JP5497619B2 - Wheel angle measuring method and wheel angle measuring device for railway vehicle - Google Patents

Description

  The present invention relates to a wheel angle measuring method and a wheel angle measuring device for measuring an angle of a wheel of a railway vehicle with respect to a rail, and more particularly to one using a load measuring wheel shaft provided with a load detecting means such as a strain gauge.

The railway vehicle includes a wheel shaft in which wheels are fixed to both ends of the wheel shaft. This wheel shaft is usually arranged so that the rotation center axis is parallel to the sleeper direction. However, depending on the traveling state of the vehicle, the wheel shaft rotates relative to the rail about a substantially vertical axis and the attack angle (the wheel yaw angle). ) May occur and tilt with respect to the sleeper direction.
For example, it is known that the wheel axle is inclined with respect to the rail so that the wheel on the outer ring side is displaced forward in the traveling direction relative to the wheel on the inner ring side while traveling on a curved road.

Knowing the attack angle formed by the wheels of a traveling railway vehicle with respect to the rail is important for investigating the behavior of the vehicle. For example, in order to calculate the force transmitted from the railcar to the rail, it is essential to know this angle.
Further, when the attack angle is increased, the safety against climbing derailment is lowered, and the trajectory may be damaged due to an increase in lateral pressure.
Conventionally, various methods have been used to measure the relative angle between the rail and the wheel.
For example, it has been proposed to provide a sensor for measuring the inclination of a wheel on the ground and measure the angle when the wheel passes.
It has also been proposed to provide a displacement meter for detecting the relative displacement of the rail with respect to the wheel on the upper side of the vehicle.
As a conventional technique related to such an attack angle measurement, for example, Patent Document 1 describes a railway vehicle attack angle measuring device configured by installing a pair of left and right photoelectric measuring means on the ground.

JP 2005-69707 A

  However, when the measuring device is installed on the rail side as in the prior art described above, it is not possible to perform measurement outside this installation location, and many devices are required to perform measurement at multiple locations on the route. It becomes complicated. In addition, when a beam is projected from the vehicle to the vicinity of the rail and a displacement meter is attached to the tip of the beam, restrictions due to the structure of the vehicle and the like are imposed.

  In view of the above-described problems, an object of the present invention is to provide a wheel angle measuring method and a wheel angle measuring device for a railway vehicle that can detect a relative angle of a wheel with respect to a rail with a simple configuration and have high versatility. .

  The wheel angle measuring method for a railway vehicle of the present invention that solves the above-described problem has a pair of wheels fixed to both ends of an axle, and outputs an output corresponding to a load acting on a contact portion between the wheel and the rail. A method for measuring a wheel angle of a railway vehicle using a load measuring wheel shaft provided with an intermittently generated load detecting means, wherein the load measuring wheel shaft is rotated while traveling a vehicle on which the load measuring wheel shaft is mounted. The angular position is sequentially detected, and the wheel circumferential direction movement amount of the contact point with the wheel rail is determined based on the change in the rotational angle position at which the output of the load detection means exhibits a peak, and the wheel circumferential direction of the contact point A relative angle of the wheel with respect to the rail is obtained based on a movement amount.

  In the wheel angle measuring method for a railway vehicle according to the present invention, the rotational angle position is detected by an encoder that is provided on the axle of the load measuring axle and intermittently generates a pulse signal in accordance with a displacement in the rotational direction of the axle. In addition, the wheel circumferential movement amount of the contact point can be obtained based on the deviation amount of the pulse from the predetermined reference pulse when the output of the load detection means shows a peak.

  Further, the wheel angle measuring device for a railway vehicle according to the present invention has a pair of wheels fixed to both ends of an axle, and intermittently generates an output corresponding to a load acting on a contact portion between the wheel and the rail. A load measuring wheel shaft including a load detecting device, a position detecting device for sequentially detecting a rotational angle position of the load measuring wheel shaft, and a load detecting device for driving the vehicle equipped with the load measuring wheel shaft. Contact point displacement calculating means for obtaining a wheel circumferential direction movement amount of the contact point with the rail of the wheel based on a change in the rotation angle position where the output shows a peak, and based on the wheel circumferential direction movement amount of the contact point An angle calculating means for obtaining a relative angle of the wheel with respect to the rail is provided.

In the wheel angle measuring device for a railway vehicle according to the present invention, the wheel angle measuring device of the railway vehicle further comprises recording means for recording the output history of the load detecting means and the output history of the position detecting means synchronously, The wheel circumferential direction movement amount of the contact point can be calculated using the recorded output history of the load detection means and output history of the position detection means.
Further, in the wheel angle measuring device for a railway vehicle according to the present invention, the wheel angle measuring device includes an encoder that is provided on the axle of the load measuring axle and intermittently generates a pulse signal in accordance with a rotational displacement of the axle. The displacement calculating means is configured to obtain a wheel circumferential movement amount of a contact point of the wheel with the rail based on an amount of deviation from a predetermined reference pulse of a pulse when the output of the load detecting means shows a peak. Can do.

When the wheel axis is tilted with respect to the sleeper and the wheel is tilted relative to the rail to generate an attack angle, the contact point of the wheel with the rail moves relatively in the circumferential direction of the wheel. The timing when the output of the wheel load detecting means shows a peak will be before and after the reference state.
In the present invention, by utilizing such characteristics, the rotational angle position of the load measuring wheel shaft is sequentially detected while running the vehicle on which the load measuring wheel shaft is mounted, and the output of the load detecting means exhibits a peak. Displacement that detects the angle of the wheel on the rail side by detecting the wheel circumferential movement amount of the wheel / rail contact point based on the change in the angular position, or detects the angle and displacement of the rail on the upper side of the vehicle Without providing a meter, the attack angle of the wheel relative to the rail can be detected by calculation.
For this reason, there are few restrictions by installation of a sensor etc., and estimation of a highly versatile attack angle can be realized.
In addition, the rotational angle position is detected by using a rotary encoder that generates a pulse signal, and the above-described effect is reliably obtained by obtaining the wheel circumferential movement amount of the wheel / rail contact point based on the pulse deviation amount. be able to.
Further, by providing a recording means for recording the output history of the load detection means and the output history of the position detection means in synchronism, the calculation of the wheel circumferential movement amount of the wheel / rail contact point is performed, for example, on the ground by offline processing. This improves the convenience of measurement. Further, it is possible to reduce the calculation load when performing data processing.

It is a mimetic diagram showing composition of an embodiment of a wheel angle measuring device of a railroad car to which the present invention is applied. FIG. 2 is an enlarged view of a main part of a PQ wheel shaft in the wheel angle measuring device of FIG. 1, FIG. 2A is an external view seen from the axle direction, and FIG. FIG. It is a figure which shows the structure of the bridge circuit for the wheel load measurement in the PQ axle of FIG. It is a figure which shows the structure of the bridge circuit for the lateral pressure measurement in the PQ wheel axis | shaft of FIG. It is a typical top view which shows an example of the behavior of the wheel axis of a railway vehicle at the time of curve passing. 4 is a graph showing an example of the output history of the wheel load measurement bridge circuit of FIG. 3 and the encoder of FIG. 1 when passing through a straight line and when passing through a curve. It is a figure which shows the coordinate system which describes the motion of a wheel shaft.

Hereinafter, embodiments of a wheel angle measuring method and a wheel angle measuring device for a railway vehicle to which the present invention is applied will be described with reference to the drawings.
The wheel angle measuring method and the wheel angle measuring device of the embodiment use a plurality of strain gauges that constitute a bridge circuit, and use a PQ wheel shaft that generates a pulse-like output corresponding to wheel load and lateral pressure. The relative angle of the wheel is obtained.
Drawing 1 is a mimetic diagram showing the composition of the wheel angle measuring device of an embodiment.
The wheel angle measuring device includes a PQ wheel shaft 1, an encoder 110, a dynamic strain amplifier 120, an encoder amplifier 130, a data recording / analysis PC (hereinafter simply referred to as “PC”) 140, and the like.

The PQ wheel shaft 1 uses a wheel provided with a strain gauge constituting a bridge circuit, and the wheel load (P) acting in the vertical direction between the wheel and the rail, and the lateral pressure acting in the sleeper direction (Q ).
The PQ wheel shaft 1 includes a pair of left and right wheels 10 and an axle 20 that couples the wheels.
The axle 20 is rotatably supported by journal boxes formed at both ends by an unillustrated axle box. The axle box is attached to the carriage frame via an axle box support device having a primary spring system.
2 is an enlarged view of the main part of the PQ wheel shaft 1, FIG. 2 (a) is an external view seen from the axle direction, and FIG. 2 (b) is a view taken along the line bb in FIG. 2 (a). It is sectional drawing.
The wheel 10 is an integrally rolled wheel having an integrally formed rim portion 11, a wheel seat 12, a plate portion 13, and the like.
The rim portion 11 is a portion constituting the outer peripheral edge portion of the wheel 10, and is formed with a tread surface 11 a and a flange 11 b that come into contact with the rail.
The wheel seat 12 is disposed at the center of the wheel 10 and has an opening into which the end of the axle 20 is inserted and fixed.
The plate portion 13 is a flat plate-like portion that connects the inner peripheral surface portion of the rim portion 11 and the outer peripheral surface of the wheel seat 12.

In addition, openings O1, O2 and the like to which strain gauges P1 to P4 for wheel load measurement are attached are formed in the plate portion 13.
The openings O <b> 1 and O <b> 2 are through holes formed, for example, through the plate portion 13 in the axial direction of the wheel 10. The openings O <b> 1 and O <b> 2 are formed in a circular shape when viewed from the axial direction of the wheel 10.
The opening O <b> 1 is disposed at an intermediate portion between the rim portion 11 and the wheel seat 12.
Strain gauges P1 and P2 are provided on the inner peripheral surface of the opening O1.
The strain gauges P <b> 1 and P <b> 2 are arranged apart from each other in the circumferential direction of the wheel 10.

The opening O2 is disposed symmetrically with respect to the central axis of the wheel 10 with respect to the opening O1, and is formed in substantially the same manner.
Strain gauges P3 and P4 are provided on the inner peripheral surface of the opening O2.
The strain gauges P3 and P4 are spaced apart from each other in the circumferential direction of the wheel 10.

The plate portion 13 is provided with strain gauges Q1a to Q4a and Q1b to Q4b for measuring lateral pressure.
The strain gauges Q1a and Q1b are provided on the surface portion on the outer side in the vehicle width direction of the plate portion 13 in the intermediate portion between the opening O1 and the wheel seat 12.
The strain gauges Q1a and Q1b are arranged side by side in the circumferential direction of the wheel 10.
The strain gauges Q2a and Q2b are provided on the surface portion on the inner side in the vehicle width direction of the plate portion 13 so that the positions when viewed from the central axis direction of the wheel 10 overlap with the strain gauges Q1a and Q1b, respectively.
The strain gauges Q3a and Q3b are arranged symmetrically with respect to the central axis of the wheel 10 with respect to the strain gauges Q1a and Q1b.
The strain gauges Q4a and Q4b are arranged symmetrically with respect to the central axis of the wheel 10 with respect to the strain gauges Q2a and Q2b.

The above-described strain gauges P1 to P4 for wheel load measurement are incorporated in the bridge circuit Bp as shown in FIG.
Further, the strain gauges Q1a to Q4a and Q1b to Q4b for measuring the lateral pressure are incorporated in the bridge circuit Bq as shown in FIG.
The input voltage Vin of each bridge circuit Bp, Bq is supplied from the vehicle via a slip ring SL provided in the axle box portion. Further, the output voltage Vout of each bridge circuit Bp, Bq is supplied to the dynamic strain amplifier 120 provided on the vehicle via the slip ring SL.
A plurality of such strain gauges and bridge circuits are provided by shifting the angle around the central axis of the wheel 10. For example, a plurality of openings that are substantially the same as the openings O1, O2, etc. are arranged at predetermined intervals in the circumferential direction, and a strain gauge for measuring the wheel load is arranged in each opening, and a lateral side is disposed around the circumference. A strain gauge for pressure measurement may be arranged.

The encoder 110 is a rotary encoder that is provided in an axle box that supports one end of the axle 20 and detects a rotational angle position around the central axis of the PQ wheel shaft 1. The encoder 110 generates an intermittent pulse signal according to the rotational displacement of the PQ wheel shaft 1.
As such a pulse signal, for example, about 600 to 1200 pulses are output per rotation of the PQ wheel shaft 1. The encoder 110 outputs an origin pulse signal once per rotation when the PQ wheel shaft 1 reaches a predetermined rotation angle position. With such a configuration, the current rotation angle position of the PQ wheel shaft 1 can be detected by counting the number of pulses after the origin pulse signal is output.

The dynamic strain amplifier 120 receives the output voltage Vout of the bridge circuit Bp for wheel load measurement and the bridge circuit Bq for lateral pressure measurement, and amplifies them with a predetermined gain and transmits them to the PC 140 in real time. is there.
The encoder amplifier 130 receives the output of the encoder 110, amplifies it with a predetermined gain, and transmits it to the PC 140.

The PC 140 includes information processing devices such as a CPU, RAM, ROM, HDD, and other storage means, various input / output units, and a bus that connects these.
The PC 140 includes an A / D board 141 and a counter board 142.
The A / D board 141 performs analog-digital conversion on the output of the dynamic strain amplifier 120.
The counter board 142 counts up the number of pulses based on the output signal of the encoder 110 amplified by the encoder amplifier 130.

Next, the measurement principle of the relative angle (attack angle) of the wheel with respect to the rail in this embodiment will be described.
FIG. 5 is a schematic plan view showing the behavior of the wheel axis of the railway vehicle when passing through a curve, and shows a state seen from above. In the figure, when the wheel 10 does not tilt relative to the rail (attack angle = 0), the PQ wheel shaft 1 is illustrated by a broken line, and the actual PQ wheel shaft 1 is illustrated by a solid line.
When passing through a curved road, the PQ wheel shaft 1 is known to exhibit a behavior in which the wheel 10 on the outer rail Ro side relatively moves forward and the wheel 10 on the inner rail Ri side relatively moves backward.
Thus, when the PQ wheel shaft 1 is tilted, the wheel / rail contact point position where each wheel 10 comes into contact with the rail moves in the wheel circumferential direction of the wheel 10 with respect to the position immediately below the shaft center, and the amount of movement is the attack. It is considered to correlate with the corner.

FIG. 6 is a graph illustrating an example of output history of the bridge weight measurement bridge circuit Bp and the encoder 110 in the embodiment.
FIG. 6A shows the output history of the bridge circuit Bp, the vertical axis shows the output voltage, and the horizontal axis shows time.
FIG. 6B shows the output history of the encoder 110, the vertical axis shows the output voltage, and the horizontal axis shows time.

In FIG. 6A, the output history when traveling on a straight road is indicated by a solid line, and the output history when traveling on a curve is indicated by a broken line.
As described above, when the wheel is relatively inclined with respect to the rail by traveling on a curved road or the like, the contact point position of the rim portion 11 of the wheel 10 with the rail moves in the wheel circumferential direction.
Therefore, in the present embodiment, the deviation of the output peak timing of the bridge circuit Bp with respect to the reference state (the state where the wheel shaft is along the sleeper direction) is determined using the number of pulses of the pulse signal of the encoder 110 shown in FIG. Counting and using the number of pulses shifted, the wheel circumferential movement amount θ of the wheel / rail contact point of the wheel 10 with respect to the reference state is calculated.
In this embodiment, the wheel load measurement bridge circuit Bp is used, but a lateral pressure measurement bridge circuit Bq may be used.
In this embodiment, the wheel load measurement bridge circuit Bp is used, but a lateral pressure measurement bridge circuit Bq may be used.

In the PC 140, the output peak position (timing) of the bridge circuit Bp for measuring the wheel load of the PQ wheel shaft 1 is the number of pulses of the encoder 110 with respect to the position in the reference state (reference pulse Po position in FIG. 6). Based on the deviation, the wheel circumferential movement amount θ of the wheel / rail contact point of the wheel 10 is calculated using the following formula 1.
The output peak of the bridge circuit Bp is a point where the value of the digitally converted signal is maximum.

Wheel circumferential movement amount of wheel / rail contact point θ (deg.)
= (360 (deg.) / Number of total pulses) x number of pulse deviations from reference pulse (1)

Here, the total number of pulses indicates the number of pulses generated by the encoder 110 when the axle 20 is rotated once.

ここで、Ｐは車輪踏面形状（Profile)関数、Sはレール頭頂面形状関数である。
φ，θ，Ψが微小なとき、式（２）の第５式において、P’＝tanαとし、微小角近似を行うと、車輪／レールの接触に関する以下の関係式が得られる。

従って、車輪フランジ／レール接触点の車輪周方向移動量（移動角）θを知れば、接触角αの推定値を用いて、式（５）よりアタック角Ψが演算可能である。 If the wheel circumferential movement amount θ of the wheel / rail contact point can be obtained in this way, the attack angle Ψ can be obtained by calculation using the following equations 2 to 4.
Here, FIG. 7 shows a coordinate system describing the movement of the wheel shaft.

Here, P is a wheel tread surface shape (Profile) function, and S is a rail head surface shape function.
When φ, θ, and Ψ are very small, the following relational expression relating to wheel / rail contact can be obtained by setting P ′ = tan α in the fifth expression of Expression (2) and performing a small angle approximation.

Therefore, if the wheel circumferential movement amount (movement angle) θ of the wheel flange / rail contact point is known, the attack angle ψ can be calculated from the equation (5) using the estimated value of the contact angle α.

For example, the peak position of the output of the bridge circuit Bp as described above, the counting of the number of shifted pulses, the calculation of the wheel circumferential movement amount θ of the contact point, the calculation of the attack angle Ψ, etc. are mounted on the vehicle, for example. You may perform in real time using PC etc.
On the vehicle, only recording in which the output of the bridge circuit Bp and the output of the encoder 110 are synchronized is performed, and the peak position of the output of the bridge circuit Bp is specified, the number of shifted pulses, the calculation of the angle, etc. Alternatively, it may be performed by offline processing on the ground or the like using the recorded data.
Note that, in the reference state described above, the pulse position (reference pulse position) at which the output of the bridge circuit Bp reaches a peak is obtained in advance by, for example, a vehicle equipped with the PQ wheel shaft 1 for the purpose of obtaining an undistorted output. This can be known by acquiring the output history of the bridge circuit Bp while running in a smooth straight section at a low speed.
By such preliminary traveling, a wheel load waveform that is not affected by fluctuations or other forces can be acquired. By correlating such wheel load waveform and wheel rotation angle information, the pulse position at which the output of the bridge circuit Bp reaches a peak can be recorded.

As described above, according to this embodiment, the rotational angle position of the PQ wheel shaft 1 is sequentially detected by the encoder 110 while the vehicle on which the PQ wheel shaft 1 is mounted is traveling, and the output of the bridge circuit Bp for wheel load measurement. Is determined based on the amount of deviation (number of deviations) from the reference pulse at the rotation angle position at which the peak indicates the wheel circumferential movement amount θ of the contact point, and the relative angle (attack) of the wheel 10 to the rail based on this movement amount θ. By calculating the angle Ψ), the angle of the wheel 10 relative to the rail is detected without providing a sensor for detecting the angle of the wheel 10 on the rail side or a sensor for detecting the angle or displacement of the rail on the upper side of the vehicle. can do.
For this reason, there are few restrictions by installation of a sensor etc., and a highly versatile measurement is realizable.

(Other embodiments)
In addition, this invention is not limited only to above-described embodiment, Various application and deformation | transformation can be considered.
For example, the load measuring wheel shaft is not limited to the one having the integrally rolled wheel as in the embodiment, and may have a different configuration, for example, one having a spoke wheel.
Further, the arrangement of strain gauges and the configuration of the bridge circuit are not particularly limited.
Further, the configuration of the wheel angle measuring device is not limited to that of the above-described embodiment, and can be changed as appropriate.

1 PQ wheel shaft (load measuring wheel shaft) 10 wheel 11 rim portion 11a tread surface 11b flange 12 wheel seat 13 plate portion O1, O2 opening P1 to P4 strain gauge (for wheel load detection)
Q1a to Q4a, Q1b to Q4b Strain gauge (for detecting lateral pressure)
SL Slip ring Bp Wheel load measurement bridge circuit Bq Lateral pressure measurement bridge circuit Vin Input voltage Vout Output voltage 110 Encoder 120 Dynamic strain amplifier 130 Encoder amplifier 140 PC
141 A / D board 142 Counter board Ro Outer rail Ri Inner rail

Claims (5)

A load measuring wheel shaft having a pair of wheels fixed at both ends of the axle and having load detecting means for intermittently generating an output corresponding to a load acting on a contact portion between the wheel and the rail is used. A method for measuring a wheel angle of a railway vehicle,
While driving the vehicle equipped with the load measuring wheel shaft, the rotational angle position of the load measuring wheel shaft is sequentially detected, and based on the change of the rotating angle position, the output of the load detecting means shows a peak. Find the wheel circumferential movement of the contact point with the rail,
A method for measuring a wheel angle of a railway vehicle, wherein a relative angle of the wheel with respect to the rail is obtained based on a wheel circumferential movement amount of the contact point. The rotational angle position is detected by an encoder that is provided on the axle of the load measuring wheel axle and intermittently generates a pulse signal in accordance with the rotational displacement of the axle.
The rail vehicle according to claim 1, wherein the wheel circumferential movement amount of the contact point is obtained based on a deviation amount of a pulse from a predetermined reference pulse when the output of the load detection means shows a peak. Wheel angle measurement method. A load measuring wheel shaft having a pair of wheels fixed to both ends of the axle, and load detecting means for intermittently generating an output corresponding to a load acting on a contact portion between the wheel and the rail;
Position detecting means for sequentially detecting the rotational angle position of the load measuring wheel axle;
Contact for determining a wheel circumferential movement amount of a contact point of the wheel with the rail based on a change in the rotation angle position at which the output of the load detection means exhibits a peak when the vehicle equipped with the load measuring axle is running. Point displacement calculation means;
An apparatus for measuring a wheel angle of a railway vehicle, comprising angle calculating means for obtaining a relative angle of the wheel with respect to the rail based on a movement amount of the wheel in the circumferential direction of the wheel. A recording means for recording the output history of the load detection means and the output history of the position detection means synchronously;
The contact point displacement calculating means calculates the wheel circumferential movement amount of the contact point using the output history of the load detecting means and the output history of the position detecting means recorded by the recording means. The wheel angle measuring device for a railway vehicle according to claim 3. An encoder that is provided on the axle of the load measuring wheel axle and intermittently generates a pulse signal in accordance with a rotational displacement of the axle;
The contact point displacement calculating means obtains a wheel circumferential movement amount of the contact point with the rail of the wheel based on a deviation amount of a pulse from a predetermined reference pulse when the output of the load detecting means shows a peak. The wheel angle measuring device for a railway vehicle according to claim 3 or 4, characterized in that:

Images