JP5749496B2 - Railway vehicle attack angle measuring apparatus and method - Google Patents

Description

  The present invention relates to an apparatus and a method for measuring the attack angle of a rail wheel shaft of a railway vehicle from the ground.

  Railroad vehicles have wheels running along the rails, and in parts where the rails are curved, especially sharp curves, the wheels have an angle with respect to the rails. Works. The angle of the wheel relative to the rail (referred to as the attack angle) relates to the stability of running, noise, the degree of damage to the wheel and rail and the track structure, and is an important parameter in analyzing these factors. .

In FIG. 10, the example of the positional relationship of the rail and wheel in a sharp curve area is shown notionally. As for (the side to be the outside of the two rails relative to curve center) curve outside of FIG. 10, the yaw direction traveling direction d _o of the wheel W _o with respect to the center line c _o of the rail R _o The angle θ is the attack angle. Similarly, looking at the curve inside, yaw angle θ is attack angle formed with respect to the center line c _i in the traveling direction di rail R _i of the wheel W _i. The attack angle θ is positive in the direction in which the wheels W _o and W _i are directed toward the outer track (counterclockwise direction in the case of FIG. 10).

In general, the attack angle θ is large, a wheel, particularly the curve outside wheel W _o is, rail, especially a force pushing the outer rail side rail R _o in a horizontal direction perpendicular to the rail (hereinafter, referred to as "lateral force".) Is It becomes large and causes damage to rails, rail fastening devices and the like. Further, as shown in FIG. 10, the attack angle θ is a positive value in the curve section, and if the value becomes large, derailment or the like is likely to occur, which may cause a decrease in the safety of the railway. For this reason, it has become important to measure the attack angle θ during travel of an actual railway vehicle.

  As a method of measuring the attack angle of a wheel of a railway vehicle, a sensor that measures the distance to the rail side surface is arranged at a certain distance from the rail, and the left and right positions are equally spaced across the sensor. Two sensors for measuring the distance to the side of the wheel are installed off the track along the rail, and for each wheel of the passing vehicle, these three sensors are used to determine the distance to the side of the rail and the side of the wheel. A method is known in which two distances are measured and the three measured values are compared with a reference value that has been input in advance to calculate the amount of displacement, thereby determining the position and angle (attack angle) of the wheel axle relative to the rail. (For example, refer to Patent Document 1).

  In addition, a pair of photoelectric measurement units that transmit and receive a detection beam between the inside of the gauge and the outside of the rail are installed for the left and right rails, respectively, the left photoelectric measurement unit passes the left wheel, and the right photoelectric measurement unit right side A method is also proposed in which the passage of each wheel is discriminated, the deviation length in the rail longitudinal direction of the left and right wheels is obtained from the deviation value of the passage time of the left wheel and the right wheel, and the attack angle is calculated based on the deviation length (For example, see Patent Document 2).

Japanese Patent Laid-Open No. 10-185550 JP 2005-69707 A

  However, in the attack angle measurement method disclosed in Patent Document 1, it is necessary to dispose the sensor at a position outside the rail and at a position where the wheel can be seen horizontally and perpendicular to the rail. Further, in order to improve the accuracy of distance measurement to the wheel side surface, the sensor is preferably located outside the rail and close to the rail. However, there are cases where it is difficult to install a measuring device in a location suitable for measurement because there are “building limits” in the vicinity of and above the railroad rails to ensure the safety of the railroad. It was. The building limit refers to the boundary of the space secured on the track so that the railway vehicle can travel safely. This building limit is a limit that must not be exceeded by railroad facilities, etc., and in order to avoid the risk of contact or collision with the traveling railway vehicle, it is prohibited to install measuring instruments as well as fixed buildings Has been.

  Moreover, in the method of patent document 1, in order to measure the attack angle of a pedestal wheel axis | shaft, three sensors are used about one measurement of one wheel. Therefore, in order to accurately recognize the zero point between the sensors exposed to the vibration accompanying the train passing, it was necessary to frequently adjust the zero point of the sensor.

  On the other hand, in the method of Patent Document 2, although there are few restrictions on the arrangement positions of measuring instruments compared to the method of Patent Document 1, two pairs of photoelectric measuring units are used for each of the left and right wheels respectively, It was necessary to make measurements on the wheels.

  This invention is made in view of such a situation, and measures the attack angle of the wheel with respect to the rail of the vehicle which drive | works on a rail only by installing one sensor in the location which does not interfere with the construction limit outside a gauge. It is an object of the present invention to provide a railway vehicle attack angle measuring apparatus and method that can use a plurality of sensors and does not require high-precision zero adjustment.

The present invention for solving the above-mentioned problems is a railway vehicle attack angle measuring device, which is installed so that a position through which a wheel of a railway vehicle traveling on a rail passes becomes a measurement range, and passes through the measurement point. A sensor unit that continuously measures the distance to the wheel passing through the measurement point from the detection start to the detection end of the wheel, and a processing unit that receives and analyzes the measurement result by the sensor unit has the door, wherein the processing unit, the measurement result of the sensor unit, the calculates the traveling speed of the vehicle, the arbitrary chosen Oite arbitrarily in time to the detection end of the detection start of the wheels By multiplying the difference in the detection time of points by the traveling speed of the vehicle, the wheel detection range length (Δx) at a predetermined time is calculated, and the change amount (Δy) of the distance to the wheel at the predetermined time is calculated. And the predetermined time The attack angle θ of the wheel with respect to the rail is calculated from the detection range length of the wheel (Δx) and the change amount (Δy) of the distance to the wheel during the predetermined time.

  Further, the processing unit may calculate the traveling speed of the vehicle from a difference between detection times of two wheels on the same side with respect to a traveling direction of the railway vehicle and an axle interval of the two wheels. Good. The two wheels may be two consecutive wheels.

The method of the present invention for solving the above problem is a railway vehicle attack angle measurement method, wherein a sensor unit is installed so that a position through which a wheel of a railway vehicle traveling on a rail passes is a measurement range, and the sensor The wheel that passes through the measurement point is detected by the unit, and the distance to the wheel that passes through the measurement point is continuously measured from the start of detection of the wheel to the end of detection, from the measurement result of the sensor unit the calculates the traveling speed of the vehicle, by multiplying the traveling speed of the vehicle to the difference in detection time of two points selected Oite arbitrarily in time to the detection end of the detection initiation of the wheel, the predetermined time period The wheel detection range length (Δx) at the predetermined time is calculated, the change amount (Δy) of the distance to the wheel at the predetermined time is calculated, the wheel detection range length (Δx) at the predetermined time, and the predetermined time In time Since the amount of change in the distance to the wheel ([Delta] y), and calculates the angle of attack θ for the rail of the wheel.

  According to the present invention, it is possible to measure the attack angle of a wheel with respect to a rail of a vehicle traveling on a rail simply by installing one sensor at a location that does not interfere with the construction limit outside the gauge, and thus use a plurality of sensors. In addition, zero point adjustment with high accuracy is unnecessary. Therefore, it is possible to measure the attack angle of the wheel shaft of the railway vehicle passing through the device installation location from the ground with a very simple device configuration as compared with the prior art.

It is a conceptual diagram which shows schematic structure of one Embodiment of this invention. It is a schematic diagram explaining the example of installation of the apparatus of FIG. It is a conceptual diagram which shows other embodiment of this invention. It is a flowchart of one Embodiment of the measuring method of this invention. It is a graph of the measurement result by the apparatus of FIG. It is the elements on larger scale of the graph of FIG. It is the elements on larger scale of the graph of FIG. It is a graph which shows the measurement result of an attack angle. It is a conceptual diagram which shows other embodiment of this invention. It is a conceptual diagram explaining the attack angle | corner in a rail vehicle.

  Hereinafter, an embodiment of a railway vehicle attack angle measuring apparatus and a railway vehicle attack angle measuring method of the present invention will be specifically described with reference to the drawings. As shown in FIG. 1, a railway vehicle attack angle measuring device 10 (hereinafter referred to as a measuring device 10) includes a sensor unit 12, a processing unit 14, and a connection unit 16 that connects the sensor unit 12 and the processing unit 14. And have. FIG. 1 is a block diagram showing a schematic configuration of one embodiment of the present invention.

  The sensor unit 12 is installed outside the gauge, so that the position through which the wheel W of the railway vehicle traveling on the rail passes becomes the measurement range, and the distance to the side surface of the wheel W passing through the measurement point is continuously measured. Measure automatically. The sensor unit 12 may measure any position of the wheel W as long as it can measure the distance to the side surface of the wheel W. However, in consideration of measurement accuracy, the sensor unit 12 measures the distance to the rim side surface of the wheel W. It is preferable to do. Hereinafter, the case where the sensor unit 12 measures the distance to the rim side surface of the wheel W will be mainly described.

  As the sensor part 12 for measuring the rim part of the wheel W from outside the gauge, a non-contact type displacement sensor can be used. As the non-contact displacement sensor, various displacement sensors such as an optical displacement sensor, an eddy current displacement sensor, an ultrasonic displacement sensor, and a capacitance displacement sensor can be used. In particular, in the present invention, an optical displacement sensor that can measure the distance to the rim side surface of the wheel W with high measurement accuracy, specifically, a triangulation laser displacement meter can be suitably used. is there. Hereinafter, a case where a laser displacement meter is used as the sensor unit 12 and measurement light is continuously emitted to measure the distance to the rim side surface of the wheel will be mainly described. It is not limited to. Further, even displacement sensors other than those described above can be used regardless of the measuring method as long as they can measure the distance to the wheel rim portion in a non-contact manner.

  The sensor unit 12 (laser displacement meter) continuously emits measurement light to detect the rim part of the wheel W, and receives and receives the measurement light reflected and returned from the side surface of the rim part of the wheel W. Based on the measurement light, the distance to the rim side surface of the wheel passing through the measurement point is continuously measured.

  The processing unit 14 receives and analyzes the detection signal from the sensor unit 12 and calculates the attack angle θ. The connection unit 16 is a wired or wireless connection unit.

  The sensor unit 12 is installed so that the position through which the wheels of the railway vehicle traveling on the rail pass becomes the measurement range. FIG. 2 shows an installation example of the sensor unit 12. FIG. 2 shows a state where the wheel W is on the rail 18 in the vicinity of the measurement position by the sensor 12 only on one side. In order to show the axle A, the vehicle is not shown.

  As shown by a broken line (Z) in FIG. 2, a building limit for ensuring the safety of the railway is set in the vicinity of the rail 18 of the railway. Inside this building limit, installation of measuring instruments as well as fixed buildings is prohibited in order to avoid the danger of contact or collision with the traveling railway vehicle. Therefore, it is preferable to install the sensor unit 12 at a position that does not interfere with the construction limit outside the gauge as illustrated. The sensor unit 12 is fixed so as not to move due to vibration caused by train traveling. In the example shown in FIG. 2, the sensor unit 12 is connected to the support member 22 fixed to the sleeper 20, and the measurement light transmitting / receiving unit 12 is a rail. It is attached so that it may face the passing position of the wheel W which travels on 18. By fixing the sensor unit 12 to the upper surface of the sleeper 20, it is preferable that the sensor unit 12 can be suppressed as much as possible from being affected by the rail deformation caused by train traveling. In addition, the attachment position of the sensor part 12 is not limited to this embodiment, Other positions may be sufficient if it is a position outside a gauge and does not interfere with the construction limit Z.

  The vertical optical axis of the sensor unit 12 may be horizontal with the track surface (the upper surface of the rail 18) as shown in FIG. 2, or may be at an oblique angle (not shown) with respect to the track surface. In particular, when the horizontal distance from the sensor unit 12 to the rim side surface of the wheel is short, it is possible to measure the distance with high accuracy by setting the optical axis to an oblique angle with respect to the raceway surface.

  Only one sensor unit 12 may be provided outside one rail 18, or two sensor units 12 a and 12 b may be installed on both sides of the gauge as in the measuring device 30 shown in FIG. The attack angles of the wheels Wa and Wb on both sides may be measured simultaneously. In this case, one sensor unit 12a, 12b is connected to the processing unit 14 by the connection units 16a, 16b, respectively, and the processing unit 14 analyzes the outputs from both the sensor units 12a, 12b. Alternatively, two processing units corresponding to the sensor units 12a and 12b may be provided.

  Next, a method for calculating the attack angle θ by the processing unit 14 will be described. FIG. 4 is a flowchart of analysis processing in the processing unit 14. First, the processing unit 14 obtains the output of the sensor unit 12, detects the rim portion of the wheel passing through the measurement unit by the sensor unit 12, and continuously measures the distance to the side surface of the rim portion of the wheel. (Step S1).

FIG. 5 shows a detection result when the vehicles B ₁ and B ₂ of the two-car train pass. In FIG. 5, the horizontal axis represents measurement time (sec), and the vertical axis represents displacement (mm). In the upper part of FIG. 5, the detected wheels W _{1 to} W ₈ are illustrated at positions corresponding to the detection data. The vehicle B ₁ has two carriages D ₁ and D ₂ to which two wheel shafts A are fixed, attached to the front and rear, and has a total of four wheel shafts A _{1 to} A ₄ . Accordingly, the vehicle B ₁ has four wheels W _{1 to} W ₄ on one side. Similarly, the vehicle B ₂ is provided with two wheel axles A _{5 to} A ₈ , two on each of the two carriages D ₃ and D ₄ , and has four wheels W _{5 to} W ₈ on one side. doing.

FIG. 5 schematically shows the correspondence between the detection data and the wheels W _{1 to} W ₈ in order to make it easy to understand. The detected data values and the detected portions of the wheels W _{1 to} W ₈ shown in FIG. The dimensions do not necessarily match.

Next, as shown in FIG. 6, the processing unit 14 calculates the traveling speed V of the vehicle by the following equation (1) from the difference Δt ₁ between the detection times of the two wheels and the axle distance ΔL (step S2). ).
V = ΔL / Δt ₁ (1)

FIG. 6 is an enlarged view of the leading end portion of the detection data of the _two wheels W ₁ and W ₂ of the _first vehicle B ₁ in FIG. Since the interval (fixed shaft distance) ΔL between the _two wheel shafts A ₁ and A ₂ fixed to the carriage D ₁ is determined by the vehicle type and known, the difference between the passage times of the wheel shafts A ₁ and A ₂ , that is, If the difference Δt in the detection time is obtained, the traveling speed V of the carriage D ₁ is obtained by the above equation (1). The passing time of each of the axles A ₁ and A ₂ may be determined in the same way for both axes. For example, the time of the median peak detected by the sensor unit 12 may be taken. Alternatively, as Δt ₁ , an intermediate time difference from the detection start time to the detection end time of the wheels W ₁ and W ₂ may be taken, or a difference in detection start time may be taken.

In the present embodiment, based on two wheel sets A _1, A ₂ consecutive arranged on the carriage D _1, but calculates the carriage D ₁ travel speed V, the present invention relates to two wheel sets successive It is not limited to calculating the traveling speed based on the above. For example, the two-wheel shaft, not continuous, A _1, and spacing of A _5, may calculate the traveling speed V of the vehicle based on the difference between the detection time of A _1, A _5.

Next, as shown in FIG. 7, the processing unit 14 performs an arbitrary time Δt ₂ (hereinafter referred to as an arbitrary time) within the time from the detection start to the detection end of one wheel W (W ₁ shown in FIG. 7). Δt ₂ is sometimes referred to as a predetermined time) and the vehicle travel speed V calculated above is used to calculate the length Δx of the wheel detection range at the predetermined time by the following equation (2) (step S3).
Δx = V × Δt ₂ (2)

The horizontal axis of FIG. 7 is the measurement time (sec) as in FIGS. 5 and 6, but the vehicle traveling speed can be considered to be substantially constant during the detection time of the wheel W _1. The axis can also be read as the length (mm) of the detection range of the wheel W ₁ .

FIG. 7 is a further enlarged view of the tip portion of the detection data of the wheel W ₁ in FIGS. In addition, the detected wheel W ₁ is schematically illustrated in the upper part of FIG. 7 in association with the detection data. The horizontal axis in FIG. 7 is the measurement time (sec) as in FIGS. 5 and 6, and the vertical axis is the displacement (mm). As shown in FIG. 7, the distance of the wheel W ₁ detected by the sensor unit 12 from the sensor unit 12 slightly changes with time. This indicates that the wheel W ₁ has passed through the measurement position of the sensor unit 12 with an angle with respect to the optical axis of the sensor unit 12. Therefore, it can be seen that the wheel W ₁ was traveling at an angle θ with respect to the rail 18 at the position measured by the sensor unit 12. This angle corresponds to the attack angle θ.

P1 and P2 in FIG. 7 are two points arbitrarily selected within the time from the start of detection of one wheel to the end of detection, and a predetermined time is obtained from the difference between the detection times of these two points. Specifically, the predetermined time Δt ₂ is calculated from P2−P1. From this Δt ₂ and the traveling speed V obtained in step S2, the length Δx of the wheel detection range at a predetermined time is obtained by the above equation (2). The predetermined time is a time arbitrarily selected within the time from the start of detection of one wheel to the end of detection, and two arbitrarily selected points (P1, P2) are the detection range of one wheel W. It may be a front end and a rear end.

Next, as shown in FIG. 7, the processing unit 14 changes the distance change Δy of the wheel W in a predetermined time, that is, the distance from the sensor unit to the rim side surface of the wheel at the measurement point P1 and the sensor at the measurement point P2. The difference Δy of the displacement of the distance from the wheel to the rim side surface of the wheel is obtained, and from the displacement difference Δy and the length Δx of the vehicle detection range at the predetermined time obtained in step S3, the following equation (3) To calculate the attack angle θ (step S4).
θ = tan ⁻¹ (Δy / Δx) [rad] (3)

FIG. 8 shows the calculation result of the attack angle θ obtained for the wheels W _{1 to} W ₈ on one side of the two-car trains B ₁ and B ₂ of FIG. 5 as described above, that is, the axles A _{1 to} A _8. Indicates. FIG. 8 shows an example of a sharply curved rail having a curved radius of 185 m. The front axle (odd axis) A ₁ , A ₃ , A ₅ , A ₇ has a large attack angle of around 10 mrad, whereas the rear axle (even axis) A ₂ , A ₄ , A ₆ , A ₈ had almost no attack angle of about −1 to +1 mrad. This coincides with the behavior of a general cart when passing a sharp curve, and it was confirmed that appropriate measurement was performed by this measurement method.

  In this method, when only the attack angle is grasped, it is not necessary to obtain the zero point of the sensor unit (laser displacement meter), and it is sufficient that the correction coefficient of the sensor unit (laser displacement meter) is known. At this time, the above-described Δy can be obtained as a coordinate difference in the relative space. Further, if the zero point of the sensor unit (laser displacement meter) is obtained with the rail head field corner set to zero, the displacement therefrom can also be obtained.

  In the above embodiment, the position of one wheel is measured using one sensor unit 12, but the sensor unit 12a that measures the position of the side surface of the wheel as in the measuring device 40 shown in FIG. In addition, if the other sensor unit (laser displacement meter) 12c for measuring the position of the rail side surface is used, the positional relationship between the wheel shaft and the rail can be grasped. Also in this case, the sensor part 12c should just fix the building limit Z in the position which does not interfere.

  The attack angle measuring device and the attack angle measuring method of the present invention have been described above. However, the present invention is not limited to the above-described embodiment, and various modifications may be made without departing from the spirit of the present invention. In addition, the attack angle measuring device and the attack angle measuring method of the present invention can be applied to a vehicle that travels on a straight portion of a rail or a vehicle that travels on a curved portion of a rail.

10, 30, 40 Attack angle measuring device 12, 12a, 12b Sensor unit 14 Processing unit 16, 16a, 16b Connection unit 18 Rail 20 Sleeper 22 Support member A, A _{1 to} A ₈ Axle B ₁ , B ₂ Vehicle D ₁ , D ₂ carts W, W _{1 to} W ₈ wheels Z Building limit θ Attack angle

Claims (4)

Installed so that the position where the wheel of a railway vehicle traveling on the rail passes is within the measurement range, detects the wheel passing through the measurement point, and passes through the measurement point from the start of detection of the wheel to the end of detection. A sensor unit that continuously measures the distance to the wheel
A processing unit for receiving and analyzing a measurement result by the sensor unit;
Have
The processor is
From the measurement result of the sensor unit, the traveling speed of the vehicle is calculated,
By multiplying the travel speed of the vehicle to the difference in detection time of two points selected Oite arbitrarily in time to the detection end of the detection initiation of the wheel, the detection range the length of the wheel in a predetermined time period ([Delta] x) To calculate
Calculating the amount of change (Δy) in the distance to the wheel at the predetermined time;
The attack angle θ of the wheel with respect to the rail is calculated from the detection range length (Δx) of the wheel at the predetermined time and the change amount (Δy) of the distance to the wheel at the predetermined time. Railway vehicle attack angle measurement device.   The processing unit calculates a traveling speed of the vehicle from a difference between detection times of two wheels on the same side with respect to a traveling direction of the railway vehicle and an axle interval of the two wheels. The railway vehicle attack angle measuring device according to claim 1.   The railway vehicle attack angle measuring apparatus according to claim 1 or 2, wherein the two wheels are two consecutive wheels. A sensor unit is installed so that a position through which a wheel of a railway vehicle traveling on the rail passes becomes a measurement range, and the wheel that passes the measurement point is detected by the sensor unit, and from the detection start of the wheel to the end of detection. Continuously measure the distance to the wheel passing through the measurement point,
From the measurement result of the sensor unit, the traveling speed of the vehicle is calculated,
By multiplying the travel speed of the vehicle to the difference in detection time of two points selected Oite arbitrarily in time to the detection end of the detection initiation of the wheel, the detection range the length of the wheel in a predetermined time period ([Delta] x) And the change amount (Δy) of the distance to the wheel at the predetermined time is calculated, and the detection range length (Δx) of the wheel at the predetermined time and the change amount of the distance to the wheel at the predetermined time are calculated. From (Δy), the attack angle θ of the vehicle wheel against the rail is calculated.

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