set the registration items for recording (file) as follows.
  ・ Test name (file name)
  ・ Test date, time
  ・ Tester name
  ・ Test vehicle Vehicle name, organization, car number
  ・ Test route Route name, first station, last station
  ・ Test comments Weather conditions, etc.
  ・ Sensor installation Installation position, etc.
  FIG. 5 shows an example of an input screen for setting measurement conditions.
  For the database, select the database to be used and set the file name. Specifically, a track database to be used is selected and a file name is set, or a position correction database to be used is selected and a file name is set.
  For example, measurement and monitoring conditions are set as follows.
  The conditions of the triaxial acceleration sensor 11 at the time of measurement, monitor screen conditions, abnormal value determination conditions, GPS measurement conditions, and the like are set.
  The conditions of the 3-axis acceleration sensor 11 to be used are set as follows.
  ・ Sensor sensitivity Setting of sensor sensitivity value to be used.
                        Sensitivity value per 1V is set from the sensor specifications.
                        (For example, the sensitivity value of the attached sensor is set as the default)
  • Output zero point Zero point measurement setting at the initial zero position.
                        Automatic measurement or numerical setting.
                        (It can be automatically offset at the start of measurement)
  • Alarm value judgment level Setting for each level at which the acceleration (front / back, left / right, up / down) issues an alarm.
                        (For example, “2.4 m / s²”Is set)
                        As for the alarm, the monitor value becomes red and buzzer sounds during measurement.
  FIG. 6 shows an example of an input screen for sensor setting. Longitudinal acceleration, lateral acceleration and vertical acceleration sensitivity and zero output, longitudinal alarm level, lateral alarm level, vertical alarm level are all m / s²Is the unit.
  Various conditions of the speed signal are set as follows, for example.
  ・ Velocity and position capture GPS is selected as the speed and position information capture method.
                        Capture speed and distance from GPS signal.
                        (If GPS data cannot be acquired, run at the speed of the final data.
                        (Convert the distance as if you did)
  -GPS port Setting of the USB port number for connecting GPS signals.
                        (Default is set to “4” for example)
  ・ GPS use area Setting of the area to be measured.
                        (Default is set to “Hokkaido” for example)
  Conditions for monitor display during measurement are set as follows, for example.
  ・ Acceleration axis The vertical axis display of acceleration is ± 1, ± 2, ± 5 m / s.²Select from.
                        (Default is set to “± 2”, for example)
  -Speed axis Select the vertical axis display of speed from 0 to 100, 0 to 160 km / h.
                        (Default is set to “0-160” for example)
  Various conditions on the (real time monitor) screen displayed at the time of measurement are set as follows, for example. The display signal is, for example, an acceleration signal, speed data, switch data, or the like.
  -Display graph number Select the display number from 1, 2, or 3.
                        When the number of displays is 1, three signals are superimposed and displayed.
                        (Default is set to “2”, for example)
  -Display horizontal axis setting The horizontal axis is selected from 10, 20, or 30 sec.
                        (Default is set to “20” for example)
  These settings can be changed during measurement and recording.
  For example, data is measured or recorded as follows.
  When the data recording start operation is performed, measurement starts and data is recorded to the hard disk. The raw waveform being measured is displayed in real time. The number of display signals and the display time width can be changed.
  When simultaneous determination is performed, an alarm is issued when a signal exceeding the determination value is measured and analyzed. The alarm point occurrence time is also stored.
  The measurement is continued until the end operation is performed.
  During measurement, the station stop switch 20b of the switch box 20 is turned on at the time of stopping at the station (at zero km / h) and turned off at the time of departure. Further, the state switch 20a of the switch box 20 is pushed for marking at an arbitrary time.
  GPS signals are used for speed and distance analysis. Where the satellite signal can be received, the accurate speed and distance are displayed, but when the satellite signal cannot be received, the latest received value continues to be displayed. The travel distance is displayed as the distance when the vehicle continues to run at the latest speed. At the time of analysis after recording, correction calculation can be performed using the track database and the position correction database.
  Data reproduction and analysis are performed as follows, for example.
  Various conditions for data analysis are set as follows.
  ・ Velocity and position capture Select GPS as the speed and distance calculation method.
  ・ Position correction Which correction is effective when calculating the position (distance)
                        choose.
                        Select whether or not to correct by station stop signal.
                        Select whether or not to correct with the marking signal.
                        Select whether or not to correct with latitude and longitude data.
  ・ Analysis method Acceleration signal analysis method is P-P value in the rising direction, falling is
                        From the PP value in the vertical direction and the zero cross PP value (meaning in both directions)
                        Choice.
                        (Default is set to “zero cross PP value” for example)
  • Alarm level Set the alarm judgment level for acceleration signals.
                        (If the acceleration exceeds the set judgment level, an alarm value will be
                        To judge)
                        Displays and stores the time, position, generation axis, and numerical value at the time of alarm occurrence.
                        (For example, “2.4 m / s²”Is set)
  FIG. 7 shows an example of an input screen for setting analysis conditions. The ranks 1 to 3 of the front / rear alarm level, the left / right alarm level, the upper / lower alarm level, and the judgment level are all m / s.²Is the unit.
  Various conditions for reproducing or analyzing the acquired waveform data and displaying it are set as follows. The display signal is an acceleration signal, speed data, switch data, a structure, or the like.
  -DC component processing Removes components from DC to 0.3 Hz from acceleration display data.
                        Select whether to display the raw data or display it as raw data.
                        (For example, set to “Raw Data” as default)
  -Display graph number Select the display number from 1, 2, or 3.
                        When the number of displays is 1, it is possible to display up to 3 signals.
                        wear.
  ・ Acceleration axis Set the display width of acceleration with minimum value, maximum value and scale value.
  -Speed axis Set the display width of the speed with the minimum value, maximum value, and scale value.
  • Display selection Signal selection for overlapping display, display selection for vertical position.
  -Display line color Set the display line color of the graph.
  -Display horizontal axis selection Select the display axis of the horizontal axis from the time axis and distance axis.
  ・ Time axis The display width of time is set with the minimum value, maximum value, scale value, and auxiliary scale value.
  ・ Distance axis Set the distance display width with the minimum, maximum, scale, and auxiliary scale values.
                        Select the route name as well.
                        In the case of the W section, the position with the earlier measurement time is selected.
  ・ Structure display In the case of distance axis display, the structure graph is displayed in addition to the station in the status graph.
                        Choose what to do.
  FIG. 8 shows an example of an input screen for setting display conditions.
  The acquired waveform data is displayed in a graph as trend data.
  The horizontal axis to be displayed is selected from the time axis and the distance axis. For example, in the case of distance axis display, the distance axis is displayed according to the kilometer post on the route. In addition, the graph is displayed in consideration of the connection of routes and the deviation of B and W.
  Various analysis conditions and display conditions are changed and displayed in a graph.
  It is also possible to change the track database for analysis.
  In the case of the distance axis display, the route name at the left end position of the graph is displayed as a display route name on the display screen.
  Note that when data is reproduced and displayed, if the correction in the database is turned off and the horizontal axis is the time axis, the display is the same as the raw waveform display at the time of measurement.
  Further, when the display of the reproduction data is incomprehensible, it can be determined that if the reproduction is performed under this condition, the station stop signal and the marking signal are not normally turned on, or the position correction database is incorrect.
  Alarm data is displayed at the lower right of the acquired waveform data playback screen. When one alarm data in the display frame is double-clicked, the waveforms before and after the alarm occurrence part are enlarged and displayed. The magnified display displays 10 seconds before and after the time axis and 400 m before and after the distance axis. A mark appears at the location where the alarm value is generated, and the value is displayed. The display position can be set with the position selection bar. Clicking the left and right arrows shifts the display to the previous and next waveforms.
  The recorded data can be reproduced and displayed, and station stop switches and status mark switches (kilo post switches) can be deleted and added. It is possible to edit the portion that has been reproduced and the switch signal is insufficient or incorrect.
  The alarm point data analyzed and determined from the recorded data is displayed in a list together with the route and point values at the time of occurrence. The analyzed list can be printed by connecting a printer to the computer 16. The amplitude value is determined for a component of 0.3 to 8 Hz.
  The acquired data is stored in the hard disk of the computer 16. The stored data can be played back as needed. The waveform data file is in binary format. The recorded binary file can be converted to a CSV file with the same name.
  Next, the usage method of this vehicle running vibration analysis system is demonstrated concretely. FIG. 9 shows a flowchart of this method of use.
  First, the computer 16 is turned on and the recording analysis software is started. After startup, select the track database and position correction database to be used, set measurement conditions, set sensor conditions, set analysis conditions, set display conditions, etc.
  Next, the GPS receiver 13 and the signal conversion box 19 are turned on, and the GPS antenna 12 is placed in a stationary state to receive a GPS signal transmitted from an artificial satellite. At this time, the station stop switch 20b is turned off.
  Next, at the departure station of the test route where the vibration measurement is performed, the measurer holds the storage case 21 storing the vehicle running vibration analysis system in his / her hand and gets into the vehicle of the test train. And the GPS antenna 12 is installed in the predetermined position in a vehicle. The triaxial acceleration sensor 11 is fixed to the floor of the vehicle. For this fixing, an adhesive or a double-sided tape may be used, and the bottom surface of the triaxial acceleration sensor 11 is a double-sided tape on a sufficiently heavy base plate such as an iron plate (for example, width 50 mm, depth 50 mm, height 10 mm). For example, it may be attached to the floor with the base plate facing down. The three axes of the three-axis acceleration sensor 11 are aligned so as to coincide with the longitudinal direction, the lateral direction, and the vertical direction of the vehicle, respectively. At this time, the station stop switch 20b is turned on.
  Next, when the test train departs from the departure station, the station stop switch 20b is turned off.
  Next, every time the train passes through the track structure, the state switch 20a is turned on. The track structures are transit stations, railroad crossings, points, tunnel entrances and exits, and kiloposts.
  The station stop switch 20b is turned on when the station stops at an intermediate station, and the station stop switch 20b is turned off when the station departs.
  Thus, when the train arrives at the terminal station and stops, the station stop switch 20b is turned on.
  FIGS. 10 to 14 show an example of the real-time monitor measurement screen. FIG. 10 shows the overall configuration of the screen, FIG. 11 shows the details of the display unit A in FIG. 10, and FIG. 12 shows the display unit in FIG. FIG. 13 shows details of B, FIG. 13 shows details of display section C of FIG. 10, and FIG. 14 shows details of display section D of FIG. 15 to 19 show a first example of the fluctuation measurement result. FIG. 15 shows the overall configuration of the screen, FIG. 16 shows the details of the display section A in FIG. 15, and FIG. 18 shows details of the display unit B, FIG. 18 shows details of the display unit C of FIG. 15, and FIG. 19 shows details of the display unit D of FIG. However, in this first example, GPS data could not be acquired from the Hakodate Main Line (Sapporo-Sunagawa) Sapporo Station to the vicinity of 310km in the Iwamizawa area, speed display and mileage calculation were performed using only the GPS data (in the station database). Conversion). 20 to 24 show a second example of the fluctuation measurement result. FIG. 20 shows the overall configuration of the screen, FIG. 21 shows the details of the display section A in FIG. 20, and FIG. Details of the display unit B, FIG. 23 shows details of the display unit C of FIG. 20, and FIG. 24 shows details of the display unit D of FIG. However, in this second example, both the GPS data and the converted value from the longitudinal acceleration signal were used to perform speed display and travel distance calculation (with conversion in the station database). 25 to 29 show a third example of the fluctuation measurement result. FIG. 25 shows the overall configuration of the screen, FIG. 26 shows the details of the display section A in FIG. 25, and FIG. FIG. 28 shows details of the display unit B, FIG. 28 shows details of the display unit C of FIG. 25, and FIG. 29 shows details of the display unit D of FIG. However, in this third example, a certain route (referred to as XX line) (A station-R station) from the point of B station to the point of P station is an underground part, and the speed display and travel distance are only GPS data. Calculation was performed (with conversion in the station database). 30 to 34 show a fourth example of the fluctuation measurement result. FIG. 30 shows the overall configuration of the screen, FIG. 31 shows the details of the display section A in FIG. 30, and FIG. 32 shows the screen in FIG. Details of the display part B, FIG. 33 shows details of the display part C of FIG. 30, and FIG. 34 shows details of the display part D of FIG. However, in the fourth example, both the GPS data and the converted value from the longitudinal acceleration signal were used to perform speed display and travel distance calculation (with conversion in the station database). FIG. 35 shows an example of an alarm value generation table, and FIG. 36 shows an example of a judgment value distribution table.
  With reference to FIG. 37A, FIG. 37B, FIG. 37C, and FIG. 37D, a specific example of a method for correcting the position or distance of the vehicle by the GPS signal in this vehicle running motion analysis system will be described. Here, FIG. 37A is a GPS speed graph (unit: km / h), a solid line graph is a speed signal calculated from a GPS reception signal, a dotted line graph is an unreceivable section, and a and b are station stop switches 20b. Is the input position of the switch signal. FIG. 37B is an acceleration integral velocity graph (unit: km / h) obtained by integrating the longitudinal acceleration signals, and vertical dotted lines c and d indicate the positions of the entrance and exit of the tunnel, respectively. FIG. 37C is a GPS speed graph (unit: km / h) in which the speed of the unreceivable section in FIG. 37A is complemented with the speed data of the cd section in the acceleration integral speed graph shown in FIG. 37B. ), And it can be seen that the GPS speed graph is obtained even in the unreceivable section through the tunnel. FIG. 37D shows a line database e including various structures such as a station and a switch signal (trigger signal) f by the state switch 20a corresponding to each structure. As shown in FIG. 37C, the GPS speed graph is complemented and the position or distance is corrected using the track database e and the switch signal f, so that the position or distance of the vehicle can be determined even if there is an unreceivable section. It can be determined accurately.
  As described above, according to the vehicle running motion analysis system according to this embodiment, it is possible to accurately measure the running motion of a vehicle traveling on a track with high positional accuracy or distance accuracy. By grasping the condition of the trajectory from the results of this fluctuation measurement, if abnormal fluctuation values are measured, etc., take appropriate measures such as repairs as appropriate, and perform the fluctuation measurement again to confirm the effect of the treatment. Can be maintained in a favorable state, passenger comfort can be improved, or safe driving of the vehicle can be realized. Moreover, since it is not necessary to provide the vehicle with equipment for obtaining a rotation pulse, it is possible to perform a vibration analysis of a conventional train with no such equipment at a low cost. Furthermore, according to this vehicle running fluctuation analysis system, a single measurer can easily perform measurement without burden.
  In addition, the vehicle running fluctuation analysis system according to the embodiment can be used for improving the vehicle. In other words, motion measurement data for commercial vehicles is necessary not only for track maintenance and management, but also for vehicle improvements to improve riding comfort. Analysis of motion measurement data measured on the vehicle Therefore, it is necessary to take into account the ground track condition, and it is necessary to accurately grasp the position corresponding to the travel route. As a measure for improving ride comfort on the vehicle side, the acceleration generated in the vehicle changes depending on the motion characteristics, speed, and acceleration / deceleration of the train and train. Therefore, the bogie and vehicle body are designed (modified) so that unnecessary acceleration does not occur in the vehicle. Improvements such as reducing the weight of the truck and reducing the unsprung mass are conceivable. In terms of vehicle maintenance, management of wheel treads and wheel diameters can be considered.
  Although one embodiment of the present invention has been specifically described above, the present invention is not limited to the above-described embodiment, and various modifications based on the technical idea of the present invention are possible. For example, the specifications, numerical values, configurations, functions, and the like given in the above-described embodiments are merely examples, and different specifications, numerical values, configurations, functions, and the like may be used as necessary.
  Specifically, a desktop personal computer may be used as the computer 16 instead of a notebook personal computer as necessary. Furthermore, instead of the computer 16, for example, a portable information terminal, that is, a PDA (Personal Digital Assistance) or a mobile phone can be used.

Claims (7)

An acceleration sensor that is installed in a vehicle that travels on a track, and that detects at least the lateral and vertical accelerations of the vehicle;
A GPS antenna and a GPS receiver installed in the vehicle;
The station stop that is input by the measurer when the vehicle is stopped at the station while correcting the position information of the vehicle based on the position information acquired from the GPS signal received by the GPS receiver by the GPS antenna. A vehicle running / sway analysis system characterized in that the travel distance of the vehicle is corrected by a signal and a structure signal input by a measurer when the vehicle passes through the structure. A three-axis acceleration sensor that is installed in a vehicle traveling on a track and detects accelerations in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle;
A GPS antenna and a GPS receiver installed in the vehicle;
While correcting the position information of the vehicle based on the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the longitudinal acceleration of the vehicle detected by the three-axis acceleration sensor, The travel distance of the vehicle is corrected by the station stop signal input by the measurer when the vehicle is stopped at the station and the structure signal input by the measurer when the vehicle passes the structure. A vehicle running motion analysis system characterized by the above.   3. The vehicle running vibration analysis system according to claim 2, wherein the position information acquired by the GPS signal is supplemented by position information obtained by integrating the longitudinal acceleration of the vehicle twice. The vehicle travel fluctuation analysis system according to any one of claims 1 to 3, wherein a track database and a position correction database are used when correcting the travel distance of the vehicle.   The latitude and longitude of a selected position on the orbit are acquired by the GPS receiver, and the vehicle has a function of correcting the travel distance of the vehicle when the vehicle passes through the approximate point. The vehicle running fluctuation analysis system according to any one of to 4. An acceleration sensor, a GPS antenna, and a GPS receiver for detecting at least lateral and vertical accelerations of a vehicle traveling on a track are installed in the vehicle,
The position information of the vehicle is corrected based on the position information acquired from the signal received by the GPS receiver by the GPS antenna, and the station stop signal input by the measurer when the vehicle is stopped at the station. And a vehicle travel fluctuation analysis method, wherein the travel distance of the vehicle is corrected by a structure signal input by a measurer when the vehicle passes through the structure. A three-axis acceleration sensor, a GPS antenna, and a GPS receiver that detect acceleration in the front-rear direction, the left-right direction, and the up-down direction of a vehicle traveling on a track,
The position information of the vehicle is corrected based on the position information acquired from the signal received by the GPS receiver by the GPS antenna and the acceleration in the longitudinal direction of the vehicle detected by the three-axis acceleration sensor. The travel distance of the vehicle is corrected by the station stop signal input by the measurer when the vehicle is stopped at the station and the structure signal input by the measurer when the vehicle passes the structure. A vehicle running vibration analysis method characterized by the above.

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