JP6122702B2 - Passing timing determination system, passing timing determination method and program - Google Patents

Description

  The present invention relates to a passage timing determination system, a passage timing determination method, and a program for determining a timing at which a vehicle passes a predetermined location.

As a method for detecting the timing at which a railway vehicle passes a certain fixed point, a method is generally used in which a sensor is installed in a track and detection is performed using the sensor.
For example, in the railway vehicle traveling wheel inspection device described in Patent Document 1, two detection units are installed in the track. In patent document 1, it is supposed that the speed of the wheel is obtained from the passing time of the wheel passing between the detection units.

JP 2004-258007 A

When the sensor is installed in the track, the maintainability of the sensor becomes a problem. For example, when a sensor breaks down, it is considered that the sensor cannot be exchanged during the time when the train travels, and the fixed point passage timing of the railway vehicle cannot be detected.
Moreover, there is a possibility that the burden on the maintenance worker is increased by installing the sensor in the track. For example, when a sensor breaks down, it may not be possible to replace the sensor during the time when the train travels, and a maintenance worker may need to work at midnight. Further, when the rail is cut by the track, the sensor and the cable from the sensor become an obstacle, and the maintenance work for the sensor or the like may be required.

  The present invention has been made in view of such circumstances, and its object is to provide a passage timing determination system, a passage timing determination method, and a program that have better maintainability and can suppress an increase in the burden of maintenance work. It is to provide.

The present invention has been made to solve the above-described problems, and a passage timing determination system according to an aspect of the present invention includes a vibration measurement unit that measures vibration of a line structure accompanying the passage of a vehicle, and the vibration measurement unit. A frequency range component extraction unit that extracts a frequency range component set according to a traveling speed of the vehicle and an interval between the bogies of the vehicle, and a component extracted by the frequency range component extraction unit And a passage timing determination unit that determines a timing at which the carriage of the vehicle passes a predetermined position.

  In addition, a passage timing determination system according to another aspect of the present invention is the above-described passage timing determination system, wherein the frequency range component extraction unit is configured to detect an interval between trolleys provided in the same vehicle and an adjacent vehicle. A component of the frequency range set according to an interval between the provided carriages is extracted.

In addition, the passage timing determination method according to one aspect of the present invention is a passage timing determination method in which the passage timing determination system determines the passage timing of the vehicle, and includes a step of measuring the vibration of the track structure accompanying the passage of the vehicle, measurement A step of extracting a component of a frequency range set in accordance with a traveling speed of the vehicle and an interval between the bogies of the vehicle from the generated vibration, and based on the extracted component, the bogie of the vehicle moves to a predetermined position. The method includes a step of determining a passing timing.

The program according to an aspect of the present invention, a computer that includes the passage timing determination system, means for storing the measurement data of the vibration of the line structure with the passage of the vehicle, between the bogie running speed and the vehicle of the vehicle Means for storing the frequency range set in accordance with the interval of, the means for reading the vibration measurement data, the means for reading the frequency range, and the components of the frequency range read from the read vibration measurement data means for extracting, based on the extraction ingredients, bogie of the vehicle is programmed to function as, means for determining the timing of passing the predetermined position.

  ADVANTAGE OF THE INVENTION According to this invention, the maintainability of a passage timing determination system can be improved, and the increase in the burden of maintenance work can be suppressed.

It is a schematic block diagram which shows the function structure of the passage timing determination system in one Embodiment of this invention. It is explanatory drawing which shows the example of installation of the acceleration pick-up in the same embodiment. It is explanatory drawing which shows the example of the frequency range data which the frequency range data storage part in the embodiment memorize | stores. It is explanatory drawing which shows the example of the relationship between the dimension in a train, and the frequency in acceleration data. It is explanatory drawing which shows the example of a detection of the speed pick-up passage timing of each vehicle by the speed acquisition part of the embodiment. It is explanatory drawing which shows the example of a detection of the passage timing of the trolley | bogie by the passage timing determination part of the embodiment. In the embodiment, the control unit is a flowchart illustrating an example of a processing procedure for detecting a timing at which a predetermined portion of the vehicle passes a position of the acceleration pickup.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic block diagram showing a functional configuration of a passage timing determination system according to an embodiment of the present invention. In the figure, the passage timing determination system 100 includes a vibration measurement unit 110, a result output unit 120, a storage unit 180, and a control unit 190. The vibration measuring unit 110 includes an acceleration pickup (acceleration sensor) 111. The storage unit 180 includes an acceleration data storage unit 181 and a frequency range data storage unit 182. The control unit 190 includes a speed acquisition unit 191, a frequency range setting unit 192, a frequency range component extraction unit 193, and a passage timing determination unit 194.

The passage timing determination system 100 collects time-series data of acceleration by measuring vibration acceleration (acceleration due to vibration) associated with the passage of the train, and in the obtained data, a predetermined portion of the train (for example, each carriage or each axle). Is determined to pass through the acceleration measurement position.
The passage timing determined by the passage timing determination system 100 can be used for associating the analysis result of the time series data of acceleration with a predetermined part of the train. For example, in the analysis of time series data of acceleration, when a maintenance target item due to a train part such as wheel wear is detected, the maintenance target part is determined based on the passing timing determined by the passing timing determination system 100 can do. Specifically, by comparing the position indicating the maintenance target item in the time series data of acceleration and the passage timing determined by the passage timing determination system 100, the maintenance target portion is determined, for example, in units of trolleys or axles. Can do.
The passage timing determination system 100 is constructed as a computer system including an acceleration pickup, for example.

  The vibration measurement unit 110 uses the acceleration pickup 111 to measure the vibration of the line structure as the vehicle passes. A vehicle here is a component of a train, and a plurality of vehicles are connected to form a train. However, the passage timing determination system 100 can determine the passage timing for various vehicles such as single-car trains as well as trains.

FIG. 2 is an explanatory view showing an installation example of the acceleration pickup 111. In the figure, a down line rail M12 and an up line rail M13 are laid on the elevated M11. The elevated M11 corresponds to an example of a track structure.
The acceleration pickup 111 is installed under the down line rail M12 (the back side of the elevated M11), and the vibration measuring unit 110 detects the acceleration of the elevated M11 at the installation position of the acceleration pickup 111 when the train passes the down line. Measure (vibration acceleration).

As in the example of FIG. 2, the acceleration pickup 111 only needs to be at a position where the acceleration of the track structure can be measured, and need not be installed in the track. In this respect, the passage timing determination system 100 has better maintainability and can suppress an increase in the burden of maintenance work.
In addition, the installation object of the acceleration pick-up 111 should just be a track | line structure which can measure the acceleration at the time of a train passage, and is not restricted to an overpass. On the other hand, when the acceleration pickup 111 is installed on the back side of the overhead as in the example of FIG. 2, vibration is easily transmitted to the acceleration pickup 111, and the passage timing determination system 100 can perform determination with high accuracy.

  The result output unit 120 outputs the determination result of the passage timing determination system 100. For example, the result output unit 120 outputs the acceleration time series data collected by the passage timing determination system 100 and the determination result of the passage timing determination system 100 to another device such as a data analysis device. Alternatively, the result output unit 120 may include a display device and display the determination result of the passage timing determination system 100 so that the result output unit 120 outputs the determination result by a method other than data output to other devices. Also good.

The storage unit 180 stores various data. The storage unit 180 is configured by a storage device of a computer included in the passage timing determination system 100, for example.
The acceleration data storage unit 181 stores time series data of acceleration measured by the vibration measurement unit 110.
The frequency range data storage unit 182 stores frequency range data in which the train speed and the frequency range are associated with each other.

  FIG. 3 is an explanatory diagram illustrating an example of the frequency range data stored in the frequency range data storage unit 182. In the frequency range data of the figure, the train speed is associated with the bogie detection frequency and the axle detection frequency. When the passing timing determination system 100 determines the passing timing of the cart, the frequency detection component 100 extracts a component (frequency component) from the time series data of the acceleration measured by the vibration measuring unit 110 when the passing timing determination system 100 determines the passing timing of the cart. The power frequency range is shown for each train speed. The axle detection frequency is the frequency range in which the frequency range component extraction unit 193 should extract the frequency component from the time series data of the acceleration measured by the vibration measurement unit 110 when the passage timing determination system 100 determines the passage timing of the axle. Is shown for each train speed.

  Here, the time interval during which the train wheel passes through a position on the rail above the acceleration pickup 111 (hereinafter, simply referred to as “position of the acceleration pickup 111”) becomes shorter as the train speed increases. For this reason, the higher the train speed, the higher the frequency of vibration associated with the passage of the train. Therefore, the frequency range data stored in the frequency range data storage unit 182 is associated with a higher frequency range as the train speed increases. Based on the frequency range data, the frequency range component extraction unit 193 extracts the frequency component corresponding to the train speed from the time series data of the acceleration measured by the vibration measurement unit 110, so that the passage timing determination unit 194 has a higher accuracy. Judgment can be made.

The control unit 190 controls each unit of the passage timing determination system 100 to perform various processes. For example, the control unit 190 is configured by a CPU (Central Processing Unit) of a computer included in the passage timing determination system 100 reading out and executing a program from the storage unit 180.
The speed acquisition unit 191 acquires speed information indicating the train speed (accordingly, the speed of each vehicle) from the time series data of the acceleration measured by the vibration measurement unit 110.

Here, acquisition of speed information by the speed acquisition unit 191 will be described with reference to FIGS. 4 and 5.
FIG. 4 is an explanatory diagram illustrating an example of a relationship between a train size and a frequency in acceleration data. In the figure, as the dimensions of the train, the vehicle body length, the distance between the bogie centers, the adjacent bogie distance, and the axle distance are shown.

  The vehicle body length is the length of one vehicle, and is 25 meters (m) in the example of FIG. The distance between the trolley centers is the distance between the centers of the two trolleys installed in the same vehicle, and is 17.5 meters in the example of FIG. The adjacent truck distance is the distance between the centers of two adjacent trucks that are installed in adjacent vehicles, and is 7.5 meters in the example of FIG. The axle distance is a distance between two axles installed on one carriage, and is 2.5 meters in the example of FIG.

  By dividing the train speed by the train size, a frequency corresponding to the train size is obtained. For example, when the train speed is 80 kilometers per hour (≈22.2 meters per second), the frequency corresponding to the vehicle body length is 22.2 / 25≈0.9 hertz (Hz). Therefore, by extracting a component having a frequency of 0.9 Hertz from the time series data of the acceleration measured by the vibration measuring unit 110, periodic acceleration (vibration acceleration generated when each vehicle passes the position of the acceleration pickup 111 is obtained. ) Can be detected. Thereby, the timing at which each vehicle passes the position of the acceleration pickup 111 can be detected.

In addition, when the train speed is unknown, a periodic acceleration component generated when each vehicle passes through the position of the acceleration pickup 111 is extracted from the time series data of the acceleration measured by the vibration measuring unit 110. Get speed.
Therefore, the speed acquisition unit 191 extracts a relatively low frequency component from the time series data of the acceleration measured by the vibration measurement unit 110. As a result, the speed acquisition unit 191 extracts a periodic acceleration component generated when each vehicle passes the position of the acceleration pickup 111, and calculates the train speed from the time interval at which each vehicle passes the position of the acceleration pickup 111. calculate.

  FIG. 5 is an explanatory diagram illustrating an example of detection of the speed pickup passage timing of each vehicle by the speed acquisition unit 191. In the figure, the horizontal axis indicates the elapsed time from the reference time, and the vertical axis indicates the acceleration. The reference time may be a time determined before the measurement of the vibration measurement unit 110, or may be a time determined by the speed acquisition unit 191 afterwards. For example, the speed acquisition unit 191 may set a time that is a predetermined time before (for example, 2 seconds before) the time when the acceleration measured by the vibration measurement unit 110 reaches a predetermined magnitude.

A line L11 indicates the total value of the frequency components extracted by the speed acquisition unit 191 from the time series data of the acceleration measured by the vibration measurement unit 110. A line L12 indicates measurement data of the passing timing of the wheel obtained by installing a sensor (for example, a strain gauge) on the rail at the position of the acceleration pickup 111.
In addition, the train in the example of FIG. 5 has an eight-car train, and each vehicle is provided with one bogie and one bogie. Each cart has one axle on the front and one back. Moreover, the dimension of a train is a dimension shown in FIG.

Points P121 to P152 which are local maximum points (points indicating local maximum values) on the line L12 indicate the passing timings of the wheels, respectively. Specifically, points P121 and P122 indicate the passage timings of the front wheels and rear wheels of the carriage in front of the leading vehicle, respectively. Points P123 and P124 indicate the passing timings of the front wheels and rear wheels of the carriage behind the leading vehicle, respectively.
Similarly, points P125 to P128 indicate the passing timing of each wheel of the second vehicle. Points P129 to P132 indicate passage timings of the wheels of the third vehicle. Points P149 to P152 indicate the passing timing of each wheel of the eighth vehicle.

  The speed acquisition unit 191 extracts, from the time series data of acceleration measured by the vibration measurement unit 110, frequency components in a frequency range set in advance according to the vehicle body length and the assumed train speed range. In the case of the example in FIG. 4, in the range of the train speed from 80 km / h to 300 km / h, the frequency corresponding to the vehicle body length is in the range of 0.9 hertz to 3.3 hertz. For example, the speed acquisition unit 191 extracts frequency components in the frequency range of 0.5 Hz to 5 Hz, including a slight margin in this frequency range, and sets the amplitude (here, the magnitude of acceleration) of each component. In total, data indicated by the line L11 is acquired.

Points P111 to P119, which are points that are smaller than a predetermined threshold value H11 among the local minimum points (points indicating local minimum values) on the line L11, indicate the vehicle passage timing.
Specifically, the point P111 indicates an intermediate timing between the passing timing of the front wheel of the front truck indicated by the point P121 and the passing timing of the rear wheel of the front truck indicated by the point P122. Yes.

A point P112 indicates an intermediate timing between the passing timing of the carriage behind the leading vehicle indicated by the points P123 and P124 and the passing timing of the carriage preceding the second vehicle indicated by the points P125 and P126. Furthermore, a point P112 indicates the timing at which the boundary between the leading vehicle and the second vehicle passes the position of the acceleration pickup 111.
Similarly, a point P113 indicates the timing at which the boundary between the second vehicle and the third vehicle passes the position of the acceleration pickup 111. Point P114 indicates the timing at which the boundary between the third vehicle and the fourth vehicle passes the position of the acceleration pickup 111. A point P118 indicates the timing at which the boundary between the seventh vehicle and the eighth vehicle passes the position of the acceleration pickup 111.
Point P119 indicates the intermediate timing between the passage timing of the front wheel of the rear vehicle of the eighth vehicle indicated by point P151 and the passage timing of the rear wheel of the rear vehicle of the eighth vehicle indicated by point P152. ing.

The speed acquisition unit 191 calculates the time required for the vehicle to move from the timing when each vehicle passes the position of the acceleration pickup 111, and calculates the train speed by dividing the length of the vehicle by the time.
For example, the time from the point P112 to the point P113 indicates the time required for the second vehicle to pass the position of the acceleration pickup 111. Similarly, each time from point P113 to point P114,..., Point P117 to point P118 also indicates the time required for one vehicle to pass the position of the acceleration pickup 111.

  Therefore, the speed acquisition unit 191 takes an average of each time from the point P112 to the point P113, from the point P113 to the point P114,..., The point P117 to the point P118, and one vehicle is connected to the acceleration pickup 111. The time required to pass the position is calculated as 0.3 seconds. Then, the speed acquisition unit 191 determines the vehicle body length (25 meters in the example of FIG. 4) stored in advance as the time required for one vehicle to pass the position of the acceleration pickup 111 (0.3 seconds). Divide and calculate the train speed as 83.3 meters per second (300 kilometers per hour).

  Note that various methods can be used as the method by which the speed acquisition unit 191 extracts frequency components in a specific frequency range from the time series data of acceleration. For example, the speed acquisition unit 191 may use a band pass filter (BPF). Alternatively, the speed acquisition unit 191 may perform Fourier transform.

Returning to FIG. 1, the frequency range setting unit 192 determines the frequency range in which the frequency range component extraction unit 193 extracts the frequency component from the vibration measured by the vibration measurement unit 110, the vehicle travel speed (train speed), and the predetermined vehicle Set according to the dimensions of the location.
Specifically, when the passage timing determination system 100 is set to detect the passage timing of the carriage, the frequency range setting unit 192 calculates the speed from the frequency range data stored in the frequency range data storage unit 182. The bogie detection frequency associated with the train speed calculated by the acquisition unit 191 is read out. For example, when the speed acquisition unit 191 calculates the train speed as 300 kilometers per hour as in the above example, the frequency range setting unit 192 reads the bogie detection frequency of 3 to 12 hertz.
On the other hand, when the passing timing determination system 100 is set to detect the passing timing of the axle, the frequency range setting unit 192 uses the speed acquisition unit 191 from the frequency range data stored in the frequency range data storage unit 182. The axle detection frequency associated with the calculated train speed is read out.

Note that a user (for example, a maintenance worker) of the passage timing determination system 100 sets whether the passage timing determination system 100 detects the passage timing of the carriage or the axle.
For example, in the case of a maintenance policy in which maintenance work such as wheel correction when a wheel is unevenly worn is performed on a trolley basis, the user of the passage timing determination system 100 detects the passage timing of the trolley. Set as follows. On the other hand, in the case of a maintenance policy in which maintenance work is performed in units of axles, the user of the passage timing determination system 100 sets so that the passage timing determination system 100 detects the passage timing of the axle.

  The frequency range component extraction unit 193 extracts the frequency component of the frequency range set by the frequency range setting unit 192 from the vibration (acceleration time series data) measured by the vibration measurement unit 110. Thereby, the frequency range component extraction unit 193 extracts the frequency component of the frequency range set according to the traveling speed of the vehicle and the dimensions of the predetermined location of the vehicle from the vibration measured by the vibration measurement unit 110. For example, the frequency range component extraction unit 193 extracts frequency components in a frequency range set according to the traveling speed of the vehicle and the interval between the carriages of the vehicle from the vibration measured by the vibration measurement unit 110.

  Further, for example, the frequency range component extraction unit 193 extracts frequency components in a frequency range set according to the interval between the carriages provided in the same vehicle and the interval between the carriages provided in the adjacent vehicles. Specifically, in the frequency range data stored in the frequency range data storage unit 182, the bogie detection frequency includes each frequency resulting from the vehicle body length, the bogie center distance, and the adjacent bogie distance. As described above, the distance between the truck centers is the distance between the centers of two trucks installed in the same vehicle. The adjacent truck distance is the distance between the centers of two adjacent trucks that are installed in adjacent vehicles.

  For example, in FIG. 4, when the train speed is 300 kilometers per hour, the frequencies resulting from the vehicle body length, the distance between the center of the truck, and the distance between adjacent trucks are 3.3 Hz, 4.8 Hz, and 11.1 Hz, respectively. It has become. In FIG. 3, the bogie detection frequency when the train speed is 300 km / h is 3 to 12 hertz, and the bogie detection frequency is caused by the vehicle body length, the bogie center distance, and the adjacent bogie distance. Each frequency to be included.

  As described above, the frequency range component extraction unit 193 extracts the frequency components of the frequency range including the frequencies derived from the vehicle body length, the distance between the center of the trucks, and the adjacent truck distance, so that the passage timing determination system 100 (the passage timing). The determination accuracy of the passing timing of the carriage performed by the determination unit 194) can be improved. Specifically, the control unit 190 extracts frequency components in the frequency range to exclude other frequency components and reduce frequency components other than the time interval at which the carriage passes through the position of the acceleration pickup 111. be able to.

More specifically, the frequency component due to the vehicle body length is such that the carriage in front of the leading vehicle passes through the position of the acceleration pickup 111, and then the carriage in front of the second vehicle passes through the position of the acceleration pickup 111. The time interval in which two trolleys installed at the same position in adjacent vehicles pass the position of the acceleration pickup 111, such as the time until. In addition, the frequency component due to the distance between the bogie centers and the frequency component due to the adjacent bogie distance indicate time intervals at which the two adjacent carts pass the position of the acceleration pickup 111.
The frequency range component extraction unit 193 excludes components other than the frequency components in the frequency range including these frequencies, so that the passage timing determination unit 194 reduces the frequency component that becomes noise when determining the passage timing of the carriage. Can be made.

Further, in the frequency range data stored in the frequency range data storage unit 182, the axle detection frequency includes the vehicle body length, the distance between the center of the carriages, the adjacent carriage distance, and each frequency resulting from the axle distance.
For example, in FIG. 4, when the train speed is 300 km / h, the frequencies resulting from the vehicle body length, the distance between the center of the carriage, the distance between adjacent trucks, and the axle distance are 3.3 Hz, 4.8 Hz, 11 .1 hertz and 33.3 hertz. In FIG. 3, the axle detection frequency when the train speed is 300 km / h is 3 to 34 Hz, and the carriage detection frequency is the vehicle body length, the distance between the center of the carriage, the adjacent carriage distance, and the axis. Each frequency resulting from distance is included.

In this way, the frequency range component extraction unit 193 extracts the frequency components of the frequency range including the frequencies resulting from the vehicle body length, the distance between the center of the truck, the adjacent truck distance, and the axle distance, so that the passage timing determination system 100 The determination accuracy of the passage timing of the axle performed by the (passing timing determination unit 194) can be improved.
Specifically, the control unit 190 extracts frequency components in the frequency range to exclude other frequency components and reduce frequency components other than the time interval at which the axle passes the position of the acceleration pickup 111. be able to.

  More specifically, the frequency component due to the vehicle body length is determined by the front axle of the front carriage of the second vehicle after the front axle of the front carriage of the leading vehicle passes the position of the acceleration pickup 111. A time interval in which two axles installed at the same position in adjacent vehicles pass through the position of the acceleration pickup 111, such as a time until the position of the acceleration pickup 111 passes, is shown.

  The frequency component due to the distance between the center of the carriages is such that the front axle of the front carriage of the same vehicle passes through the position of the acceleration pickup 111, and then the front axle of the rear carriage passes through the position of the acceleration pickup 111. The time interval in which two axles installed at the same position in two trolleys of the same vehicle such as the time until the time passes through the position of the acceleration pickup 111 is shown.

  The component of the frequency due to the adjacent bogie distance is that the axle ahead of the bogie ahead of the rear vehicle after the axle ahead of the bogie behind the front vehicle passes through the position of the acceleration pickup 111 among the adjacent vehicles. The time interval in which two axles installed at the same position in two adjacent carriages installed in adjacent vehicles pass through the position of the acceleration pickup 111, such as the time until passing through the position of the acceleration pickup 111.

The axial distance indicates a time interval in which two adjacent carts pass through the position of the acceleration pickup 111 in the same cart.
The frequency range component extraction unit 193 excludes components other than the frequency components in the frequency range including these frequencies, so that the passage timing determination unit 194 reduces the frequency component that becomes noise when determining the passage timing of the axle. Can be made.

  Note that the frequency range component extraction unit 193 may extract various frequency components in a specific frequency range from the acceleration time-series data. For example, the frequency range component extraction unit 193 may use a bandpass filter. Alternatively, the frequency range component extraction unit 193 may perform Fourier transform.

The passage timing determination unit 194 determines the timing at which a predetermined portion of the vehicle passes a predetermined position based on the frequency component extracted by the frequency range component extraction unit 193.
Specifically, the passage timing determination unit 194 sums up the amplitudes (here, the magnitudes of accelerations) of the respective components in the frequency range extracted by the frequency range component extraction unit 193. And the passage timing determination part 194 acquires the time of the point which shows a value smaller than a predetermined | prescribed threshold value among the minimum points of the obtained total value as a timing at which the predetermined location of a vehicle passes a predetermined position.

FIG. 6 is an explanatory diagram illustrating an example of detection of the passage timing of the carriage by the passage timing determination unit 194. As in the case of FIG. 5, the horizontal axis of FIG. 6 indicates the elapsed time from the reference time, and the vertical axis indicates the acceleration.
A line L21 indicates the total value of the frequency components extracted by the frequency range component extracting unit 193 from the time series data of the acceleration measured by the vibration measuring unit 110. A line L22 indicates measurement data of the passing timing of the wheel, which is obtained by installing a sensor on the rail at the position of the acceleration pickup 111, similarly to the line L12 in FIG.
As in the case of FIG. 5, the train in the example of FIG. 6 has an eight-car train, and each vehicle is provided with one front and rear carriage. Each cart has one axle on the front and one back. Moreover, the dimension of a train is a dimension shown in FIG.

Points P231 to P262, which are maximal points on the line L22, indicate the passing timing of the wheels, respectively, similarly to the points P121 to P152 of FIG.
In addition, points P211 to P226, which are points that are smaller than the predetermined threshold value H21 among the minimum points on the line L21, respectively indicate the passing timing of the carriage.

For example, a point P211 indicates the passage timing of the carriage in front of the leading vehicle. Here, the point P231 indicates the passage timing of the front axle of the carriage ahead of the leading vehicle, and the point P232 indicates the passage timing of the rear axle of the carriage ahead of the leading vehicle. And the point P211 has shown the passage timing of the trolley | bogie ahead of the head vehicle containing these axles.
The passage timing determination unit 194 acquires the times at points P211 to P226 as the passage timing of the carriage.

Even when the passage timing determination system 100 determines the passage timing of the axle, the passage timing determination unit 194 first determines the passage timing of the carriage and obtains the passage timing of the axle from the obtained timing. Good.
In this case, the frequency range setting unit 192 sets a cart detection frequency corresponding to the train speed calculated by the speed acquisition unit 191, and the frequency range component extraction unit 193 detects the cart from the vibration measured by the vibration measurement unit 110. Extract frequency components.

  And the passage timing determination part 194 calculates | requires the passage timing of each trolley | bogie based on the frequency component which the frequency range component extraction part 193 extracted. More specifically, the passage timing determination unit 194 obtains the timing at which the center of each carriage passes the position of the acceleration pickup 111. And the passage timing determination part 194 calculates | requires the time difference of the passage timing of the center of a trolley | bogie, and the passage timing of an axle based on the axial distance memorize | stored beforehand and the train speed which the speed acquisition part 191 calculated. Calculate the passing timing of the axle.

  In this way, the passage timing determination unit 194 obtains the axle passage timing from the carriage passage timing, and thus the frequency range component extraction unit 193 extracts the frequency range from the vibration measured by the vibration measurement unit 110. Can be narrowed. In this respect, the determination accuracy of the passage timing determination unit 194 can be increased.

Next, the operation of the passage timing determination system 100 will be described with reference to FIG.
FIG. 7 is a flowchart illustrating an example of a processing procedure in which the control unit 190 detects a timing at which a predetermined portion of the vehicle (for example, the center of the carriage or the axle) passes the position of the acceleration pickup 111.

  In addition, the control part 190 should just perform the process of the figure for every train, and the timing which the control part 190 performs a process can be made into various timings. For example, every time the train passes the position of the acceleration pickup 111, the control unit 190 may perform the process of FIG. Alternatively, the data for one day measured by the vibration measurement unit 110 may be collectively read from the acceleration data storage unit 181 by the control unit 190, and the data for each train may be cut out and the processing of FIG. 7 may be performed.

In the process of FIG. 7, the control unit 190 (speed acquisition unit 191 and frequency range component extraction unit 193) first reads out time series data of acceleration measured by the vibration measurement unit 110 from the acceleration data storage unit 181 (step S101). ).
Next, the speed acquisition unit 191 applies a zero-phase band-pass filter (that is, a band-pass filter without delay) to the data obtained in step S101, and performs a predetermined frequency range (0.5 Hz in the above example). A frequency component of ˜5 Hz is extracted (step S102).

And the speed acquisition part 191 calculates a train speed as demonstrated with reference to FIG. 5 based on the extracted frequency component (step S103). The train speed acquired by the speed acquisition unit 191 is used as a temporary train speed for the control unit 190 to perform the following processing.
However, the method by which the speed acquisition unit 191 obtains the train speed is not limited to the method using the time series data of the acceleration measured by the vibration measurement unit 110, and various methods can be used. For example, the speed acquisition unit 191 may communicate with the train and receive the train speed information. Alternatively, in a section where the train travel speed is set to be constant, the speed acquisition unit 191 may store the train travel speed in advance.

Next, the frequency range setting unit 192 sets the frequency range based on the temporary train speed calculated by the speed acquisition unit 191 (step S104). Specifically, the frequency range setting unit 192 calculates a frequency range (a cart detection frequency or an axle detection frequency in the example of FIG. 3) according to the temporary train speed from the frequency range data stored in the frequency range data storage unit 182. The frequency range is extracted and set as a frequency range in which the frequency range component extraction unit 193 extracts frequency components.
Then, the frequency range component extraction unit 193 applies a zero-phase bandpass filter to the data obtained in step S101, and extracts frequency components in the frequency range set by the frequency range setting unit 192 in step S104 (step S104). S105).

  Next, as described with reference to FIG. 6, based on the frequency component extracted by the frequency range component extraction unit 193, the passage timing determination unit 194 determines whether a predetermined location of the vehicle (for example, the center of the carriage or the axle). The timing of passing through the position of the acceleration pickup 111 is determined (step S106).

Note that the passage timing determination unit 194 may calculate the train speed based on the obtained timing information. Since the frequency range component extraction unit 193 extracts the frequency component of the frequency range according to the provisional train speed, the passage timing determination unit 194 passes with higher accuracy than the passage timing information acquired by the speed acquisition unit 191. Timing information can be obtained. Therefore, the passage timing determination unit 194 can acquire a train speed with higher accuracy than the temporary train speed calculated by the speed acquisition unit 191 by recalculating the train speed.
After step S106, the process of FIG.

As described above, the vibration measurement unit 110 measures the vibration of the line structure accompanying the passage of the vehicle. Then, the frequency range component extraction unit 193 extracts the frequency component in the frequency range set according to the traveling speed of the vehicle and the dimensions of a predetermined location of the vehicle from the vibration measured by the vibration measurement unit 110. Then, the passage timing determination unit 194 determines the timing at which a predetermined location of the vehicle passes a predetermined position based on the frequency component extracted by the frequency range component extraction unit 193.
As described with reference to FIG. 2, the sensor (acceleration pickup 111 in the present embodiment) used by the vibration measurement unit 110 only needs to be at a position where the acceleration of the line structure can be measured, and is installed in the line. There is no need. In this respect, the passage timing determination system 100 has better maintainability and can suppress an increase in the burden of maintenance work.

More specifically, since it is not necessary to install the acceleration pickup 111 in the track, when the acceleration pickup 111 breaks down, the acceleration pickup 111 can be exchanged even during the time when the train travels. Timing determination can be made.
Further, since it is not necessary to install the acceleration pickup 111 in the track, when the acceleration pickup 111 breaks down, the acceleration pickup 111 can be replaced even during a time zone in which the train travels. Therefore, it is not necessary for the maintenance worker to work at midnight while avoiding the time zone in which the train travels.
Further, when cutting the rail with the track, the acceleration pickup 111 and the cable from the acceleration pickup 111 do not get in the way.

Further, the frequency range component extraction unit 193 extracts the frequency component of the frequency range set by the frequency range setting unit 192 according to the traveling speed of the vehicle and the interval between the carriages of the vehicle from the vibration measured by the vibration measurement unit 110. To do. Then, the passage timing determination unit 194 determines the timing at which the vehicle carriage passes a predetermined position based on the frequency component extracted by the frequency range component extraction unit 193.
By performing the extraction by the frequency range component extraction unit 193, it is possible to reduce a frequency component that becomes noise in the determination performed by the passage timing determination unit 194, and to increase the determination accuracy of the passage timing determination unit 194.

The frequency range component extraction unit 193 is a frequency component of the frequency range set by the frequency range setting unit 192 according to the interval between the carriages provided in the same vehicle and the interval between the carriages provided in the adjacent vehicles. To extract.
Thereby, the frequency range component extraction part 193 can reduce components other than the frequency component which shows the passage timing of a trolley | bogie more, and can raise the determination precision of the passage timing determination part 194 more.
Further, when the passage timing determination unit 194 determines the passage timing of the axle, it determines the passage timing of the carriage, and determines the passage timing of the axle from the obtained timing, so that the frequency range component extraction unit 193 determines the frequency. The frequency range from which the components are extracted can be narrowed, and the determination accuracy of the passage timing determination unit 194 can be further increased.

It should be noted that a program for realizing all or part of the functions of the control unit 190 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into a computer system and executed. You may perform the process of. Here, the “computer system” includes an OS and hardware such as peripheral devices.
Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design changes and the like without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 100 Passing timing judgment system 110 Vibration measurement part 111 Acceleration pick-up 120 Result output part 180 Storage part 181 Acceleration data storage part 182 Frequency range data storage part 190 Control part 191 Speed acquisition part 192 Frequency range setting part 193 Frequency range component extraction part 194 Pass Timing judgment unit

Claims (4)

A vibration measuring unit for measuring vibration of the track structure as the vehicle passes;
A frequency range component extraction unit that extracts a component of a frequency range set according to a traveling speed of the vehicle and an interval between the carriages of the vehicle from the vibration measured by the vibration measurement unit;
A passage timing determination unit that determines a timing at which the carriage of the vehicle passes a predetermined position based on the component extracted by the frequency range component extraction unit;
A passage timing determination system comprising:   The frequency range component extraction unit extracts components of the frequency range set according to an interval between carriages provided in the same vehicle and an interval between carriages provided in adjacent vehicles. The passage timing determination system according to claim 2. A passing timing determination method for determining a passing timing of a vehicle by a passing timing determination system,
Measuring the vibration of the line structure with the passage of the vehicle,
Extracting a component of a frequency range set according to a traveling speed of the vehicle and an interval between the bogies of the vehicle from the measured vibration;
A step of determining a timing at which the bogie of the vehicle passes a predetermined position based on the extracted component
The passage timing determination method characterized by including . A computer included in the passage timing determination system,
Means for storing measurement data of vibration of the track structure as the vehicle passes;
Means for storing a frequency range set in accordance with a traveling speed of the vehicle and an interval between carriages of the vehicle;
Means for reading the vibration measurement data;
Means for reading out the frequency range;
From the measurement data of the read oscillation, means for extracting a component of the read frequency range,
Based on Extraction ingredients, means for determining a timing at which bogie of the vehicle passes a predetermined position,
Program to function as.

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