JP7056428B2 - Orbital condition evaluation method and evaluation device - Google Patents

Description

The present invention relates to a method and an apparatus for evaluating a state of a track on which a railway vehicle travels. In particular, the present invention is an evaluation method and an evaluation device capable of easily and inexpensively detecting a change in track state without being affected by a change in the traveling speed of a railway vehicle and determining the type of change in track state. Regarding.

The track on which a railroad vehicle (hereinafter, simply referred to as "vehicle") travels deteriorates in condition, such as the installation position being displaced or the shape of the tread being deformed due to wear due to repeated traveling of the vehicle. Therefore, it is necessary to grasp the condition of the orbit and take appropriate care.

As a method for evaluating the state of the track, a method of measuring the displacement of the track by a dedicated track inspection vehicle, which is a non-commercial vehicle, is known. However, track inspection cars are expensive, so only some railway companies own them. Moreover, since the number of possessions is limited, the frequency of measurement is as low as several times a year. Therefore, it has not been possible to constantly grasp the state of the orbit. In addition, there is no means for quantitatively evaluating the result of orbital maintenance and the period during which the maintenance effect is maintained. Therefore, as the maintenance of the orbit, the current situation is that regular maintenance (TBM: Time Based Maintenance) is carried out instead of maintenance based on the evaluated orbital condition (CBM: Condition Based Maintenance).

In order to solve the above problems, a method has been proposed in which a sensing function is added to a normal commercial vehicle and the state of the track is evaluated during the commercial running of the vehicle. For example, research is underway to apply a bogie (PQ monitoring bogie) capable of measuring wheel load and lateral pressure to a track condition evaluation by using it as a commercial vehicle. However, it is difficult to apply the PQ monitoring trolley to an existing vehicle, and it becomes necessary to newly manufacture the vehicle, so that the introduction cost is high. Therefore, there is a demand for a method that can evaluate the state of the orbit more easily and inexpensively.

As a simpler and cheaper evaluation method, for example, the method described in Patent Document 1 has been proposed. In the method described in Patent Document 1, the vibration acceleration of the vehicle body is measured to calculate the riding comfort level, and the riding comfort level at a specific point is the average value and standard deviation of the riding comfort level at the same point obtained in advance. This is a method of determining that the orbital state at the same point has deteriorated when the deviation from the predetermined range is determined from (Claim 3, paragraph 0023, 0024, etc. of Patent Document 1).

However, the method described in Patent Document 1 does not consider the traveling speed of the vehicle at all. Even at the same point on the track, the traveling speed of commercial vehicles traveling at this point generally changes. If the traveling speed changes, the vibration acceleration of the vehicle body and the ride quality level may change even if the track state does not change. In the method described in Patent Document 1 that does not consider the traveling speed of the vehicle, the standard deviation of the riding comfort level at the same point obtained in advance includes the variation in the riding comfort level due to the change in the traveling speed of the vehicle. There is a risk. Therefore, the standard deviation becomes large, the range determined by the mean value and the standard deviation also becomes large, and there is a possibility that the change in the orbital state cannot be detected unless a large change in the orbital state occurs.
In addition, when the ride quality level at a specific point deviates from a predetermined range, it is distinguished whether the cause is due to deterioration of the track condition or due to a change in the traveling speed of the vehicle. It may not be possible.
Furthermore, in order to eliminate the influence of changes in the traveling speed of the vehicle, it is conceivable to keep the traveling speed of the vehicle constant when traveling at a specific point for evaluating the ride quality level. It is not realistic to impose constraints.

In order to solve the above problems, the present inventors have proposed the method described in Patent Document 2. According to the method described in Patent Document 2, the track state can be evaluated easily and inexpensively without being affected by the change in the traveling speed of the railway vehicle.

However, although the method described in Patent Document 2 can detect a change in the state of the orbit, it has not been proposed to determine the type of the change in the state of the orbit when the change has occurred. Therefore, in order to enable rapid maintenance of the orbit, a method that can not only detect the state change of the orbit but also determine the type of the state change of the orbit is desired.

Japanese Unexamined Patent Publication No. 8-15098 International Publication No. 2017/159701

The present invention has been made to solve the above-mentioned problems of the prior art, and can easily and inexpensively detect a change in the state of a track without being affected by a change in the traveling speed of a railway vehicle, and also has a track. It is an object of the present invention to provide an evaluation method and an evaluation device capable of determining the type of state change of.

In order to solve the above-mentioned problems, the present inventors diligently studied based on the results of various tests as described in Patent Document 2, and the state of the track such as the riding comfort level caused only by the change in the measurement time. If changes in the evaluation index related to (the evaluation index expressed using the vibration acceleration of the vehicle body, the first evaluation index) can be extracted, the change in the evaluation index caused only by the change in the extracted measurement time is the change in the state of the track. I focused on what is thought to represent. Then, if multivariate analysis is performed using the evaluation index related to the track condition such as the ride comfort level as the objective variable and the traveling speed and measurement time of the railroad vehicle as the explanatory variables, the influence of the change in the traveling speed on the change in the evaluation index. It was found that the change in the evaluation index caused only by the change in the measurement time can be extracted by separating the effect of the change in the measurement time on the change in the evaluation index.

Furthermore, as a result of diligent studies on a method for determining the type of orbital state change, the present inventors have found the following items (1) to (3).
(1) Examples of the types of changes in the state of the track include deterioration of the surface texture of the rails constituting the track, loosening of the ballast of the track, and displacement of the seams of the rails constituting the track.
(2) The frequency band of the vibration acceleration generated in the vehicle body or the like due to the change in the state of the track is different depending on the type of the change in the state of the track as described above. In many cases, this frequency band is unique to each type of orbital state change.
(3) Therefore, when a change in the state of the orbit is detected, a plurality of vibration acceleration components in different frequency bands are extracted for the vibration acceleration, and an evaluation index expressed by using the extracted vibration acceleration components in different frequency bands ( It can be expected that the type of orbital state change can be determined by using the second evaluation index).

The present invention has been completed based on the above findings of the present inventors.
That is, in order to solve the above-mentioned problems, the present invention is a method for evaluating the state of a track on which a railroad vehicle travels, and the traveling speed of the railroad vehicle and the above-mentioned traveling speed of the railroad vehicle at a plurality of measurement times at a predetermined point on the track. It is expressed using the first procedure for measuring the vibration acceleration of a vehicle component which is one of a vehicle body, a carriage, and an axle box provided in a railroad vehicle, and the vibration acceleration of the vehicle component measured in the first procedure. The second procedure for performing multivariate analysis with the first evaluation index as the objective variable, the traveling speed of the railroad vehicle measured in the first procedure as the quantitative explanatory variable, and at least the measurement time as the qualitative explanatory variable. Based on the category score of the measurement time obtained by the multivariate analysis of the second procedure, the third procedure of detecting the state change of the orbit at the predetermined point and the third procedure of the orbit in the third procedure. When a state change at a predetermined point is detected, the vibration acceleration of the vehicle component measured in the first procedure is a vibration acceleration in a plurality of different frequency bands preset for each type of state change of the track. The components are extracted, and the traveling speed of the railroad vehicle measured in the first procedure is used as the objective variable for each of the extracted vibration acceleration components in different frequency bands, using the second evaluation index expressed by using the vibration acceleration components as the objective variable. For each vibration acceleration component of the frequency band different from each other extracted by the fourth procedure in which the multivariate analysis is performed with at least the measurement time as the qualitative explanatory variable and the multivariate analysis in the fourth procedure. Provided is a method for evaluating a state of an orbit, which comprises a fifth procedure for determining a type of state change of the orbit at a predetermined point based on the category score of the measurement time obtained in the above.

According to the present invention, in the first procedure, the traveling speed of a railroad vehicle and the vibration acceleration of a vehicle component (any of a vehicle body, a bogie, and an axle box) are measured. The traveling speed is measured for brake control and the like even in a normal commercial vehicle. Further, the vibration acceleration is measured in order to perform the anti-sway control in a railway vehicle equipped with a so-called anti-sway control device. Therefore, it is possible to easily and inexpensively measure the traveling speed of the railway vehicle and the vibration acceleration of the vehicle components without the need to newly manufacture the vehicle.
The first evaluation index (for example, ride quality level) expressed by using the vibration acceleration of the vehicle component is considered to be an evaluation index related to the state of the track. According to the present invention, in the second procedure, the first evaluation index related to the state of this orbit is used as the objective variable, the traveling speed is used as the quantitative explanatory variable, and at least the measurement timing of the vibration acceleration and the traveling speed is qualitative. Perform multivariate analysis as an explanatory variable. Specifically, since the objective variable is a quantitative variable and the explanatory variables are both a quantitative variable and a qualitative variable, a so-called extended quantification type 1 multivariate analysis is performed.
It is generally known that the category score of a qualitative variable obtained by multivariate analysis represents the degree of contribution to the objective variable. Therefore, the category score of the measurement time obtained by the multivariate analysis in the second procedure of the present invention represents the contribution of the measurement time to the first evaluation index. In other words, the change in the first evaluation index due only to the change in the measurement time can be extracted from the category score of the measurement time. Therefore, according to the present invention, in the third procedure, it is possible to detect a state change at a predetermined point of the orbit based on the category score of the measurement time.
As described above, according to the present invention, it is possible to detect the state of the track easily and inexpensively without being affected by the change in the traveling speed of the railway vehicle.

Further, according to the present invention, when the state change of the track at the predetermined point is detected in the third procedure, the state change of the track is obtained with respect to the vibration acceleration of the vehicle component measured in the first procedure in the fourth procedure. A plurality of vibration acceleration components in different frequency bands preset for each type are extracted, and a second evaluation index expressed by using the vibration acceleration components for each of the extracted vibration acceleration components in different frequency bands is used. As the objective variable, perform the same multivariate analysis as in the case of the first evaluation index. For a plurality of frequency bands different from each other from which the vibration acceleration component is extracted, a unique frequency band corresponding to the type of state change of the orbit to be determined may be set in advance .
The category score of the measurement time obtained by the multivariate analysis in the fourth procedure of the present invention represents the contribution of the measurement time to the second evaluation index. In other words, the change in the second evaluation index caused only by the change in the measurement time can be extracted from the category score of the measurement time. In the fourth procedure, multivariate analysis is performed for each vibration acceleration component in different frequency bands. Therefore, in the fifth procedure, the orbit is determined based on the category score of the measurement time obtained for each vibration acceleration component in different frequency bands. It is possible to determine the type of state change at the point of. Specifically, in the fifth procedure, for example, the magnitude of the category score at the measurement time corresponding to each frequency band is compared, and the type of state change corresponding to the frequency band for which the largest category score is obtained is determined as the determination result. It is possible to do.
As described above, according to the present invention, it is possible to detect a change in track state easily and inexpensively without being affected by a change in the traveling speed of a railway vehicle, and it is possible to determine the type of change in track state. be.

The method described in Patent Document 1 is based on the premise that all the characteristics of the vehicle are the same (paragraph 0023 of Patent Document 1 and the like). However, even if the vehicles are actually of the same type, there are subtle differences in characteristics for each formation, and even if there is no change in the vibration acceleration, and eventually the first evaluation index and the second evaluation index, even if there is no change in the track condition. , May change depending on the organization. Therefore, when the data used for multivariate analysis includes the traveling speed and vibration acceleration measured for multiple trains, the changes in the first evaluation index and the second evaluation index caused only by the change in the measurement time can be accurately performed. For extraction, it is preferable to perform multivariate analysis including the organization number as a qualitative explanatory variable.

That is, preferably, in the first procedure, the traveling speed of the railway vehicle and the vibration acceleration of the vehicle component included in the railway vehicle are measured for a plurality of trains, and the quality is measured in the second procedure and the fourth procedure. Perform multivariate analysis including the organization number as an explanatory variable.

According to the above preferred method, the first evaluation index and the second evaluation index and the second evaluation index even when the data used for the multivariate analysis of the second procedure and the fourth procedure include the traveling speed and the vibration acceleration measured for a plurality of formations. It is possible to separate the influence of the change in organization on the change in the evaluation index, and it is possible to accurately extract the change in the first evaluation index and the second evaluation index caused only by the change in the measurement time. Therefore, the state of the orbit can be evaluated with high accuracy (the change in the state of the orbit can be detected with high accuracy, and the type of the state change of the orbit can be accurately determined).

Further, even within the same formation, the magnitude of the vibration acceleration, and eventually the first evaluation index and the second evaluation index may change depending on the position of the vehicle component whose vibration acceleration is measured. For example, in general, the vibration acceleration tends to be larger in the vehicle component located in the rear of the traveling direction than in the vehicle component located in the front of the traveling direction of the railway vehicle. Therefore, in order to more accurately extract the changes in the first evaluation index and the second evaluation index caused only by the change in the measurement time, the position of the vehicle component whose vibration acceleration is measured is used as a qualitative explanatory variable. It is preferable to perform multivariate analysis including further.

That is, preferably, in the second procedure and the fourth procedure, a multivariate analysis further including the position of the vehicle component in the formation in which the vibration acceleration is measured as a qualitative explanatory variable is performed.

According to the above preferred method, the influence of the change in the position of the vehicle component in the formation in which the vibration acceleration is measured with respect to the change in the first evaluation index and the second evaluation index can be separated, and it is caused only by the change in the measurement time. It is possible to extract the changes of the first evaluation index and the second evaluation index with higher accuracy. Therefore, it is possible to evaluate the state of the orbit with higher accuracy.
In the above preferred method, the car number can be exemplified as the "position of the vehicle component in the formation in which the vibration acceleration is measured" which is a qualitative explanatory variable. Further, a combination of the car number and the front or rear position of the vehicle body (for example, the front position of the car No. 3) can be exemplified.

As described above, the ride comfort level calculated using the vibration acceleration can be exemplified in the "first evaluation index expressed by using the vibration acceleration of the vehicle component" in the present invention. In addition, vehicle components related to track conditions, such as the squared mean square root (RMS) of vibration acceleration, the maximum value of vibration acceleration, the magnitude of the amplitude of vibration acceleration, and the number of occurrences of vibration acceleration having an amplitude above a predetermined value. The first evaluation index of the present invention is not particularly limited as long as it is an evaluation index expressed by using the vibration acceleration of the present invention.
Further, as the "second evaluation index expressed using the vibration acceleration component" in the present invention, the root mean square (RMS) of the vibration acceleration component can be exemplified. In addition, the ride comfort level calculated using the vibration acceleration component, the maximum value of the vibration acceleration component, the magnitude of the vibration of the vibration acceleration component, the number of occurrences of the vibration acceleration component having an amplitude of a predetermined value or more, and the vibration acceleration component. The second evaluation index of the present invention is not particularly limited as long as it is an evaluation index expressed by using the vibration acceleration component of the vehicle component related to the state of the track such as the power spectrum density.
Although there is a difference in whether the parameter used for calculation is the vibration acceleration or the extracted vibration acceleration component, the same evaluation index is used as the first evaluation index and the second evaluation index (for example, both). It is possible to use a different evaluation index (for example, a ride comfort level is used as the first evaluation index and an RMS is used as the second evaluation index).

Further, in order to solve the above-mentioned problems, the present invention is a device for evaluating the state of a track on which a railroad vehicle travels, and the traveling speed of the railroad vehicle measured at a predetermined point on the track at a plurality of measurement times. In addition, the vibration acceleration of the vehicle component which is any of the vehicle body, the carriage, and the axle box included in the railway vehicle is input together with the measurement time, and is expressed by using the input vibration acceleration of the vehicle component. An analysis unit that performs multivariate analysis with the evaluation index as the objective variable, the input traveling speed of the railroad vehicle as the quantitative explanatory variable, and at least the measurement time as the qualitative explanatory variable, and the multi-level analysis unit. Based on the category score of the measurement time obtained by the variability analysis, the analysis unit includes an evaluation unit for detecting a state change of the orbit at the predetermined point, and the analysis unit is provided with the evaluation unit to detect the predetermined state of the orbit. When the state change at the point is detected, the vibration acceleration components of a plurality of different frequency bands preset for each type of the state change of the track are extracted from the input vibration acceleration of the vehicle component. Then, for each of the extracted vibration acceleration components in different frequency bands, the second evaluation index expressed by using the vibration acceleration component is used as the objective variable, and the input traveling speed of the railroad vehicle is used as a quantitative explanatory variable. Then, at least the measurement time is used as a qualitative explanatory variable for multivariate analysis, and the evaluation unit is the category of the measurement time obtained for each vibration acceleration component of the frequency band different from each other extracted by the multivariate analysis. It is also provided as an orbital state evaluation device characterized in that the type of state change of the orbital at a predetermined point is determined based on the score.

According to the present invention, it is possible to easily and inexpensively detect a change in track state without being affected by a change in the traveling speed of a railroad vehicle, and it is possible to determine the type of change in track state.

It is a schematic diagram which shows the schematic structure of the orbital state evaluation apparatus which concerns on one Embodiment of this invention. It is a figure which shows an example of the relationship between the running speed (average running speed in a section) of a railroad vehicle, and the riding comfort level (the average riding comfort level in a section). It is a figure which arranged the riding comfort level shown in FIG. 2 in chronological order according to the measurement time (year and month) of the traveling speed of a vehicle and the vibration acceleration of a vehicle body. Using the same data as shown in FIG. 2, multivariate analysis was performed in the second procedure of the evaluation method according to the embodiment of the present invention, with the horizontal axis indicating the measurement time (year and month) and the vertical axis indicating the measurement time. It is the figure which plotted the category score. An example of the power spectrum of the vibration acceleration of the vehicle body, which differs depending on the type of change in the state of the track, is shown. It is the figure which performed the multivariate analysis in the 4th procedure of the evaluation method which concerns on one Embodiment of this invention, and plotted the measurement time (year and month) on the horizontal axis, and the category score β3 (n3) on the vertical axis.

Hereinafter, the orbital state evaluation device and the evaluation method according to the embodiment of the present invention will be described with reference to the accompanying drawings as appropriate. In the present embodiment, the case where the vehicle component to be measured for the vibration acceleration is a vehicle body will be described as an example, but the same can be performed when the vehicle component is a bogie or a shaft box.

FIG. 1 is a schematic diagram showing a schematic configuration of an orbital state evaluation device according to an embodiment of the present invention. As shown in FIG. 1, the track state evaluation device (hereinafter, simply referred to as “evaluation device”) 100 according to the present embodiment evaluates the state of the track 7 in which the railroad vehicle 1 travels in the direction of the arrow. It is an apparatus and includes an analysis unit 10 and an evaluation unit 20. The evaluation device 100 according to the present embodiment is, for example, a personal computer in which a program that functions as the analysis unit 10 and the evaluation unit 20 (a program corresponding to the processing content executed by the analysis unit 10 and the evaluation unit 20 described later) is installed. It consists of a computer. Further, the evaluation device 100 according to the present embodiment is installed not in the railroad vehicle 1 but in another place.
The orbital state evaluation method according to the present embodiment (hereinafter, as appropriate, simply referred to as “evaluation method”) includes the first procedure to the fifth procedure, and is executed by using the evaluation device 100 and the anti-sway control device described later. .. Specifically, the first procedure is executed by the anti-sway control device, the second and fourth procedures are executed by the analysis unit 10 of the evaluation device 100, and the third procedure and the fifth procedure are executed by the evaluation unit 20 of the evaluation device 100. The procedure is executed.

<First step>
In the first procedure of the evaluation method according to the present embodiment, the traveling speed of the railway vehicle 1 and the vibration acceleration of the vehicle body 2 included in the railway vehicle 1 are measured at a predetermined point on the track 7 at a plurality of measurement times.
A known anti-sway control device is mounted on the railroad vehicle 1 to which the evaluation device 100 according to the present embodiment is applied. This anti-sway control device is provided on the front and rear of the vehicle body 2, and includes actuators 4A and 4B that press the vehicle body 2 in the left-right direction (direction perpendicular to the paper surface of FIG. 1) with respect to the bogies 3A and 3B. Further, the anti-sway control device is provided on the front and rear (left and right in FIG. 1) of the vehicle body 2, and includes acceleration sensors 5A and 5B for measuring the vibration acceleration in the left and right direction of the vehicle body 2. Further, the anti-sway control device includes a controller 6 that controls the actuators 4A and 4B based on the vibration acceleration measured by the input acceleration sensors 5A and 5B. Therefore, the front vibration acceleration of the vehicle body 2 measured by the acceleration sensor 5A and the rear vibration acceleration of the vehicle body 2 measured by the acceleration sensor 5B are input to the controller 6.
Further, the traveling speed of the railway vehicle 1 detected by a device (not shown) provided on the vehicle body 2 for brake control of the railway vehicle 1 or the like is also input to the controller 6 of the present embodiment.
Further, the controller 6 of the present embodiment integrates the input traveling speed of the railway vehicle 1, receives a station signal indicating that the railway vehicle 1 has reached the station, and corrects the integrated value. , It is configured to calculate the position (distance) of the railway vehicle 1. Alternatively, the controller 6 of the present embodiment is configured to receive a GPS (Global Positioning System) signal from the outside and calculate the position of the railway vehicle 1. In other words, the controller 6 of the present embodiment is configured to calculate the position of the point of the track 7 where the vibration acceleration is measured.
As described above, the first procedure of the evaluation method according to the present embodiment is executed by the anti-sway control device.

<Second step>
In the second procedure of the evaluation method according to the present embodiment, the first evaluation index expressed by using the vibration acceleration of the vehicle body 2 measured in the first procedure is used as the objective variable, and the traveling speed of the railway vehicle 1 measured in the first procedure is used. Is used as a quantitative explanatory variable, and at least the measurement time is used as a qualitative explanatory variable for multivariate analysis.
The analysis unit 10 included in the evaluation device 100 according to the present embodiment includes the traveling speed of the railway vehicle 1 and the railway measured at a plurality of measurement periods (for example, a period from the latest to one year) at a predetermined point on the track 7. The vibration acceleration in the left-right direction of the vehicle body 2 included in the vehicle 1 is input together with the measurement time. In the present embodiment, a case where the vibration acceleration in the left-right direction is measured and input is illustrated, but the present invention is not limited to this, and for example, the acceleration sensors 5A and 5B measure the vibration acceleration in the vertical direction of the vehicle body 2. If possible, the measured vertical vibration acceleration can be input to the analysis unit 10.

Specifically, for example, the traveling speed and vibration acceleration of the railway vehicle 1 input to the controller 6 are the positions of the railway vehicle 1 calculated by the controller 6 (that is, the positions of the points of the track 7 where the vibration acceleration is measured). ) And the state related to the measurement time (year and month). Further, in the present embodiment, the traveling speed and the vibration acceleration of the railroad vehicle 1 input to the controller 6 are the formation number of the formation to which the railroad car 1 belongs and the position of the vehicle body 2 where the vibration acceleration is measured (the car number of the vehicle body 2). It is also stored in a state associated with the distinction between the acceleration sensors 5A and 5B (that is, the distinction between the front position and the rear position of the vehicle body 2). Then, these data sequentially stored in the controller 6 over a plurality of measurement periods are output to an external storage medium such as a CF card at appropriate timings. The external storage medium from which this data is output is manually carried to the place where the evaluation device is installed, and the stored data is input to the analysis unit 10 via the external storage medium. However, the present invention is not limited to this, and the controller 6 and the analysis unit 10 are connected by a wireless network, and the data sequentially stored in the controller 6 is transmitted to the analysis unit 10 using the wireless network. It is also possible to adopt a configuration that does.

The above data is input to the analysis unit 10 of the present embodiment from all the railroad vehicles 1 constituting one formation traveling on the same track 7. Further, the above data is input from a plurality of trains having different train numbers traveling on the same track 7 (from all the railroad cars 1 constituting each train).

The analysis unit 10 uses the input first evaluation index expressed by using the vibration acceleration of the vehicle body 2 as the objective variable, the travel speed of the input railroad vehicle 1 as the quantitative explanatory variable, and the input measurement time ( Perform multivariate analysis (extended quantification type 1) including at least (year and month) as a qualitative explanatory variable. As a preferable configuration, the analysis unit 10 of the present embodiment has a formation number and a position of the vehicle body 2 in the formation in which the vibration acceleration is measured (the number of the vehicle body 2 and the front / rear position of the vehicle body) as qualitative explanatory variables. Perform multivariate analysis including (distinguishing).
In this embodiment, the ride quality level calculated by using the set described in Patent Document 1 is used as the first evaluation index. Specifically, the analysis unit 10 of the present embodiment determines the input vibration acceleration of the vehicle body 2 based on the position of the input track 7 (the position of the track 7 where the vibration acceleration is measured). The average ride comfort level in each evaluation section is calculated for each evaluation section, which is a unit for evaluating the state of 7, and this is used as the first evaluation index. Similarly, the analysis unit 10 of the present embodiment summarizes the input traveling speed of the railway vehicle 1 for each evaluation section for evaluating the state of the track 7, and calculates the average traveling speed in each evaluation section. Is a quantitative explanatory variable.

That is, in the formation in which the riding comfort level (average riding comfort level) for each evaluation section i for evaluating the state of the track 7 is yi, the constant is β0, the category score of the formation number is β1 (n1), and the vibration acceleration is measured. The category score of the position of the vehicle body 2 (the car number of the vehicle body 2 and the distinction between the front and rear positions of the vehicle body 2) is β2 (n2), the category score of the measurement time (year and month) is β3 (n3), and each evaluation section i. Assuming that the running speed (average running speed) is xi and the regression coefficient of the running speed xi is β4, the analysis unit 10 determines the actual riding comfort level (riding comfort level directly calculated by the vibration acceleration of the vehicle body 2). Each evaluation of β0, β1 (n1), β2 (n2), β3 (n3), and β4 so that the sum of squares of the residuals with the ride comfort level approximately calculated by the following equation (1) is minimized. It will be decided for each section i.
yi = β0 + β1 (n1) + β2 (n2) + β3 (n3) + β4 ・ xi ・ ・ ・ (1)

In the above equation (1), n1 is an integer from 1 to s, and s means the number of organization numbers included in the data used for multivariate analysis. For example, if the data used for multivariate analysis includes the traveling speed and the vibration acceleration associated with the three formation numbers, s = 3, and the category scores β1 (1) to correspond to each formation number. β1 (3) is determined respectively.
Further, in the above equation (1), n2 is an integer from 1 to t, and t is the position of the vehicle body 2 in the formation in which the vibration acceleration included in the data used for the multivariate analysis is measured (the vehicle number of the vehicle body 2 and the number of the vehicle body 2). It means the number of front and rear of the vehicle body 2). For example, if the data used for multivariate analysis includes the vibration acceleration measured at the front and rear positions of cars 1 to 6 (measured by the accelerometers 5A and 5B), t = 6 × 2 = It is 12, and the category scores β2 (1) to β2 (12) corresponding to the combination of each car number and the front or rear position are determined respectively.
Further, in the above equation (1), n3 is an integer from 1 to u, and u means the number of measurement times (years and months) of the data used for multivariate analysis. For example, if the data used for multivariate analysis includes the traveling speed and vibration acceleration measured from January 2015 to December 2015, u = 12, and the category score corresponding to each measurement time. β3 (1) to β3 (12) are determined respectively.

In the present embodiment, as a preferable configuration, the position of the vehicle body 2 in the formation in which the vibration acceleration is measured is represented by the combination of each car number and the front or rear position, but the distinction between the front position and the rear position is made. It is also possible to simply represent each car number without doing so. In this case, for example, even if the data used for the multivariate analysis includes the vibration accelerations measured in the front and rear positions of the cars 1 to 6, t = 6 in the equation (1), and each car number. The category scores β2 (1) to β2 (6) corresponding to are determined respectively.

Further, as a preferable configuration, the analysis unit 10 of the present embodiment performs multivariate analysis in which all of the input measurement time, formation number, and position of the vehicle body 2 in the formation in which the vibration acceleration is measured are qualitative explanatory variables. However, the present invention is not limited to this. For example, if the difference in vibration acceleration due to the difference in the position of the vehicle body 2 (difference in car number, etc.) is negligible, multivariate analysis using only the input measurement time and organization number as qualitative explanatory variables. It is also possible to do. In this case, the analysis unit 10 determines β0 and β1 (n1) so that the sum of squares of the residuals between the actual ride quality level and the ride quality level ii approximately calculated by the following equation (2) is minimized. , Β3 (n3) and β4 will be determined for each evaluation section i.
yi = β0 + β1 (n1) + β3 (n3) + β4 ・ xi ・ ・ ・ (2)

Further, for example, when the data used for multivariate analysis are all traveling speeds and vibration accelerations associated with the same organization number (same organization), only the input measurement time is used as a qualitative explanatory variable. It is also possible to perform random analysis. In this case, the analysis unit 10 determines β0 and β3 (n3) so that the sum of squares of the residuals between the actual ride quality level and the ride quality level ii approximately calculated by the following equation (3) is minimized. , Β4 will be determined for each evaluation section i.
yi = β0 + β3 (n3) + β4 ・ xi ・ ・ ・ (3)
As described above, the second procedure of the evaluation method according to the present embodiment is executed by the analysis unit 10.

<Third step>
In the third procedure of the evaluation method according to the present embodiment, the state change at a predetermined point of the orbit 7 is detected based on the category score β3 (n3) of the measurement time obtained by the multivariate analysis of the second procedure.
Specifically, the evaluation unit 20 detects a state change in each evaluation section i of the orbit 7 based on the category score β3 (n3) of the measurement time obtained by the multivariate analysis in the analysis unit 10. The category score β3 (n3) of the measurement time obtained by the multivariate analysis of the second procedure represents the contribution of the measurement time to the ride quality level yi. In other words, the change in the ride quality level yi caused only by the change in the measurement time can be extracted from the category score β3 (n3) of the measurement time. Therefore, it is possible to detect the state change in each evaluation section i of the orbit 7 based on the category score β3 (n3) at the measurement time.
As described above, the third procedure of the evaluation method according to the present embodiment is executed by the evaluation unit 20.

Hereinafter, the above-mentioned second procedure and third procedure will be described more specifically.
The present inventors investigated the relationship between the traveling speed of the railway vehicle 1 and the riding comfort level. Specifically, the average running speed in the evaluation section of the railway vehicle 1 traveling in the predetermined evaluation section of the track 7 is measured over a predetermined period, and the average ride comfort level in the evaluation section is measured. Tests were conducted. During the period in which the test was carried out, the evaluation section of the orbit 7 was maintained. In addition, it was confirmed that the evaluation section of the orbit 7 had deteriorated after the maintenance was performed within the period in which the test was carried out.

FIG. 2 is a diagram showing the relationship between the traveling speed (average traveling speed in the evaluation section) and the riding comfort level (average riding comfort level in the evaluation section) of the railway vehicle 1 measured by the above test.
As shown in FIG. 2, as expected by the present inventors, it was found that the ride quality level tends to increase as the traveling speed increases. Therefore, as described above, it is considered that the method described in Patent Document 1 which does not consider the traveling speed of the railway vehicle 1 cannot detect the change in the track state unless a large change in the track state occurs.

FIG. 3 is a diagram in which the ride quality levels shown in FIG. 2 are arranged in chronological order according to the measurement time (year and month) of the traveling speed of the railway vehicle 1 and the vibration acceleration of the vehicle body 2.
As can be seen from FIG. 3, it is difficult to detect a change in the track state (maintenance of the track 7, deterioration of the track 7) by a simple change in the ride quality level (change in time series). This is because, as shown in FIG. 2, the change in the riding comfort level is affected not only by the change in the state of the track 7, but also by the traveling speed of the railway vehicle 1, so that the traveling speed of the railway vehicle 1 is different. This is because if the data in which the ride quality levels calculated in 1 are mixed is used as it is, only the state change of the track 7 cannot be extracted.

In FIG. 4, using the same data as shown in FIG. 2, a multivariate analysis represented by the equation (1) is performed in the second procedure of the evaluation method according to the present embodiment, and the measurement time (year / month) is shown on the horizontal axis. Is a diagram in which the category score β3 (n3) is plotted on the vertical axis.
As shown in FIG. 4, it can be seen that the category score β3 (n3) has a large absolute negative value in the year and month when the evaluation section of the orbit 7 is maintained. That is, it is possible to recognize that the value of the ride quality level yi in the evaluation section of the track 7 is lowered (the ride quality is improved) by performing the maintenance on the evaluation section of the track 7 in this year and month. Therefore, in the third procedure of the evaluation method according to the present embodiment, for example, if the category score β3 (n3) at the measurement time becomes a negative value equal to or less than a predetermined threshold value determined in advance, the orbital 7 is evaluated. It is possible to automatically evaluate that the condition of the section is good. In other words, it is possible to automatically detect that the state of the orbit 7 has changed (improved). Such evaluation (detection) cannot be performed with the result shown in FIG. 3 described above.

Further, as shown in FIG. 4, it can be seen that the category score β3 (n3) has a large absolute value and a positive value in the year and month when the evaluation section of the orbit 7 is deteriorated. That is, it is recognizable that the value of the ride quality level y in the evaluation section of the track 7 has increased (the ride quality has decreased) due to the deterioration of the evaluation section of the track 7 in this year and month. Therefore, in the third procedure of the evaluation method according to the present embodiment, for example, if the category score β3 (n3) at the measurement time becomes a positive value equal to or higher than a predetermined threshold value determined in advance, the orbital 7 is evaluated. It is possible to automatically evaluate that the condition of the section has deteriorated. In other words, it is possible to automatically detect that the state of the orbit 7 has changed (deteriorated). Such an evaluation cannot be performed with the result shown in FIG. 3 described above.

It should be noted that the result of the automatic evaluation (detection) as described above by the evaluation unit 20 or the category score β3 (n3) at the measurement time as shown in FIG. 4 on the monitor (not shown) provided in the evaluation device 100. ) Is displayed, and the results of visual observation by humans can be expected to be effectively utilized as follows.
(1) When the category score β3 (n3) continues to be a positive value equal to or higher than a predetermined threshold value (that is, when the state of the evaluation section of the track 7 deteriorates and the riding comfort continues to deteriorate). , Raise the priority of care for the evaluation section.
(2) By comparing the values of the category score β3 (n3) before and after the maintenance of the evaluation section of the track 7 (that is, by evaluating the improvement range of the ride quality level before and after the maintenance), the evaluation section of the evaluation section. Quantify the effect of care.
(3) By evaluating the rate of change of the value of the category score β3 (n3) after the maintenance of the evaluation section of the track 7, the period until the ride quality level becomes the same as before the maintenance is predicted, and the prediction period is predicted. In the meantime, review the plan so that maintenance will be performed again in the evaluation section.

As described above, according to the evaluation device 100 and the evaluation method according to the present embodiment, by executing the first procedure to the third procedure, the traveling speed of the railway vehicle 1 is not affected by the change. Further, it is possible to detect the state change of the track 7 easily and inexpensively without being affected by the difference in the formation and the difference in the position of the vehicle body 2 for which the vibration acceleration is measured.

<Step 4>
The fourth procedure of the evaluation method according to the present embodiment is executed when a state change at a predetermined point of the orbit 7 is detected in the third procedure. In the present embodiment, the fourth procedure is executed when it is detected that the state of the orbit 7 at a predetermined point has deteriorated. In the fourth procedure, a plurality of vibration acceleration components in different frequency bands are extracted from the vibration acceleration of the vehicle body 2 measured in the first procedure, and the vibration acceleration components are generated for each of the extracted vibration acceleration components in different frequency bands. Multivariate analysis is performed with the second evaluation index expressed using the objective variable as the objective variable, the traveling speed of the railroad vehicle 1 measured in the first procedure as the quantitative explanatory variable, and at least the measurement time as the qualitative explanatory variable.

Specifically, first, the analysis unit 10 extracts a plurality of vibration acceleration components having different frequency bands from each other with respect to the input vibration acceleration of the vehicle body 2.
FIG. 5 shows an example of the power spectrum of the vibration acceleration of the vehicle body 2, which differs depending on the type of state change of the track 7. FIG. 5A is an example of a power spectrum obtained when the ballast of the track 7 is loosened, and FIG. 5B is obtained when the seams of the rails constituting the track 7 are displaced. An example of the power spectrum is shown. In FIG. 5, the power spectrum of the orbit 7 before the state change is shown by a broken line, and the power spectrum of the orbit 7 after the state change is shown by a solid line.
In the example shown in FIG. 5A, the power spectral density of the vibration acceleration increases in the frequency band of about 1.1 to 2.5 Hz due to the loosening of the ballast in the orbit 7. On the other hand, in the example shown in FIG. 5B, the power spectral density of the vibration acceleration increases in the frequency band of about 0.4 to 0.9 Hz due to the displacement of the seam of the rails constituting the track 7. .. In other words, it can be said that there is a difference in the frequency band of the vibration acceleration generated in the vehicle body 2 due to the state change of the track 7 according to the type of the state change of the track 7. According to the studies by the present inventors, the frequency band of the vibration acceleration generated due to the state change of the orbit 7 is often a frequency band peculiar to each type of the state change of the orbit 7. Therefore, it can be expected that the type of state change of the orbit 7 can be determined based on the difference in the frequency band of the vibration acceleration.

The analysis unit 10 includes a plurality of filters (bandpass filter, highpass filter or lowpass filter). The number of filters is the same as the number of types of state change of the orbit 7 determined in the fifth procedure described later, and each filter corresponds to the state change of the orbit 7 to be determined. For example, it is assumed that there are three types of state changes of the track 7 to be determined: deterioration of the surface texture of the rails constituting the track 7, loosening of the ballast of the track 7, and displacement of the seams of the rails constituting the track 7. Then, three filters corresponding to each type are provided. The frequency band (passing frequency band) of the vibration acceleration passed by each filter is set to a frequency band different from each other according to the type of state change of the orbit 7 to be determined. When the types of state change of the track 7 to be determined are the above three, the filter corresponding to the deterioration of the surface texture of the rail constituting the track 7 is, for example, a passing frequency having a center frequency of 5 Hz and a bandwidth of ± 1.0 Hz. The band is set. Further, for the filter corresponding to the looseness of the ballast of the orbit 7, for example, a passing frequency band having a center frequency of 1.8 Hz and a bandwidth of ± 0.7 Hz is set. Further, a pass frequency band having a center frequency of 0.6 Hz and a bandwidth of ± 0.2 Hz is set in the filter corresponding to the deviation of the seam of the rails constituting the track 7. For the passing frequency band of each filter, the power spectrum of vibration acceleration as shown in FIG. 5 is investigated in advance for each type of state change of the orbit 7, and the frequency band in which the power spectrum density changes significantly before and after the state change is specified. Then, it may be set in advance based on this specified frequency band.
When the vibration acceleration of the vehicle body 2 input to the analysis unit 10 passes through each filter included in the analysis unit 10, a plurality of vibration acceleration components having different frequency bands are extracted.

The frequency band of the vibration acceleration generated due to the state change of the orbit 7 may differ depending on the point of the orbit 7 where the vibration acceleration is measured even if the type of the state change of the orbit 7 is the same. be. For example, even if the type of state change of the track 7 is the same due to the deviation of the seam of the rail, if the points of the track 7 are different such as bridges, railroad crossings, curved sections, etc., the frequency band of the generated vibration acceleration may be different. be. Therefore, for example, the above-mentioned plurality of filters corresponding to each point of the orbit 7 (for each evaluation section i) are provided, and even if the filter corresponds to the same type of state change, the passing frequency of the filter corresponding to each point is provided. It is preferable that the band can be set to a different frequency band.
Further, there is a possibility that the type of state change of the orbit 7 that occurs differs depending on the point of the orbit 7. Therefore, it is preferable to make it possible to change the number of filters provided at each point of the orbit 7.

Next, the analysis unit 10 is represented by using the vibration acceleration components extracted for each vibration acceleration component in different frequency bands (for each vibration acceleration component that has passed through a plurality of filters included in the analysis unit 10). Multivariate analysis (extended type) with the second evaluation index as the objective variable, the input running speed of the railroad vehicle 1 as the quantitative explanatory variable, and the input measurement time (year and month) as the qualitative explanatory variable at least. Quantification class 1) is performed. As a preferable configuration, the analysis unit 10 of the present embodiment has, as a qualitative explanatory variable, the formation number and the position of the vehicle body 2 in the formation in which the vibration acceleration is measured (the car number of the vehicle body 2 and the vehicle body) as the second procedure. Perform a multivariate analysis that further includes (distinguishing between the anterior and posterior positions).
In this embodiment, the root mean square (RMS) of the vibration acceleration component is used as the second evaluation index. Specifically, the analysis unit 10 of the present embodiment inputs the extracted vibration acceleration component to the state of the orbit 7 based on the position of the input point of the orbit 7 (the position of the point of the orbit 7 where the vibration acceleration is measured). The average RMS (mean value of the root mean square) in each evaluation section i is calculated for each evaluation section i, which is a unit for evaluating, and this is used as the second evaluation index. Similarly, the analysis unit 10 of the present embodiment summarizes the input traveling speed of the railway vehicle 1 for each evaluation section i for evaluating the state of the track 7, and calculates the average traveling speed in each evaluation section i. , This is a quantitative explanatory variable.

That is, if the RMS (mean RMS) for each evaluation section i for evaluating the state of the track 7 is yi, the analysis unit 10 will perform the actual RMS (extracted vibration acceleration of the vehicle body 2) as in the second procedure. Residual between RMS calculated directly by the component) and RMS approximately calculated by the above-mentioned equation (1) (however, it is also possible to approximately calculate by the above-mentioned equation (2) or equation (3)). Β0, β1 (n1), β2 (n2), β3 (n3), and β4 are determined for each evaluation section i so that the sum of squares of is minimized.
The multivariate analysis of the fourth procedure is performed for each extracted vibration acceleration component (for each vibration acceleration component that has passed through a plurality of filters). That is, β0, β1 (n1), β2 (n2), β3 (n3), and β4 are determined for each of the extracted vibration acceleration components.
As described above, the fourth procedure of the evaluation method according to the present embodiment is executed by the analysis unit 10.

<Procedure 5>
In the fifth procedure of the evaluation method according to the present embodiment, the orbit 7 is based on the category score β3 (n3) of the measurement time obtained for each vibration acceleration component of different frequency bands extracted by the multivariate analysis of the fourth procedure. Determine the type of state change at a given point in.
Specifically, the evaluation unit 20 in each evaluation section i of the orbit 7 based on the category score β3 (n3) of the measurement time obtained for each vibration acceleration component extracted by the multivariate analysis in the analysis unit 10. Determine the type of state change. The category score β3 (n3) of the measurement time obtained by the multivariate analysis of the fourth procedure represents the contribution of the measurement time to the second evaluation index (RMS) yi. In other words, the change in the second evaluation index (RMS) yi caused only by the change in the measurement time can be extracted from the category score β3 (n3) of the measurement time. Therefore, in the fifth procedure, it is possible to determine the type of state change in each evaluation section i of the orbit 7 based on the category score β3 (n3) of the measurement time obtained for each vibration acceleration component in different frequency bands. be. Specifically, in the fifth procedure, for example, the magnitude of the category score β3 (n3) at the measurement time corresponding to each frequency band is compared, and the frequency band in which the largest category score β3 (n3) is obtained corresponds to. It is possible to use the type of state change as the determination result.
As described above, the second procedure of the evaluation method according to the present embodiment is executed by the evaluation unit 20.

FIG. 6 shows the multivariate analysis represented by the equation (1) in the fourth procedure of the evaluation method according to the present embodiment (however, the left side of the equation (1) is the second evaluation index (RMS)), and the horizontal axis is shown. It is the figure which plotted the measurement time (year and month), and the category score β3 (n3) on the vertical axis. FIG. 6A shows passing through a filter corresponding to the displacement of the seam of the rails constituting the track 7 (a filter having a passing frequency band having a center frequency of 0.6 Hz and a bandwidth of ± 0.2 Hz). An example of the result obtained by multivariate analysis using the vibration acceleration component extracted in is shown. FIG. 6B was extracted by passing through a filter corresponding to the looseness of the ballast in the orbit 7 (a filter having a center frequency of 1.8 Hz and a bandwidth of ± 0.7 Hz and a passing frequency band set). An example of the results obtained by multivariate analysis using the vibration acceleration component is shown.
In the example shown in FIG. 6, the category score β3 (n3) shown in FIG. 6 (a) is shown in FIG. 6 (b) in the year and month when the evaluation section of the orbit 7 detected in the third procedure is deteriorated. It is larger than the category score β3 (n3). Therefore, it can be determined that the type of deterioration of the evaluation section of the track 7 is the deviation of the joint of the rails constituting the track 7.

1 ... Railway vehicle 2 ... Body 3A, 3B ... Bogie 5A, 5B ... Accelerometer 10 ... Analysis unit 20 ... Evaluation unit 100 ... Evaluation device

Claims (6)

It is a method to evaluate the condition of the track on which a railroad vehicle travels.
The first procedure for measuring the traveling speed of the railway vehicle and the vibration acceleration of a vehicle component which is one of the vehicle body, the bogie, and the axle box of the railway vehicle at a predetermined point on the track at a plurality of measurement times. When,
The first evaluation index expressed by using the vibration acceleration of the vehicle component measured in the first procedure is used as an objective variable, and the traveling speed of the railroad vehicle measured in the first procedure is used as a quantitative explanatory variable, and at least. The second procedure for performing multivariate analysis with the measurement time as a qualitative explanatory variable,
Based on the category score of the measurement time obtained by the multivariate analysis of the second step, the third step of detecting the state change at the predetermined point of the orbit and the third step.
When the state change of the track at the predetermined point is detected in the third procedure, the vibration acceleration of the vehicle component measured in the first procedure is preset for each type of the state change of the track. A plurality of vibration acceleration components in different frequency bands are extracted, and a second evaluation index expressed by using the vibration acceleration components is used as an objective variable for each of the extracted vibration acceleration components in different frequency bands, and the first procedure is described above. The fourth step of performing multivariate analysis with the traveling speed of the railroad vehicle measured in 1 as a quantitative explanatory variable and at least the measurement timing as a qualitative explanatory variable.
Based on the category score of the measurement time obtained for each vibration acceleration component of the frequency band different from each other extracted by the multivariate analysis of the fourth procedure, the type of state change at the predetermined point of the orbit is determined. Fifth step and
A method for evaluating the state of an orbit, which comprises. In the first procedure, the traveling speed of the railroad car and the vibration acceleration of the vehicle components included in the railroad car are measured for a plurality of trains.
The orbital state evaluation method according to claim 1, wherein in the second procedure and the fourth procedure, a multivariate analysis further including an organization number as a qualitative explanatory variable is performed. The second aspect and the fourth procedure according to claim 2, wherein a multivariate analysis further including the position of the vehicle component in the formation in which the vibration acceleration is measured as a qualitative explanatory variable is performed. Orbital state evaluation method. The track state evaluation method according to any one of claims 1 to 3, wherein the first evaluation index is a ride quality level calculated by using the vibration acceleration. The orbital state evaluation method according to any one of claims 1 to 4, wherein the second evaluation index is the root mean square of the vibration acceleration component. It is a device that evaluates the state of the track on which a railroad vehicle travels.
The traveling speed of the railroad vehicle measured at a predetermined point on the track at a plurality of measurement times and the vibration acceleration of a vehicle component which is one of the vehicle body, the trolley, and the axle box of the railroad vehicle are measured together with the measurement time. The first evaluation index, which is input and is expressed by using the vibration acceleration of the input vehicle component, is used as an objective variable, and the traveling speed of the input railway vehicle is used as a quantitative explanatory variable, and at least the measurement timing is used. An analysis unit that performs multivariate analysis using
An evaluation unit for detecting a state change at the predetermined point of the orbit based on the category score of the measurement time obtained by the multivariate analysis in the analysis unit is provided.
When the evaluation unit detects a state change of the track at the predetermined point, the analysis unit presets the input vibration acceleration of the vehicle component for each type of the state change of the track. A plurality of vibration acceleration components in different frequency bands are extracted, and a second evaluation index expressed by using the vibration acceleration components is used as an objective variable for each of the extracted vibration acceleration components in different frequency bands, and the input is performed. Multivariate analysis was performed using the traveling speed of the railroad vehicle as a quantitative explanatory variable and at least the measurement time as a qualitative explanatory variable.
The evaluation unit determines the type of state change at the predetermined point of the orbit based on the category score of the measurement time obtained for each vibration acceleration component of the frequency band different from each other extracted by the multivariate analysis. do,
An orbital state evaluation device characterized by this.

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