JP4759744B2 - Method for detecting contact position between railroad vehicle wheel and rail - Google Patents

Description

  The present invention relates to a method for continuously detecting a contact position between a wheel and a rail during traveling of a railway vehicle.

  Conventionally, evaluation of safety against derailment of a railway vehicle has been determined by measuring a force acting between a wheel and a rail. However, sufficient safety evaluation cannot be performed by this alone. In addition, the mechanism of derailment cannot be clarified.

  In order to grasp the situation when derailment occurs and evaluate the safety against derailment, the contact position between the wheel and the rail together with the acting force that has been measured in the past is known, and the safety against derailment Can be evaluated more strictly.

  For example, the contact angle between the wheel tread surface and the rail top surface when the contact position between the wheel tread surface and the rail top surface moves in the left-right direction (hereinafter also referred to as the vehicle width direction) with respect to the traveling direction, The shape can be measured and calculated by simulation to create a map.

Therefore, if the contact position in the vehicle width direction between the wheel and the rail can be measured continuously, the contact angle between the running wheel tread and the rail top surface can be understood, and if the acting force at this time is combined, Nadal in that state The derailment safety according to the equation (Non-Patent Document 1) can be evaluated. This means that more accurate evaluation can be performed with respect to the derailment safety evaluation in which the contact angle between the wheel tread surface and the rail top surface is estimated to be constant.
Railway Research Institute, “Railway Driving Improvement Test Manual / Commentary”, published by Railway Research Institute, May 10, 1993, p79-80

Therefore, recently, as shown in Non-Patent Document 2, as a method of continuously measuring the contact position between the running wheel and the rail, the wheel weight measurement hole provided at the center of the wheel plate portion is on the same circumference. Research has been conducted on a method of attaching a strain gauge to the position facing the inner periphery.
Hiromichi Kanehara, “Development of a continuous measuring device for contact position between wheels and rails”, 2002 Symposium on Railway Technology (J-RAIL2002), p495-498

  However, in the method described in Non-Patent Document 2, as shown in Table 1, the sensitivity (0.491 μ / 10 kN · mm) of the strain gauge for detecting the contact position C is It is smaller than the sensitivity (−13.4 μ / 10 kN · mm).

  That is, in the method described in Non-Patent Document 2, the sensitivity to the lateral pressure Q, which is a disturbance, is greater than the detection of the contact position C, which is the object of the present invention, and the influence of the lateral pressure Q is considerably affected. . Therefore, it is necessary to correct the measurement data, and there is a problem that measurement accuracy is deteriorated.

  The problem to be solved by the present invention is that the method for detecting the contact position between the wheel and the rail disclosed in Non-Patent Document 2 has a large influence of the lateral pressure Q, and the contact position can be detected with high detection accuracy. It is a point that cannot be done.

The contact position detection method between the wheel and rail of the railway vehicle of the present invention,
In order to continuously measure the contact position between the running wheel and the rail with high detection accuracy,
Consists of rim, plate and boss,
A set of strain gauges for measuring the wheel load at the position opposite to the inner circumference on the same circumference of the hole for measuring the wheel load provided in the center of the plate in the radial direction, and measuring the lateral pressure on the front and back of the plate boss. Of the wheel load and lateral pressure measurement wheels of railway vehicles with the strain gauges attached
Affixing a contact position detection strain gauge in the vicinity of the R margin on the plate rim side on a line extending radially outward from the lateral pressure measurement strain gauge,
Strain measured by the lateral pressure measuring strain gauge and the contact position detecting strain gauge and the respective bridge circuits, and the wheel obtained from the bridge circuit of the wheel weight measuring strain gauge and the wheel weight measuring strain gauge. The most important feature is to detect the contact position between the wheel and the rail from the weight.

In the method for detecting the contact position between the wheel and rail of the railway vehicle of the present invention,
The wheel load measuring holes with the wheel load measuring strain gauges are provided at four locations on the same circumference at the same interval, and the lateral pressure measuring strain gauges and the contact position detecting strain gauges are arranged on the same circumference. Affixed to the front and back at four locations at the same interval,
The output of each of these strain gauges to the lateral pressure of the lateral pressure measuring strain gauge and the contact position detecting strain gauge on a line extending radially outward from the strain gauge, So that the sign is opposite and the absolute value is the same,
And wherein in place of the bridge circuit and the bridge circuit of the contact position detecting strain gauges lateral force measuring strain gages, to connect the lateral pressure measuring strain gauges and pre-Symbol contacting position detection strain gauge in series Rutotomoni,
Strain gauge between pasted to the strain gauge between the back side pasted to the front side of the wheel, the case of a bridge circuit configured to be connected to the respective opposite sides, without performing complex calculations, previously measured A distortion output corresponding to the sensitivity coefficient with respect to the change amount of the contact position linear to the wheel load value is obtained, and an advanced signal processing device is not required.

Moreover, in the contact position detection method of the wheel and rail of the railway vehicle of the present invention,
The output of the lateral pressure measurement strain gauge at the same interval on the same circumference and the output of the contact position detection strain gauge on the line extending radially outward from the strain gauge with respect to the lateral pressure. However, the two strain gauges are respectively attached to the front and back of the position where the absolute value is the same with the opposite sign,
Bridge circuit of the lateral force measurement strain gauge, the place of the bridge circuit of the bridge circuit and the wheel load measuring strain gauge of the contact position detecting strain gauge, the horizontal pressure measuring strain gauges before and SL contact position for detecting those connected to the strain gauge in series stuck in four sets in parallel as a set,
And if it is set as the bridge circuit of the structure where the strain gauges affixed on the front side of the said wheel and the strain gauges affixed on the back side are respectively connected to the opposing side, it was stable with respect to the high frequency disturbance of a wavy wear area. Output can be obtained, and the contact position can be measured effectively.

  Conventionally, the evaluation of the safety against derailment of railway vehicles has been made by measuring the force acting between the wheel and the rail, but this alone is not always enough to evaluate the safety, and the derailment is not possible. It is not possible to elucidate the mechanism by which this occurs.

  However, according to the present invention, since the contact position between the running wheel and the rail can be continuously measured with high detection accuracy, the safety against derailment can be combined with the acting force measured conventionally. Can be evaluated more precisely.

  At that time, compared to the same technology that is currently being studied in part, its output sensitivity is high, its stability against high-frequency disturbances in the wavy wear track is high, and complicated signal processing devices are not required. It has the superiority.

The best mode as well as various modes for carrying out the present invention will be described below in detail with reference to the accompanying drawings.
The inventors analyzed the deformation mode of the wheel when the contact position was changed with respect to the wheel in detail by FEM analysis in order to continuously detect the contact position between the wheel and the rail during traveling. As a result, when the contact position changes in the vehicle width direction, the rim portion of the wheel has high rigidity, so that it moves almost as a rigid body, whereas the R portion between the rim portion of the wheel and the plate portion (hereinafter referred to as the “rim portion”). It was found that the deformation of the R portion with the plate portion becomes large.

  Therefore, the inventors studied to detect the contact position between the wheel and the rail by attaching a strain gauge in the vicinity of the R-recessed portion with the plate portion and measuring the strain at the portion. Here, the vicinity of the R margin portion with the plate portion refers to a range within ± 15 mm in the radial direction with the R margin portion as the center.

  In addition, although the R margin part with this board part was conventionally known as a sticking position of a strain gauge, there was no idea of utilizing for the detection of the said contact position.

  Similar to the technique disclosed in Non-Patent Document 2, the strain output in the case where a strain gauge is attached in the vicinity of the R margin portion with the plate portion is affected by lateral pressure as a disturbance. The position in the vicinity of the R end portion is a position that reacts sensitively to changes in the wheel contact position, and the ratio of the sensitivity to the acting position of the wheel load relative to the sensitivity to the lateral pressure is disclosed in Non-Patent Document 2. It was confirmed by FEM analysis and experiment that it was higher than the proposed technique.

A. Strain gauge affixing position and its bridge circuit (intermittent method) on conventional wheel load and lateral pressure measuring wheels (hereinafter referred to as PQ wheels)
In the conventional PQ wheel 1, as shown in FIG. 1 (a), a pair of wheels are arranged at positions opposite to the inner circumference of the wheel weight measuring hole 1d provided in the center portion in the radial direction of the plate portion 1b. The strain gauges 2a to 2d for heavy measurement, and the strain gauges 3a to 3d and 3a 'to 3d' for lateral pressure measurement are attached to the front and back of the plate portion 1b on the boss side. It should be noted that the strain gauge attached to the back side of the plate portion 1b is indicated by adding “′” to the reference numeral.

  As shown in FIG. 1 (b), the wheel load measuring strain gauges 2a and 2b, 2c and 2d form a pair in the vertical and horizontal directions of FIG. 1 (a), respectively. Are connected to opposite sides. Further, as shown in FIG. 1 (c), the lateral pressure measuring bridge circuit is a lateral pressure measuring strain gauge attached to the front side of the PQ wheel 1 as a pair in the vertical and horizontal directions in FIG. 1 (a). 3a, 3b and 3c, 3d, and strain gauges 3c ', 3d' and 3a ', 3b attached to the back side of the positions facing the strain gauges 3a, 3b and 3c, 3d via the axis of the PQ wheel 1 'Is configured to connect to opposite sides. In FIG. 1A, 1a indicates a rim portion and 1c indicates a boss portion.

  Conventionally, it has been known that the wheel load P detected by the wheel load measuring strain gauges 2a to 2d and the bridge circuit attached at such a position can be detected without being affected by the lateral pressure Q.

  On the other hand, the lateral pressure measuring strain gauges 3a to 3d and 3a 'to 3d' pasted at the above positions have an FEM analysis model shown in FIG. 2 (10 kN on the axle journal portion on the upper right side of the paper and the tread surface of the wheel). As a result of detailed examination using the wheel load, as shown in FIG. 3 and Table 1 below, it was found that the amount of strain slightly changes depending on the position of the wheel load P.

  Further, as shown in Table 1, the change in distortion due to the position of the wheel load P is caused by the change in distortion of the rim side plate due to the change in the wheel action position. It turns out that it is almost equivalent to the change.

The inventors considered using the above results to detect the operating position of the wheel load P.
Since the boss side plate portion and the rim side plate portion are distorted when the lateral pressure Q acts on the boss side plate portion and the rim side plate portion, the boss side plate portion and the rim side plate portion are subjected to the distortion caused by the action of the lateral pressure Q and the distortion caused by the change of the acting position of the wheel load P. Each was obtained by FEM analysis.

  As a result, it has been found that these strains are linear with respect to each load change, and are also linear with respect to the operating position of the wheel load P. Examples of these calculation results are shown in FIG.

  From Table 2 above, the boss side plate portion is highly sensitive to the action of the lateral pressure Q (10.77 μm / kN) as used in the conventional PQ measurement, and depends on the change in the action position of the wheel load P. It can be seen that the impact is small.

  On the other hand, the rim side plate portion has low sensitivity due to the action of the lateral pressure Q (2.77 μm / kN), but the sensitivity change due to the change in the action position of the wheel load P is the same level as the sensitivity due to the action of the lateral pressure Q. I understand that.

  From these facts, it can be seen that the change in the working position of the wheel load P can be detected with high sensitivity by measuring the distortion of the rim side plate portion in addition to the conventional distortion measurement position for PQ measurement.

B. Strain gauge affixing position and its bridge circuit (intermittent method, part 1) for wheel load / lateral pressure measurement according to the present invention and for detecting the contact position between the rail and wheel (hereinafter also referred to as wheel load acting position)
In view of the above results, in addition to the wheel load measuring strain gauges 2a to 2d and the lateral pressure measuring strain gauges 3a, 3b and 3a ', 3b' shown in A, the contact position detecting strain is further added to the rim side plate. Gauges 4a and 4b and 4a 'and 4b' were added.

  The affixing positions of the strain gauges 2a to 2d, 3a, 3b and 3a ′, 3b ′, 4a, 4b and 4a ′, 4b ′ are shown in FIGS. 5 (a) and 5 (b), and the lateral pressure measurement strain gauges 3a, 3b and FIG. 5C shows the bridge circuit of 3a ′ and 3b ′, and FIG. 5D shows the bridge circuit of the strain gauges 4a and 4b for contact position detection and 4a ′ and 4b ′. The bridge circuit of the wheel load measuring strain gauges 2a to 2d is the same as that shown in FIG.

  ε1 is the strain measured by the bridge circuit (FIG. 5 (c)) using the lateral pressure measuring strain gauges 3a, 3b and 3a ′, 3b ′, and ε2 is the contact position detecting strain gauges 4a, 4b and 4a ′, 4b. Assuming that the distortion is measured by a bridge circuit using '(FIG. 5 (d)), ε1 and ε2 can be obtained by Equations 1 and 2 below.

However, sensitivity coefficient of lateral pressure Q with respect to β1: ε1 α1 (x): sensitivity coefficient of wheel load P as a function of wheel load action position (x) with respect to ε1

However, the sensitivity coefficient of the lateral pressure Q with respect to β2: ε2 α2 (x): the sensitivity coefficient of the wheel load P as a function of the wheel load acting position (x) with respect to ε2

  In addition, when the FEM analysis result is expressed by a general formula, the following Formula 3 and Formula 4 are obtained.

Where a1, b1: constants

Where a2 and b2 are constants

  Substituting Equation 3 and Equation 4 into Equation 1 and Equation 2 to eliminate the lateral pressure Q and solving for x yields Equation 5 below. From Equation 5, if ε1, ε2, and wheel load P are measured, the contact position x can be obtained.

An example of the result of actually measuring the contact position by this method is shown in FIG.
The vertical axis in FIG. 6 (a) shows the value obtained by measuring the lateral displacement of the wheel from the ground, and the vertical axis in FIG. 6 (b) shows the result of measuring the amount of movement of the wheel contact position by the method of the present invention. The horizontal axis in both figures shows time (seconds). The high-frequency component in FIG. 6B is a high-frequency disturbance due to wavy wear on the rail side, and is an error factor for changes in the contact position.

  The amount of movement of the wheel contact position obtained in FIG. 6 corresponds well to the flange clearance (about 10 mm) with the rail of the wheel. In addition, it is known that the amount of movement of the wheel contact position is slightly smaller with respect to the displacement of the wheel in the vehicle width direction with respect to the ground, and this measurement result corresponds well to this. I understand that.

C. Wheel load / lateral pressure and contact position detection between rail and wheel according to the present invention (intermittent method, part 2)
In the method of the present invention of B, compared with the conventional intermittent method described in A, a strain gauge for contact position detection is added to the rim side plate part, and each bridge circuit is configured separately, and each strain measurement value and The contact position is obtained by calculation from the wheel load measurement result obtained by the conventional measurement method.

  That is, the method B of the present invention requires a signal processing device for calculation, and a high-performance signal processing device is indispensable for obtaining the contact position in real time.

  On the other hand, from the previous FEM analysis result, when the lateral pressure Q acts on the wheel contact point in FIG. 5, the outputs of the contact position detecting strain gauges 4a and 4a ′ and the lateral pressure measuring strain gauges 3a and 3a ′ are as follows. It was found that on the same radial line on the plate portion 1b of the PQ wheel 1, there are positions where the signs are exactly different and the absolute values are the same.

  Therefore, the lateral pressure measuring strain gauges 3a, 3b and 3a ', 3b' and the contact position detecting strain gauges 4a, 4b and 4a ', 4b' are pasted at positions where the signs are different and the absolute values are the same. These strain gauges 3a, 3b and 3a ', 3b', 4a, 4b and 4a ', 4b' are connected in series to each side of the bridge circuit. Further, the bridge circuit is configured such that the strain gauges attached to the front side of the PQ wheel 1 and the strain gauges attached to the back side of the PQ wheel 1 are connected to opposite sides, respectively (see FIG. 7).

  In the bridge circuit configured as shown in FIG. 7, the output value is expressed by the following formula 6, and the distortion due to the lateral pressure Q is expressed by the following formula 7.

  Further, the distortion at the contact point is expressed by the following Equation 8 because q3a and q3a ', q4a and q4a', q3b and q3b ', and q4b and q4b' have the same absolute value and different signs.

From Equation 7, the distortion output for the lateral pressure Q is canceled and becomes zero.
On the other hand, the output by the contact position (the working position of the wheel load P) is output from the contact position detecting strain gauges 4a and 4a ′ and the lateral pressure measuring strain gauges 3a and 3a ′, or the contact position detecting strain gauges 4b and 4b. Since 'and lateral pressure measuring strain gauges 3b and 3b' are added together and output, a highly sensitive output can be obtained.

Further, if this method is used, a distortion output proportional to the amount of change in the contact position can be obtained in the bridge circuit, so that an advanced signal processing device is not required.
Incidentally, the distortion output of the output of the bridge circuit shown in FIG. 7 is measured by the sensitivity coefficient (linear function with respect to the wheel load P) with respect to the change amount of the contact position measured in advance and the conventional method described in A above. If the value of the wheel load P is substituted, the amount of change in the contact position can be measured.

D. Wheel load / lateral pressure and contact position detection between rail and wheel according to the present invention (continuous method, part 3)
The output is low when the measured value by the strain gauge at the wheel rim side plate is used for detecting the contact position between the wheel and the rail by the continuous method. Therefore, when the bridge circuit is assembled by the continuous method, there is a high possibility that the output is very low.

For this reason, it is expected that the deformation of the wheel plate portion due to the wheel load P has a great influence on the sensitivity to the lateral pressure Q, and the deformation generated in the plate portion 1b of the PQ wheel 1 due to the wheel load P is difficult to detect.
However, in the wavy wear section of the track, in the intermittent method described in B and C, as shown in FIG. 6, a shocking high-frequency waveform is disturbed in the contact position detecting strain gauge due to the influence of the wavy wear. May occur and the measurement accuracy of the contact position may deteriorate.

  Therefore, the inventors examined a contact position detection method using a continuous method as a method for effectively measuring the contact position even in the wavy wear section.

  In order to obtain an effective output by the continuous method, the inventors use a position where the output to the lateral pressure Q of the strain gauges 4a and 3a indicated by B is opposite in sign and has the same absolute value. Using the reversal property, the outputs of the strain gauges 4a and 3a having the same sign as the output of the wheel load addition are added.

  That is, as shown in FIG. 8A, lateral pressure measuring strain gauges 3a to 3h, 3a 'to 3h' and contact position detecting strain gauges 4a to 4h, which are at the same interval on the same circumference, respectively. , 4a ′ to 4h ′ are pasted to eight front and back positions where the outputs for the respective lateral pressures Q have opposite signs and the same absolute value.

  Then, as shown in FIG. 8B, on each side of the bridge circuit, lateral pressure measuring strain gauges 3a to 3h, 3a 'to 3h', and lines extending radially outward from the strain gauges. A set of contact position detecting strain gauges 4a to 4h and 4a 'to 4h' connected in series is pasted in parallel as a set.

  In addition, the strain gauges 3a to 3h and 4a to 4h attached to the front side of the PQ wheel 1 and the strain gauges 3a 'to 3h' and 4a 'to 4h' attached to the back side of the PQ wheel 1 are opposed to each other. The bridge circuit is configured so as to be connected to the side to be connected.

  By doing in this way, the output by the lateral pressure Q can be canceled and a greater main force against the change in the operating position of the wheel load P can be obtained.

  The present invention is not limited to the above example, and it goes without saying that the embodiment may be appropriately changed within the scope of the technical idea described in each claim.

(A) is the figure which showed the pasting position of the strain gauge of the wheel for the conventional intermittent wheel load and lateral pressure measurement, (b) the figure which showed the bridge circuit for wheel load measurement, (c) is the lateral pressure It is the figure which showed the bridge circuit for a measurement. It is the figure which showed the FEM analysis model (at the time of wheel load effect | action). It is the figure which showed the distortion (FEM analysis example) of the wheel board part side surface at the time of a wheel load effect | action. It is the figure which showed the distortion calculation position of a wheel board part. (A) (b) is the figure which showed the affixing position of the strain gauge used for the contact position detection method of the wheel and rail of the railway vehicle of this invention by an intermittent method, (c) is the bridge circuit for a lateral pressure measurement FIG. 8D is a diagram showing a bridge circuit for detecting a contact position. (A) and (b) are the figures which showed an example at the time of measuring the contact position of a wheel and a rail using the strain gauge and bridge circuit of the arrangement | positioning state shown in FIG. It is the figure which showed the other bridge circuit for contact position detection used for the contact position detection method of the wheel and rail of the railway vehicle of this invention by an intermittent method. (A) is the figure which showed the affixing position of the strain gauge used for the contact position detection method of the wheel and rail of the railway vehicle of this invention by a continuous method, (b) is the bridge for contact position detection of (a). It is the figure which showed the circuit.

Explanation of symbols

1 PQ wheel 1a Rim part 1b Plate part 1c Boss part 1d Wheel weight measuring hole 2a, 2b ... Wheel weight measuring strain gauges 3a, 3b ... 3a ', 3b' ... Lateral pressure measuring strain gauges 4a, 4b ..., 4a ', 4b' ... Strain gauge for contact position detection

Claims (4)

Consists of rim, plate and boss,
A set of strain gauges for measuring the wheel load at the position opposite to the inner circumference on the same circumference of the hole for measuring the wheel load provided in the center of the plate in the radial direction, and measuring the lateral pressure on the front and back of the plate boss. Of the wheel load and lateral pressure measurement wheels of railway vehicles with the strain gauges attached
Affixing a contact position detection strain gauge in the vicinity of the R margin on the plate rim side on a line extending radially outward from the lateral pressure measurement strain gauge,
Strain measured by the lateral pressure measuring strain gauge and the contact position detecting strain gauge and the respective bridge circuits, and the wheel obtained from the bridge circuit of the wheel weight measuring strain gauge and the wheel weight measuring strain gauge. The contact position detection method of the wheel and rail of a railway vehicle characterized by detecting the contact position of a wheel and a rail from heavy.   The wheel load measuring holes with the wheel load measuring strain gauges are provided at four positions on the same circumference at the same interval, and the lateral pressure measuring strain gauge and the contact position detecting strain gauge are on the same circumference. The method for detecting the contact position between a wheel and a rail of a railway vehicle according to claim 1, wherein the wheel is attached to the front and back at four locations at the same interval. The output for the lateral pressure of the lateral pressure measuring strain gauge and the lateral pressure of the contact position detecting strain gauge on the line extending radially outward from the strain gauge is at a position where the sign is opposite and the absolute value is the same. Paste both strain gauges,
And wherein in place of the bridge circuit and the bridge circuit of the contact position detecting strain gauges lateral force measuring strain gages, to connect the lateral pressure measuring strain gauges and pre-Symbol contacting position detection strain gauge in series Rutotomoni,
Strain gauge between pasted to the strain gauge between the back side pasted to the front side of the wheel, the railway vehicle according to claim 2, characterized in that the bridge circuit configured to be connected to respective opposite sides A method for detecting the contact position between a wheel and a rail. The output of the lateral pressure measurement strain gauge at the same interval on the same circumference and the output of the contact position detection strain gauge on the line extending radially outward from the strain gauge with respect to the lateral pressure. However, the two strain gauges are respectively attached to the front and back of the position where the absolute value is the same with the opposite sign,
Bridge circuit of the lateral force measurement strain gauge, the place of the bridge circuit of the bridge circuit and the wheel load measuring strain gauge of the contact position detecting strain gauge, the horizontal pressure measuring strain gauges before and SL contact position for detecting those connected to the strain gauge in series stuck in four sets in parallel as a set,
And railway vehicle according to claim 1, strain gauge between pasted to the strain gauge between the back side pasted to the front side of the wheel, characterized in that the bridge circuit configured to be connected to respective opposite sides For detecting the contact position between the wheel and rail of the car.