JP7207148B2 - Railroad vehicle track condition evaluation method and railroad vehicle bogie - Google Patents

Description

TECHNICAL FIELD The present invention relates to a railway vehicle track condition evaluation method and a railway vehicle bogie. In particular, the present invention relates to a method for easily evaluating track conditions while a truck travels on the track, and a truck for carrying out this method.

Evaluating the condition of railroad tracks on which railroad vehicles run and providing appropriate maintenance is the highest priority issue for maintaining the running safety of railroad vehicles.
In particular, rail side wear (wear on the side of the head of the outer rail of a curved track) and tilting (a phenomenon in which the rail tilts outward from the gauge due to lateral pressure above a predetermined level acting on the rail). If the rail mounting condition deteriorates (the rigidity of the track decreases) due to repeated occurrence of this, it will greatly affect the running performance of the railway vehicle, and in the worst case, it may lead to the derailment of the railway vehicle. .
In addition, if the rail mounting condition deteriorates, the slack set at the beginning of laying the curved track spreads, which not only greatly affects the running performance of the railroad vehicle but also derails the railroad vehicle.

Conventionally, the extent of rail side wear and slack spread had to be evaluated by an inspector who had to go to the actual site and take actual measurements, which required an enormous amount of time.
In addition, in order to evaluate the mounting condition of the rail (rigidity of the track), it is necessary to individually inspect the parts that make up the rail fastening device to see if there is any abnormality, or Similarly, it was necessary to apply a load in the direction of widening the gauge to the left and right rails, which required an enormous amount of time.

For example, Patent Literature 1 proposes a rail wear measuring instrument capable of measuring rail wear without being obstructed by sleepers or tie plates.
However, the wear measuring device described in Patent Literature 1 can only measure the amount of rail wear at the location where the wear measuring device is installed.

Patent Literature 2 proposes a device that is mounted on a track inspection car and uses an eddy-current sensor to measure rail displacement and wear.
According to the device described in Patent Document 2, it is considered possible to measure the displacement and wear of the rail for the entire track on which the track inspection car travels.
However, the eddy current sensor provided in the device described in Patent Document 2 is arranged opposite to the top surface of the rail above the top surface of the rail (Figs. 2, 3, etc. of Patent Document 2). , the lift-off from the top surface of the rail cannot be increased. For this reason, it is difficult to carry out measurements by mounting the device on a normal bogie for railway vehicles, and maintenance of the device is not easy.

Patent Document 3 discloses a truck called a PQ monitoring truck equipped with sensors capable of measuring wheel load and lateral force by detecting forces acting on the wheels.

JP 2016-121969 A JP 2017-187384 A JP 2014-54881 A

SUMMARY OF THE INVENTION The present invention has been made to solve the problems of the prior art as described above. The object is to provide a carriage for executing

In order to solve the above-mentioned problems, the present invention provides, as a first method, a method for evaluating the condition of a track for a railway vehicle, comprising: A step of attaching non-contact rangefinders to a pair of left and right axle boxes that support the front wheel axle, respectively; A step of measuring the distance from the curved track to the head side surface of the outer rail side rail with a rangefinder located on the outer rail side at the time; Evaluating the wear of the head side surface of the outer rail side rail of the curved track based on the difference from the reference distance when no I will provide a.

Wear on the head side surface of the outer rail on a curved track (hereinafter referred to as "side wear" as appropriate) occurs when the flange of the outer rail side wheel of the front wheelset comes into strong contact with the head side surface of the outer rail. caused by
According to the first method of the present invention, among the non-contact rangefinders attached to the pair of left and right axle boxes that support the front wheel set, the outer track side when the bogie runs on the curved track. A rangefinder is located to measure the distance to the head side of the outer rail on the curved track.
Since the axle box is located outside (horizontally outward) the curved track rail, the distance measured by the rangefinder attached to the axle box is the head side of the outer rail (horizontal outward). side) is measured from the outside in the left and right direction. In other words, it measures the distance to the head side opposite the head side that contacts the wheel flange and causes side wear. Therefore, the distance measured by the rangefinder becomes larger when the wheel moves outward in the left-right direction due to the side wear than when the side wear does not occur. That is, the difference between the distance measured by the rangefinder and the distance that would be measured if side wear had not occurred corresponds to the amount of side wear.
According to the first method of the present invention, since the side wear is evaluated (calculated) based on the difference between the measured distance and the reference distance when no side wear occurs, the side wear can be accurately measured. Evaluable. In addition, since it is sufficient to attach a non-contact rangefinder to each of the pair of left and right axle boxes that support the front axle, the evaluation can be easily performed.

A laser rangefinder is preferably used as the non-contact rangefinder of the present invention. As the laser rangefinder, a so-called triangulation type laser rangefinder or a TOF (Time Of Flight) type laser rangefinder may be used.
Further, in the present invention, the term "front side" means the front side in the traveling direction of the truck, and the term "rear side" means the rear side in the traveling direction of the truck. Further, in the present invention, the "outer track" means a track outside the curved track, and the "inner track" means a track inside the curved track.
Further, in the first method according to the present invention, the "reference distance when the side surface of the head of the outer rail is not worn" is the outer rail (new article) whose side is not worn. It is possible to use the distance actually measured with a rangefinder for the outer rail side rail), or the distance obtained by geometric calculation from the design values such as the mounting position of the outer rail side rail and the rangefinder may be used. .

Further, in order to solve the above-mentioned problems, the present invention provides, as a second method, a method for evaluating the condition of a track for a railway vehicle, which comprises a pair of front and rear bogies of a railway vehicle running on the track. A step of attaching non-contact rangefinders to a pair of left and right axle boxes that support the rear wheelset of the wheelset, and a step of attaching non-contact rangefinders to the pair of left and right axleboxes, respectively, so that the bogie follows a curved track. Evaluating the slack of the curved track based on the step of measuring the distance to the head side of the outer rail and the distance to the head side of the inner rail when traveling, and the sum of the measured distances. and a method for evaluating the condition of a railroad vehicle track.

Slack means the amount by which the gauge of the left and right rails is widened from a predetermined reference value so that the railway vehicle can run smoothly on the curved track. Here, when an ordinary bogie for railway vehicles runs on a curved track, neither the flanges of the outer wheels nor the flanges of the inner wheels of the rear wheelset come into contact with the side surface of the rail head. Further, since the angle of attack of the rear wheel set is almost zero, the lateral force acting on the rail from the wheel of the rear wheel set in the direction of widening the gauge is almost zero.
According to the second method of the present invention, non-contact rangefinders mounted on a pair of left and right axle boxes that support the rear wheelsets are used to measure the distance to the head side surface of the outer rail of the curved track. Measure the distance and the distance to the head side of the inner rail. The distance measured by each rangefinder is the distance to the side of the head of the rail (outer side in the left-right direction) measured from the outside in the left-right direction, so the sum of the measured distances is the slack If the slack becomes larger, it becomes smaller, and if the slack becomes smaller, it becomes larger. Also, as noted above, the rear axle wheel flanges do not contact the sides of the rail heads, so the measured distances are not affected by side wear. Therefore, the sum of each distance is also not affected by lateral wear. Furthermore, as described above, the lateral force acting on the rail from the wheels of the rear axle is substantially zero, so the sum of the measured distances is not affected by tilting.
According to the second method of the present invention, the slack of the curved track is evaluated (calculated) based on the sum of the measured distances. can be evaluated. In addition, since it is sufficient to attach a non-contact rangefinder to each of the pair of left and right axle boxes that support the rear axle, the evaluation can be easily performed.

Further, in order to solve the above-mentioned problems, the present invention provides, as a third method, a method for evaluating the condition of a railroad vehicle track, comprising a pair of front and rear bogies of a railroad vehicle running on the track. a step of attaching a non-contact type rangefinder to each of the front, rear, left, and right axle boxes that support the wheelset; a step of measuring the distance to the head side surface of the outer rail side rail and the distance to the head side surface of the inner rail side rail when the bogie travels on the curved track; With the rangefinders attached to the pair of left and right axle boxes that support the , the distance to the head side surface of the outer rail side rail and the head side surface of the inner rail side rail when the bogie travels on the curved track the sum of the distances measured by the rangefinders respectively attached to the pair of left and right axle boxes that support the rear axle, and the pair of left and right axle boxes that support the front axle. Evaluating the installation state of the rails of the curved track based on the difference between the sum of the distances measured by the rangefinders respectively attached to the railroad vehicle track. provide a way.

In order to evaluate the rail mounting state, it is necessary to apply a load in the direction of widening the gauge to the left and right rails, as described above. Here, when a railway vehicle travels on a curved track, a relatively large lateral force is generated on the wheel of the front wheel set due to contact between the flange of the outer rail side wheel and the head side surface of the outer rail side rail. (As a reaction, a relatively large lateral force acts on the rail on which the front wheelset runs in the direction of widening the gauge.) On the other hand, the lateral force generated on the wheels of the rear wheelset is almost zero. There is almost no lateral force in the direction of widening the gauge).
According to the third method of the present invention, the distance to the head side surface of the outer rail on the curved track is measured using the non-contact rangefinders respectively attached to the pair of left and right axle boxes that support the front wheel set. And measure the distance to the head side of the inner rail. Then, the sum of these measured distances (hereinafter referred to as "front distance sum" as appropriate) is calculated. In addition, the distance to the head side surface of the outer rail on the curved track and the head side surface of the inner rail with non-contact rangefinders attached to a pair of left and right axle boxes that support the rear wheel set. Measure the distance to Then, the sum of these measured distances (hereinafter referred to as "rear side distance sum") is calculated.
Although the distance to the side of the head of the outer rail, which is measured by a rangefinder attached to the axle box that supports the front wheel set, is affected by side wear, the sum of the front distances is canceled out by the side wear. Become. Therefore, the front distance sum will be affected by slack and tilt. The trailing distance sum, on the other hand, is not affected by side wear and tipping as described in the second method. Therefore, the backside distance sum will be affected by the slack. Therefore, the difference between the rear side distance sum and the front side distance sum is affected only by the tilting while the influence of the slack is cancelled.
According to the third method of the present invention, the mounting state of the rail on the curved track is evaluated based on the difference between the sum of the rear distances and the sum of the front distances. Accurate evaluation is possible. In addition, since it is sufficient to attach a non-contact type rangefinder to each of the front, rear, left, and right axle boxes that support a pair of front and rear wheelsets, the evaluation can be easily performed.

In the third method according to the present invention, the step of evaluating the installation state of the rail on the curved track includes the steps of measuring the lateral force generated in the wheels of the front axle and dividing the measured lateral force by the difference. Evaluating the stiffness of the curved trajectory by:

According to the above preferred method, the lateral force exerted on the wheels of the front axle is divided by the difference (the difference between the rear distance sum and the front distance sum). In other words, since the lateral force acting on the rail on which the front axle runs is divided by the spread of the gauge caused by the tilting, the rigidity of the curved track can be evaluated with high accuracy.
In addition, the lateral force generated in the wheels of the front wheel set can be measured, for example, by using a known PQ wheel set capable of measuring wheel load and lateral force as the front wheel set, or by using a bogie as described in Patent Document 3. and lateral pressure can be measured by using a known PQ monitoring trolley equipped with a sensor capable of measuring lateral pressure.

All of the first to third methods according to the present invention described above are methods for evaluating the state of a curved trajectory. Side wear, which is the object of evaluation in the first method, and slack, which is the object of evaluation in the second method, are concerned only with curved trajectories. On the other hand, the mounting state of the rail (rigidity of the track), which is the object of evaluation in the third method, is a problem even for straight tracks. In order to evaluate the mounting state of the rails on the straight track in the same manner as in the third method, a load should be applied to the left and right rails on which the front wheelsets run in a direction to widen the distance between the rails. In order to load the left and right rails on which the front axle runs, a load that widens the distance between the axles can be applied by using a trolley that can create a difference between the left and right wheelbases by turning the front axle, and turning the front axle. In this state, steps similar to those of the third method may be performed.
That is, in order to solve the above problems, the present invention provides, as a fourth method, a method for evaluating the condition of a railroad track for a railroad vehicle, wherein a pair of front and rear wheelsets are used as a bogie for a railroad vehicle running on the railroad track. A step of attaching a non-contact type rangefinder to each of the front, rear, left and right axle boxes that support the pair of front and rear wheelsets, using a truck that can make a difference in the left and right wheelbases by turning the front wheelset. and, with the front axle of the bogie turned, the odometers attached to a pair of left and right axle boxes that support the front axle, respectively, are mounted on one rail when the bogie travels on a straight track. a step of measuring the distance to the head side surface of the other rail and the distance to the head side surface of the other rail; Each rangefinder attached to a pair of left and right axle boxes measures the distance to the head side of one rail and the distance to the head side of the other rail when the bogie travels on the straight track. the sum of the distances measured by the respective rangefinders respectively attached to the pair of left and right axle boxes supporting the rear axle, and the pair of left and right axle boxes supporting the front axle. and a step of evaluating the installation state of the rails of the straight track based on the difference from the sum of the distances measured by the rangefinders.

According to the fourth method of the present invention, it is possible to accurately evaluate the mounting state of the rail even for a straight track.
In addition, for example, a steerable carriage can be used as the ``carriage capable of making a difference between the left and right wheelbases by turning the front wheel axle. However, the present invention is not limited to this, and it is also possible to use a carriage in which the front wheel set is fixed in a turned state.

In the fourth method according to the present invention, the step of evaluating the mounting condition of the rail of the straight track includes measuring the lateral force generated in the wheel of the front axle;
and estimating the stiffness of the straight track by dividing the measured lateral force by the difference.

According to the preferred method described above, the rigidity of the straight track can be evaluated with high accuracy.

Further, in order to solve the above problems, the present invention provides, as a first means for executing the first method, a railway vehicle track for traveling on a railway vehicle track and evaluating the state of the track. A bogie comprising: a non-contact rangefinder attached to a pair of left and right axle boxes supporting a front wheel set of a pair of front and rear wheelsets of the bogie; and a computing unit, wherein the computing unit comprises Out of the rangefinders attached to the pair of left and right axle boxes, the head of the rail on the outer rail side of the curved track measured by the rangefinder positioned on the outer rail side when the bogie travels on the curved track. The wear of the head side surface of the outer rail on the curved track is evaluated based on the difference between the distance to the side surface of the outer rail and the reference distance when no wear occurs on the head side surface of the outer rail. , to provide a bogie for railway vehicles characterized by:

Further, in order to solve the above problems, the present invention provides, as a second means for executing the second method, a railway vehicle track for running on a railway vehicle track and evaluating the state of the track. A bogie comprising: a non-contact range finder attached to a pair of left and right axle boxes supporting a rear wheel set of a pair of front and rear wheel sets of the bogie; is the distance to the side of the head of the outer rail and the head of the inner rail when the bogie travels on a curved track, measured by the respective rangefinders attached to the pair of left and right axle boxes. A bogie for a railway vehicle is characterized in that the slack of the curved track is evaluated based on the sum of the distances to the sides.

Further, in order to solve the above problems, the present invention provides, as a third means for executing the third method, a railway vehicle track for running a railway vehicle track and evaluating the state of the track. A bogie comprising: a non-contact rangefinder attached to four front, rear, left, and right axle boxes that support a pair of front and rear wheelsets of the bogie; The distance to the side of the head of the outer rail when the bogie travels on a curved track, as measured by the respective rangefinders attached to the pair of left and right axle boxes that support the front wheel axle of the pair of wheel axles, and The sum of the distances to the head side surface of the inner rail side rail is calculated, and the bogie is measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel axle of the pair of front and rear wheel axles. Calculates the sum of the distance to the head side surface of the outer rail and the distance to the head side surface of the inner rail when traveling on the curved track, and a pair of left and right axle boxes that support the rear wheel set based on the difference between the sum of the distances measured by the rangefinders attached to the front axle and the sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the front axle and evaluating the installation state of the rails of the curved track.

In the third means according to the present invention, lateral force measuring means for measuring a lateral force generated in the wheel of the front wheel set is provided, and the computing section, when evaluating the mounting state of the rail on the curved track, measures the It is preferable to evaluate the rigidity of the curved track by dividing the lateral force measured by the lateral force measuring means by the difference.

Furthermore, in order to solve the above problems, the present invention provides, as a fourth means for executing the fourth method, a railroad vehicle track for traveling on a railroad vehicle track and evaluating the state of the railroad vehicle. The bogie is capable of making a difference in the left and right axle distances by turning a front wheel shaft out of a pair of front and rear wheel shafts, and four axle boxes, front and rear, left and right, which support the pair of front and rear wheel shafts. a non-contact rangefinder attached to each of the carriages, and a computing unit, wherein the computing units are mounted on a pair of left and right axle boxes that support the front wheel set in a state where the front wheel set of the bogie is turned. Calculate the sum of the distance to the head side of one rail and the distance to the head side of the other rail when the truck travels on a straight track, measured by each of the attached rangefinders, The distance to the side of the head of one rail when the bogie travels on the straight track, as measured by the rangefinders attached to the pair of left and right axle boxes that support the rear axle of the pair of axles. and the sum of the distances to the head side surface of the other rail, and the sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel set, and the front wheel set Based on the difference between the sum of the distances measured by the distance gauges respectively attached to the left and right axle boxes that support the railway vehicle, the rail installation state of the straight track is evaluated. Provide a trolley.

In the fourth means according to the present invention, lateral force measuring means for measuring the lateral force generated in the wheel of the front wheel set is provided, and the computing unit, when evaluating the installation state of the rail of the straight track, measures the It is preferable to evaluate the rigidity of the linear track by dividing the lateral force measured by the lateral force measuring means by the difference.

According to the present invention, it is possible to easily evaluate the state of the railroad vehicle track while the railroad vehicle bogie runs on the railroad vehicle track.

1 is a schematic diagram showing a schematic configuration of a railroad vehicle bogie according to a first embodiment of the present invention; FIG. FIG. 6 is a schematic diagram showing a schematic configuration of a railway vehicle bogie according to a second embodiment of the present invention; FIG. 10 is a schematic diagram illustrating a schematic configuration of a railway vehicle bogie and a procedure of a track condition evaluation method according to a third embodiment of the present invention; FIG. 11 is a schematic diagram showing a schematic configuration of a railway vehicle bogie according to a fourth embodiment of the present invention;

BEST MODE FOR CARRYING OUT THE INVENTION A railroad vehicle bogie according to an embodiment of the present invention and a railroad vehicle track condition evaluation method using the same will be described below with reference to the accompanying drawings as appropriate.

<First embodiment>
FIG. 1 is a schematic diagram showing a schematic configuration of a railway vehicle bogie according to a first embodiment of the present invention. FIG. 1(a) is a plan view showing a state in which a bogie is running on a curved track, and FIG. 1(b) shows a state in which a rangefinder measures the distance to a rail with no side wear. It is a front view, and FIG.1(c) is a front view which shows the state which is measuring the distance to the rail which side wear has arisen with the rangefinder. Note that FIG. 1(a) shows a state in which the bottom of the bogie frame is seen through.
A bogie 100 according to the first embodiment is a bogie for traveling on a curved track for a railway vehicle having an outer rail R1 and an inner rail R2 and for evaluating the state of the curved track.

The bogie 100 includes a front wheel set 1, a rear wheel set 2, a bogie frame 3, a pair of left and right axle boxes 41a and 41b that support the front wheel set 1, a pair of left and right axle boxes 42a that support the rear wheel set 2, 42b. The axle boxes 41a, 41b, 42a, 42b are connected to the bogie frame 3 via axle springs (not shown).

The truck 100 according to the first embodiment includes non-contact rangefinders 5a and 5b attached to a pair of left and right axle boxes 41a and 41b that support the front wheel set 1, respectively. In this embodiment, laser rangefinders are used as the rangefinders 5a and 5b.
As shown in FIGS. 1(b) and 1(c), the range finder 5a is attached to the lower surface of the axle box 41a, and extends in the left-right direction ( A laser beam indicated by a dotted line arrow is irradiated from the outer track direction of the outer rail R1 and the inner rail R2. Thereby, the distance to the side surface of the head R11 of the outer rail R1 can be measured from the outside in the left-right direction. Although not shown, the range finder 5b is similarly attached to the lower surface of the axle box 41b, and irradiates the lateral side of the head of the inner rail R2 with a laser beam from the outside in the left-right direction. . Thereby, the distance to the side surface of the head of the inner rail R2 can be measured from the outside in the left-right direction.
The distance measured by the rangefinders 5a and 5b of this embodiment is about 270 mm to 330 mm.
In addition, since the laser beams emitted from the rangefinders 5a and 5b are emitted from a direction forming an angle θ with respect to the horizontal direction, the horizontal distance to the side surface of the head R11 of the outer rail R1 is , the distance measured by the rangefinders 5a and 5b multiplied by cos θ. The value of θ can be calculated by geometrical calculation using the mounting positions of the rangefinders 5a and 5b. However, in the present embodiment, since the angle θ is as small as about 20° to 25°, the influence of this angle θ is ignored (θ=0°) and the rangefinders 5a and 5b are used for measurement. There is no problem even if the distance is treated as the horizontal distance as it is.

The truck 100 also includes a computing unit 7 electrically connected to each of the rangefinders 5a and 5b. The calculation unit 7 may be newly installed, or a control unit that is provided in a general truck or vehicle body and performs various controls may be used together as the calculation unit 7 . The distances measured by the rangefinders 5a and 5b are input to the calculator 7 . Further, information on the track on which the truck 100 is currently traveling (distinction between curved track and straight track, etc.) detected by known means (not shown) is input to the computing unit 7 . The computing unit 7 of this embodiment is attached to the bogie frame 3 . However, the present invention is not limited to this, and can be attached to other locations such as a railroad car body (not shown).

The calculation unit 7 recognizes the current position of the trolley 100 based on the input track information, thereby recognizing the rangefinder currently positioned on the outer track side among the rangefinders 5a and 5b. In the state shown in FIG. 1(a), the rangefinder 5a is recognized as the rangefinder located on the outer rail side. Then, the computing unit 7 stores a reference distance L0 (see FIG. 1(b)) when no wear (side wear) occurs on the side surface of the head R11 of the outer rail R1 at the recognized current position of the bogie 100. stored in advance. The calculation unit 7 calculates the difference (L- L0) is calculated. When the wheel 1a moves outward in the left-right direction (to the right side of the paper surface of FIG. 1(b)) due to the side wear WE (see FIG. 1(c)), the distance L measured by the rangefinder 5a becomes It becomes a large value compared with the distance L0 when it does not occur. Therefore, the calculation unit 7 can evaluate the side wear WE based on this difference (L-L0). Specifically, as the evaluation performed by the calculation unit 7, the calculated difference (L-L0) may be output as it is as the amount of wear, or if the difference (L-L0) exceeds a predetermined threshold value, an alarm may be issued. Various modes can be adopted, such as outputting
When the rangefinder 5b is recognized as the rangefinder located on the outer rail side, the calculation unit 7 uses the distance to the head side surface of the outer rail side measured by the rangefinder 5b located on the outer rail side. and perform the same evaluation as above.

According to the bogie 100 according to the present embodiment and the track condition evaluation method using the same, the side wear WE is evaluated based on the difference between the measured distance L and the reference distance L0 when no side wear WE occurs. Therefore, the side wear WE can be evaluated with high accuracy. In addition, since it is sufficient to attach the non-contact rangefinders 5a and 5b to the pair of left and right axle boxes 41a and 41b that support the front wheel set 1, the evaluation can be easily performed.

<Second embodiment>
FIG. 2 is a schematic diagram showing a schematic configuration of a railway vehicle bogie according to a second embodiment of the present invention. FIG. 2(a) is a plan view showing a state in which the bogie is running on a curved track, and FIG. 2(b) is a plan view for explaining the content of calculation executed by the calculation unit. Note that FIG. 2(a) shows a state in which the bottom of the bogie frame is seen through.
Similarly to the bogie 100 according to the first embodiment, the bogie 100A according to the second embodiment also travels on a curved track for a railway vehicle having an outer rail side rail R1 and an inner rail side rail R2. It is a trolley for evaluating the condition.

Similarly to the bogie 100, the truck 100A also has a front wheel set 1, a rear wheel set 2, a bogie frame 3, a pair of left and right axle boxes 41a and 41b that support the front wheel set 1, and left and right wheels that support the rear wheel set 2. A pair of axle boxes 42a and 42b are provided. The axle boxes 41a, 41b, 42a, 42b are connected to the bogie frame 3 via axle springs (not shown).

A truck 100A according to the second embodiment includes non-contact rangefinders 6a and 6b attached to a pair of left and right axle boxes 42a and 42b that support the rear wheel set 2, respectively. In this embodiment, laser rangefinders are used as the rangefinders 6a and 6b.
Specific contents such as the mounting positions of the rangefinders 6a and 6b and the distances to be measured are the same as the rangefinders 5a and 5b of the first embodiment. , and attachment to the axle boxes 41a and 41b for supporting the front axle 1, detailed description thereof will be omitted here.

The carriage 100A also includes a computing unit 7 electrically connected to each of the rangefinders 6a and 6b. The calculation unit 7 may be newly installed, or a control unit that is provided in a general truck or vehicle body and performs various controls may be used together as the calculation unit 7 . The distances measured by the rangefinders 6a and 6b are input to the calculator 7 . Further, information on the track on which the truck 100A is currently traveling (distinction between curved track and straight track, etc.) detected by known means (not shown) is input to the calculation unit 7 . The computing unit 7 of this embodiment is attached to the bogie frame 3 . However, the present invention is not limited to this, and can be attached to other locations such as a railroad car body (not shown).

The calculation unit 7 can recognize which point on the curved track the truck 100A is currently traveling based on the input track information. As shown in FIG. 2(b), the computing unit 7 calculates the head R11 of the outer rail R1 measured by the rangefinder located on the outer rail side (the rangefinder 6a in the state shown in FIG. 2(a)). The sum of the distance L1 to the side and the distance L2 to the side of the head R21 of the inner rail R2 measured by the rangefinder located on the inner rail side (the rangefinder 6b in the state shown in FIG. 2(a)) Calculate (L1+L2). Then, the calculation unit 7 evaluates the slack of the curved trajectory based on the sum (L1+L2).

The slack means an amount by which the gauge of the left and right rails R1 and R2 is widened from a predetermined reference value so that the railway vehicle can run smoothly on the curved track. When the bogie 100A travels on the curved track, neither the outer wheel flanges nor the inner rail wheel flanges of the rear wheelset 2 contact the side surfaces of the heads of the rails R1 and R2. The front wheelset 1 has a predetermined attack angle α (the angle between the traveling direction of the wheelset indicated by the solid line arrow in FIG. has an angle of attack of almost zero. Therefore, the lateral force acting on the rails R1 and R2 from the wheels of the rear wheelset 2 in the direction of widening the gauge becomes almost zero.
Since the distances L1 and L2 measured by the respective rangefinders 6a and 6b are both measured from the outer side in the lateral direction to the side surfaces of the heads of the rails R1 and R2 (outer side surfaces in the lateral direction), the measurement The sum (L1+L2) of the obtained distances decreases as the slack increases, and increases as the slack decreases. Also, since the wheel flanges of the rear wheelset 2 do not contact the sides of the heads of the rails R1, R2, the measured distances are not affected by side wear. Therefore, the sum of the distances (L1+L2) is also not affected by lateral wear. Furthermore, as described above, since the lateral force acting on the rails R1 and R2 from the wheels of the rear wheelset 2 is almost zero, the sum of the measured distances (L1+L2) is not affected by tilting. Since the calculation unit 7 evaluates the slack of the curved track based on the sum of the measured distances (L1+L2), the slack can be evaluated with high accuracy without being affected by side wear or tilting. In addition, since it is sufficient to attach the non-contact rangefinders 6a and 6b to the pair of left and right axle boxes 42a and 42b that support the rear wheel set 2, the evaluation can be easily performed.

Specifically, as shown in FIG. 2B, the distance between the rails (gauge distance) between the outer rail R1 and the inner rail R2 is W, and the distance between the mounting positions of the rangefinders 6a and 6b is W. Assuming that the distance is W0 and that the laser beams emitted from the rangefinders 6a and 6b are emitted from the horizontal direction (assuming that an angle similar to the angle θ shown in FIG. 1(b) is 0°). , the rail-to-rail distance W can be calculated by W=W0-(L1+L2). The rail-to-rail distance W is the sum of a predetermined reference value and slack, and since this reference value is known, the slack can be calculated by subtracting the reference value from the rail-to-rail distance W.
More specifically, for example, the distance W0 between the mounting positions is previously stored in the calculation unit 7 as a fixed value, and the calculation unit 7 refers to the reference value of the rail-to-rail distance W from the input track information. The calculation unit 7 can calculate the slack by the following formula (1).
Slack = W0 - (L1 + L2) - Reference value (1)
As for the evaluation performed by the calculation unit 7, various aspects can be employed, such as outputting the calculated slack as it is, or outputting an alarm when the calculated slack exceeds a predetermined threshold value.

<Third Embodiment>
FIG. 3 is a schematic diagram for explaining a schematic configuration of a railway vehicle bogie and a procedure of a track condition evaluation method according to a third embodiment of the present invention. FIG. 3(a) is a plan view showing a state in which a bogie is running on a curved track, and FIG. 3(b) is a plan view for explaining the procedure of a track condition evaluation method. It should be noted that FIG. 3 shows a state in which the bottom of the bogie frame is seen through.
Similarly to the bogie 100A according to the first embodiment and the bogie 100A according to the second embodiment, the bogie 100B according to the third embodiment also has an outer rail side rail R1 and an inner rail side rail R2. It is a truck for traveling on the track and evaluating the condition of this curved track.

Like the bogies 100 and 100A, the truck 100B also has a front wheel set 1, a rear wheel set 2, a bogie frame 3, a pair of left and right axle boxes 41a and 41b for supporting the front wheel set 1, and a rear wheel set 2. A pair of left and right axle boxes 42a and 42b are provided. The axle boxes 41a, 41b, 42a, 42b are connected to the bogie frame 3 via axle springs (not shown).

Like the truck 100, the truck 100B according to the third embodiment includes non-contact rangefinders 5a and 5b attached to a pair of left and right axle boxes 41a and 41b that support the front wheel set 1, respectively. Further, like the truck 100A, the truck 100B according to the third embodiment includes non-contact rangefinders 6a and 6b attached to a pair of left and right axle boxes 42a and 42b that support the rear wheel set 2, respectively. In this embodiment, laser rangefinders are used as the rangefinders 5a, 5b, 6a, and 6b.
The specific contents such as the mounting positions of the rangefinders 5a and 5b and the distances to be measured are the same as those in the first embodiment. Since it is the same as the second embodiment, detailed description is omitted here.

The carriage 100B also includes a computing unit 7 electrically connected to each rangefinder 5a, 5b, 6a, 6b. The calculation unit 7 may be newly installed, or a control unit that is provided in a general truck or vehicle body and performs various controls may be used together as the calculation unit 7 . Distances measured by the distance meters 5a, 5b, 6a, and 6b are input to the calculator 7. FIG. Further, information on the track on which the truck 100B is currently traveling (distinction between curved track and straight track, etc.) detected by a known means (not shown) is input to the calculation unit 7 . The computing unit 7 of this embodiment is attached to the bogie frame 3 . However, the present invention is not limited to this, and can be attached to other locations such as a railroad car body (not shown).

Based on the input track information, the calculation unit 7 can recognize at which point on the curved track the truck 100B is currently traveling.
As shown in the left diagram of FIG. 3( b ), the calculation unit 7 calculates the outer rail when the front wheel set 1 passes the measurement point MP (when the outer rail wheel 1 a of the front wheel set 1 passes the measurement point MP). The distance L11 to the head side surface of the outer rail R1 measured by the rangefinder located on the side (rangefinder 5a in the state shown in the left diagram of FIG. 3(b)) and the rangefinder located on the inner rail side A front side distance sum (L11+L12), which is the sum of the distance L12 to the head side surface of the inner rail R2 measured by the rangefinder 5b (in the state shown in the left diagram of FIG. 3(b)), is calculated.
Further, as shown in the right diagram of FIG. 3(b), the calculation unit 7 calculates the time when the rear wheel set 2 passes the measurement point MP (when the outer rail side wheel 2a of the rear wheel set 2 passes the measurement point MP). , the distance L21 to the head side surface of the outer rail R1 measured by the rangefinder located on the outer rail side (the rangefinder 6a in the state shown in the right figure of FIG. 3(b)), and the inner rail side Rear side distance sum (L21+L22) which is the sum of the distance L22 to the head side surface of the inner rail R2 measured by the located rangefinder (the rangefinder 6b in the state shown in the right diagram of FIG. 3(b)) Calculate Based on the difference between the sum of rear distances (L21+L22) and the sum of front distances (L11+L12), the calculation unit 7 evaluates the mounting state of the curved track rails R1 and R2 (mounting state at the measurement point MP).

In order to evaluate the mounting state of the rails R1 and R2, it is necessary to apply a load in the direction of widening the gauge to the left and right rails R1 and R2. Here, when the railway vehicle travels on a curved track, the wheels of the front wheel set 1 are in contact with the flanges of the outer rail wheels 1a and the head side surface of the outer rail R1, which results in a relatively large lateral force. Q is generated (as a counteraction, a relatively large lateral force Q acts on the rails R1 and R2 on which the front wheelset 1 runs in the direction of widening the gauge). It is almost 0 (almost no lateral force acts on the rails R1 and R2 on which the rear wheel set 2 runs in the direction of widening the gauge).
The distances L11 and L12 to the head side surface of the outer rail and the head side surface of the inner rail measured by the rangefinders 5a and 5b attached to the axle boxes 41a and 41b that support the front wheel set 1 are the side wear. Although affected, the front side distance sum (L11+L12) will cancel out the side wear effect. Therefore, the front distance sum (L11+L12) is affected by slack and tilt. On the other hand, the rear side distance sum (L21+L22) is not affected by side wear and tilt as described in the second embodiment. Therefore, the rear distance sum (L21+L22) is affected by slack. Therefore, the difference between the sum of rear distances (L21+L22) and the sum of front distances (L11+L12) is affected only by tilting while canceling out the influence of slack.

Based on the difference between the sum of the rear distances (L21+L22) and the sum of the front distances (L11+L12), the calculation unit 7 evaluates the installation state of the curved track rails R1 and R2. It is possible to accurately evaluate the deterioration of the mounting state. In addition, since it is only necessary to attach the non-contact rangefinders 5a, 5b, 6a, 6b to the four front, rear, left, and right axle boxes 41a, 41b, 42a, and 42b that support the pair of front and rear wheelsets 1 and 2, the evaluation is easy. It is possible.
As the evaluation performed by the calculation unit 7, the difference between the calculated rear side distance sum (L21+L22) and the front side distance sum (L11+L12) may be output as it is, or if the calculated difference exceeds a predetermined threshold value, an alarm may be issued. Various modes can be adopted, such as outputting

It is preferable that the bogie 100B has lateral force measuring means for measuring the lateral force Q generated in the wheels of the front wheel set 1 . A PQ wheel set capable of measuring wheel load and lateral force can be used as the front wheel set 1, and this PQ wheel set can be used as lateral force measuring means. Also, the truck 100B can be configured by a PQ monitoring truck equipped with a sensor capable of measuring wheel load and lateral force, and this sensor can be used as lateral force measuring means.
By providing the bogie 100B with the lateral force measuring means, the computing unit 7 can measure the lateral force by the lateral force measuring means when the front wheel set 1 passes through the measuring point MP when evaluating the mounting state of the rails R1 and R2 on the curved track. By dividing the resulting lateral force Q by the difference between the rear distance sum (L21+L22) and the front distance sum (L11+L12), it is possible to evaluate the rigidity of the curved track.
In this case, the calculation unit 7 may perform evaluation such as outputting the calculated division value (curved track stiffness) as it is, or outputting an alarm if the calculated division value exceeds a predetermined threshold value. Various aspects can be adopted.

<Fourth Embodiment>
FIG. 4 is a schematic diagram showing a schematic configuration of a railway vehicle bogie according to a fourth embodiment of the present invention. FIG. 4 is a plan view showing a state in which the bogie is running on a straight track, and shows a state in which the bottom of the bogie frame is seen through.
Unlike the first to third embodiments, the bogie 100C according to the fourth embodiment travels on a straight track for railway vehicles having rails Ra and rails Rb, and evaluates the state of the straight track. It's a trolley.

Similarly to the bogies 100, 100A and 100B, the bogie 100C also has a front wheel set 1, a rear wheel set 2, a bogie frame 3, a pair of left and right axle boxes 41a and 41b for supporting the front wheel set 1, and a rear wheel set. A pair of left and right axle boxes 42a and 42b for supporting the wheelset 2 are provided. The axle boxes 41a, 41b, 42a, 42b are connected to the bogie frame 3 via axle springs (not shown).
Unlike the truck 100, the truck 100A, and the truck 100B, the truck 100C has a left and right wheelbase (a distance between the front wheelset 1 and the rear wheelset 2) when the front wheelset 1 turns (rotates around the vertical direction). It is possible to make a difference in Specifically, a steering truck is used as the truck 100C.

Like the truck 100B, the truck 100C according to the fourth embodiment includes non-contact rangefinders 5a and 5b attached to a pair of left and right axle boxes 41a and 41b that support the front wheel set 1. Non-contact rangefinders 6a and 6b are attached to a pair of left and right axle boxes 42a and 42b that support the wheelset 2, respectively. In this embodiment, laser rangefinders are used as the rangefinders 5a, 5b, 6a, and 6b.
Since specific contents such as the mounting positions of the rangefinders 5a, 5b, 6a, and 6b and the distances to be measured are the same as those of the third embodiment, detailed description thereof will be omitted here.

The carriage 100C also includes a computing unit 7 electrically connected to each rangefinder 5a, 5b, 6a, 6b. The calculation unit 7 may be newly installed, or a control unit that is provided in a general truck or vehicle body and performs various controls may be used together as the calculation unit 7 . Distances measured by the distance meters 5a, 5b, 6a, and 6b are input to the calculator 7. FIG. Further, information on the track on which the truck 100C is currently traveling (distinction between curved track and straight track, etc.) detected by known means (not shown) is input to the computing unit 7 . The computing unit 7 of this embodiment is attached to the bogie frame 3 . However, the present invention is not limited to this, and can be attached to other locations such as a railroad car body (not shown).

Based on the input track information, the calculation unit 7 can recognize at which point on the straight track the truck 100C is currently traveling.
At least when the front wheel set 1 passes through the measurement point MP, the front wheel set 1 is turning. The distance to the head side surface of the rail Ra measured by the rangefinder 5a located on one rail Ra side, as in the third embodiment, when passing the measurement point MP in a state of contact with the head side surface of the rail Ra. and the distance to the head side surface of the rail Rb measured by the rangefinder 5b positioned on the other rail Rb side.
Similarly, when the rear wheel set 2 passes through the measurement point MP, the calculation unit 7 calculates the distance to the head side surface of the rail Ra measured by the rangefinder 6a located on the rail Ra side, and the distance to the head side surface of the rail Ra located on the rail Rb side. A rear side distance sum is calculated which is the sum of the distance to the head side surface of the rail Rb measured by the rangefinder 6b.
Based on the difference between the sum of rear distances and the sum of front distances, the calculation unit 7 evaluates the installation state of the rails Ra and Rb on the straight track (the installation state at the measurement point MP). As the evaluation performed by the calculation unit 7, the difference between the calculated rear distance sum and the front distance sum may be output as it is, or if the calculated difference exceeds a predetermined threshold value, an alarm may be output. can be adopted.

According to the bogie 100C according to the fourth embodiment, when the front wheel set 1 turns, a load is applied to the left and right rails Ra and Rb on which the front wheel set 1 runs in a direction to widen the distance between the rails. Also, similarly to the third embodiment, it is possible to accurately evaluate the mounting state of the rails Ra and Rb.
In the example shown in FIG. 4, the front wheelset 1 is rotated clockwise so that the flange F of the wheel 1a of the front wheelset 1 is in contact with the head side surface of the rail Ra, but this is not the case. Instead, the same evaluation can be made by rotating the front wheelset 1 counterclockwise so that the flange F of the wheel 1b of the front wheelset 1 is in contact with the head side surface of the rail Ra.

It should be noted that, like the truck 100B, the truck 100C preferably has lateral force measuring means for measuring the lateral force Q generated in the wheels of the front wheel set 1. FIG. A PQ wheel set capable of measuring wheel load and lateral force can be used as the front wheel set 1, and this PQ wheel set can be used as lateral force measuring means. Further, it is also possible to configure the truck 100C by a PQ monitoring truck equipped with a sensor capable of measuring wheel load and lateral force, and to use this sensor as lateral force measuring means.
By providing the carriage 100C with the lateral force measuring means, the computing unit 7 can measure the lateral force by the lateral force measuring means when the front wheel set 1 passes through the measuring point MP when evaluating the installation state of the rails Ra and Rb on the straight track. By dividing the resulting lateral force by the difference between the sum of rear distances and the sum of front distances, it is possible to evaluate the rigidity of the straight track.
In this case, the calculation unit 7 may perform evaluation such as outputting the calculated division value (rigidity of the straight track) as it is, or outputting an alarm when the calculated division value exceeds a predetermined threshold value. Various aspects can be adopted.

By using the trolley 100C according to the fourth embodiment, and enabling the calculation unit 7 of the trolley 100C to execute all the calculations described in the first to fourth embodiments, It is possible to implement all of the track condition evaluation methods described above.
That is, when the state evaluation method (side wear evaluation method) of the first embodiment is executed using the truck 100C, the left and right wheelbases of the front wheelset 1 and the rear wheelset 2 are set to the same value. , the calculation unit 7 may perform the aforementioned calculation (calculation of L1-L0) using the distance measured by the rangefinder located on the outer rail side of the rangefinders 5a and 5b.
Further, when the state evaluation method (slack evaluation method) of the second embodiment is executed using the bogie 100C, the left and right wheelbases of the front wheel set 1 and the rear wheel set 2 are set to the same value, The calculation unit 7 may perform the above-described calculation (calculation of formula (1)) using the distances measured by the rangefinders 6a and 6b.
Furthermore, when the state evaluation method of the third embodiment (rail mounting state evaluation method) is executed using the truck 100C, the left and right wheelbases of the front wheel set 1 and the rear wheel set 2 are set to the same value. The calculation unit 7 uses the distances measured by the rangefinders 5a, 5b, 6a, and 6b to perform the aforementioned calculation (calculation of the difference between the sum of rear distances (L21+L22) and the sum of front distances (L11+L12)). You can do it.

Reference Signs List 1 Front wheel set 2 Rear wheel set 3 Bogie frames 41a, 41b, 42a, 42b Axle boxes 5a, 5b, 6a, 6b Distance meter 7 Computing unit 100 , 100A, 100B, 100C... railcar bogies R1, R2, Ra, Rb... rails R11, R21... head

Claims (12)

A method of evaluating track condition for a rail vehicle comprising:
A step of attaching a non-contact type rangefinder to each of a pair of left and right axle boxes that support a front wheel set of a pair of front and rear wheel sets of a bogie for a railway vehicle running on the track;
Of the rangefinders attached to the pair of left and right axle boxes, the rangefinder is located on the outer rail side when the bogie travels on the curved track, and is located on the head side of the outer rail side rail of the curved track. measuring the distance to
A step of evaluating the wear of the head side surface of the outer rail on the curved track based on the difference between the measured distance and a reference distance when the head side surface of the outer rail is not worn. When,
A method for evaluating the condition of a railway vehicle track, comprising: A method of evaluating track condition for a rail vehicle comprising:
A step of attaching a non-contact type rangefinder to each of a pair of left and right axle boxes that support a rear wheel set of a pair of front and rear wheel sets of a bogie for a railway vehicle running on the track;
Distances to the head side surface of the outer rail side rail and distances to the head side surface of the inner rail side rail when the bogie travels on a curved track by the distance gauges attached to the pair of left and right axle boxes, respectively. a step of measuring
estimating the slack of the curved trajectory based on the sum of the measured distances;
A method for evaluating the condition of a railway vehicle track, comprising: A method of evaluating track condition for a rail vehicle comprising:
a step of attaching a non-contact range finder to each of the front, rear, left, and right axle boxes that support a pair of front and rear wheelsets of a bogie for a railway vehicle running on the track;
The rangefinders respectively attached to the pair of left and right axle boxes that support the front wheel axle of the pair of front and rear wheel axles, and the distance to the head side surface of the outer rail when the bogie travels on the curved track and measuring the distance to the head side of the inner rail;
Each rangefinder is attached to a pair of left and right axle boxes that support the rear wheel axle of the pair of front and rear wheel axles, and measures the distance to the head side surface of the outer rail when the bogie travels on the curved track. measuring the distance and the distance to the head side of the inner rail;
The sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel set, and the rangefinders attached to the pair of left and right axle boxes that support the front wheel set. Evaluating the installation state of the rails of the curved track based on the difference from the sum of the distances measured in
A method for evaluating the condition of a railway vehicle track, comprising: The step of evaluating the installation state of the rail of the curved track includes:
measuring the lateral force exerted on the wheels of the front axle;
estimating the stiffness of the curved track by dividing the measured lateral force by the difference;
The railroad vehicle track condition evaluation method according to claim 3, characterized by comprising: A method of evaluating track condition for a rail vehicle comprising:
As a bogie for a railway vehicle that runs on the track, a bogie is used in which the front wheel set of the pair of front and rear wheel sets can be turned to provide a difference in wheelbase between the left and right wheelsets, and the front and rear wheels that support the pair of front and rear wheel sets are used. a step of attaching a non-contact rangefinder to each of the left and right axle boxes;
With the front wheelsets of the truck turned, the rangefinders are attached to a pair of left and right axle boxes that support the front wheelsets, and the head of one rail when the truck travels on a straight track. measuring the distance to the head side and the distance to the head side of the other rail;
With the front wheelsets of the truck turned, the truck travels on the straight track by means of the odometers attached to the pair of left and right axle boxes that support the rear wheelsets of the pair of front and rear wheelsets. measuring the distance to the head side of one rail and the distance to the head side of the other rail when
The sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel set, and the rangefinders attached to the pair of left and right axle boxes that support the front wheel set. Evaluating the mounting condition of the rails of the straight track based on the difference from the sum of the distances measured in
A method for evaluating the condition of a railway vehicle track, comprising: The step of evaluating the installation state of the rail of the straight track includes:
measuring the lateral force exerted on the wheels of the front axle;
estimating the stiffness of the straight track by dividing the measured lateral force by the difference;
The railroad vehicle track condition evaluation method according to claim 5, characterized by comprising: A railway vehicle truck for traveling on a railway vehicle track and evaluating the condition of the track,
non-contact rangefinders respectively attached to a pair of left and right axle boxes that support a front wheel axle of a pair of front and rear wheel axles provided on the bogie;
and a computing unit,
The calculation unit measures the outer track of the curved track measured by the rangefinders positioned on the outer rail side when the bogie travels on the curved track, among the rangefinders attached to the pair of left and right axle boxes, respectively. Based on the difference between the distance to the head side surface of the side rail and the reference distance when the head side surface of the outer rail is not worn, the head side surface of the outer rail on the curved track. evaluate wear,
A bogie for railway vehicles characterized by: A railway vehicle truck for traveling on a railway vehicle track and evaluating the condition of the track,
non-contact rangefinders respectively attached to a pair of left and right axle boxes that support the rear axle of the pair of front and rear axles of the bogie;
and a computing unit,
The calculation unit measures the distance to the side of the head of the outer rail and the inner rail when the bogie travels on a curved track, as measured by the rangefinders attached to the pair of left and right axle boxes. Evaluate the slack of the curved trajectory based on the sum of the distances to the side of the head of
A bogie for railway vehicles characterized by: A railway vehicle truck for traveling on a railway vehicle track and evaluating the condition of the track,
a non-contact rangefinder attached to each of the front, rear, left, and right axle boxes for supporting a pair of front and rear wheelsets of the bogie;
and a computing unit,
The calculation unit is
The distance to the head side surface of the outer rail when the bogie travels on a curved track, measured by the respective rangefinders attached to the pair of left and right axle boxes that support the front wheel axle of the pair of front and rear wheel axles. Calculate the sum of the distance and the distance to the head side of the inner rail,
The side surface of the head of the outer rail when the bogie travels on the curved track, measured by the rangefinders respectively attached to the pair of left and right axle boxes that support the rear wheel axle of the pair of front and rear wheel axles. Calculate the sum of the distance to and the distance to the side of the head of the inner rail,
The sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel set, and the rangefinders attached to the pair of left and right axle boxes that support the front wheel set. Evaluate the mounting state of the rail on the curved track based on the difference from the sum of the distances measured in
A bogie for railway vehicles characterized by: Lateral force measuring means for measuring the lateral force generated in the wheels of the front axle,
When evaluating the installation state of the rail on the curved track, the computing unit divides the lateral force measured by the lateral force measuring means by the difference to evaluate the rigidity of the curved track.
The railway vehicle bogie according to claim 9, characterized in that: A railway vehicle truck for traveling on a railway vehicle track and evaluating the condition of the track,
The bogie is capable of making a difference in wheelbase between the left and right wheels by turning the front wheel shaft of the pair of front and rear wheel shafts,
a non-contact rangefinder attached to each of the front, rear, left, and right axle boxes for supporting the pair of front and rear wheelsets;
and a computing unit,
In a state where the front wheel axle of the bogie is turned, the computing unit is configured to:
The distance to the head side of one rail and the head of the other rail when the bogie runs on a straight track, measured by the rangefinders respectively attached to the pair of left and right axle boxes that support the front wheel set. Calculate the sum of the distances to the side of the part,
To the side of the head of one rail when the bogie travels on the straight track, as measured by the rangefinders respectively attached to the pair of left and right axle boxes that support the rear axle of the pair of front and rear axles. Calculate the sum of the distance of and the distance to the head side of the other rail,
The sum of the distances measured by the rangefinders attached to the pair of left and right axle boxes that support the rear wheel set, and the rangefinders attached to the pair of left and right axle boxes that support the front wheel set. Evaluate the mounting state of the rail of the straight track based on the difference between the sum of each distance measured in
A bogie for railway vehicles characterized by: Lateral force measuring means for measuring the lateral force generated in the wheels of the front axle,
When evaluating the mounting state of the rail of the straight track, the calculation unit divides the lateral force measured by the lateral force measuring means by the difference to evaluate the rigidity of the straight track.
12. The railway vehicle bogie according to claim 11, characterized in that:

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