JPH10185666A - Method and device for continuously measuring wheel load and lateral force of rolling stock with ground side measurement - Google Patents

Abstract

PROBLEM TO BE SOLVED: To continuously measure a wheel load and lateral force of a rail, which includes a part provided with cross ties, by arranging plural pairs of sensors, which are formed by attaching strain measuring sensors onto a rail at two positions at a distance close to a space between the cross ties, over the length of at least one circumference of a wheel, and measuring fluctuation of the wheel load and the lateral force over the length of one circumference of the wheel. SOLUTION: A pair of wheel load measuring strain sensors P1 for measuring shearing strain of a rail 3 are attached to positions A1 , A2 between cross ties 1, 2 adjacent to each other. A pair of sensors P2 are attached to points B1 , B2 so as to ride over the cross ties 1, 2. Since plural sensors of the two pairs of strain sensors P1 , P2 are alternately arranged, a measurement territory can be freely extended. A pair of lateral force measuring strain sensors Q1 for measuring shearing strain of the rail 3 are attached to points A1 , A2 between the cross ties 1, 2 adjacent to each other. A pair of sensors Q2 are attached to points B1 , B2 so as to ride over the cross ties 1, 2. The pairs of sensors P1 , P2 and the pairs of sensors Q1 , Q2 are connected to a strain gauge by bridge connection.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and apparatus for partially or continuously measuring the wheel load and lateral pressure of a railway vehicle over at least the length of one round of a wheel by ground-side measurement. About.

[0002]

2. Description of the Related Art At present, the most widely used method for measuring wheel loads and lateral pressures of railway vehicles is a method based on shear strain. This method is based on the principle of attaching a strain measuring sensor to a rail and measuring the dynamic shear strain of the rail when the wheel passes, thereby knowing the magnitude of the wheel load and lateral pressure (Railway General). (Refer to “Technical Research Institute,“ Conventional Railway Operation Speed Improvement Test Manual and Explanation ”))

[0003] Wheel weight measurement is performed by bridge-connecting four orthogonal type strain measurement sensors (for a total of eight sensors) that are attached at two positions on the neutral shaft on the front and back of the rail web at an angle of 45 ° and passing through the wheels. When a distortion waveform is recorded, a protruding waveform is recorded. Since the height of this projection is proportional to the wheel load, if the relationship between wheel load and strain is determined by load calibration (loading the rail with a jack or the like with a load cell attached), the wheel load value when passing through the wheel will be Desired. Further, the lateral pressure can be determined by a strain measurement sensor attached to the rail flange in the same manner as in the wheel load measurement.

[0004] The purpose of the measurement by the shear strain has been developed so that the wheel load and the lateral pressure can be measured without being affected by the adjacent wheel. In addition, since the so-called 4-gauge method is used, noise currents act so as to cancel each other, and a clear waveform can be obtained.

However, in the conventional method, the strain measuring sensor is attached to a rail between the sleepers and a pair of the sensors, and the distance between a pair of sensors is about 200 mm. Only the peak value of lateral pressure can be obtained. That is, only the value at a certain moment can be grasped, and this momentary value is not always the minimum value or the maximum value. In addition, the influence of the sleepers is unavoidable, so that the wheel load and the lateral pressure cannot be measured. Therefore, it was fundamentally difficult to grasp the singular values (maximum value, minimum value) of the wheel load and the lateral pressure and the fluctuation of the wheel load and the lateral pressure of the train running in a certain section.

On the other hand, the vehicle side measurement of wheel load and lateral pressure is as follows.
There is a method to determine the wheel load and lateral pressure by attaching a strain measurement sensor to the wheel.However, since the wheel rotates, special processing such as drilling a hole in the axle, passing the lead wire, and attaching a slip ring to the shaft end Therefore, there is a problem that, in practice, only a value for a specific wheelset can be obtained.

[0007]

As described above, according to the conventional ground-side measuring method based on shear strain, only the peak value of the wheel load or lateral pressure when the wheel passes therethrough can be obtained, and the sleeper cannot be used. In the existing part, the influence was unavoidable, so that the wheel load and the lateral pressure could not be measured. on the other hand,
In the on-vehicle measurement, there was a drawback that a measured value could be obtained only with a specific bogie of a specific train.

The present invention eliminates these problems in view of the present situation in which the conventional method for measuring wheel load and lateral pressure has many problems as described above, and provides not only the peak values of wheel load and lateral pressure, but also The continuous measurement of the wheel load and lateral pressure is possible, including the part where the sleeper exists, and the continuous fluctuation and the singular value (maximum value, minimum value) of the wheel load and lateral pressure of the train running in a certain section It is intended to provide a method and a device for partially measuring or continuously measuring the wheel load and lateral pressure of a railway vehicle by ground-side measurement capable of grasping.

[0009]

[Means for Solving the Problems]

(1) In order to achieve the above object, a method for measuring the wheel load and lateral pressure of a railway vehicle according to the present invention is characterized in that a strain measuring sensor is attached to two places on a rail at a distance close to the distance between adjacent sleepers. A plurality of sets are arranged over at least the length of one rotation of the wheel, and the wheel load / lateral pressure fluctuation of the bogie is measured over the length of one rotation of the wheel.

(2) The apparatus for measuring wheel load and lateral pressure of a railway vehicle according to the present invention is a plurality of sets of sensor sets in which strain measuring sensors are attached to two places on a rail at a distance close to the distance between adjacent sleepers. Are arranged over at least the length of one rotation of the wheel.

(3) The method for continuously measuring the wheel load and lateral pressure of a railway vehicle according to the present invention comprises: a sensor set in which a strain measurement sensor is attached to two places on a rail at a distance close to the distance between adjacent sleepers; Measuring the sensor for strain measurement alternately with the sensor set straddling two rails over one sleeper, and partially overlapping the front and rear sensor sets, over the length of one wheel circumference It is characterized by.

(4) The continuous measurement apparatus for wheel load and lateral pressure of a railway vehicle according to the present invention comprises: a sensor set in which a strain measurement sensor is attached to two places on a rail at a distance close to the distance between adjacent sleepers; Sensors for strain measurement are arranged alternately with sensor sets that are attached to two places on the rail across one sleeper, and the front and rear sensor sets are partially overlapped over the length of one circumference of the wheel. It is characterized by the following.

[0013]

BEST MODE FOR CARRYING OUT THE INVENTION A pair of strain measurement sensors to be attached between adjacent sleepers is attached so as to be close to the sleeper interval, so that the area between the strain measurement sensors on the rail can be reduced. , Irrespective of the position of the wheel, a constant shear strain proportional to the wheel load or lateral pressure can be measured,
If there is a change in wheel load or lateral pressure in this region, it can be detected as a strain change proportional to the change. Furthermore, when one set of two sensors for measuring shear strain is installed across a sleeper, the sensitivity may be lower than the waveform of the sensor set installed between the sleepers due to the reaction force. However, a continuous waveform can be obtained by correcting the sensitivity and connecting the corrected waveform to the waveform of the sensor set installed between the sleepers. Also, when a wheel load fluctuation occurs on the rail on the sleeper, it can be measured as a strain change. Therefore, if the sensor set provided in the adjacent sleeper interval and the sensor set provided straddling the sleeper are continuously attached along the rail, the section of any length,
In that section, the wheel load and lateral pressure of the wheel can be continuously measured.

FIGS. 1A and 1B show an example of attaching the strain measuring sensor. FIG. 1A shows a set of strain sensors for measuring wheel load. A set of sensors P ₁ for measuring the shear strain of the rail 3 between the adjacent sleepers 1 and 2 is connected to points A ₁ and A.
Paste on ₂ . Also, the sensor set P ₂ straddling the sleeper is point B
Pasted to ₁ and B _2. It showed only two sets of sensor set P ₂ straddling the sensor suite P ₁ and sleepers stuck between sleepers in the figure, by arranging the two kinds of strain sensor set of a plurality of alternating, measurement interval Can be extended arbitrarily. In addition, 4 in a figure shows a wheel. FIG. 1 (B) shows a set of strain sensors for measuring lateral pressure, and the sleepers 1, 2 adjacent to each other.
Sensor set Q for measuring the shear strain of rail 3 between
_1, pasted to the point A ₁ and A _2. Further, pasting sensor suite Q ₂ to which straddles the sleepers to a point B ₁ and B _2.

The sensor set P ₁ and the sensor set P _2, and the sensor set Q ₁ and the sensor set Q ₂ are each connected to a dynamic strain gauge by bridge connection. The data output from the dynamic strain meter is subjected to A / D conversion to obtain data for waveform processing. Thereafter, waveform processing is performed on a personal computer using the digital data. FIG. 2 shows a block diagram of this apparatus.

[0016] The sensor assembly P ₁ and the sensor assembly P ₂ and the sensor set Q
₁ and the waveform obtained in the sensor suite Q _2, for connecting the respective one, sensor set P ₁ and sensor set P ₂ and sensor set Q ₁
It is necessary to adjust each of the sensitivity of the sensor set Q ₂ and. The calibration coefficient for that is, in the case of wheel load, a downward force is applied to the rail surface as a reaction force with the maintenance work vehicle etc. as a reaction force by a hydraulic jack fitted with a load cell, and the amount of strain generated by the strain sensor at this time and the load cell It is determined from the relationship with the measured load. Loading loading point in this case, for the wheel load, because the variation in sensitivity due to loading position is small, it may be one each intermediate point between A ₁ and A ₂ and B ₁ and the middle point of B _2.

The sensitivity can be adjusted by multiplying the calibration coefficient obtained for each sensor set by the distortion original waveform of each sensor set when the train to be measured passes, so that those waveforms are plotted on one axis. By drawing them and connecting them where they overlap, one continuous waveform is obtained.
This state is shown in FIGS. 3A to 3E for the wheel load. That, (A) the sensor assembly wheel Shigehara waveform P ₁ between the measured sleepers in P _1, (B) is wheel Shigehara waveform P ₂ on sleepers is measured by the sensor suite P _2, (C) is vertical strain triggered by gauge, (D) shows a state where the waveform is cut at a position of the trigger when the superimposed wheels Shigehara waveform P ₁ and P _2, (E) the sensitivity of P ₂ is multiplied by the sensitivity coefficient the combined sensitivity of P _1, a waveform which is continuous into one.

By measuring the wheel load waveform when the vehicle for maintenance work and the like is passed slowly, a constant wheel load is applied, and the ratio of the sensitivity of the sensor to the strain generated by the two sensor sets is calculated. , And multiplying by the output waveform of the sensor set on the sleeper, the sensitivity of each sensor set can be adjusted.

Regarding the lateral pressure, the side face of the head of the outer rail is horizontally loaded with a hydraulic jack by using the inner rail as a reaction force, and the relationship between the load and the strain output is obtained. Since the variation in the sensitivity of the lateral pressure by the loading position is observed, loading point is preferably performed at A ₁ and between A ₂ and B ₁ respectively about 5 points or more between the B _2. The above 5
If it can not be provided more than about places, when the measurement train passes, overwrite the lateral pressure generated by the wheelset in the heading direction of each bogie of one formation, and overwrite the average lateral pressure measurement waveform It can also be dealt with by a method of finding and correcting the curve so that it becomes flat.

FIG. 4 shows a waveform of a lateral pressure waveform measured when a train of one train passes by overlapping eight axes by sliding the passing time of each wheel set. The variation in the vertical direction of the waveform in the figure indicates the difference in the lateral pressure generated in each bogie. The average of each waveform in FIG. 4 is taken, normalized by the maximum value of the average value, data less than 1/2 of the maximum value is set to zero, and the data obtained by converting the horizontal axis to the distance base is shown by the solid line Q in FIG. ₁₁
~Q shown in _14.

The solid lines Q _{11 to} Q ₁₄ are approximated by a smooth curve, the reciprocal of the approximate curve is taken as a correction curve, and this is multiplied by the original lateral pressure data to obtain a measured value with a flat sensitivity. It is possible to obtain When the load is applied at five or more locations, a smooth curve enclosing the calibration coefficient obtained at each loading point is obtained, and as a correction curve, the reciprocal of this approximate curve is obtained, and measurement is performed in the same manner. It is possible to get the value.

[0022]

【Example】

Embodiment 1 An embodiment in which a measuring device according to the present invention is installed on a curved portion of a business route will be described. Table 1 shows the orbital specifications of the measurement location.

[0023]

[Table 1]

As shown in FIGS. 6 (A) and 6 (B), the ground-side measurement arrangement is such that a strain measurement sensor is attached to the rail on the outer track side of the curved portion, and five bridges each of wheel load and lateral pressure are assembled.
It was possible to measure continuously over a length of approximately 1.8 m. The sensor set for measuring the wheel load is indicated by P _{1 in} FIG.
In to P _5, sensor suite for lateral force measurements Q ₁ to Q in FIG. 6 (B)
Indicated by ₅ . Further, in order to know the positional relationship between the wheels on the rail, strain measuring sensors P _{m1 to} P _m5 attached vertically to the rail web are also provided. When the wheel passes directly above the sensor, a peak-shaped waveform is obtained, and the peak can be used as a trigger when synthesizing the waveform of the shear strain measurement sensor.

In the measurement, first, regarding the wheel weight,
The vehicle for track maintenance was made a reaction force by a hydraulic jack fitted with a load cell, a downward force was applied to the rail surface, and the relationship between the amount of strain generated in the sensor and the load measured by the load cell was determined. Regarding the lateral pressure, the inner rail was used as a reaction force, and the hydraulic jack was used to horizontally load the side surface of the outer rail side head.

Next, the track maintenance work vehicle was passed slowly, and the wheel load was measured. Then, measurements were made at the time of passing through a four-car test train, and raw data of wheel load and lateral pressure were obtained. The data is at a sampling frequency of 5 kHz (500 Hz for slow running).
Is converted into data for waveform processing. Thereafter, waveform processing was performed by the computer using the digital data.

FIGS. 7 (A), 7 (B) and 7 (C) show only the portion where one wheel passes from the wheel load measurement waveform obtained when the track maintenance vehicle is running. FIG.
7A, P ₁ , P ₃ , and P ₅ are wheel load waveforms obtained by a sensor set provided between sleepers, and P ₂ and P _{4 in} FIG. 7B are obtained by a sensor set crossing the sleepers. It is a wheel load waveform. FIG.
(C) is a waveform in which the five waveform sensitivities P _{1 to} P ₅ are combined. From this waveform, it can be seen that the wheel load measurement waveform can be obtained almost continuously, regardless of the one between the sleepers and the one crossing the sleepers.

Regarding the lateral pressure, an average sensitivity curve was obtained according to FIGS. 4 and 5, and these were approximated by a smooth curve. As a result of trying various fitting curves such as a trigonometric function, an exponential function, and an ellipse, the fitting curve having the smallest mean square value of the approximation error is represented by Y = A + BX + CX ² + DX ³ + EX
⁴ (A to E are constants). The correction curve, took the inverse of the Q ₁ ~Q _5, which is approximated by the polynomial. This is shown in FIG. As can be seen from this figure, there is a section in which overlap each between Q _1, Q _2, Q ₂ and Q _3, Q ₃ and Q _4, Q ₄ and Q _5, continuously measuring the lateral force It is possible to

FIGS. 9A and 9B show the results of data processing.
Shown in It can be seen that the wheel load shown in FIG. 9A and the lateral pressure shown in FIG. 9B are both continuous, so that a continuous value is also obtained for the derailment coefficient (lateral pressure / wheel load). FIG. 10 shows an example in which wheel load fluctuation is observed. This figure shows the waveform when the wheel flat passes.

[0030]

According to the present invention, since the wheel load and the lateral pressure can be measured almost continuously regardless of the case where the sleepers are straddled between the sleepers in the measurement section, the train wheels traveling in a certain section can be measured. Continuous fluctuations of gravitational and lateral pressures and singular values (maximum value, minimum value) can be obtained, which can be used for evaluating the running safety of trains, and detecting abnormalities on the vehicle side such as wheel flats. be able to.

[Brief description of the drawings]

FIG. 1 is an explanatory view basically showing attachment of a strain measurement sensor of the present invention, wherein (A) is a wheel load measurement sensor set,
(B) is a sensor set for measuring lateral pressure.

FIG. 2 is a block diagram showing a method for continuously measuring wheel load and lateral pressure according to the present invention.

3A and 3B are graphs for explaining a waveform processing method according to an embodiment of the present invention using a wheel load measurement waveform as an example, wherein FIG. 3A shows a wheel load original waveform P ₁ between sleepers, and FIG. 3B shows a wheel load original waveform on a sleeper. P ₂ , (C)
The vertical strain triggered by gauge, (D) shows a state where the waveform is cut at a position of the trigger when the superimposed wheels Shigehara waveform P ₁ and wheel Shigehara waveform P _2, (E) is wheel Shigehara waveform P ₂
Indicating the adjustment state to match the sensitivity to wheel Shigehara waveform P _1.

FIG. 4 is a graph in which the lateral pressure of the leading axis of each bogie is overwritten in order to explain the waveform processing method for the lateral pressure according to the embodiment of the present invention, wherein (A) shows the lateral pressure waveforms Q ₄ and (B) on the sleepers. ) is a lateral pressure waveform Q ₃ between the sleepers.

5 (A) to 5 (D) are graphs showing averaged waveforms of the overlaid lateral pressure in FIG. 4;

FIGS. 6A and 6B are explanatory diagrams showing the arrangement of measurement sensors according to the embodiment of the present invention, wherein FIG. 6A shows a wheel load measurement sensor set, and FIG. 6B shows a lateral pressure measurement sensor set.

[7] The wheel load waveform measured by the sensor arrangement shown in FIG. 6 (A) an explanatory view of a continuous reduction described example, (A) is wheel Shigehara waveform P ₁ between _{sleepers, P 3, P 5, (} B ) Indicates the ring-shaped original waveform P ₂ on the sleeper,
P _4, (C) is a reference continuous waveform under a constant wheel load action.

FIG. 8 is a graph showing a correction curve obtained for correcting lateral pressure sensitivity as an example of the present invention.

FIGS. 9A and 9B are graphs showing continuous waveforms according to the embodiment of the present invention, wherein FIG. 9A shows wheel load and FIG. 9B shows lateral pressure.

FIG. 10 is a graph showing a wheel load measurement waveform when the vehicle passes through a wheel flat.

[Explanation of symbols]

1,2 sleepers 3 rail 4 wheels P ₁ to P ₅ wheel load measurement sensor set (also sometimes showing a wheel load waveform) Q ₁ to Q ₅ lateral force measurement sensor set (also may indicate a lateral pressure waveform there) P _m1 to P _m5 vertical strain sensor

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Yasuhiro Sato 6-38-1, Shinkawa, Mitaka-shi, Tokyo Inside the Traffic Safety and Pollution Research Institute, Ministry of Transport (72) Inventor Osamu Torii 5-1-1 Shimaya, Konohana-ku, Osaka-shi, Osaka No. 109 Sumitomo Metal Industries, Ltd.Kansai Works Steelmaking Works (72) Inventor Eiji Miyauchi 5-1-1 Shimaya, Konohana-ku, Osaka-shi, Osaka Sumitomo Metal Technology Co., Ltd. (72) Inventor Masuhisa Tanimoto Osaka Sumitomo Metal Technology Co., Ltd. 5-1-1 109, Shimaya, Konohana-ku, Osaka-shi

Claims (4)

[Claims] 1. A plurality of sensor sets each having a strain measurement sensor adhered to two locations on a rail at a distance close to an adjacent sleeper interval are arranged at least over a length of one circumference of a wheel, A method for measuring wheel load and lateral pressure of a railway vehicle by ground-side measurement, wherein the wheel load and lateral pressure fluctuations of a bogie are measured over a length of one circumference of a wheel. 2. A plurality of sensor sets, each of which has a strain measurement sensor attached to two locations on a rail at a distance close to an adjacent sleeper interval, are arranged over at least the length of one circumference of a wheel. A device for measuring wheel load and lateral pressure of railway vehicles by ground-side measurement. 3. A sensor set in which a strain measurement sensor is attached at two positions on a rail at a distance close to the distance between adjacent sleepers,
Sensors for strain measurement are arranged alternately with sensor sets attached to two places on the rail across one sleeper, and the front and rear sensor sets are partially overlapped over a length of one circumference of the wheel. A method for continuously measuring wheel load and lateral pressure of a railway vehicle, wherein a variation in wheel load and lateral pressure of a bogie is measured over a length of one turn of a wheel. 4. A sensor set in which a strain measurement sensor is attached at two positions on a rail at a distance close to the distance between adjacent sleepers,
Sensors for strain measurement were alternately arranged over two rails over one sleeper, and alternately, and the front and rear sensor groups were partially overlapped and arranged over a length of one wheel circumference. A continuous measuring device for wheel loads and lateral pressures of railway vehicles.