JP6547902B2 - Inspection system, inspection method, and program - Google Patents

Description

  The present invention relates to an inspection system, an inspection method, and a program, and is particularly suitable for use in inspecting a track of a railway vehicle.

When a railway vehicle travels on the track, the load from the railway vehicle changes the position of the track. When such a change in track occurs, there is a possibility that the railway vehicle may exhibit anomalous behavior. Therefore, conventionally, by making a railway vehicle travel on a track, it is performed to detect an abnormality in the track.
Patent Document 1 describes that the amount of track deviation is measured by a three-point measurement method. Further, Patent Document 2 describes that abnormal behavior of a railway vehicle is detected by applying vibration data of the railway vehicle as observation data to a model reference estimation method such as a Kalman filter.

Japanese Patent Application Laid-Open No. 56-19404 JP, 2005-67276, A

The Japan Society of Mechanical Engineers, Ed., "Dynamics of Railway Vehicles, Latest Vehicle Technology", Electric Vehicle Research Institute, Inc., January 2003, p.15-p.33 Ping Li et al., "Estimation of railway vehicle suspension parameters for condition monitoring", Control Engineering Practice 15 (2007) p. 43-p. 55

  However, the method described in Patent Document 1 is a method of directly measuring the orbital irregularity. This requires expensive measuring equipment. Moreover, the method described in Patent Document 2 does not select a state variable. For this reason, it is not easy to predict orbital irregularities with high accuracy.

  The present invention has been made in view of the above problems, and it is an object of the present invention to be able to accurately detect track irregularities of a railway vehicle without increasing the cost.

  The inspection system according to the present invention comprises data acquisition means for acquiring measurement data, which is data of measurement values measured by causing a railway vehicle having a car body, a bogie and an axle to travel on a track, the measurement data, and Filter operation means for determining a state variable which is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using an equation and an observation equation; Track condition deriving means for deriving information to be reflected, and the measurement data includes a measured value of acceleration in the lateral direction of the carriage and the wheel shaft and a measured value of longitudinal force, and the lateral direction Is a direction perpendicular to both the longitudinal direction, which is a direction along the traveling direction of the railway vehicle, and the vertical direction, which is a direction perpendicular to the track, and the longitudinal force is An axial displacement of the wheel shaft in the yawing direction, and an angular displacement of the truck wheel in the yawing direction, the force being applied to a member disposed between the wheel shaft and the bogie provided with the wheel shaft; The member is a member for supporting the axle box, the yawing direction is a pivoting direction with the vertical direction as the pivoting axis, and the equation of state is An equation described using the state variable, the longitudinal force, and the conversion variable, the state variable including lateral displacement and velocity of the carriage, angular displacement of the carriage in the yawing direction, and An angular velocity, an angular displacement and an angular velocity of the rolling direction of the bogie, a lateral displacement and a velocity of the wheelset, and an angular displacement of an air spring mounted on the railway vehicle in the rolling direction; The rolling direction does not include the angular displacement and angular velocity of the wheelset in the yawing direction, the rolling direction is a pivoting direction with the longitudinal axis as the pivoting axis, and the conversion variable is the angular displacement of the wheelset in the yawing direction It is a variable that mutually converts the angular displacement in the yawing direction of the carriage, the observation equation is an equation described using the observation variable and the transformation variable, and the observation variable is the carriage and The filter operation means includes the measured value of the observed variable, the measured value of the longitudinal force and the actual value of the converted variable, and the state of the converted variable including the acceleration in the left and right direction of the wheelset An error between the measured value of the observed variable and the calculated value or the state variable at which the expected value of the error is minimized is determined using the observation equation into which the actual value is substituted, and the trajectory shape is determined. The state deriving means uses the angular displacement of the carriage in the yawing direction, which is one of the state variables determined by the filter operation means, and the actual value of the conversion variable, and the angle in the yawing direction of the wheelset The estimated value of the displacement is derived, and information that reflects the state of the trajectory is derived using the derived estimated value of the angular displacement in the yawing direction of the wheelset, and the actual value of the conversion variable is the measurement of the longitudinal force It is characterized by being derived using a value.

  The inspection method of the present invention comprises a data acquisition step of acquiring measurement data which is data of measurement values measured by causing a railway vehicle having a vehicle body, a bogie and a wheelset to travel on a track, the measurement data, and the state A filter operation step of determining a state variable which is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using an equation and an observation equation; A trajectory state deriving process for deriving information to be reflected, and the measurement data includes a measurement value of acceleration in the left-right direction of the bogie and the wheel shaft, and a measurement value of an anteroposterior force; Is a direction perpendicular to both the longitudinal direction, which is a direction along the traveling direction of the railway vehicle, and the vertical direction, which is a direction perpendicular to the track, and the longitudinal force corresponds to the wheelset The force in the front-rear direction generated in a member disposed between the wheel and the carriage provided with the wheel set, and the angular displacement of the wheel set in the yawing direction and the angular displacement of the wheel provided in the yawing direction The member is a member for supporting the axle box, the yawing direction is a pivoting direction whose pivot axis is the vertical direction, and the state equation is the force. An equation described using a state variable, the longitudinal force, and a conversion variable, wherein the state variable includes lateral displacement and velocity of the carriage, and angular displacement and angular velocity of the carriage in the yawing direction. The angular displacement and angular velocity of the bogie in the rolling direction, the lateral displacement and speed of the wheelset, and the angular displacement of the air spring mounted on the railway vehicle in the rolling direction. The rolling direction does not include the angular displacement and angular velocity of the wheelset in the yawing direction, the rolling direction is a pivoting direction with the front and rear direction as a pivoting axis, and the conversion variable includes the angular displacement of the wheelset in the yawing direction and the bogie , And the observation equation is an equation described using the observation variable and the conversion variable, and the observation variable is the carriage and the wheelset. The filter operation step includes the measured value of the observed variable, the measured value of the longitudinal force and the actual value of the converted variable, and the actual value of the converted variable To determine the state variable at which the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized, using the observation equation into which In the releasing step, the angular displacement of the wheelset in the yawing direction is obtained using the angular displacement of the carriage in the yawing direction, which is one of the state variables determined by the filter calculating step, and the actual value of the conversion variable. Information that reflects the state of the trajectory is derived using the estimated value of the angular displacement in the yawing direction of the wheelset, and the actual value of the conversion variable is the measured value of the longitudinal force It is characterized by being derived using

  A program according to the present invention comprises a data acquisition step of acquiring measurement data, which is data of measurement values measured by causing a railway vehicle having a car body, a bogie and a wheelset to travel on a track, the measurement data, and the state equation And an observation equation, and performing a calculation using a filter that performs data assimilation, to reflect a state of the trajectory, a filter operation step of determining a state variable which is a variable to be determined by the state equation And a track state deriving step of deriving information to be performed by the computer, and the measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheelset and a measurement value of a longitudinal force The left and right direction is a direction perpendicular to both the longitudinal direction, which is a direction along the traveling direction of the railcar, and the vertical direction, which is a direction perpendicular to the track, The longitudinal force is the force in the longitudinal direction generated in the member disposed between the wheelset and the carriage on which the wheelset is provided, and the angular displacement of the wheelset in the yawing direction and the wheelset are provided The force is determined according to the difference with the angular displacement of the carriage in the yawing direction, the member is a member for supporting the axle box, and the yawing direction is pivoting with the vertical direction as the pivot axis Direction, the state equation is an equation described using the state variable, the longitudinal force, and a conversion variable, and the state variable includes lateral displacement and velocity of the carriage, The angular displacement and angular velocity in the yawing direction of the truck, the angular displacement and angular velocity in the rolling direction of the truck, lateral displacement and velocity of the wheelset, and the velocity of the air spring mounted on the railway vehicle An angular displacement of the ring direction, and not an angular displacement and an angular velocity of the wheelset in the yawing direction, the rolling direction is a pivoting direction with the front and rear direction as a pivot axis, and the conversion variable is It is a variable that mutually converts the angular displacement in the yawing direction of the wheelset and the angular displacement in the yawing direction of the truck, and the observation equation is an equation described using the observed variable and the transformed variable, The observation variable includes left and right accelerations of the bogie and the wheelset, and the filter operation step substitutes the measured value of the observation variable, the measured value of the longitudinal force, and the actual value of the conversion variable. The state when the error between the measured value of the observed variable and the calculated value or the expected value of the error is minimized using the state equation and the observation equation into which the actual value of the conversion variable is substituted. The state variable is determined, and the trajectory state deriving step uses one of the state variables determined by the filter operation step, the angular displacement of the carriage in the yawing direction, and the actual value of the conversion variable. An estimated value of the angular displacement of the wheelset in the yawing direction is derived, and information that reflects the state of the trajectory is derived using the derived estimated value of the angular displacement of the wheelset in the yawing direction; Is derived using the measurement value of the longitudinal force.

FIG. 1 is a diagram showing an example of a railway vehicle. FIG. 2 is a diagram conceptually showing the direction of the main movement of the components of the railway vehicle. FIG. 3 is a diagram showing an example of the amount of deviation. FIG. 4 is a diagram showing an example of the interaction between the amount of run-in and the movement of the components of the railway vehicle. FIG. 5 is a diagram showing an example of the interaction between the amount of run-in and the movement of the components of the railway vehicle using the front-rear direction force. FIG. 6 is a diagram showing an example of the operational relationship required to determine the motion of the component that directly acts on the yaw of the wheelset. FIG. 7 is a diagram showing an example of an operational relationship required to determine the amount of deviation. FIG. 8 is a diagram showing an example of a functional configuration of the inspection apparatus. FIG. 9 is a diagram showing an example of the hardware configuration of the inspection apparatus. FIG. 10 is a diagram showing an example of pre-processing in the inspection apparatus. FIG. 11 is a diagram illustrating an example of the process in the inspection apparatus. FIG. 12 is a diagram showing an example of observation data. FIG. 13 is a diagram showing an example of the actual measurement value of the deviation amount and the calculated value. FIG. 14 is a diagram showing an example of the configuration of the inspection system.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First Embodiment
First, the first embodiment will be described.
FIG. 1 is a diagram showing an example of a railway vehicle. In addition, in FIG. 1, a railway vehicle is assumed to travel in the positive direction of the x-axis (the x-axis is an axis along the traveling direction of the railway vehicle). In addition, the z axis is perpendicular to the track 16 (ground) (in the height direction of the railway vehicle). The y-axis is assumed to be a horizontal direction perpendicular to the traveling direction of the railcar (a direction perpendicular to both the traveling direction and the height direction of the railcar). Moreover, a railway vehicle shall be a sales vehicle. In FIGS. 1 and 3, a circle with a circle indicates a direction from the back side to the front side of the drawing. In FIG. 1, this direction is the positive direction of the y-axis. In FIG. 3, this direction is the positive direction of the z-axis.

  As shown in FIG. 1, in the present embodiment, the railway vehicle has a vehicle body 11, bogies 12 a and 12 b, and wheel sets 13 a to 13 d. As described above, in the present embodiment, a railway vehicle including two bogies 12a and 12b and four sets of wheel sets 13a to 13d in one vehicle body 11 will be described as an example. The wheel sets 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided at both ends thereof. In this embodiment, the case where bogies 12a and 12b are bolsterless bogies will be described as an example. In addition, in FIG. 1, although only one wheel 14a-14d of wheelset 13a-13d is shown on account of description, a wheel is provided also in the other of wheelset 13a-13d (in the example shown in FIG. 1, a wheel) There are a total of eight). Moreover, although a rail vehicle has components (A component etc. which are demonstrated by the equation of motion mentioned later) other than the component shown in FIG. 1, illustration of the said component is abbreviate | omitted in FIG. For example, the carriages 12a and 12b have a carriage frame, a pillow spring, and the like. Further, axle boxes are disposed on both sides in the left-right direction of the respective wheel sets 13a to 13d. In addition, the bogie frame and the axle box are mutually coupled by the axle box support device. The axle box support device is a device (suspension) disposed between the axle box and the bogie frame. The axle box supporting device absorbs the vibration transmitted from the track 16 to the railway vehicle. In addition, the axle box supporting device controls the position of the axle box with respect to the carriage frame so as to prevent the axle box from moving in the front-rear direction and the left-right direction with respect to the carriage frame (preferably, such movement does not occur). Support the axle box in a regulated state. The axle box support device is disposed on both sides in the left-right direction of each wheelset 13a to 13d. In addition, since a railway vehicle itself can be realized by a known technique, the detailed description thereof is omitted here.

  When the railway vehicle travels on the track 16, the acting force (creep force) between the wheels 14a to 14d and the track 16 becomes a vibration source, and the vibration is sequentially transmitted to the wheel sets 13a to 13d, the bogies 12a and 12b, and the vehicle body 11. . FIG. 2: is a figure which shows notionally the direction of the main exercise | movement of the component (wheel axis 13a-13d, the trolley | bogies 12a and 12b, the vehicle body 11) of a rail vehicle. The x-axis, y-axis and z-axis shown in FIG. 2 correspond to the x-axis, y-axis and z-axis shown in FIG. 1, respectively.

  As shown in FIG. 2, in the present embodiment, the wheel shafts 13a to 13d, the bogies 12a and 12b, and the vehicle body 11 rotate with the x axis as a rotation axis and with the z axis as a rotation axis. The case of performing movement in the direction along the y-axis will be described as an example. In the following description, the movement of rotating about the x axis as the rotation axis is referred to as rolling if necessary, and the rotation direction about the x axis as the rotation axis is referred to as the rolling direction as needed along the x axis The direction is referred to as the front-rear direction as needed. In addition, the front-rear direction is the traveling direction of the railway vehicle. In the present embodiment, it is assumed that the direction along the x-axis is the traveling direction of the railway vehicle. In addition, the movement of rotating about the z axis as the rotation axis is referred to as yawing as required, and the rotation direction about the z axis as the rotation axis is referred to as the yawing direction as necessary, and a direction along the z axis is required. It is called up and down direction according to. The vertical direction is a direction perpendicular to the track 16. In addition, movement in a direction along the y-axis is referred to as lateral vibration as needed, and a direction along the y-axis is referred to as left-right direction as needed. The left-right direction is a direction perpendicular to both the front-rear direction (the running direction of the railway vehicle) and the up-down direction (the direction perpendicular to the track 16). The railway vehicle also performs other exercises, but in the present embodiment, these exercises are not considered in order to simplify the description. However, these movements may be taken into account.

Equation of motion
On the premise of the above, an example of an equation of motion that describes the movement of the railway vehicle when traveling will be described. In the present embodiment, a case where a railway vehicle has 21 degrees of freedom will be described as an example. That is, it is assumed that the wheel sets 13a to 13d perform movement in the lateral direction (lateral vibration) and movement in the yawing direction (yawing) (2 × 4 sets = 8 degrees of freedom). Further, it is assumed that the bogies 12a and 12b perform movement in the lateral direction (lateral vibration), movement in the yawing direction (yawing), and movement in the rolling direction (rolling) (3 × 2 sets = 6 degrees of freedom). Further, it is assumed that the vehicle body 11 performs movement in the lateral direction (lateral vibration), movement in the yawing direction (yawing), and movement in the rolling direction (rolling) (3 × 1 set = 3 degrees of freedom). In addition, air springs (pillow springs) provided respectively for the carriages 12a and 12b perform movement (rolling) in the rolling direction (1 × 2 set = 2 degrees of freedom). In addition, it is assumed that yaw dampers provided respectively for the carriages 12a and 12b perform movement (yawing) in the yawing direction (1 × 2 sets = 2 degrees of freedom).

  The degree of freedom is not limited to 21 degrees of freedom. Increasing the degree of freedom improves the calculation accuracy but increases the calculation load. In addition, there is a possibility that the operation of a Kalman filter described later may not be stable. The degree of freedom can be appropriately determined in consideration of these points. Further, the following equation of motion is for example, non-patent document 1 to operate the respective components (the vehicle body 11, the carriages 12a and 12b, and the wheel axles 13a to 13d) in the respective directions (horizontal direction, yawing direction and rolling direction). This can be realized by expressing based on the description of 2). Therefore, here, the outline of each equation of motion will be described, and the detailed description will be omitted.

In each of the following formulas, the suffix w represents the wheel sets 13a to 13d. The variable with the suffix w (only) indicates that it is common to the wheel sets 13a to 13d. The suffixes w1, w2, w3 and w4 represent the wheel sets 13a, 13b, 13c and 13d, respectively.
The subscripts t and T represent the carriages 12a and 12b. The variables with suffixes t and T (only) indicate that they are common to the bogies 12a and 12b. The subscripts t1 and t2 represent the carriages 12a and 12b, respectively.
The suffixes b and B indicate that the vehicle body 11 is used.

The subscript x represents the longitudinal direction or the rolling direction, the subscript y represents the lateral direction, and the subscript z represents the vertical direction or the yawing direction.
Also, “····························· above the variable represents the second order time derivative and the first order time derivative, respectively.
In the following description of the equation of motion, the explanations of the variables already described will be omitted as necessary.

[Lateral vibration of wheelset]
Equations of motion describing lateral vibration (movement in the left and right direction) of the wheel sets 13a to 13d are expressed by the following equations (1) to (4).

m _w is a mass of the wheel sets 13a to 13d. y _w1 ... (where in the formula... is added above y _w1 (hereinafter, the same applies to other variables as well)) is an acceleration in the left-right direction of the wheel shaft 13a. f ₂ is a lateral creep coefficient. v is the traveling speed of the railway vehicle. y _w1 · (in the formula, · · added above y _w1 (hereinafter, the same applies to other variables)) is the velocity in the left-right direction of the wheel set 13a. C _wy is a damping constant in the left-right direction of an axle box supporting device connecting the axle box and the _wheelset . y _t1 · is the velocity in the left-right direction of the carriage 12a. “a” represents one half of the distance between the wheelset 13a, 13b, 13c, 13d provided on the carriages 12a, 12b in the front-rear direction (wheelset 13a, 13b, 13c, 13d provided on the carriages 12a, 12b The distance between will be 2a). [psi _t1 · is the angular velocity in the yawing direction of the carriage 12a. h ₁ is the distance in the vertical direction between the center of gravity and the center of the truck 12a of the axle. φ _t1 · is the angular velocity in the rolling direction of the carriage 12a. _{W w1} is the amount of rotation (angular displacement) in the yawing direction of the wheel set 13a. K _wy is a spring constant in the lateral direction of the axle box support device. y _w1 is a displacement of the wheel set 13 a in the left-right direction. y _t1 is a displacement in the left-right direction of the carriage 12a. ψ _t1 is the amount of rotation (angular displacement) in the yawing direction of the carriage 12a. φ _t1 is the amount of rotation (angular displacement) in the rolling direction of the carriage 12a. In addition, each variable of Formula (2)-(4) is represented by reading the variable of Formula (1) according to the meaning of the subscript mentioned above.

[Yaw of wheelset]
The equations of motion describing the yawing of the wheel sets 13a to 13d are expressed by the following equations (5) to (8).

I _wz is a moment of inertia in the yawing direction of the wheel sets 13a to 13d. [psi _w1 · · is the angular acceleration in the yawing direction of the wheel shaft 13a. f ₁ is the longitudinal creep factor. b is the distance in the left-right direction between the contact point of two wheels and track 16 (rails) attached to wheelset 13a-13d. [psi _w1 · is the angular velocity in the yawing direction of the wheel shaft 13a. C _wx is a damping constant in the longitudinal direction of the axle box support device. b ₁ is the left-right direction represents the 1/2 of the interval in the axle box support device (spacing in the lateral direction of the two axle box support device which is provided to the left and right with respect to a single wheel set will 2b _1). γ is a tread slope. r is the radius of the wheels 14a-14d. y _R1 is a deviation amount at the position of the wheel set 13a. s _a is an offset amount in the front-rear direction from the centers of the axles 15 a to 15 d to the axle box support spring. y _t1 is a displacement in the left-right direction of the carriage 12a. K _wx is a longitudinal spring constant of the axle box support device. In addition, each variable of Formula (6)-(8) is represented by reading the variable of Formula (5) according to the meaning of the subscript mentioned above. However, y _R2 , y _R3 and y _R4 are the amounts of deviation at the positions of the wheel sets 13 b, 13 c and 13 d, respectively. Here, as described in Japanese Industrial Standard (JIS E 1001: 2001), as used herein, the term "deviation" refers to the lateral displacement of the rail in the longitudinal direction. The amount of deviation is the amount of displacement. FIG. 3 shows an example of the deviation amount y _R1 at the position of the wheel set 13a. In FIG. 3, the case where the track 16 is a straight track will be described as an example. In FIG. 3, 16a shows a rail and 16b shows a tie. In FIG. 3, it is assumed that the wheel 14a of the wheelset 13a is in contact with the rail 16a at the position 301. The "position of the wheel shaft 13a 'in as deviation amount _{y R1} at the position of the wheel shaft 13a, a contact position between the wheel 14a and the rail 16a of the wheel shaft 13a. The amount of deviation y _R1 at the position of the wheel set 13a is the distance between the contact position of the wheel 14a of the wheel set 13a and the rail 16a and the position of the rail 16a when assuming the normal state. . Wheel shaft 13b, 13c, as deviation amount at the position of _{13d y R2, y R3, y} R4 is also defined as in as deviation amount _{y R1} at the position of the wheel shaft 13a.

[Horizontal vibration of the dolly]
Equations of motion describing the lateral vibrations (movement in the left and right direction) of the carriages 12a and 12b are expressed by the following equations (9) and (10).

m _T is the mass of the carriages 12a and 12b. y _t1 .. is the acceleration in the left-right direction of the carriage 12a. c ' ₂ is a damping constant of the left and right movement damper. h ₄ is the distance in the vertical direction between the center of gravity of the carriage 12a and lateral movement damper. y _b · is the velocity in the left-right direction of the vehicle body 11. L represents one half of the distance between the centers of the bogies 12a and 12b in the front-rear direction (the distance between the centers of the bogies 12a and 12b in the front-rear direction is 2L). [psi _b · is an angular velocity in the yawing direction of the vehicle body 11. h ₅ is the distance in the vertical direction between the center of gravity of the lateral movement damper and the vehicle body 11. φ _b is the angular velocity in the rolling direction of the vehicle body 11. y _w2 · is the speed in the left-right direction of the wheel set 13b. k ' ₂ is the spring constant of the air spring (pillow spring) in the left-right direction. h ₂ is the distance in the vertical direction between the center of the bogie 12a, 12b of the center of gravity and the air spring (pillow spring). y _b is a displacement of the vehicle body 11 in the left-right direction. ψ _b is the amount of rotation (angular displacement) in the yawing direction of the vehicle body 11. h ₃ is the distance in the vertical direction between the center of gravity and the center of the vehicle body 11 of the air spring (pillow spring). φ _b is the amount of rotation (angular displacement) in the rolling direction of the vehicle body 11. Each variable of the equation (10) is expressed by replacing the variable of the equation (9) according to the meaning of the subscripts described above.

[Yawing of the dolly]
Equations of motion describing the yawing of the carriages 12a and 12b are expressed by the following equations (11) and (12).

I _Tz is a moment of inertia in the yawing direction of the bogies 12a, 12b. ψ _t1・ is the angular acceleration in the yawing direction of the carriage 12a. [psi _w2 · is the angular velocity in the yawing direction of the wheel axle 13b. W _w2 is the amount of rotation (angular displacement) of the wheel set 13b in the yawing direction. y _w2 is a displacement of the wheel set 13b in the left-right direction. k ' ₀ is the rubber bushing stiffness of the yaw damper. b ' ₀ represents one half of the interval in the left and right direction of the two yaw dampers disposed on the left and right with respect to the carriages 12a and 12b (the interval in the left and right direction of the two yaw dampers disposed on the left and right with respect to the carriages 12a and 12b Becomes 2b _{0 0} ). ψ _y1 is the amount of rotation (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12a. k ′ ′ ₂ is a spring constant in the left-right direction of the air spring (pillow spring). b ₂ is carriage 12a, 12b to represent the 1/2 distance in the lateral direction of the two air springs which are disposed on the left and right (pillow spring) (carriage 12a, two air springs which are disposed on the left and right with respect to 12b (The distance between the pillow springs in the lateral direction is ₂ b ₂ ). Each variable of the equation (12) is expressed by replacing the variable of the equation (11) according to the meaning of the subscripts described above.

[Rolling truck]
Equations of motion describing the rolling of the carriages 12a and 12b are expressed by the following equations (13) and (14).

I _Tx is a moment of inertia in the rolling direction of the carriages 12a and 12b. φ _t1 · · · is the angular acceleration in the rolling direction of the carriage 12a. c ₁ is a damping constant in the vertical direction of the axial damper. b ' ₁ represents 1/2 of the interval in the left and right direction of the two axis dampers disposed on the left and right with respect to the bogies 12a and 12b (the left and right direction of the two axis dampers disposed on the left and right with respect to the bogies 12a and 12b The interval at is 2 b ' ₁ )). c ₂ is a damping constant in the vertical direction of the air spring (pillow spring). phi _{a1 ·} is the angular velocity in the rolling direction of the air spring disposed carriage 12a (pillow spring). k ₁ is a vertical spring constant of the axial spring. λ is a value obtained by dividing the volume of the air spring (pillow spring) main body by the volume of the auxiliary air chamber. k ₂ is a vertical spring constant of the air spring (pillow spring). φ _a1 is the amount of rotation (angular displacement) in the rolling direction of the air spring (pillow spring) disposed on the carriage 12a. k ₃ is an equivalent stiffness due to the change of the effective pressure receiving area of the air spring (pillow spring). Each variable of the equation (14) is expressed by replacing the variable of the equation (13) according to the meaning of the subscripts described above. However, φ _a2 is the amount of rotation (angular displacement) in the rolling direction of the air spring (pillow spring) disposed on the carriage 12 b.

[Lateral vibration of the car body]
An equation of motion describing the lateral vibration (movement in the left and right direction) of the vehicle body 11 is expressed by the following equation (15).

m _B is the mass of the carriages 12a and 12b. y _b · · is the acceleration in the lateral direction of the vehicle body 11. y _t2 · is the velocity in the left-right direction of the carriage 12 b. φ _t2 · is the angular velocity in the rolling direction of the carriage 12b. y _t2 is a displacement in the left-right direction of the carriage 12 b. φ _t2 is the amount of rotation (angular displacement) in the rolling direction of the carriage 12b.

[Yawing of the car body]
An equation of motion describing the yawing of the vehicle body 11 is expressed by the following equation (16).

I _Bz is a moment of inertia in the yawing direction of the vehicle body 11. [psi _b · · is the angular acceleration in the yawing direction of the vehicle body 11. c ₀ is a damping constant in the front-rear direction of the yaw damper. ψ _y1 · is the angular velocity in the yawing direction of the yaw damper disposed on the carriage 12a. ψ _{y2 は} is the angular velocity in the yawing direction of the yaw damper disposed on the carriage 12b. ψ _t2 is the amount of rotation (angular displacement) in the yawing direction of the carriage 12b.

[Rolling car body]
An equation of motion describing the rolling of the vehicle body 11 is expressed by the following equation (17).

I _Bx is a moment of inertia in the rolling direction of the vehicle body 11. phi _b · · is the angular acceleration in the rolling direction of the vehicle body 11.

[Yaw damper yawing]
The equations of motion describing the yawing of the yaw damper disposed on the carriage 12a and the yaw damper disposed on the carriage 12b are expressed by the following equations (18) and (19), respectively.

ψ _y2 is the amount of rotation (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12b.

[Rolling of air spring (pillow spring)]
Equations of motion describing the rolling of the air spring (pillow spring) disposed on the carriage 12a and the air spring (pillow spring) disposed on the carriage 12b are expressed by the following equations (20) and (21), respectively. .

_φa2 · is the angular velocity in the rolling direction of the air spring (pillow spring) disposed on the carriage 12b.

<Relationship between the amount of deviation along the track and the movement of the railway car>
FIG. 4 is a diagram showing an example of the interaction between the amount of run-in and the movement of the components of the railway vehicle. Arrows drawn by solid lines indicate the working relationship between different movements in the same component. Arrows drawn with line types other than solid lines indicate the working relationship between the movements of different components. Each motion is accompanied by the number of motion equation that describes the motion described in this embodiment. For example, the yawing of the wheel sets 13a to 13d is described by the equations (5) to (8). Yawing axle 13 a to 13 d, as deviation amount _y R1 _{~y R4,} lateral vibration of the wheel axis 13 a to 13 d, the lateral vibration of the bogie 12a, 12b, carriage 12a, acted directly from yawing 12b. The lateral vibration of the carriages 12a and 12b is described by the equations (9) to (10). The lateral vibration of the bogies 12a and 12b is a direct action from the lateral vibrations of the wheel sets 13a to 13d, the rolling of the bogies 12a and 12b, the lateral vibration of the car body 11, the yawing of the car body 11, the yawing of the bogies 12a and 12b, and the rolling of the car body 11. It receives no direct action from the yawing of the wheelset 13a-13d.

As it can be seen from FIG. 4, as deviation amount _y R1 _{~y R4} acts directly on the yawing of Wajiku 13 a to 13 d. This action propagates to the movement of the other components. The equation of state is created from the equation of motion relating to the motion of the component which is directly or indirectly acted from the amount of deviation y _{R1 to} y _R4 . In addition, an observation equation is set by measuring a measurable state variable from among motions related to the amount of deviation y _{R1 to} y _R4 . Then, by performing calculation using a filter that performs data assimilation Kalman filter or the like, it is possible to calculate the street deviation amount y _R1 ~y _R4. However, in this method, there is a possibility that the operation of the filter may not be stable because the degree of freedom of movement is large.

The inventors have found that in order to improve the accuracy of street deviation amount _y R1 _{~y R4} includes a yawing axle 13a~13d to as deviation amount _y R1 _{~y R4} acts directly yawing axle 13a~13d and be accurately calculated and (including the movement of the component) directly acting factor, and calculating a street deviation amount y _R1 ~y _R4 using equations of motion describing the yawing axle 13a~13d I thought it would be better to do it. Further, the creep force is decomposed into a longitudinal creep force which is a component in the longitudinal direction and a lateral creep force which is a component in the lateral direction. The inventors obtained the finding that the longitudinal creep force has a high correlation with the amount of deviation y _{R1 to} y _R4 . The longitudinal creep force is measured by the force in the front-rear direction generated in the members disposed between the wheel sets 13a to 13b (13c to 13d) and the carriage 12a (12b) on which the wheel sets 13a to 13b (13c to 13d) are provided. Be done. The force in the front-rear direction generated in this member is referred to as the front-rear direction force. From the above, the inventors have conceived of a method of calculating the amount of deviation y _{R1 to} y _R4 using the measured values of the longitudinal force.

Further, the component of the same phase as the longitudinal creeping force at one of the left and right wheels of one wheelset and the longitudinal creeping force at the other wheel is a component corresponding to the braking force and the driving force. Therefore, in order to calculate the street deviation amount y _R1 ~y _R4 even when the railway vehicle is subjected to acceleration and deceleration, define the longitudinal direction forces so as to correspond to the reverse-phase component of the longitudinal creep force is preferable. The reverse phase component of the longitudinal creep force is a component in which the longitudinal creep force at one of the left and right wheels of one wheelset is in opposite phase to the longitudinal creep force at the other wheel. That is, the reverse phase component of the longitudinal creep force is a component of the longitudinal creep force in the direction in which the axle is twisted. In this case, the front-rear direction force is a component that is in opposite phase to each other among the components in the front-rear direction of the force generated in the two members attached on both sides in the left-right direction of one wheelset.

Hereinafter, a specific example of the front-rear direction force when the front-rear direction force is determined to correspond to the reverse phase component of the longitudinal creep force will be described.
When the axle box support device is a monolink type axle box support device, the axle box support device includes a link, and the axle box and the carriage frame are connected by the link. Rubber bushes are attached to both ends of this link. In this case, the front-rear direction force is a component in opposite phase to each other among the components in the front-rear direction of the load received by each of the two links attached respectively to the left-right direction end of one wheelset. Further, due to the arrangement and configuration of the link, the link mainly receives the load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the vertical direction. Therefore, for example, one strain gauge may be attached to each link. By using the measurement value of the strain gauge to derive the component of the load received by the link in the front-rear direction, a measurement value of the front-rear direction force is obtained. Also, instead of doing this, the longitudinal displacement of the rubber bush attached to the link may be measured by a displacement gauge. In this case, the product of the measured displacement and the spring constant of the rubber bush is taken as the measured value of the longitudinal force. When the axle box support device is a monolink axle box support device, the above-described member for supporting the axle box is a link or a rubber bush.

  The load measured by the strain gauge attached to the link may include not only the longitudinal component but also at least one of the lateral component and the vertical component. However, even in such a case, due to the structure of the axle box support device, the load of the component in the lateral direction and the load of the component in the vertical direction received by the link are sufficiently smaller than the load of the component in the longitudinal direction. Therefore, it is possible to obtain the measurement value of the front-rear direction force with the accuracy required practically by only attaching one strain gauge to each link. In this manner, the measured longitudinal force may include components other than the longitudinal component, and three or more strain gauges may be attached to each link so as to cancel distortion in the vertical and lateral directions. You may attach it. In this way, it is possible to improve the accuracy of the measured value of the longitudinal force.

  When the axle box support device is an axle beam type axle box support device, the axle box support device includes an axle beam, and the axle box and the bogie frame are connected by the axle beam. The axle beam may be integrally formed with the axle box. A rubber bush is attached to the end on the carriage frame side of the shaft beam. In this case, the longitudinal force is a component in opposite phase to each other out of the longitudinal components of the load received by each of the two shaft beams respectively attached to the left and right ends of one wheelset. Further, due to the arrangement configuration of the shaft beam, the shaft beam is likely to receive the load in the lateral direction in addition to the load in the longitudinal direction among the loads in the longitudinal direction, the lateral direction, and the vertical direction. Thus, for example, two or more strain gauges are attached to each shaft beam so that lateral distortion is canceled. By using the measurement values of these strain gauges to derive the longitudinal component of the load received by the shaft beam, a measurement value of the longitudinal force is obtained. Also, instead of doing this, the longitudinal displacement of the rubber bush attached to the shaft beam may be measured with a displacement gauge. In this case, the product of the measured displacement and the spring constant of the rubber bush is taken as the measured value of the longitudinal force. When the axle box support device is an axle-type axle box support device, the above-described member for supporting the axle box is an axle beam or a rubber bush.

  The load measured by a strain gauge attached to the shaft beam may include not only components in the front-rear direction and left-right direction but also components in the vertical direction. However, even in such a case, due to the structure of the axle box support device, the vertical component load applied to the shaft beam is sufficiently smaller than the longitudinal component load and the horizontal component load. . Therefore, it is possible to obtain the measurement value of the front / rear direction force having the accuracy required practically, without attaching the strain gauge so as to cancel the load of the vertical component received by the shaft beam. Thus, the measured longitudinal force may include components other than the longitudinal component, and in addition to the lateral distortion, the distortion in the vertical direction is also canceled by three or more strain gauges May be attached to each shaft beam. In this way, it is possible to improve the accuracy of the measured value of the longitudinal force.

  When the axle box support device is a leaf spring type axle box support device, the axle box support device includes a leaf spring, and the axle box and the carriage frame are connected by the leaf spring. A rubber bush is attached to the end of the leaf spring. In this case, the front-rear direction force is a component in opposite phase to each other among the components in the front-rear direction of the load received by each of the two plate springs respectively attached to the left-right direction end of one wheelset. Further, due to the arrangement configuration of the leaf spring, the leaf spring is likely to receive the load in the lateral direction and the load in the vertical direction in addition to the load in the longitudinal direction among the loads in the longitudinal direction, the lateral direction, and the vertical direction. Therefore, for example, three or more strain gauges are attached to each leaf spring so as to cancel the distortion in the left and right direction and the up and down direction. By using the measurement values of these strain gauges to derive the longitudinal component of the load received by the leaf spring, a measurement value of the longitudinal force is obtained. Moreover, it may change to doing in this way, and may measure the displacement of the front-back direction of the rubber bush attached to the leaf spring with a displacement meter. In this case, the product of the measured displacement and the spring constant of the rubber bush is taken as the measured value of the longitudinal force. When the axle box support device is a leaf spring type axle box support device, the above-described member for supporting the axle box is a leaf spring or a rubber bush.

In addition, as a displacement meter mentioned above, a well-known laser displacement meter and an eddy current displacement meter can be used.
In addition, here, the case where the method of the axle box support device is a monolink type, an axial beam type, and a leaf spring type has been described as an example, and the longitudinal force has been described. However, the type of axle box support device is not limited to the monolink type, the axial beam type, and the leaf spring type. The longitudinal force can be determined in the same manner as the monolink type, the axial beam type, and the leaf spring type in accordance with the method of the axle box support device.
Further, in the following, in order to simplify the description, a case in which one measured value of front and rear direction force can be obtained for one wheelset will be described as an example. That is, the railway vehicle shown in FIG. 1 has four wheel sets 13a to 13d. Thus, four measured values of the longitudinal forces T _{1 to} T ₄ are obtained.

Figure 5 is a diagram showing an example of a mutual working relationship between the movement of the back and forth using the direction force T ₁ through T _4, as deviation amount y _R1 ~y _R4 and components of the rail vehicle. Equation for calculating the longitudinal direction forces _T 1 through T _4, calculation formula for converting the variable _e 1 to e _4, the equation of motion describing the lateral vibration of the wheelset 13a~13d when using the conversion variable _e 1 to e _4, the front-rear direction Specific examples of the equation of motion describing the yawing of the wheel sets 13a to 13d when the forces T _{1 to} T ₄ are used will be described later (each of Eqs. (40) to (43) and (26) to (29) , (34) Formula-(37) Formula, (51) Formula-(54) reference).

FIG. 6 is a diagram showing, from the operation relationship of FIG. 5, the operation relationship necessary for determining the movement of the component that directly acts on the yawing of the wheel sets 13a to 13d. The degree of freedom of movement decreases as the yawing of the wheel sets 13a to 13d is eliminated. In addition, the measured value used in the filter that performs data assimilation, such as a Kalman filter, increases by the amount of the front-rear direction forces T _{1 to} T ₄ . Therefore, the accuracy of motion information calculated by performing an operation using a filter that performs data assimilation, such as a Kalman filter, is improved.

On the other hand, FIG. 7, the working relationship of FIG. 5 is a diagram illustrating removed the necessary working relationship to determine the street deviation amount y _R1 ~y _R4. Converting the variable _e 1 to e ₄ and carriage 12a, and the yawing of information 12b is known. Therefore, the information on the yawing of the wheel sets 13a to 13d is calculated by using the calculation formulas of the conversion variables e _{1 to} e ₄ (in the example described later, the equations (26) to (29)). The conversion variables e _{1 to} e _{4 at} this time are directly derived from the measured values of the longitudinal forces T _{1 to} T ₄ . Further, the information on the yawing of the bogies 12a and 12b is calculated using the operation relationship of FIG. Therefore, the accuracy of the yawing information of the wheel shafts 13a to 13d calculated from the conversion variables e _{1 to} e ₄ and the yawing information of the bogies 12a and 12b is improved compared to the case of calculating using the operation relationship of FIG. Do. Further, a yawing information wheelset 13 a to 13 d, and the front-rear direction force _T 1 through T _4, components that act directly on yawing axle 13 a to 13 d motion (the wheel axis 13 a to 13 d transverse vibration and carriage 12a, 12b of the Information of the lateral vibration) is known. Therefore, (in the example to be described later (51) to (54) below) the equation of motion describing the yawing axle 13a~13d by using, as deviation amount _y R1 _{~y R4} is calculated. The accuracy of the information on the yawing of the wheel sets 13a to 13d at this time is improved as compared with the case of calculating using the operational relationship of FIG. 4 as described above. Further, the measured value is the front-rear direction force _T 1 through T _4. In addition, the information on the motion of the components directly acting on the yawing of the wheel sets 13a to 13d is calculated using the operation relationship shown in FIG. Accordingly, the foregoing manner the accuracy of the street deviation amount y _R1 ~y _R4 which is calculated is improved.
The inspection apparatus 800 described below is an apparatus that embodies an example of a method for improving the accuracy of the misalignment amounts y _{R1 to} y _R4 as described above.

<Inspection apparatus 800>
FIG. 8 is a diagram showing an example of a functional configuration of the inspection apparatus 800. As shown in FIG. FIG. 9 is a diagram showing an example of a hardware configuration of the inspection apparatus 800. As shown in FIG. FIG. 10 is a diagram showing an example of pre-processing in the inspection apparatus 800. As shown in FIG. FIG. 11 is a diagram illustrating an example of the main process in the inspection apparatus 800. In this embodiment, as shown in FIG. 1, the case where the inspection apparatus 800 is mounted in a railway vehicle is shown as an example.

  In FIG. 8, the inspection apparatus 800 has a state equation storage unit 801, an observation equation storage unit 802, a data acquisition unit 803, a filter operation unit 804, a trajectory state calculation unit 805, and an output unit 806 as its functions.

  In FIG. 9, the inspection apparatus 800 includes a CPU 901, a main storage device 902, an auxiliary storage device 903, a communication circuit 904, a signal processing circuit 905, an image processing circuit 906, an I / F circuit 907, a user interface 908, a display 909, and a bus. It has 910.

  The CPU 901 centrally controls the entire inspection apparatus 800. The CPU 901 executes a program stored in the auxiliary storage device 903 using the main storage device 902 as a work area. The main storage unit 902 temporarily stores data. The auxiliary storage device 903 stores various data in addition to the program executed by the CPU 901. The auxiliary storage device 903 stores state equations and observation equations described later. The state equation storage unit 801 and the observation equation storage unit 802 are realized by using, for example, the CPU 901 and the auxiliary storage device 903.

  The communication circuit 904 is a circuit for communicating with the outside of the inspection apparatus 800. The communication circuit 904 receives, for example, information on measured values of longitudinal force and measured values of acceleration in the left-right direction of the vehicle body 11, the bogies 12a and 12b, and the wheel sets 13a to 13d. The communication circuit 904 may perform wireless communication with the outside of the inspection apparatus 800 or wire communication. The communication circuit 904 is connected to an antenna provided on a railway vehicle when performing wireless communication.

  The signal processing circuit 905 performs various types of signal processing on the signal received by the communication circuit 904 and the signal input according to the control of the CPU 901. The data acquisition unit 803 is realized by using, for example, the CPU 901, the communication circuit 904, and the signal processing circuit 905. The filter operation unit 804 and the trajectory state calculation unit 805 are realized by using, for example, the CPU 901 and the signal processing circuit 905.

An image processing circuit 906 performs various types of image processing on signals input according to control of the CPU 901. The signal subjected to the image processing is output to the display 909.
The user interface 908 is a portion where the operator instructs the inspection apparatus 800. The user interface 908 includes, for example, buttons, switches, and dials. The user interface 908 may also have a graphical user interface using the display 909.

The display 909 displays an image based on the signal output from the image processing circuit 906. The I / F circuit 907 exchanges data with a device connected to the I / F circuit 907. In FIG. 9, a user interface 908 and a display 909 are shown as devices connected to the I / F circuit 907. However, devices connected to the I / F circuit 907 are not limited to these. For example, a portable storage medium may be connected to the I / F circuit 907. Also, at least a portion of user interface 908 and display 909 may be external to inspection apparatus 800.
The output unit 806 is realized, for example, by using at least one of the communication circuit 904 and the signal processing circuit 905, and the image processing circuit 906, the I / F circuit 907, and the display 909.

  The CPU 901, the main storage device 902, the auxiliary storage device 903, the signal processing circuit 905, the image processing circuit 906, and the I / F circuit 907 are connected to the bus 910. Communication between these components takes place via a bus 910. The hardware of the inspection apparatus 800 is not limited to that shown in FIG. 9 as long as the functions of the inspection apparatus 800 described later can be realized.

[State equation storage unit 801, S1001]
The state equation storage unit 801 stores a state equation. In the present embodiment, among the above-described equations of motion, equations of motion describing the yawing of the wheel axles 13a to 13d of the equations (5) to (8) are not included in the equation of state. In the equations (5) to (8), the amounts of deviation y _{R1 to} y _R4 are included. In the case where the equations (5) to (8) are included in the state equation and filtering is performed by a Kalman filter described later, a model of the trajectory 16 is required. Passage can not be described according to physical laws. Therefore, it is necessary to create a model of the trajectory 16 so that the time derivative of the amount of deviation y _{R1 to} y _R4 becomes, for example, white noise. Then, the uncertainty of the model of the trajectory 16 may affect the result of the filtering by the Kalman filter described later. In addition, by reducing the state equation and reducing the state variable, it is possible to stabilize the operation of the Kalman filter described later.

Under the above findings, in the present embodiment, the equation of state is configured as follows without including the equation of motion describing the yawing of the wheelset 13a to 13d of the equations (5) to (8) in the following equation. .
First, an equation of motion describing the lateral vibration (movement in the horizontal direction) of the carriages 12a and 12b of the equations (9) and (10) and the rolling of the carriages 12a and 12b of the equations (13) and (14) are described Equation of motion, equation of motion describing lateral vibration (movement in the lateral direction) of the vehicle body 11 of equation (15), equation of motion describing yawing of vehicle body 11 of equation (16), and vehicle body of equation (17) Equation (18), equation (19), the yaw damper disposed on the carriage 12a, equation of motion describing the yawing of the yaw damper disposed on the carriage 12b, equation (20), 21) For the motion equation describing the rolling of the air spring (pillow spring) disposed on the carriage 12a of the formula and the air spring (pillow spring) disposed on the carriage 12b, using these as they are Constitute the state equation.

On the other hand, the equations of motion describing the lateral vibration (movement in the left-right direction) of the wheel sets 13a to 13d of the equations (1) to (4) and the yawing of the carriages 12a and 12b of the equations (11) and (12) are described. the equations of motion include rotation amount (angular displacement) ψ _w1 ~ψ _w4 and angular velocity ψ _w1 · ~ψ _w4 · in the yawing direction of the wheel axis 13 a to 13 d. As described above, in the present embodiment, an equation of motion that describes the yawing of the wheelset 13 a to 13 d in the equations (5) to (8) is not included in the equation of state. So, in this embodiment, a state equation is comprised using the thing which eliminated these variables from (1) Formula-(4), (11) Formula, and (12) Formula as follows.

First, the longitudinal forces T _{1 to} T _{4 at} the wheel sets _{13 a to 13} d are expressed by the following equations (22) to (25). Thus, the front-rear direction force _T 1 through T _4, according to the difference between the yawing direction angular displacement ψ _w1 ~ψ _w4 wheelset, the angular displacement ψ _t1 ~ψ _t2 in the yawing direction of the truck in which the wheel sets are provided It becomes settled.

Conversion variables e _{1 to} e ₄ are defined as in the following equations (26) to (29). Thus, the conversion variables _e 1 to e ₄ are defined by the difference between the yawing direction angular displacement ψ _t1 ~ψ _t2 and Wajiku the yawing direction angular displacement ψ _w1 ~ψ _w4 of the truck. Converting the variable _e 1 to e ₄ is a variable for converting the yawing direction angular displacement ψ _w1 ~ψ _w4 in the yawing direction angular displacement ψ _t1 ~ψ _t2 and Wajiku bogie another.

  If the equations (26) to (29) are modified, the following equations (30) to (33) are obtained.

  When the equations (30) to (33) are substituted into equations of motion describing the lateral vibrations (movement in the left-right direction) of the wheel sets 13a to 13d of the equations (1) to (4), the following equation (34) to Formula (37) is obtained.

In this way, the equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel sets 13a to 13d in the equations (1) to (4) is expressed using the conversion variables e _{1 to} e ₄ to The amount of rotation (angular displacement) ψ _{w1 to} ψ _w4 in the yawing direction of the wheel sets 13 a to 13 d included in the equation of motion can be eliminated.

  When equations (22) to (25) are substituted into equations of motion describing the yawing of the carriages 12a and 12b of the equations (11) and (12), the following equations (38) and (39) are obtained .

Thus, (11), (12) of the carriage 12a, the equation of motion describing the yawing 12b, that expressed using the front-rear direction force _T 1 through T _4, are included in the equation of motion and it can be erased axle angular displacement ψ _w1 ~ψ _w4 and the angular velocity ψ _w1 · ~ψ _w4 · in yawing direction 13 a to 13 d.

  Moreover, if Formula (26)-Formula (29) is substituted in (22) Formula-(25) Formula, the following (40) Formula-(43) Formula will be obtained.

As described above, in the present embodiment, an equation of motion that describes the lateral vibration (movement in the left-right direction) of the wheel sets 13a to 13d is represented as in Eqs. (34) to (37), 39) The equations of motion describing the yawing of the carriages 12a and 12b are expressed as in the equation 39, and these are used to construct a state equation. Further, the equations (40) to (43) are ordinary differential equations, and the actual values of the conversion variables e _{1 to} e ₄ which are the solutions thereof are the measurements of the longitudinal forces T _{1 to} T ₄ in the wheel axles _{13 a to} 13 d. It can be determined by using a value.

The actual values of the conversion variables e _{1 to} e ₄ thus obtained are given to the equations (34) to (37). Further, the measured values of the longitudinal forces T _{1 to} T ₄ in the wheel sets _{13 a to 13} d are given to the equations (38) and (39).

  In this embodiment, a variable represented by the following equation (44) is a state variable, and the motions of the equations (9), (10), (13) to (21), and (34) to (39) Construct a state equation using an equation.

  For example, the state equation storage unit 801 inputs and stores the state equation configured as described above based on the operation of the user interface 908 by the operator.

[Observation equation storage unit 802, S1002]
The observation equation storage unit 802 stores an observation equation. In the present embodiment, the acceleration in the left-right direction of the vehicle body 11, the acceleration in the left-right direction of the bogies 12a and 12b, and the acceleration in the left-right direction of the wheel sets 13a to 13d are used as observation variables. This observation variable is an observation variable of the filtering by the Kalman filter mentioned later. In the present embodiment, observation equations are configured using the motion equations describing the lateral vibration of the equations (34) to (37), (9), (10), and (15). The observation equation storage unit 802, for example, inputs and stores an observation equation configured in this way based on the operation of the user interface 908 by the operator.

  As described above, after the state equation and the observation equation are stored in the inspection apparatus 800, the data acquisition unit 803, the filter operation unit 804, the trajectory state calculation unit 805, and the output unit 806 are activated. That is, after the pre-processing according to the flowchart of FIG. 3 is completed, the main processing according to the flowchart of FIG. 4 is started.

[Data acquisition unit 803, S1101]
The data acquisition unit 803 acquires measurement data.
In the present embodiment, as the measurement data, the data acquisition unit 803 measures the measured values of acceleration in the left-right direction of the vehicle body 11, measured values of the acceleration in the left-right direction of the carts 12a and 12b, and the accelerations in the left-right direction of the wheel axles 13a to 13d. Get the measured value. Each acceleration is measured by using, for example, strain gauges attached to the vehicle body 11, the carriages 12a and 12b, and the wheel sets 13a to 13d, and a computing device that computes acceleration using the measurement values of the strain gauges. Ru. In addition, since the measurement of acceleration can be realized by a known technique, the detailed description thereof is omitted.

Further, the data acquisition unit 803 acquires a measurement value of the front-rear direction force as measurement data. The method of measuring the longitudinal force is as described above.
The data acquisition unit 803 can acquire measurement data, for example, by communicating with the above-described arithmetic device.

[Filter operation unit 804, S1102]
The filter operation unit 804 uses the observation equation as the observation equation stored by the observation equation storage unit 802, and the state equation as the state equation stored by the state equation storage unit 801. The data is used to determine the state variables shown in equation (44). As described above, in the present embodiment, the measurement data includes measured values of acceleration in the lateral direction of the vehicle body 11, measured values of acceleration in the lateral direction of the carriages 12a and 12b, and measured values of acceleration in the lateral direction of the wheel axles 13a to 13d. And measured values of front-rear direction forces T _{1 to} T _{4 at} the wheel sets _{13 a to 13} d.

The Kalman filter is one of the methods of data assimilation. That is, the Kalman filter is an example of a method of determining the value of the unobserved variable (state variable) such that the difference between the measured value of the observable variable (observed variable) and the calculated value is small (minimum). The filter operation unit 804 obtains a Kalman gain that makes the difference between the measured value of the observed variable and the calculated value small (minimum), and obtains the value of the unobserved variable (state variable) at that time. In the Kalman filter, the observation equation of the following equation (45) and the state equation of the following equation (46) are used.
Y = HX + V (45)
X · = ΦX + W (46)
In equation (45), Y is a vector storing the measured value of the observation variable. H is an observation model. X is a vector that stores state variables. V is observation noise. X · represents a time derivative of X. Φ is a linear model. W is system noise. The Kalman filter itself can be realized by a known technique, and thus the detailed description thereof is omitted.

[Track state calculation unit 805, S1103]
If equations (22) to (25) are substituted into equations of motion describing the yawing of wheel sets 13a to 13d of equations (5) to (8), equations (47) to (50) below can be obtained. .

The track state calculation unit 805 calculates estimated values of the amount of rotation (angular displacement) ψ _{w1 to} ψ _w4 in the yawing direction of the wheel sets 13 a to 13 d from the equations (30) to (33). Then, the track state calculation unit 805 estimates the amount of rotation (angular displacement) ψ _{w1 to} ψ _w4 in the yawing direction of the wheelset 13 a to 13 d and the state variable shown in the equation (4 4 ) obtained by the filter operation unit 804 And the measured values of the longitudinal forces T _{1 to} T _{4 at} the wheel sets 13 a to 13 d by the equations (47) to (50), so that the amount of deviation y _{R1 to} y at the positions of the wheel sets 13 a to 13 d Calculate _R4 . Here the state variables used, the displacement y _t1 ~y _t2 in the lateral direction of the carriage 12a-12b, the left-right direction of the velocity y _t1 · ~y _t2 · of the truck 12a-12b, in the lateral direction of the wheel axis 13a~13d displacement y _w1 ~y _w4, and a lateral direction of the velocity y _w1 · ~y _w4 · the Wajiku 13 a to 13 d.

Then, the track state calculation unit 805, from the street deviation amount _y R1 _{~y R4,} calculates the final streets deviation amount _{y R.} For example, the track state calculation unit 805, among the street deviation amount y _R1 ~y _R4, calculates an arithmetic mean value of the two values except the maximum and minimum values as as deviation amount y _R. At this time, the track state calculation unit 805 obtains a moving average for each of the amounts of deviation y _{R1 to} y _R4 at the positions of the wheel sets 13a to 13d (that is, passes through a low pass filter), and takes the moving average. from the street deviation amount _y R1 _{~y R4} at the location of ～13D, it may calculate the final streets deviation amount _{y R.}

[Output unit 806, S1104]
The output unit 806 outputs information on the amount of deviation y _R as calculated by the track state calculation unit 805. At this time, the output unit 806 may output information indicating that the track 16 is abnormal if the amount of deviation y _R is larger than a preset value. As the form of the output, for example, at least one of display on a computer display, transmission to an external device, and storage on an internal or external storage medium can be adopted.

<Example>
Next, an example will be described. In this embodiment, as shown in FIG. 1, numerical simulation of a case where a railway vehicle having two bogies 12a and 12b and four pairs of wheel axles 13a to 13d is run at 270 km / h on one vehicle body 11 is shown. Carried out. Further, in the present embodiment, it is assumed that the axle box support device is a monolink type axle box support device. In the present embodiment, the front-rear direction force is referred to as a monolink force. Then, using the data calculated by this numerical simulation, the amount of deviation was calculated by the method described in the present embodiment. At this time, the model used for the numerical simulation had 86 degrees of freedom. Therefore, motions not assumed in the 21 degrees of freedom model used to calculate the amount of deviation are added to the model used for the numerical simulation. By doing this, in the present embodiment, it is assumed that system noise of a state equation corresponding to that when an actual railway vehicle is driven is obtained. On the other hand, the observation noise of the observation equation when the actual railway vehicle is driven depends on the measurement accuracy. The observation data of the present embodiment does not include observation noise. For this reason, in the present embodiment, it is assumed that ideal measurement accuracy is obtained.

FIG. 12 shows (a part of) observation data obtained by numerical simulation. In FIG. 12, the first wheelset refers to the wheelset 13a. The front carriage points to the carriage 12a. Lateral vibration acceleration refers to acceleration in the lateral direction.
FIG. 13 is a diagram showing an example of the actual measurement value 1301 of the deviation amount and the calculated value 1302. The actual measurement value 1301 is an amount of deviation as set when carrying out the numerical simulation. As shown in FIG. 13, the actual value of deviation 1301 and the calculated value 1302 coincide with each other at a practically acceptable level. Therefore, it is understood that the amount of deviation can be calculated accurately by using the method of the present embodiment.

On the other hand, without using a mono link power, (5) to (8), including the movement equation describing the yawing axle 13a~13d the equation of state, white the time derivative of the street deviation amount _y R1 _{~y R4} Treated as noise and filtered by Kalman filter. As a result, the calculation became unstable and no estimation result was obtained.

<Summary>
As described above, in the present embodiment, as described, the inspection device 800, the vehicle body 11, and the measurement value of the acceleration in the lateral direction of the carriage 12a, 12b, and Wajiku 13 a to 13 d, the measured value of the longitudinal force _T 1 through T _4, and actual value of the conversion variables _e 1 to e _4, the giving the Kalman filter, state variables _{(y w1 · ~y w4 ·,} y w1 ~y w4, y t1 · ~y t2 ·, y t1 ~y t2, ψ _{t1 · ~ψ t2 ·, ψ t1} ~ψ t2, φ t1 · ~φ t2 ·, φ t1 ~φ t2, y b ·, y b, ψ b ·, ψ b, φ b ·, φ b, ψ y1 , Y _y2 , φ _a1 , φ _a2 ) are derived. Next, the inspection apparatus 800 uses carriage 12a included in the state variable, the rotation amount in the yawing direction 12b (the angular displacement) ψ _t1 ~ψ _t2, the actual value of conversion variables _e 1 to e _4, the The rotational amounts (angular displacements) ψ _{w1 to} ψ _w4 in the yawing direction of the wheel sets 13a to 13d are derived. Next, the inspection apparatus 800 uses the equation of motion describing the yawing of the wheel sets 13a to 13d, the amount of rotation (angular displacement) ψ _{w1 to} ψ _w4 in the yawing direction of the wheel sets 13a to 13d, the state variable, and the longitudinal force. By substituting the measured values of T _{1 to} T _4, the amounts of deviation y _{R1 to} y _R4 at the positions of the wheel sets 13 a to 13 d are calculated. Then, the inspection apparatus 800, from the street deviation amount _y R1 _{~y R4,} calculates the final streets deviation amount _{y R.} Therefore, it is not necessary to construct a state equation using an equation of motion including the amount of deviation y _{R1 to} y _R4 as a variable as an equation of motion describing the yawing of the wheel sets 13a to 13d. This makes it possible to reduce the number of state variables as well as eliminating the need to create a model of the trajectory 16. In this embodiment, the degree of freedom of the model can be reduced from 21 degrees of freedom to 17 degrees of freedom, and the number of state variables can be reduced from 38 to 30. Further, by the amount of longitudinal directed force _T 1 through T _4, it increases the measured value to be used in the Kalman filter.

On the other hand, as described in the examples, without using the front-rear direction force _T 1 through T _4, the (5) to (8) include the motion equation describing the yawing axle 13a~13d the state equation of The calculation may be unstable and the estimation result may not be obtained. That is, if the state variable is not selected as in the technique described in Patent Document 2, the calculation may become unstable and the estimation result may not be obtained. In addition, even if the estimation result is obtained, the method according to the present embodiment has higher detection accuracy of irregularities of the trajectory 16 than the method in which no state variable is selected. This is because, in the present embodiment, it is realized that an equation of motion that describes the yawing of the wheel sets 13a to 13d is not included in the equation of state, and that a measured value of the longitudinal force is used.

  Further, in the present embodiment, since a strain gauge can be used as a sensor, no special sensor is required. Therefore, it is possible to detect an abnormality (trajectory irregularity) of the track 16 with high accuracy without increasing the cost. In addition, since it is not necessary to use a special sensor, a strain gauge may be attached to the sales vehicle and the inspection device 800 may be mounted on the sales vehicle to detect irregularities in the track 16 in real time while the sales vehicle is traveling. it can. Therefore, even if the inspection vehicle does not travel, irregularities in the track 16 can be detected. However, a strain gauge may be attached to the inspection vehicle, and the inspection device 800 may be mounted on the inspection vehicle.

<Modification>
In the present embodiment, the case of using a Kalman filter has been described as an example. However, if a filter that derives a state variable (that is, a filter that performs data assimilation) is used so that the error between the measured value of the observed variable and the calculated value is minimized or the expected value of the error is minimized, the Kalman filter is not necessarily required. There is no need to use For example, a particle filter may be used. The error between the measured value of the observed variable and the calculated value may be, for example, the squared error between the measured value of the observed variable and the calculated value.

Further, in the present embodiment, the case where the amount of deviation is derived is described as an example. However, if the information reflecting the track irregularity (defect on the appearance of the track 16) is derived as the information reflecting the state of the track 16, it is not necessary to derive the deviation amount as it is. For example, the lateral pressure (wheel and rail) generated when the railway vehicle travels in a straight track by performing the following Equations (51) to (54) in addition to or instead of the amount of deviation: The stress in the left-right direction in between may be derived. However, Q ₁ , Q ₂ , Q ₃ and Q ₄ are lateral pressures at the wheels 14 a, 14 b, 14 c and 14 d respectively. f ₃ represents a spin creep coefficient.

Further, in the present embodiment, the case where the state variable indicating the state of the vehicle body 11 is included is described as an example. However, the vehicle body 11 is the portion to which the propagation of the vibration due to the acting force (creep force) between the wheels 14 a to 14 d and the track 16 is finally transmitted. Therefore, for example, when it is determined that the influence of the propagation is small in the vehicle body 11, it is not necessary to include the state variable indicating the state of the vehicle body 11. In this case, among the equations of motion of the equations (1) to (21), equations of motion describing the lateral vibration, yawing, and rolling of the vehicle body 11 of the equations (15) to (17); Equations (19): The yaw damper disposed on the carriage 12a and the equation of motion describing the yawing of the yaw damper disposed on the carriage 12b become unnecessary. Further, in the equations of motion of the equations (1) to (21), the state quantities relating to the vehicle body (state quantities including the suffix b) and the state quantities relating to the vehicle body (state quantities including the suffix b) A value (for example, {φ _a2 −φ _b } of the third term on the left side of the equation (21)) is set to 0 (zero).

  Further, in the present embodiment, the case where the bogies 12a and 12b are bolsterless bogies is described as an example. However, the bogies 12a and 12b are not limited to bolsterless bogies. Further, when the railway vehicle is subjected to a centrifugal force in a curved track or the like, the equation of motion is rewritten to include the centrifugal force. In addition, the equation of motion can be rewritten as appropriate according to the components of the railway vehicle, the force received by the railway vehicle, the direction of movement of the railway vehicle, and the like. That is, the equation of motion is not limited to that exemplified in the present embodiment.

Second Embodiment
Next, a second embodiment will be described.
In the first embodiment, the inspection device 800 mounted on the railway vehicle has been described as an example a case of calculating the streets deviation amount y _R. On the other hand, in the present embodiment, a data processing device in which a part of the functions of the inspection device 800 is implemented is disposed at the command center. The data processing apparatus receives the measurement data transmitted from the railway vehicle, calculates a street deviation amount y _R by using the measurement data received. As described above, in the present embodiment, the functions possessed by the inspection device 800 of the first embodiment are shared and executed between the railway vehicle and the command center. The present embodiment and the first embodiment mainly differ in the configuration and processing based on this. Therefore, in the description of the present embodiment, the same parts as those of the first embodiment will be denoted by the same reference numerals as those of the reference numerals of FIGS.

  FIG. 14 is a diagram showing an example of the configuration of the inspection system. In FIG. 14, the inspection system includes data collection devices 1410 a and 1410 b and a data processing device 1420. FIG. 14 also shows an example of the functional configuration of the data collection devices 1410a and 1410b and the data processing device 1420. The hardware of the data collection devices 1410a and 1410b and the data processing device 1420 can be realized, for example, by the one shown in FIG. Therefore, detailed description of the hardware configuration of the data collection devices 1410a and 1410b and the data processing device 1420 will be omitted.

  One data collection device 1410 a, one data collection device 1410 b is mounted on each of the railway vehicles. A data processor 1420 is located at the command center. The command center centrally manages, for example, the operation of a plurality of rail vehicles.

<Data acquisition devices 1410a, 1410b>
The data collection devices 1410a, 1410b can be implemented with the same. The data collection devices 1410a and 1410b include data acquisition units 1411a and 1411b and data transmission units 1412a and 1412b.

[Data Acquisition Unit 1411a, 1411b]
The data acquisition units 1411 a and 1411 b have the same function as the data acquisition unit 803. That is, the data acquisition units 1411a and 1411b acquire measurement data. Also in this embodiment, as in the first embodiment, the data acquisition units 1411a and 1411b measure the acceleration of the vehicle body 11 in the left-right direction and the accelerations of the carts 12a and 12b in the left-right direction as measurement data. The measurement value of the acceleration in the left-right direction of wheelset 13a-13d and the measurement value of front-back direction force are acquired. The strain gauges and arithmetic unit for obtaining these measurement values are the same as those described in the first embodiment.

[Data Transmission Unit 1412a, 1412b]
The data transmission units 1412 a and 1412 b transmit the measurement data acquired by the data acquisition units 1411 a and 1411 b to the data processing device 1420. In the present embodiment, the data transmission units 1412a and 1412b transmit the measurement data acquired by the data acquisition units 1411a and 1411b to the data processing apparatus 1420 by wireless communication. At this time, the data transmission units 1412a and 1412b add the identification numbers of the railcars on which the data collection devices 1410a and 1410b are mounted to the measurement data acquired by the data acquisition units 1411a and 1411b. As described above, the data transmission units 1412a and 1412b transmit the measurement data to which the identification number of the railway vehicle is added.

<Data processor 1420>
[Data receiver 1421]
The data reception unit 1421 receives the measurement data transmitted by the data transmission units 1412 a and 1412 b. The identification number of the railway vehicle that is the transmission source of the measurement data is added to the measurement data.

[Data storage unit 1422]
The data storage unit 1422 stores the measurement data received by the data receiving unit 1421. The data storage unit 1422 stores measurement data for each identification number of a railway vehicle. The data storage unit 1422 identifies the position of the railway vehicle at the reception time of the measurement data based on the current operation status of the rail vehicle and the reception time of the measurement data, and the information of the identified position and the measurement data Are associated with each other and stored. The data collection devices 1410a and 1410b may collect information on the current position of the railcar and include the collected information in the measurement data.

[Data reading unit 1423]
The data reading unit 1423 reads the measurement data stored by the data storage unit 1422. The data reading unit 1423 can read measurement data specified by the operator among the measurement data stored by the data storage unit 1422. In addition, the data reading unit 1423 can also read measurement data that meets a predetermined condition at a predetermined timing. In the present embodiment, the measurement data read by the data reading unit 1423 is determined based on, for example, at least one of the identification number and the position of the railcar.

  The state equation storage unit 801, the observation equation storage unit 802, the filter operation unit 804, the trajectory state calculation unit 805, and the output unit 806 are the same as those described in the first embodiment. Therefore, the detailed description of these is omitted here. The filter operation unit 804 uses the measurement data read by the data reading unit 1423 instead of the measurement data acquired by the data acquisition unit 803 to determine the state variable shown in equation (44).

<Summary>
As described above, in the present embodiment, the data collection devices 1410 a and 1410 b mounted on the railcar collect measurement data and transmit it to the data processing device 1420. Data processor 1420 disposed control center, the data collection device 1410a, and stores the measurement data received from 1410b, using the stored measurement data, calculates a street deviation amount y _R. Therefore, in addition to the effects described in the first embodiment, for example, the following effects are achieved. That is, the data processing device 1420 can calculate the deviation amount y _R at any timing by reading the measurement data at any timing. Also, the data processing device 1420 can output a time-series change in the amount of deviation y _R at the same position. In addition, the data processing device 1420 can output the amount of deviation y _R in a plurality of routes for each route.

<Modification>
In the present embodiment, the case where the measurement data is directly transmitted from the data collection devices 1410 a and 1410 b to the data processing device 1420 has been described as an example. However, this is not necessary. For example, cloud computing may be used to construct an inspection system. In addition, also in the present embodiment, various modified examples described in the first embodiment can be adopted.

  In the first and second embodiments, the state equation storage unit 801, the observation equation storage unit 802, the filter operation unit 804, the trajectory state calculation unit 805, and the output unit 806 are included in one device. This is explained by taking the example as an example. However, this is not necessary. The functions of the state equation storage unit 801, the observation equation storage unit 802, the filter operation unit 804, the trajectory state calculation unit 805, and the output unit 806 may be realized by a plurality of devices. In this case, the inspection system is configured by using the plurality of devices.

(Other embodiments)
The embodiments of the present invention described above can be realized by a computer executing a program. In addition, a computer readable recording medium recording the program and a computer program product such as the program can be applied as an embodiment of the present invention. As the recording medium, for example, a flexible disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a non-volatile memory card, a ROM or the like can be used.

  In addition, any of the embodiments of the present invention described above is merely an example of implementation for carrying out the present invention, and the technical scope of the present invention should not be interpreted limitedly by these. It is a thing. That is, the present invention can be implemented in various forms without departing from the technical idea or the main features thereof.

  The present invention can be used, for example, to inspect the track of a railway vehicle.

Claims (16)

Data acquisition means for acquiring measurement data which is data of measurement values measured by causing a railway vehicle having a car body, a bogie and a wheelset to travel on a track;
A filter operation means for determining a state variable which is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation ,
Orbit state deriving means for deriving information reflecting the state of the orbit;
The measurement data includes a measurement value of acceleration in the left-right direction of the bogie and the wheelset, and a measurement value of longitudinal force.
The left and right direction is a direction perpendicular to both the longitudinal direction which is a direction along the traveling direction of the railcar and the vertical direction which is a direction perpendicular to the track,
The front-rear direction force is the front-rear direction force generated in a member disposed between the wheel set and the carriage on which the wheel set is provided, and the wheel set includes the angular displacement of the wheel set in the yawing direction and the wheel set. The force determined in accordance with the difference between the angular displacement of the carriage and the yaw direction of the truck,
The member is a member for supporting the axle box,
The yawing direction is a pivoting direction whose pivot axis is the vertical direction.
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable,
The state variables include lateral displacement and velocity of the bogie, angular displacement and angular velocity in the yawing direction of the bogie, angular displacement and angular velocity in the rolling direction of the bogie, lateral displacement and velocity of the wheelset, and An angular displacement of a rolling direction of an air spring attached to the railway vehicle, and an angular displacement and an angular velocity of the wheel axle in a yawing direction,
The rolling direction is a pivoting direction with the longitudinal direction as a pivoting axis,
The conversion variable is a variable that mutually converts the angular displacement of the wheelset in the yawing direction and the angular displacement of the truck in the yawing direction,
The observation equation is an equation described using an observation variable and the conversion variable,
The observation variable includes left and right accelerations of the truck and the wheelset,
The filter operation means may measure the measured value of the observation variable, the state equation into which the measured value of the longitudinal force and the actual value of the conversion variable are substituted, and the observation equation into which the actual value of the conversion variable is substituted; To determine the error between the measured value and the calculated value of the observed variable or the state variable at which the expected value of the error is minimized,
The trajectory state deriving means uses the angular displacement of the carriage in the yawing direction, which is one of the state variables determined by the filter operation means, and the actual value of the conversion variable, to obtain the yawing direction of the wheelset. Deriving an estimated value of the angular displacement of the vehicle, and using the derived estimated value of the angular displacement in the yawing direction of the wheelset, to derive information reflecting the state of the trajectory;
The inspection system characterized in that the actual value of the conversion variable is derived using the measurement value of the longitudinal force. The equation of state includes an equation of motion describing the lateral motion of the wheelset, an equation of motion describing the lateral motion of the carriage, an equation of motion describing the yawing motion of the carriage, and It is configured using an equation of motion describing the motion in the rolling direction and a equation of motion describing the motion in the rolling direction of the air spring,
The equation of motion describing the lateral movement of the wheelset is an equation of motion described using the conversion variable instead of the angular displacement of the wheelset in the yawing direction,
The equation of motion describing the motion of the carriage in the yawing direction is an equation of motion described using the longitudinal force instead of the angular displacement and angular velocity of the wheelset in the yawing direction,
The inspection system according to claim 1, wherein the conversion variable is represented by a difference between an angular displacement of the carriage in the yawing direction and an angular displacement of the wheelset in the yawing direction. The data acquisition means further acquires measured values of acceleration in the left-right direction of the vehicle body,
The observation variable further includes the lateral acceleration of the vehicle body,
The state variables include lateral displacement and speed of the vehicle body, angular displacement and angular velocity of the vehicle in the yawing direction, angular displacement and angular velocity of the vehicle in the rolling direction, and yawing direction of a yaw damper attached to the railway vehicle Further have an angular displacement of
The filter operation means determines the state variable when the difference between the measured value and the calculated value of the acceleration in the left-right direction of the vehicle body, the bogie, and the wheelset is minimized. Inspection system according to 2.   The equation of state includes an equation of motion describing the lateral motion of the vehicle body, an equation of motion describing the motion of the vehicle body in the yawing direction, an equation of motion describing the motion of the vehicle body in the rolling direction, and the yaw damper The inspection system according to claim 3, further comprising: an equation of motion describing a motion in the yawing direction. The observation equation is configured by further using an equation of motion describing the lateral motion of the wheelset and an equation of motion describing the lateral motion of the truck.
The motion equation describing the motion of the wheelset in the left-right direction is an equation of motion described using the conversion variable in place of the angular displacement of the wheelset in the yawing direction. The inspection system according to any one of the above.   The inspection system according to claim 5, wherein the observation equation is configured by further using an equation of motion describing motion of the vehicle body in the lateral direction. The track state deriving means is configured to determine the lateral displacement and speed of the bogie, which is the state variable determined by the filter calculating means, and the lateral direction of the wheelset, which is the state variable determined by the filter calculating means. According to the trajectory based on the displacement and velocity, the estimated value of the angular displacement in the yawing direction of the wheel axis, the measured value of the longitudinal force, and the equation of motion describing the motion in the yawing direction of the wheel axis Deriving the amount of deviation as information reflecting the state of the orbit,
The inspection system according to any one of claims 1 to 6, wherein an equation of motion describing the motion in the yawing direction of the wheelset includes the back-and-forth direction force and the amount of run-off of the orbit as variables.   The track state deriving means is based on an angular displacement of the wheel set in the yawing direction and a lateral velocity of the wheel set included in the state variable, between the wheel provided on the wheel set and the track. The inspection system according to any one of claims 1 to 7, wherein a lateral pressure, which is a stress in the left-right direction, is derived as information reflecting the state of the track.   The front-rear direction force is a component having a phase opposite to each other among the front-rear direction components of the force generated in each of the two members attached on both sides in the left-right direction of one wheel shaft The inspection system according to any one of claims 1 to 8, wherein:   The inspection system according to claim 9, wherein the member is a link supporting the axle box or a rubber bush attached to the link supporting the axle box.   The inspection system according to claim 9, wherein the member is a shaft beam supporting the axle box, or a rubber bush attached to the shaft beam supporting the axle box.   The inspection system according to claim 9, wherein the member is a leaf spring supporting the axle box or a rubber bush attached to the leaf spring supporting the axle box.   The inspection system according to any one of claims 1 to 12, wherein the filter is a Kalman filter. Transmission means for transmitting the measurement data acquired by the data acquisition means;
And receiving means for receiving the measurement data transmitted by the transmitting means.
The filter operation means determines the state variable using the measurement data received by the reception means, the state equation, and the observation equation. The inspection system described in Item 1 A data acquisition step of acquiring measurement data which is data of measurement values measured by causing a railway vehicle having a car body, a bogie and a wheelset to travel on a track;
A filter operation step of determining a state variable that is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation ,
And a trajectory state deriving step of deriving information reflecting the state of the trajectory.
The measurement data includes a measurement value of acceleration in the left-right direction of the bogie and the wheelset, and a measurement value of longitudinal force.
The left and right direction is a direction perpendicular to both the longitudinal direction which is a direction along the traveling direction of the railcar and the vertical direction which is a direction perpendicular to the track,
The front-rear direction force is the front-rear direction force generated in a member disposed between the wheel set and the carriage on which the wheel set is provided, and the wheel set includes the angular displacement of the wheel set in the yawing direction and the wheel set. The force determined in accordance with the difference between the angular displacement of the carriage and the yaw direction of the truck,
The member is a member for supporting the axle box,
The yawing direction is a pivoting direction whose pivot axis is the vertical direction.
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable,
The state variables include lateral displacement and velocity of the bogie, angular displacement and angular velocity in the yawing direction of the bogie, angular displacement and angular velocity in the rolling direction of the bogie, lateral displacement and velocity of the wheelset, and An angular displacement of a rolling direction of an air spring attached to the railway vehicle, and an angular displacement and an angular velocity of the wheel axle in a yawing direction,
The rolling direction is a pivoting direction with the longitudinal direction as a pivoting axis,
The conversion variable is a variable that mutually converts the angular displacement of the wheelset in the yawing direction and the angular displacement of the truck in the yawing direction,
The observation equation is an equation described using an observation variable and the conversion variable,
The observation variable includes left and right accelerations of the truck and the wheelset,
The filter operation process comprises: measuring the measured value of the observation variable; the state equation into which the measured value of the longitudinal force and the actual value of the conversion variable are substituted; and the observation equation into which the actual value of the conversion variable is substituted; To determine the error between the measured value and the calculated value of the observed variable or the state variable at which the expected value of the error is minimized,
The trajectory state derivation step uses the angular displacement of the carriage in the yawing direction, which is one of the state variables determined by the filter operation step, and the actual value of the conversion variable, to obtain the yaw direction of the wheelset. Deriving an estimated value of the angular displacement of the vehicle, and using the derived estimated value of the angular displacement in the yawing direction of the wheelset, to derive information reflecting the state of the trajectory;
The actual value of the conversion variable is derived using the measured value of the longitudinal force. A data acquisition step of acquiring measurement data which is data of measurement values measured by causing a railway vehicle having a car body, a bogie and a wheelset to travel on a track;
A filter operation step of determining a state variable that is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation ,
And C. performing a process including a trajectory state deriving step of deriving information reflecting the state of the trajectory.
The measurement data includes a measurement value of acceleration in the left-right direction of the bogie and the wheelset, and a measurement value of longitudinal force.
The left and right direction is a direction perpendicular to both the longitudinal direction which is a direction along the traveling direction of the railcar and the vertical direction which is a direction perpendicular to the track,
The front-rear direction force is the front-rear direction force generated in a member disposed between the wheel set and the carriage on which the wheel set is provided, and the wheel set includes the angular displacement of the wheel set in the yawing direction and the wheel set. The force determined in accordance with the difference between the angular displacement of the carriage and the yaw direction of the truck,
The member is a member for supporting the axle box,
The yawing direction is a pivoting direction whose pivot axis is the vertical direction.
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable,
The state variables include lateral displacement and velocity of the bogie, angular displacement and angular velocity in the yawing direction of the bogie, angular displacement and angular velocity in the rolling direction of the bogie, lateral displacement and velocity of the wheelset, and An angular displacement of a rolling direction of an air spring attached to the railway vehicle, and an angular displacement and an angular velocity of the wheel axle in a yawing direction,
The rolling direction is a pivoting direction with the longitudinal direction as a pivoting axis,
The conversion variable is a variable that mutually converts the angular displacement of the wheelset in the yawing direction and the angular displacement of the truck in the yawing direction,
The observation equation is an equation described using an observation variable and the conversion variable,
The observation variable includes left and right accelerations of the truck and the wheelset,
The filter operation step comprises: measuring the measured value of the observation variable; the state equation into which the measured value of the longitudinal force and the actual value of the conversion variable are substituted; and the observation equation into which the actual value of the conversion variable is substituted; To determine the error between the measured value and the calculated value of the observed variable or the state variable at which the expected value of the error is minimized,
The trajectory state derivation step uses the angular displacement of the carriage in the yawing direction, which is one of the state variables determined by the filter operation step, and the actual value of the conversion variable, to obtain the yaw direction of the wheelset. Deriving an estimated value of the angular displacement of the vehicle, and using the derived estimated value of the angular displacement in the yawing direction of the wheelset, to derive information reflecting the state of the trajectory;
The program according to the present invention, wherein the actual value of the conversion variable is derived using a measurement value of the longitudinal force.

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