JPWO2019146503A1 - Derailment coefficient estimation methods, devices, and programs - Google Patents

Abstract

In the estimation method according to the present invention, a first estimation formula for estimating the outer gauge derailment coefficient Q / P1 of the monitoring carriage 3 in the reference curve section 1 is created, and the outer gauge derailment coefficient Q / P2 of the normal carriage 4 in the reference curve section 1 is created. Create a second estimation formula to estimate, create a third estimation formula to estimate the outer gauge derailment coefficient Q / P3 of the monitoring carriage in the normal curve section 2, and create an explanatory variable coefficient and a third estimation in the first estimation formula. By creating a correction coefficient for the explanatory variable in the second estimation formula based on the coefficient of the explanatory variable in the equation and adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula, the outside of the normal carriage in the normal curve section A fourth estimation formula for estimating the derailment coefficient Q / P4 is created, the wheel load and lateral pressure of a normal trolley are measured by the measuring device 11 in the reference curve section, and the calculated values calculated from these are used as explanatory variables. 4 Input to the estimation formula to estimate the outer track derailment coefficient Q / P4. This provides a method capable of estimating the outer track derailment coefficient of the normal bogie in the normal curve section.

Description

The present invention relates to a method, an apparatus, and a program for estimating a derailment coefficient when a bogie included in a railroad vehicle travels on a curved section of a track. In particular, the present invention can estimate the derailment coefficient of a normal bogie (a bogie whose wheel load and lateral pressure cannot be measured) in a normal curved section (a curved section in which a measuring device capable of measuring wheel load and lateral pressure is not installed). Methods, devices, and programs.

It is important to evaluate the index for derailment of railway vehicles and take measures according to the evaluation results in order to improve the running safety of railway vehicles.
Conventionally, as an index for derailment, derailment is a value obtained by dividing the lateral pressure Q, which is the acting force in the horizontal direction between the wheel and the rail, by the wheel load P, which is the acting force in the vertical direction between the wheel and the rail. The coefficient Q / P is widely used. In particular, when a railroad vehicle travels on a curved section of a track, the derailment coefficient (outer rail derailment coefficient) Q / P of the outer rail side wheel of the front wheelset provided on the bogie of the railroad vehicle is widely used.

The following two types are known as methods for measuring the wheel load P and the lateral pressure Q for calculating the derailment coefficient Q / P.
(1) Ground measurement: A measuring device capable of measuring wheel load P and lateral pressure Q by detecting the force acting on the rail is installed in a curved section, and the wheel of a trolley traveling on the curved section is installed by this measuring device. A method for measuring weight P and lateral pressure Q (see, for example, Japanese Patent Application Laid-Open No. 10-185666).
(2) On-vehicle measurement: A curved section in which the trolley travels by a trolley called a PQ monitoring trolley equipped with a sensor capable of measuring wheel load P and lateral pressure Q by detecting the force acting on the wheels. A method for measuring the wheel load P and the lateral pressure Q in (see, for example, Japanese Patent Application Laid-Open No. 2014-54881).

According to the ground measurement, it is possible to measure the wheel load P and the lateral pressure Q of all the bogies traveling in the curved section where the measuring device is installed. However, the wheel load P and the lateral pressure Q cannot be measured in the curved section where the measuring device is not installed. It is not realistic to install measuring devices in all curved sections because the cost increases and the maintenance effort increases.

According to the on-board measurement, it is possible to measure the wheel load P and the lateral pressure Q in all the curved sections in which the PQ monitoring trolley travels. However, the wheel load P and the lateral pressure Q cannot be measured for the trolleys other than the PQ monitoring trolley whose wheel load and lateral pressure cannot be measured. It is not realistic to use all the trolleys as PQ monitoring trolleys because the cost will increase and the maintenance effort will increase.

As described above, as a method for measuring the wheel load P and the lateral pressure Q, a measuring device capable of measuring the normal curve section (wheel load P and the lateral pressure Q) is installed regardless of whether the ground measurement or the on-board measurement is used. Since the wheel load P and lateral pressure Q of a normal trolley (a trolley whose wheel load P and lateral pressure Q cannot be measured) traveling on a non-curved section) cannot be measured, the outer track when the normal trolley travels on a normal curved section. There is a problem that the derailment coefficient Q / P cannot be calculated.

The present invention has been made to solve the above-mentioned problems of the prior art, and is a normal trolley in a normal curved section (a curved section in which a measuring device capable of measuring wheel load and lateral pressure is not installed). An object of the present invention is to provide a method capable of estimating the derailment coefficient of (a trolley whose wheel load and lateral pressure cannot be measured).

The method for estimating the derailment coefficient according to the first aspect is a method for estimating the derailment coefficient when a carriage provided in a railroad vehicle travels on a curved section of a track, and a measuring device capable of measuring wheel load and lateral pressure is used. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of the installed track, the wheel load and lateral pressure of the monitoring trolley are measured by the measuring device, and the measured wheel load and lateral pressure are measured. The reference curve is performed by performing multivariate analysis with the derailment coefficient calculated from the pressure as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and the lateral pressure and the traveling speed of the monitoring trolley as explanatory variables. The first estimation formula creation step for creating the first estimation formula for estimating the derailment coefficient of the monitoring trolley in the section, and the measuring device when a normal trolley whose wheel load and lateral pressure cannot be measured travels in the reference curve section. Measures the wheel load and lateral pressure of the normal carriage, and uses the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure. A second estimation formula creation step for creating a second estimation formula for estimating the derailment coefficient of the normal trolley in the reference curve section by performing multivariate analysis using the traveling speed of the normal trolley as an explanatory variable, a wheel load, and a wheel load. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring lateral pressure is not installed, the monitoring trolley measures the wheel load and lateral pressure of the monitoring trolley. The derailment coefficient that was measured and calculated from the measured wheel load and lateral pressure was used as the objective variable, and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring trolley were used as explanatory variables. A third estimation formula creation step for creating a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section by performing variable analysis, a coefficient of the explanatory variable in the first estimation formula, and the above. The coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the value of the explanatory variable used when the third estimation formula was created. Based on this, by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula and the correction coefficient creation step of creating the correction coefficient for the explanatory variable in the second estimation formula, the said in the normal curve section. The fourth estimation formula creation process for creating the fourth estimation formula for estimating the derailment coefficient of the normal trolley and the reference curve section for the normal trolley When the vehicle travels, the wheel weight and lateral pressure of the normal trolley are measured by the measuring device, and at least a predetermined calculated value calculated from the measured wheel weight and lateral pressure and the traveling speed of the normal trolley are determined by the fourth. It includes an estimation step of estimating the derailment coefficient of the normal carriage in the normal curve section by inputting it into the estimation formula.

The derailment coefficient estimation device according to the second aspect is a device for estimating the derailment coefficient when the carriage of the railroad vehicle travels on the curved section of the track, and a measuring device capable of measuring wheel load and lateral pressure is installed. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of the track, the measured wheel is input from the result of measuring the wheel load and lateral pressure of the monitoring trolley by the measuring device. By performing multivariate analysis with the derailment coefficient calculated from the weight and lateral pressure as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring carriage as explanatory variables. When the first estimation formula creating unit that creates the first estimation formula for estimating the derailment coefficient of the monitoring trolley in the reference curve section and the normal trolley whose wheel load and lateral pressure cannot be measured travel in the reference curve section. Using the result of measuring the wheel load and lateral pressure of the normal carriage by the measuring device as an input, and using the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least calculated from the measured wheel load and lateral pressure. A second estimation formula for creating a second estimation formula for estimating the derailment coefficient of the normal trolley in the reference curve section by performing multivariate analysis using the predetermined calculated value and the traveling speed of the normal trolley as explanatory variables. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curve section of a track on which a creating unit and a measuring device capable of measuring wheel load and lateral pressure are not installed, the monitoring trolley is used by the monitoring trolley. With the result of measuring the wheel load and lateral pressure as an input, and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and A third estimation formula creation unit that creates a third estimation formula that estimates the derailment coefficient of the monitoring trolley in the normal curve section by performing multivariate analysis using the traveling speed of the monitoring trolley as an explanatory variable, and the first estimation formula creation unit. The coefficient of the explanatory variable in the estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula were created. Based on the value of the explanatory variable used at that time, the correction coefficient creating unit for creating the correction coefficient for the explanatory variable in the second estimation formula, and the correction coefficient for the coefficient of the explanatory variable in the second estimation formula Fourth estimation to create a fourth estimation formula that estimates the derailment coefficient of the normal carriage in the normal curve section by adding it. When the normal trolley travels on the formula creation unit and the reference curve section, the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device is input, and at least calculated from the measured wheel weight and lateral pressure. Includes an estimation unit that estimates the derailment coefficient of the normal trolley in the normal curve section by inputting a predetermined calculated value and the traveling speed of the normal trolley into the fourth estimation formula.

The program according to the third aspect is a program for estimating the derailment coefficient when the carriage of the railroad vehicle travels on the curved section of the track, and a measuring device capable of measuring wheel load and lateral pressure is installed in the computer. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of the track, the measured wheel is input from the result of measuring the wheel load and lateral pressure of the monitoring trolley by the measuring device. By performing multivariate analysis with the derailment coefficient calculated from the weight and lateral pressure as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring trolley as explanatory variables. A first estimation formula for estimating the derailment coefficient of the monitoring trolley in the reference curve section is created, and when a normal trolley whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the normal trolley is operated by the measuring device. With the result of measuring the wheel load and lateral pressure as an input, and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and By performing multivariate analysis using the traveling speed of the normal trolley as an explanatory variable, a second estimation formula for estimating the derailment coefficient of the normal trolley in the reference curve section is created, and wheel load and lateral pressure can be measured. When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which no device is installed, the result of measuring the wheel load and lateral pressure of the monitoring trolley by the monitoring trolley is used as an input. Multivariate analysis is performed using the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring trolley as explanatory variables. By doing so, a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section is created, and the coefficient of the explanatory variable in the first estimation formula and the coefficient of the explanatory variable in the third estimation formula are created. The explanation in the second estimation formula is based on the value of the explanatory variable used when the first estimation formula was created and the value of the explanatory variable used when the third estimation formula was created. By creating a correction coefficient for the variable and adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula, a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section is created. , When the normal carriage travels on the reference curve section, the measuring device causes the passage. Using the result of measuring the wheel load and lateral pressure of the normal trolley as an input, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal trolley are input to the fourth estimation formula. Therefore, it is a program for estimating the derailment coefficient of the normal carriage in the normal curve section.

According to the present invention, it is possible to estimate the derailment coefficient of the normal carriage in the normal curve section.

It is a top view schematically explaining the method of estimating the outer rail derailment coefficient which concerns on one Embodiment of this invention. It is a flow chart which shows the schematic procedure of the estimation method of the outer rail derailment coefficient which concerns on one Embodiment of this invention. It is a figure which shows an example of the result of having compared the estimated value of the outer rail derailment coefficient Q / P ₁ and the measured value. It is a figure which shows an example of the result of having compared the estimated value and the measured value of the outer rail derailment coefficient Q / P ₂ . It is a figure which shows an example of the result of having compared the estimated value and the measured value of the outer rail derailment coefficient Q / P ₃ . It is a figure which shows an example of the result of having compared the estimated value of the outer rail derailment coefficient Q / P ₄ and the measured value. It is a schematic diagram which shows the schematic structure of the outer track derailment coefficient estimation apparatus which concerns on one Embodiment of this invention. It is a schematic block diagram of an example of a computer functioning as an outer track derailment coefficient estimation device.

Hereinafter, a method for estimating the outer gauge derailment coefficient according to the embodiment of the present invention will be described with reference to the accompanying drawings as appropriate.

<Outline of Embodiment of the present invention>
As a result of diligent studies by the present inventors, a monitoring trolley capable of measuring wheel load and lateral pressure travels in a reference curve section in which a measuring device capable of measuring wheel load and lateral pressure is installed (measurement on the ground is possible). It was considered to create an estimation formula for estimating the outer rail derailment coefficient by using multivariate analysis using data and the like that can be measured by the measuring device as explanatory variables. Similarly, the monitoring trolley uses an estimation formula to estimate the outer track derailment coefficient when the monitoring trolley travels on a normal curve section where a measuring device capable of measuring wheel load and lateral pressure is not installed (ground measurement is not possible). We considered to create it by using multivariate analysis using the data that can be measured in. Then, by comparing both estimation formulas, it was thought that the influence of the change in the curve section (change from the reference curve section to the normal curve section) in the change of the estimation formula could be extracted.

An estimation formula for estimating the outer track derailment coefficient when the bogie normally travels on the reference curve section is created by using multivariate analysis using data and the like that can be measured by the measuring device as explanatory variables. If the effect of the change in the curve section on the change in the estimation formula can be extracted, the normal trolley runs on the normal curve section that could not be calculated in the past by adding the influence of the change in the extracted curve section to the created estimation formula. The present inventors have considered that an estimation formula for estimating the outer curve derailment coefficient can be created.

As a result of further diligent studies based on the above idea, the present inventors have completed a method for estimating the outer track derailment coefficient according to one embodiment of the present invention.

One embodiment of the present invention is a method of estimating an outer rail derailment coefficient when a bogie included in a railroad vehicle travels on a curved section of a track, and is characterized by including the following steps. Provides an estimation method for.

(1) First estimation formula creation step: When a monitoring carriage capable of measuring wheel load and lateral pressure travels in a reference curve section in which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used. The wheel load and lateral pressure of the monitoring trolley are measured, and the outer rail derailment coefficient calculated from the measured wheel load and lateral pressure is used as the objective variable, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the predetermined value. By performing multivariate analysis using the traveling speed of the monitoring trolley as an explanatory variable, a first estimation formula for estimating the outer gauge derailment coefficient of the monitoring trolley in the reference curve section is created.

(2) Second estimation formula creation step: When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the wheel load and lateral pressure of the normal bogie are measured by the measuring device, and the measurement is performed. Multivariate analysis is performed using the outer rail derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables. By doing so, a second estimation formula for estimating the outer track derailment coefficient of the normal bogie in the reference curve section is created.

(3) Third estimation formula creation step: When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curve section in which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley is used. A predetermined calculated value calculated from at least the measured wheel load and lateral pressure by measuring the wheel load and lateral pressure of the monitoring carriage and using the outer rail derailment coefficient calculated from the measured wheel load and lateral pressure as an objective variable. Further, by performing multivariate analysis using the traveling speed of the monitoring trolley as an explanatory variable, a third estimation formula for estimating the outer track derailment coefficient of the monitoring trolley in the normal curve section is created.

(4) Correction coefficient creation step: The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, and the explanatory variable used when the first estimation formula was created. , The correction coefficient for the explanatory variable in the second estimation formula is created based on the explanatory variable used when the third estimation formula was created.

(5) Fourth estimation formula creation step: A fourth estimation for estimating the outer track derailment coefficient of the normal carriage in the normal curve section by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula. Create an expression.

(6) Estimating step: When the normal trolley travels on the reference curve section, the wheel weight and lateral pressure of the normal trolley are measured by the measuring device, and at least a predetermined value calculated from the measured wheel weight and lateral pressure. By inputting the calculated value of and the traveling speed of the normal trolley into the fourth estimation formula, the outer track derailment coefficient of the normal trolley in the normal curve section is estimated.

According to the method for estimating the outer gauge derailment coefficient according to the embodiment of the present invention, in the second estimation formula creation step, the second estimation formula (estimation formula for estimating the outer gauge derailment coefficient of the normal carriage in the reference curve section) is used. create. Further, in the correction coefficient creation step, the first estimation formula (estimation formula for estimating the outer gauge derailment coefficient of the monitoring trolley in the reference curve section) created in the first estimation formula creation step and the third estimation formula creation step were created. Effect of change in curve section (change from reference curve section to normal curve section) in change of estimation formula using the third estimation formula (estimation formula for estimating the outer track derailment coefficient of the monitoring carriage in the normal curve section) Is extracted. Specifically, in the correction coefficient creation process, the coefficients of the explanatory variables in the first estimation formula, the coefficients of the explanatory variables in the third estimation formula, and the explanatory variables used when the first estimation formula was created by multivariate analysis. And the explanatory variables used when the third estimation formula was created, the correction coefficient for the explanatory variables in the second estimation formula is created.

Next, according to the method for estimating the outer gauge derailment coefficient according to the embodiment of the present invention, in the fourth estimation formula creation step, the second estimation formula (estimation formula for estimating the outer gauge derailment coefficient of the normal bogie in the reference curve section). By adding the correction coefficient to) (adding the influence of the change in the curve section), it is possible to create the fourth estimation formula (the estimation formula for estimating the outer track derailment coefficient of the normal bogie in the normal curve section). Specifically, the fourth estimation formula can be created by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula.

Finally, according to the method for estimating the outer rail derailment coefficient according to the embodiment of the present invention, when the normal bogie travels on the reference curve section, the wheel load and lateral pressure of the normal bogie are measured by the measuring device. Then, by inputting these into the fourth estimation formula, the outer track derailment coefficient of the normal bogie in the normal curve section can be estimated.

According to the method for estimating the outer rail derailment coefficient according to the embodiment of the present invention, it is possible to estimate the outer rail derailment coefficient when the normal bogie travels on a normal curve section which could not be calculated in the past. By increasing the number of normal curve sections to which the method for estimating the outer track derailment coefficient according to the present invention is applied, it is possible to estimate the outer track derailment coefficient when the normal bogie travels on all the curve sections. In addition, by re-executing the first estimation formula creation step to the third estimation formula creation step at appropriate timings, the number of data of the objective variable and the explanatory variable used for multivariate analysis can be increased, or the state of the curve section can be changed. The data of the objective variable and the explanatory variable can be used, and the estimation accuracy of the first estimation formula to the third estimation formula can be improved. If the correction coefficient creation step and the fourth estimation formula creation step are also re-executed at the timing when the first estimation formula creation process to the third estimation formula creation step are re-executed, the estimation accuracy of the fourth estimation formula is also improved, and in the estimation process. The outer track derailment coefficient can be estimated accurately.

In the method for estimating the outer track derailment coefficient according to the embodiment of the present invention, the explanatory variables in the first estimation formula to the fourth estimation formula are the calculated value calculated from the wheel load and the lateral pressure and the trolley (monitoring trolley). Or, it is not necessarily limited to the traveling speed of the normal trolley), and other parameters that affect the outer rail derailment coefficient (for example, the curvature of the reference curve section or the normal curve section, the wheel load itself, etc.) are explained. It can also be added to variables.

Further, in the method for estimating the outer track derailment coefficient according to the embodiment of the present invention, the first estimation formula creation step, the second estimation formula creation step, the third estimation formula creation step, the correction coefficient creation step, and the fourth estimation formula creation step. The steps and estimation steps do not necessarily have to be performed in this order. The correction coefficient creation step, the fourth estimation formula creation step, and the estimation step must be executed in this order, but the execution order of the other steps may be changed as appropriate. However, the first estimation formula creation step and the third estimation formula creation step need to be executed before the correction coefficient creation step. Further, the second estimation formula creation step needs to be executed before the fourth estimation formula creation step.

In the method for estimating the outer track derailment coefficient according to the embodiment of the present invention, preferably, in the correction coefficient creating step, the coefficient of the explanatory variable in the third estimation formula with respect to the coefficient of the explanatory variable in the first estimation formula. By multiplying the ratio of the above-mentioned explanatory variables to the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value of the explanatory variables used when the first estimation formula was created. The correction coefficient for the explanatory variable in the second estimation formula is created. In the fourth estimation formula creation step, the fourth estimation formula estimates the outer track derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. To create.

According to the above preferred method, when the correction coefficient is created, the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula is used to explain according to the change in the curve interval. It is considered that the change in the contribution of the variable can be reflected in the corrected second estimation formula (that is, the created fourth estimation formula). In addition, when creating the correction coefficient, by using the ratio of the average value of the explanatory variables used when creating the third estimation formula to the average value of the explanatory variables used when creating the first estimation formula, It is considered that the change in the value of the explanatory variable according to the change in the curve section can be reflected in the corrected second estimation formula (that is, the created fourth estimation formula).
According to the above preferred method, the outer rail derailment coefficient can be estimated with high accuracy.

Further, in the method for estimating the outer rail derailment coefficient according to the embodiment of the present invention, preferably, as the calculated value, among the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel axle, and the left-right wheel weight balance of the rear wheel axle. , At least one is used.

The inner rail derailment coefficient means the derailment coefficient of the inner rail side wheel (value obtained by dividing the lateral pressure by the wheel weight) of the front wheel set of the bogie (monitoring bogie or normal bogie).

The left-right wheel set balance of the front wheel set is (P1-P2) / when the wheel set on the left side of the front wheel set is P1 and the wheel set on the right side of the front wheel set is P2 with respect to the traveling direction of the bogie. It means the value calculated by (P1 + P2). The same applies to the left-right wheel weight balance of the rear wheel axle.
According to the above preferred method, the outer rail derailment coefficient can be estimated with high accuracy.

Further, in the method for estimating the outer track derailment coefficient according to the embodiment of the present invention, as the first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula, the first order of the explanatory variables is used. It is possible to use polynomials.

However, the embodiment of the present invention is not limited to this, and a polynomial of degree 2 or higher of the explanatory variable may be used as the first estimation formula to the fourth estimation formula. Further, a polynomial containing explanatory variables of different degrees may be used.

FIG. 1 is a plan view schematically explaining a method of estimating an outer rail derailment coefficient according to the present embodiment. FIG. 2 is a flow chart showing a schematic procedure of a method for estimating an outer rail derailment coefficient according to the present embodiment.

As shown in FIG. 1, the method of estimating the outer rail derailment coefficient according to the present embodiment is a method of estimating the outer rail derailment coefficient when the bogie provided in the railway vehicle travels on the curved section of the track. As shown in FIG. 1, the monitoring trolley 3 capable of measuring the wheel load P and the lateral pressure Q travels in the reference curve section 1 in which the measuring device 11 capable of measuring the wheel load P and the lateral pressure Q is conventionally installed. The outer track derailment coefficient Q / P ₁ could be calculated using the measured value of the measuring device 11 (or the monitoring carriage 3). Further, conventionally, the outer rail derailment coefficient Q / P ₂ when the normal carriage 4 whose wheel load P and lateral pressure Q cannot be measured travels on the reference curve section 1 can be calculated by using the measured value of the measuring device 11. Met. Further, conventionally, the outer track derailment coefficient Q / P ₃ when the monitoring carriage 3 travels on the normal curve section 2 in which the measuring device 11 capable of measuring the wheel load P and the lateral pressure Q is not installed is the monitoring carriage 3. It was possible to calculate using the measured values. However, conventionally, it has not been possible to calculate the outer track derailment coefficient Q / P ₄ when the normal bogie 4 travels on the normal curve section 2. The method for estimating the outer rail derailment coefficient according to the present embodiment is a method for estimating the outer rail derailment coefficient Q / P ₄ when the normal carriage 4 travels on the normal curve section 2 which could not be calculated in the past.

As shown in FIG. 2, the estimation method of the outer track derailment coefficient Q / P ₄ according to the present embodiment includes the first estimation formula creation step S1, the second estimation formula creation step S2, the third estimation formula creation step S3, and the correction. The coefficient creation step S4, the fourth estimation formula creation step S5, and the estimation step S6 are included. Hereinafter, each steps S1 to S6 will be described in order.

<First estimation formula creation process S1>
In the first estimation formula creation step S1, when the monitoring trolley 3 travels on the reference curve section 1, the wheel load P and the lateral pressure Q of the monitoring trolley 3 are measured by the measuring device 11. As the monitoring trolley 3, for example, a conventionally known PQ monitoring trolley as described in Japanese Patent Application Laid-Open No. 2014-54881 can be applied. Further, as the measuring device 11, for example, a conventionally known measuring device as described in Japanese Patent Application Laid-Open No. 10-185666 can be applied. The above measurement is repeated for the same monitoring carriage 3 in the same reference curve section 1, and a plurality of measurement data of the wheel load P and the lateral pressure Q are acquired.

Then, in the first estimation formula creation step S1, the outer rail derailment coefficient Q / P ₁ calculated from the measured wheel load P and the lateral pressure Q is set as the objective variable, and at least the measured wheel load P and the lateral pressure Q are calculated. By performing multivariate analysis using a predetermined calculated value (however, the outer gauge derailment coefficient Q / P ₁ is excluded) and the traveling speed of the monitoring carriage 3 as explanatory variables, the outer gauge derailment coefficient of the monitoring carriage 3 in the reference curve section 1 Create a first estimation formula for estimating Q / P ₁ . The traveling speed of the monitoring carriage 3 can be easily measured by a speedometer generally possessed by a railway vehicle.

In this embodiment, the linear polynomial of the explanatory variable is used as the first estimation formula. For example, assuming that the traveling speed of the monitoring carriage 3 is V _1, and three calculated values calculated from the wheel load P and the lateral pressure Q are used, and X ₁ , Y ₁ , and Z ₁ , respectively, the first estimation formula is It will be expressed by the following equation (1).
Q / P ₁ = a ₁ · V ₁ + b ₁ · X ₁ + c ₁ · Y ₁ + d ₁ · Z ₁ + e ₁ ... (1)

In multivariate analysis, the wheel load P and lateral force Q of the plurality of the plurality of data of the computed based on the measured data computed value X ₁ to Z ₁ obtained by the first estimation formula creation process, the traveling speed V ₁ measured By applying, for example, the least squares method to a plurality of data and a plurality of data having the calculated outer track derailment coefficient Q / P ₁ , the coefficients a _{1 to} d ₁ of the explanatory variables of the equation (1) can be obtained. It will identify e ₁ which is a constant term.

<Second estimation formula creation process S2>
In the second estimation formula creation step S2, when the normal carriage 4 travels on the reference curve section 1, the measuring device 11 measures the wheel load P and the lateral pressure Q of the normal carriage 4. The above measurement is repeated for the same normal carriage 4 in the same reference curve section 1, and a plurality of measurement data of the wheel load P and the lateral pressure Q are acquired.

Then, in the second estimation formula creation step S2, the outer rail derailment coefficient Q / P ₂ calculated from the measured wheel load P and the lateral pressure Q is set as the objective variable, and at least the measured wheel load P and the lateral pressure Q are calculated. By performing multivariate analysis using a predetermined calculated value (however, the outer rail derailment coefficient Q / P ₂ is excluded) and the traveling speed of the normal bogie 4 as explanatory variables, the outer rail derailment coefficient of the normal bogie 4 in the reference curve section 1 is performed. Create a second estimation formula for estimating Q / P ₂ . The traveling speed of the normal bogie 4 can be easily measured by a speedometer generally possessed by a railway vehicle.

In the present embodiment, as the second estimation formula, the linear polynomial of the explanatory variable is used as in the first estimation formula. For example, the traveling speed of a normal carriage 4 and V _2, as used three arithmetic value calculated from the wheel load P and lateral force Q, when each X _2, Y _2, and Z _2, the second estimation equation, It will be expressed by the following equation (2).
Q / P ₂ = a ₂ · V ₂ + b ₂ · X ₂ + c ₂ · Y ₂ + d ₂ · Z ₂ + e ₂ ... (2)
X _{2 to} Z ₂ are arithmetic values of the same type as X _{1 to} Z ₁ of the first estimation formula, respectively.

In multivariate analysis, the wheel load P and lateral force Q more based on the measurement data calculated a plurality of operation values X ₂ to Z ₂ and the data obtained by the second estimation equation generating step, the running speed V ₂ measured a plurality of data, with respect to a plurality of data of the calculated outer軌脱line coefficient Q / P _2, for example by applying the least square method, and coefficients a ₂ to d ₂ explanatory variables of formula (2), The constant term e ₂ will be identified.

<Third estimation formula creation process S3>
In the third estimation formula creation step S3, when the monitoring carriage 3 travels on the normal curve section 2, the monitoring carriage 3 measures the wheel load P and the lateral pressure Q of the monitoring carriage 3. The above measurement is repeated for the same monitoring carriage 3 in the same normal curve section 2, and a plurality of measurement data of the wheel load P and the lateral pressure Q are acquired.

Then, in the third estimation formula creation step S3, the outer rail derailment coefficient Q / P ₃ calculated from the measured wheel load P and the lateral pressure Q is set as the objective variable, and at least the measured wheel load P and the lateral pressure Q are calculated. By performing multivariate analysis using a predetermined calculated value (however, the outer gauge derailment coefficient Q / P ₃ is excluded) and the traveling speed of the monitoring carriage 3 as explanatory variables, the outer gauge derailment coefficient of the monitoring carriage 3 in the normal curve section 2 is performed. Create a third estimation formula for estimating Q / P ₃ .

In the present embodiment, as the third estimation formula, the first-order polynomial of the explanatory variables is used as in the first estimation formula and the second estimation formula. For example, the traveling speed of the monitoring vehicle 3 and V _3, as used three calculated value which is calculated from the wheel load P and lateral force Q, When X _3, Y _3, Z ₃ respectively, the third estimation equation, It will be expressed by the following equation (3).
Q / P ₃ = a ₃・ V ₃ + b ₃・ X ₃ + c ₃・ Y ₃ + d ₃・ Z ₃ + e ₃ ... (3)
X _{3 to} Z ₃ are arithmetic values of the same type as X _{1 to} Z _{1 of} the first estimation formula and X _{2 to} Z ₂ of the second estimation formula, respectively.

In multivariate analysis, the wheel load P and lateral force Q of the plurality of data calculation value X ₃ to Z ₃ computed based on a plurality of measurement data obtained by the third estimation formula creation process, the traveling speed V ₃ as measured a plurality of data, with respect to a plurality of data of the calculated outer軌脱line coefficient Q / P _3, for example by applying the least square method, and coefficients a ₃ to d ₃ of explanatory variables of formula (3), It will identify and e ₃ are constant terms.

<Correction coefficient creation process S4>
In the correction coefficient generating step S4, the third estimate and coefficients _a 1 to d ₁ of explanatory variables _{V 1} and _X 1 to Z ₁ in the first estimation expression represented by the formula (1), the formula (3) Coefficients a _{3 to} d ₃ of the explanatory variables V ₃ and X _{3 to} Z _{3 in} the equation, and a plurality of data of the explanatory variables V ₁ and X _{1 to} Z ₁ used when the first estimation equation was created (for example, the minimum). Multiple data of explanatory variables V ₁ and X _{1 to} Z ₁ used to apply the square method) and multiple explanatory variables V ₃ and X _{3 to} Z ₃ used when the third estimation formula was created. Based on the data (for example, a plurality of explanatory variables V ₃ and X _{3 to} Z ₃ used to apply the least square method), the explanatory variable V ₂ in the second estimation equation represented by the equation (2). And the correction coefficients for X _{2 to} Z ₂ are created.

In the present embodiment, the coefficients a _{3 to} d ₃ of the explanatory variables V ₃ and X _{3 to} Z ₃ in the third estimation formula are relative to the coefficients a _{1 to} d ₁ of the explanatory variables V ₁ and X _{1 to} Z _{1 in} the _first estimation formula. And the explanatory variables V ₃ and X _{3 to} Z ₃ used when the third estimation formula was created for the average value of the explanatory variables V ₁ and X _{1 to} Z ₁ used when the first estimation formula was created. By multiplying the ratio of the average values of, the correction coefficients for the explanatory variables V ₂ and X _{2 to} Z ₂ in the second estimation formula are created.

That is, the correction coefficients for the explanatory variables V ₂ and X _{2 to} Z ₂ in the second estimation formula are α, β, γ, and δ, respectively, and the explanatory variables V ₁ and X ₁ to used when the first estimation formula was created. mean value of Z ₁ to the _{V 1Ave} and _{X 1ave ~Z} 1ave respectively, third mean value of the explanatory variables used when creating the estimated equation _{V 3} and _X 3 to Z ₃ each _{V 3Ave} and _{X 3ave} ~Z _Assuming that it is _3ave , each correction coefficient α, β, γ, and δ is expressed by the following equations (4) to (7), respectively.
α = (a ₃ / a ₁ ) ・ (V _3ave / V _1ave ) ・ ・ ・ (4)
β = (b ₃ / b ₁ ) ・ (X _3ave / X _1ave ) ・ ・ ・ (5)
γ = (c ₃ / c ₁ ) ・ (Y _3ave / Y _1ave ) ・ ・ ・ (6)
δ = (d ₃ / d ₁ ) ・ (Z _3ave / Z _1ave ) ・ ・ ・ (7)

Incidentally, the correction coefficient producing step S4 in the present embodiment also creates correction factor for the constant term e ₂ in the second estimation equation. In the present embodiment, a correction coefficient for the constant term e ₂ in the second estimation formula is created by squared the ratio of the constant term e ₃ in the third estimation formula to the constant term e ₁ in the first estimation formula.
That is, when the correction factor for the constant term e ₂ in the second estimation equation to epsilon, the correction factor epsilon will be represented by the following formula (8).
ε = (e ₃ / e ₁ ) ² ... (8)

<Fourth estimation formula creation process S5>
The In 4 estimation formula creation step S5, the correction coefficient in the coefficient _a 3 to d ₃ of explanatory variables _{V 2} and _X 2 to Z ₂ in the second estimation equation α, β, γ, by adding the [delta], usually curved section Create a fourth estimation formula for estimating the outer track derailment coefficient Q / P ₄ of the normal carriage 4 in 2. In the present embodiment, the fourth estimation for estimating the outer track derailment coefficient Q / P ₄ of the normal carriage 4 in the normal curve section 2 by further adding the correction coefficient ε for the constant term e ₂ in the second estimation formula. Create an expression.

Specifically, in the fourth estimation equation generating step S5 in the present embodiment, the correction coefficient α in the coefficient _a 2 to d ₂ explanatory variables _{V 2} and _X 2 to Z ₂ in the second estimation equation, beta, gamma, [delta] By multiplying by, a fourth estimation formula for estimating the outer track derailment coefficient Q / P ₄ of the normal carriage 4 in the normal curve section 2 is created. Further, in the present embodiment, the fourth estimation formula for estimating the outer track derailment coefficient Q / P ₄ of the normal carriage 4 in the normal curve section 2 by multiplying the constant term e ₂ in the second estimation formula by the correction coefficient ε. To create.
That is, the fourth estimation formula is expressed by the following formula (9).
_{Q / P 4 = α · a} 2 · V 2 + β · b 2 · X 2 + γ · c 2 · Y 2 + δ · d 2 · Z 2 + ε · e 2
... (9)
The fourth estimation formula created as described above is stored and used in the next estimation step S6.

<Estimation process S6>
In the estimation step S6, when the normal carriage 4 travels on the reference curve section 1, the measuring device 11 measures the wheel load P and the lateral pressure Q of the normal carriage 4.

Then, in the estimation step S6, at least the predetermined calculated values (X ₂ , Y ₂ , Z _{2 in} this embodiment) calculated from the measured wheel load P and the lateral pressure Q and the traveling speed V ₂ of the normal carriage 4 are obtained. 4 By inputting to the estimation formula, the outer track derailment coefficient Q / P ₄ of the normal bogie 4 in the normal curve section 2 is estimated.

3A, 3B, 4A, and 4B show the estimated values of the outer gauge derailment coefficients Q / P _{1 to} Q / P ₄ estimated using the equations (1) to (3) and (9), and the measurements. It is a figure which shows an example of the result of having compared with the measured value of the outer rail derailment coefficient Q / P _{1 to} Q / P ₄ measured by using the apparatus 11 or the monitoring carriage 3. In either case the formula (1) to (3) and (9), was used inner軌脱line factor as an explanatory variable _X 1 to X _3. In addition, the left and right wheel weight balance of the front wheel set was used as the explanatory variables Y _{1 to} Y ₃ . Further, the left and right wheel weight balance of the rear wheel set was used as the explanatory variables Z _{1 to} Z ₃ .

FIG. 3A shows a comparison result between the estimated value and the measured value of the outer rail derailment coefficient Q / P ₁ . The measured value of the outer rail derailment coefficient Q / P ₁ was measured using the measuring device 11. FIG. 3B shows a comparison result between the estimated value and the measured value of the outer rail derailment coefficient Q / P ₂ . The measured value of the outer rail derailment coefficient Q / P ₂ was measured using the measuring device 11. FIG. 4A shows a comparison result between the estimated value and the measured value of the outer rail derailment coefficient Q / P ₃ . The measured value of the outer track derailment coefficient Q / P ₃ was measured using the monitoring carriage 3. FIG. 4B shows a comparison result between the estimated value and the measured value of the outer rail derailment coefficient Q / P ₄ . In the result shown in FIG. 4B, in order to evaluate the estimated value of the outer rail derailment coefficient Q / P ₄ , the measuring device 11 was tentatively installed in the normal curve section 2, and the measured value was measured using this measuring device 11.

As shown in FIGS. 3A, 3B and 4A, the outer rail derailment coefficients Q / P _{1 to} Q / P ₃ can be estimated with relatively high accuracy. By using this result, as shown in FIG. 4B, it was found that the outer track derailment coefficient Q / P ₄ when the normal bogie 4 travels on the normal curve section 2 which could not be calculated in the past can be estimated accurately.

<Configuration of outer rail derailment coefficient estimation device>
FIG. 5 is a schematic diagram showing a schematic configuration of an outer track derailment coefficient estimation device according to an embodiment of the present invention. As shown in FIG. 5, the outer track derailment coefficient estimation device 100 according to the present embodiment includes the measurement data storage unit 10, the first estimation formula creation unit 12, the second estimation formula creation unit 14, and the third estimation formula. It includes a creation unit 16, a correction coefficient creation unit 17, a fourth estimation formula creation unit 18, and an outer track derailment coefficient estimation unit 20.

When the monitoring trolley 3 travels on the reference curve section 1, the measurement data storage unit 10 measures the wheel load P and the lateral pressure Q of the monitoring trolley 3 by the measuring device 11, and the same reference curve for the same monitoring trolley 3. A plurality of measurement data of the wheel load P, the lateral pressure Q, and the traveling speed V, which are repeatedly obtained in the section 1, are stored.

Further, in the measurement data storage unit 10, when the normal carriage 4 travels on the reference curve section 1, the measurement device 11 measures the wheel load P and the lateral pressure Q of the normal carriage 4 in the same manner for the same normal carriage 4. A plurality of measurement data of the wheel load P, the lateral pressure Q, and the traveling speed V, which are repeatedly acquired in the reference curve section 1, are stored.

Further, in the measurement data storage unit 10, when the monitoring trolley 3 travels on the normal curve section 2, the measurement for measuring the wheel load P and the lateral pressure Q of the monitoring trolley 3 by the monitoring trolley 3 is the same for the same monitoring trolley 3. A plurality of measurement data of the wheel load P, the lateral pressure Q, and the traveling speed V, which are repeatedly obtained in the normal curve section 2, are stored.

Further, in the measurement data storage unit 10, when the normal carriage 4 travels on the reference curve section 1, the wheel load P and the lateral pressure Q obtained by measuring the wheel load P and the lateral pressure Q of the normal carriage 4 by the measuring device 11 are obtained. The measurement data of Q and the traveling speed V are stored.

When the monitoring trolley 3 travels on the reference curve section 1 stored in the measurement data storage unit 10, the first estimation formula creating unit 12 measures the wheel load P and the lateral pressure Q of the monitoring trolley 3 by the measuring device 11. A predetermined value calculated from at least the measured wheel load P and lateral pressure Q, with the outer rail derailment coefficient Q / P ₁ calculated from the measured wheel load P and lateral pressure Q as the objective variable based on the plurality of measured data. By performing multivariate analysis using the calculated value (however, the outer gauge derailment coefficient Q / P ₁ is excluded) and the traveling speed of the monitoring carriage 3 as explanatory variables, the outer gauge derailment coefficient Q / of the monitoring carriage 3 in the reference curve section 1 The coefficient of the explanatory variable of the first estimation formula shown in the above formula (1) for estimating P ₁ and the constant term are identified, and the first estimation formula is created.

The second estimation formula creating unit 14 measures the wheel load P and the lateral pressure Q of the normal trolley 4 by the measuring device 11 when the normal trolley 4 travels on the reference curve section 1 stored in the measurement data storage unit 10. A predetermined value calculated from at least the measured wheel load P and lateral pressure Q, with the outer rail derailment coefficient Q / P ₂ calculated from the measured wheel load P and lateral pressure Q as the objective variable based on the plurality of measured data. By performing multivariate analysis using the calculated values (however, the outer gauge derailment coefficient Q / P ₂ is excluded) and the traveling speed of the normal carriage 4 as explanatory variables, the outer gauge derailment coefficient Q / of the normal carriage 4 in the reference curve section 1 a coefficient of the second estimated equation of the explanatory variables represented by the above formula (2) estimating the P _2, and a constant term to identify, to create a second estimated equation.

When the monitoring trolley 3 travels on the normal curve section 2 stored in the measurement data storage unit 10, the third estimation formula creating unit 16 measures the wheel load P and the lateral pressure Q of the monitoring trolley 3 by the monitoring trolley 3. A predetermined value calculated from at least the measured wheel load P and lateral pressure Q, with the outer rail derailment coefficient Q / P ₃ calculated from the measured wheel load P and lateral pressure Q as the objective variable based on the plurality of measured data. By performing multivariate analysis using the calculated value (however, the outer gauge derailment coefficient Q / P ₃ is excluded) and the traveling speed of the monitoring carriage 3 as explanatory variables, the outer gauge derailment coefficient Q / of the monitoring carriage 3 in the normal curve section 2 a coefficient of the third estimation formula of explanatory variables shown in the equation (3) to estimate P _3, and a constant term to identify, to create a third estimation formula.

The correction coefficient creation unit 17 includes the coefficients of the explanatory variables in the first estimation formula, the coefficients of the explanatory variables in the third estimation formula, a plurality of data of the explanatory variables used when the first estimation formula was created, and a third. Based on the plurality of data of the explanatory variables used when the estimation formula was created, each correction coefficient for the explanatory variable in the second estimation formula is created according to the above equations (4) to (7).

Further, the correction coefficient creating unit 17 creates a correction coefficient for the constant term in the second estimation formula according to the above equation (8) based on the ratio of the constant term in the third estimation formula to the constant term in the first estimation formula. ..

The fourth estimation formula creation unit 18 estimates the outer gauge derailment coefficient Q / P ₄ of the normal carriage 4 in the normal curve section 2 by adding each correction coefficient to the coefficient and the constant term of the explanatory variable in the second estimation formula. The fourth estimation formula shown in the above formula (9) is created.

The outer track derailment coefficient estimation unit 20 measures the wheel load P and lateral pressure Q of the normal trolley 4 by the measuring device 11 when the normal trolley 4 travels on the reference curve section 1 stored in the measurement data storage unit 10. Based on the measured data, at least the predetermined calculated values (X ₂ , Y ₂ , Z _{2 in} this embodiment) calculated from the measured wheel load P and lateral pressure Q and the traveling speed V ₂ of the normal carriage 4 are calculated as described above. By inputting to the fourth estimation formula shown in the formula (9), the outer track derailment coefficient Q / P ₄ of the normal carriage 4 in the normal curve section 2 is estimated.

The outer track derailment coefficient estimation device 100 is realized by the computer 64 shown in FIG. 6 as an example. The computer 64 includes a CPU 66, a memory 68, a storage unit 70 that stores the outer track derailment coefficient estimation program 76, a display unit 26 that includes a monitor, and an input unit 28 that includes a keyboard and a mouse. The CPU 66, the memory 68, the storage unit 70, the display unit 26, and the input unit 28 are connected to each other via the bus 74.

The storage unit 70 is realized by an HDD, SSD, flash memory, or the like. The storage unit 70 stores an external gauge derailment coefficient estimation program 76 for causing the computer 64 to function as the external gauge derailment coefficient estimation device 100. The CPU 66 reads the outer track derailment coefficient estimation program 76 from the storage unit 70, expands the memory 68, and executes the outer track derailment coefficient estimation program 76. The outer track derailment coefficient estimation program 76 may be stored in a computer-readable medium and provided.

<Operation of outer rail derailment coefficient estimation device>
First, when the monitoring trolley 3 travels on the reference curve section 1, the operator measures a plurality of measurement data in which the wheel load P and the lateral pressure Q of the monitoring trolley 3 are measured by the measuring device 11, and the reference curve section 1 is subjected to the normal trolley 4. When the monitoring trolley 3 travels on a plurality of measurement data obtained by measuring the wheel load P and the lateral pressure Q of the normal trolley 4 by the measuring device 11 and the normal curve section 2, the wheel load of the monitoring trolley 3 is measured by the monitoring trolley 3. Measurement data that measures P and lateral pressure Q, and when the normal trolley 4 travels on the reference curve section 1, the measuring device 11 measures the wheel load P and lateral pressure Q of the normal trolley 4, and the measurement data is used as the outer track. Input to the derailment coefficient estimation device 100. Then, the outer rail derailment coefficient estimation process is executed by the outer rail derailment coefficient estimation device 100 when the operator performs an operation such as instructing the start of the outer rail derailment coefficient estimation process. The outer track derailment coefficient estimation process will be described with reference to FIG. Since the flow showing the flow of the outer gauge derailment coefficient estimation process is the same as the flow showing the general procedure of the method of estimating the outer gauge derailment coefficient in FIG. 2, the same reference numerals will be given.

In step S1 of the outer gauge derailment coefficient estimation process, the first estimation formula creating unit 12 uses the measuring device 11 to monitor the monitoring trolley when the monitoring trolley 3 travels on the reference curve section 1 stored in the measurement data storage unit 10. Based on a plurality of measurement data obtained by measuring the wheel load P and the lateral pressure Q of 3, the outer gauge derailment coefficient Q / P ₁ calculated from the measured wheel load P and the lateral pressure Q is set as the objective variable, and at least the measured wheel load is used. The reference curve section 1 is performed by performing multivariate analysis using the predetermined calculated values calculated from P and the lateral pressure Q (however, excluding the outer rail derailment coefficient Q / P ₁ ) and the traveling speed of the monitoring carriage 3 as explanatory variables. The coefficient of the explanatory variable of the first estimation formula shown in the above formula (1) for estimating the outer track derailment coefficient Q / P ₁ of the monitoring carriage 3 in the above equation (1) and the constant term are identified, and the first estimation formula is created.

In step S2, when the normal trolley 4 travels on the reference curve section 1 stored in the measurement data storage unit 10, the second estimation formula creating unit 14 uses the measuring device 11 to increase the wheel load P of the normal trolley 4 and laterally. Calculated from at least the measured wheel load P and lateral pressure Q, with the outer rail derailment coefficient Q / P ₂ calculated from the measured wheel load P and lateral pressure Q as the objective variable based on the plurality of measurement data for which the pressure Q was measured. By performing multivariate analysis using the predetermined calculated value (however, the outer gauge derailment coefficient Q / P ₂ is excluded) and the traveling speed of the normal trolley 4 as explanatory variables, the outer gauge of the normal trolley 4 in the reference curve section 1 is performed. The coefficient of the explanatory variable of the second estimation formula shown in the above equation (2) for estimating the derailment coefficient Q / P ₂ and the constant term are identified, and the second estimation formula is created.

In step S3, when the monitoring trolley 3 travels on the normal curve section 2 stored in the measurement data storage unit 10, the third estimation formula creating unit 16 causes the monitoring trolley 3 to load the wheels P and laterally of the monitoring trolley 3. Calculated from at least the measured wheel load P and lateral pressure Q, with the outer rail derailment coefficient Q / P ₃ calculated from the measured wheel load P and lateral pressure Q as the objective variable based on the plurality of measurement data for which the pressure Q was measured. By performing multivariate analysis using the predetermined calculated value (however, the outer gauge derailment coefficient Q / P ₃ is excluded) and the traveling speed of the monitoring carriage 3 as explanatory variables, the outer gauge of the monitoring carriage 3 in the normal curve section 2 is performed. The coefficient of the explanatory variable of the third estimation formula shown in the above equation (3) for estimating the derailment coefficient Q / P ₃ and the constant term are identified, and the third estimation formula is created.

In step S4, the correction coefficient creating unit 17 includes the coefficients of the explanatory variables in the first estimation formula, the coefficients of the explanatory variables in the third estimation formula, and a plurality of data of the explanatory variables used when the first estimation formula is created. And, based on the plurality of data of the explanatory variables used when the third estimation formula was created, each correction coefficient for the explanatory variable in the second estimation formula is created according to the above equations (4) to (7).

Further, the correction coefficient creating unit 17 creates a correction coefficient for the constant term in the second estimation formula according to the above equation (8) based on the ratio of the constant term in the third estimation formula to the constant term in the first estimation formula. ..

In step S5, the fourth estimation formula creation unit 18 adds each correction coefficient to the coefficient and the constant term of the explanatory variable in the second estimation formula, so that the outer gauge derailment coefficient Q / of the normal carriage 4 in the normal curve section 2 creating a fourth estimation equation shown in the equation (9) for estimating the P _4.

In step S6, when the normal bogie 4 travels on the reference curve section 1 stored in the measurement data storage unit 10, the outer rail derailment coefficient estimation unit 20 uses the measuring device 11 to measure the wheel load P and the lateral direction of the normal bogie 4. Based on the measured data obtained by measuring the pressure Q, at least the predetermined calculated values (X ₂ , Y ₂ , Z _{2 in} this embodiment) calculated from the measured wheel load P and the lateral pressure Q, and the traveling speed of the normal bogie 4. By inputting V ₂ into the fourth estimation formula shown in the above formula (9), the outer track derailment coefficient Q / P ₄ of the normal bogie 4 in the normal curve section 2 is estimated.

As described above, according to the outer rail derailment coefficient estimation device 100 according to the present embodiment, the normal trolley (wheel) in the normal curve section (the curve section in which the measuring device capable of measuring the wheel load and the lateral pressure is not installed). It is possible to estimate the derailment coefficient of a dolly whose weight and lateral pressure cannot be measured.

The entire disclosure of Japanese application 2018-011509 is incorporated herein by reference in its entirety.

All documents, patent applications, and technical standards described herein are to the same extent as if the individual documents, patent applications, and technical standards were specifically and individually stated to be incorporated by reference. Incorporated herein by reference.

The following additional notes will be further disclosed with respect to the above embodiments.

(Appendix 1)
It is a method of estimating the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. The pressure is measured, the derailment coefficient calculated from the measured wheel load and lateral pressure is used as the objective variable, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring trolley are explanatory variables. The first estimation formula creation step of creating the first estimation formula for estimating the derailment coefficient of the monitoring trolley in the reference curve section by performing the multivariate analysis as
When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the wheel load and lateral pressure of the normal bogie are measured by the measuring device, and derailment calculated from the measured wheel load and lateral pressure. By performing multivariate analysis with the coefficient as the objective variable and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables, the normal bogie in the reference curve section is performed. The second estimation formula creation process for creating the second estimation formula for estimating the derailment coefficient of
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. The lateral pressure is measured, and the derailment coefficient calculated from the measured wheel load and the lateral pressure is used as an objective variable, and at least a predetermined calculated value calculated from the measured wheel load and the lateral pressure and the traveling speed of the monitoring carriage are described. A third estimation formula creation step for creating a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section by performing multivariate analysis as a variable.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. A correction coefficient creation step for creating a correction coefficient for the explanatory variable in the second estimation formula based on the value of the explanatory variable used when the above was created.
A fourth estimation formula creation step for creating a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula.
When the normal carriage travels on the reference curve section, the wheel load and lateral pressure of the normal carriage are measured by the measuring device, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the normal An estimation step of estimating the derailment coefficient of the normal trolley in the normal curve section by inputting the traveling speed of the trolley into the fourth estimation formula, and
A method for estimating a derailment coefficient, which comprises.
(Appendix 2)
In the correction coefficient creating step, the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula and the explanatory variable used when the first estimation formula was created By multiplying the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value, the correction coefficient for the explanatory variables in the second estimation formula was created.
In the fourth estimation formula creation step, the fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. create,
The method for estimating the derailment coefficient according to Appendix 1, wherein the derailment coefficient is estimated.
(Appendix 3)
As the calculated value, at least one of the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel set, and the left-right wheel set balance of the rear wheel set is used.
The method for estimating the derailment coefficient according to Appendix 1 or 2, wherein the derailment coefficient is estimated.
(Appendix 4)
The first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula are linear polynomials of the explanatory variables.
The method for estimating the derailment coefficient according to any one of Supplementary Provisions 1 to 3, wherein the derailment coefficient is estimated.
(Appendix 5)
The derailment coefficient is a derailment coefficient of the outer rail side wheel.
The method for estimating the derailment coefficient according to any one of Supplementary notes 1 to 4, wherein the derailment coefficient is estimated.
(Appendix 6)
It is a device that estimates the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the running of the monitoring trolley. A first estimation formula creation unit that creates a first estimation formula that estimates the derailment coefficient of the monitoring trolley in the reference curve section by performing multivariate analysis using speed as an explanatory variable.
When a normal trolley whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the measured wheel load and lateral pressure are input by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. The reference curve section is performed by performing multivariate analysis using the derailment coefficient calculated from the above as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal trolley as explanatory variables. A second estimation formula creation unit that creates a second estimation formula for estimating the derailment coefficient of the normal trolley in
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the lateral pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the monitoring carriage. A third estimation formula creation unit that creates a third estimation formula that estimates the derailment coefficient of the monitoring trolley in the normal curve section by performing multivariate analysis using the traveling speed as an explanatory variable.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. A correction coefficient creating unit that creates a correction coefficient for the explanatory variable in the second estimation formula based on the value of the explanatory variable used when the above was created.
A fourth estimation formula creation unit that creates a fourth estimation formula that estimates the derailment coefficient of the normal carriage in the normal curve section by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula.
When the normal trolley travels on the reference curve section, a predetermined calculation calculated from at least the measured wheel weight and lateral pressure by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. An estimation unit that estimates the derailment coefficient of the normal trolley in the normal curve section by inputting the value and the traveling speed of the normal trolley into the fourth estimation formula.
A derailment coefficient estimator comprising.
(Appendix 7)
The correction coefficient creating unit determines the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula, and the explanatory variable used when the first estimation formula is created. By multiplying the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value, the correction coefficient for the explanatory variables in the second estimation formula was created.
The fourth estimation formula creation unit calculates the fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. create,
The derailment coefficient estimation device according to Appendix 6, wherein the derailment coefficient is estimated.
(Appendix 8)
As the calculated value, at least one of the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel set, and the left-right wheel set balance of the rear wheel set is used.
The derailment coefficient estimation device according to Appendix 6 or 7, characterized in that.
(Appendix 9)
The first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula are linear polynomials of the explanatory variables.
The derailment coefficient estimation device according to any one of Supplementary Provisions 6 to 8, characterized in that.
(Appendix 10)
The derailment coefficient is a derailment coefficient of the outer rail side wheel.
The derailment coefficient estimation device according to any one of Supplementary note 6 to 9, wherein the derailment coefficient estimation device is characterized.
(Appendix 11)
It is a program that estimates the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
On the computer
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the running of the monitoring trolley. By performing multivariate analysis with speed as the explanatory variable, the first estimation formula for estimating the derailment coefficient of the monitoring carriage in the reference curve section was created.
When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the measured wheel load and lateral pressure are input by inputting the result of measuring the wheel load and lateral pressure of the normal bogie by the measuring device. The reference curve section is performed by performing multivariate analysis using the derailment coefficient calculated from the above as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables. A second estimation formula for estimating the derailment coefficient of the normal bogie in
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the lateral pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the monitoring carriage. By performing multivariate analysis using the traveling speed as an explanatory variable, a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section was created.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. Based on the value of the explanatory variable used when the above was created, a correction coefficient for the explanatory variable in the second estimation formula was created.
By adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula, a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section is created.
When the normal trolley travels on the reference curve section, a predetermined calculation calculated from at least the measured wheel weight and lateral pressure by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. A program for estimating the derailment coefficient of the normal trolley in the normal curve section by inputting a value and a traveling speed of the normal trolley into the fourth estimation formula.
(Appendix 12)
By creating the correction coefficient, the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula and the description used when the first estimation formula was created. By multiplying the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value of the variables, the correction coefficient for the explanatory variables in the second estimation formula was created.
In creating the fourth estimation formula, the fourth estimation estimates the derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. Create an expression,
The program according to Appendix 12, characterized in that.
(Appendix 13)
As the calculated value, at least one of the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel set, and the left-right wheel set balance of the rear wheel set is used.
The program according to Appendix 11 or 12, characterized in that.
(Appendix 14)
The first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula are linear polynomials of the explanatory variables.
The program according to any one of Supplementary Provisions 11 to 13, characterized in that.
(Appendix 15)
The derailment coefficient is a derailment coefficient of the outer rail side wheel.
The program according to any one of Supplementary note 11 to 14, characterized in that.
(Appendix 16)
It is a program that estimates the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
On the computer
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the running of the monitoring trolley. By performing multivariate analysis with speed as the explanatory variable, the first estimation formula for estimating the derailment coefficient of the monitoring carriage in the reference curve section was created.
When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the measured wheel load and lateral pressure are input by inputting the result of measuring the wheel load and lateral pressure of the normal bogie by the measuring device. The reference curve section is performed by performing multivariate analysis using the derailment coefficient calculated from the above as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables. A second estimation formula for estimating the derailment coefficient of the normal bogie in
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the lateral pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the monitoring carriage. By performing multivariate analysis using the traveling speed as an explanatory variable, a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section was created.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. Based on the value of the explanatory variable used when the above was created, a correction coefficient for the explanatory variable in the second estimation formula was created.
By adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula, a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section is created.
When the normal trolley travels on the reference curve section, a predetermined calculation calculated from at least the measured wheel weight and lateral pressure by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. A computer-readable medium storing a program for estimating the derailment coefficient of the normal trolley in the normal curve section by inputting a value and a traveling speed of the normal trolley into the fourth estimation formula.

Claims (11)

It is a method of estimating the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. The pressure is measured, the derailment coefficient calculated from the measured wheel load and lateral pressure is used as the objective variable, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the monitoring trolley are explanatory variables. The first estimation formula creation step of creating the first estimation formula for estimating the derailment coefficient of the monitoring trolley in the reference curve section by performing the multivariate analysis as
When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the wheel load and lateral pressure of the normal bogie are measured by the measuring device, and derailment calculated from the measured wheel load and lateral pressure. By performing multivariate analysis with the coefficient as the objective variable and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables, the normal bogie in the reference curve section is performed. The second estimation formula creation process for creating the second estimation formula for estimating the derailment coefficient of
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. The lateral pressure is measured, and the derailment coefficient calculated from the measured wheel load and the lateral pressure is used as an objective variable, and at least a predetermined calculated value calculated from the measured wheel load and the lateral pressure and the traveling speed of the monitoring carriage are described. A third estimation formula creation step for creating a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section by performing multivariate analysis as a variable.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. A correction coefficient creation step for creating a correction coefficient for the explanatory variable in the second estimation formula based on the value of the explanatory variable used when the above was created.
A fourth estimation formula creation step for creating a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula.
When the normal carriage travels on the reference curve section, the wheel load and lateral pressure of the normal carriage are measured by the measuring device, and at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the normal An estimation step of estimating the derailment coefficient of the normal trolley in the normal curve section by inputting the traveling speed of the trolley into the fourth estimation formula, and
A method for estimating a derailment coefficient, which comprises. In the correction coefficient creating step, the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula and the explanatory variable used when the first estimation formula was created By multiplying the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value, the correction coefficient for the explanatory variables in the second estimation formula was created.
In the fourth estimation formula creation step, the fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. create,
The method for estimating a derailment coefficient according to claim 1, wherein the derailment coefficient is estimated. As the calculated value, at least one of the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel set, and the left-right wheel set balance of the rear wheel set is used.
The method for estimating a derailment coefficient according to claim 1 or 2, wherein the derailment coefficient is estimated. The first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula are linear polynomials of the explanatory variables.
The method for estimating a derailment coefficient according to any one of claims 1 to 3, wherein the derailment coefficient is estimated. The derailment coefficient is a derailment coefficient of the outer rail side wheel.
The method for estimating a derailment coefficient according to any one of claims 1 to 4, wherein the derailment coefficient is estimated. It is a device that estimates the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the measuring device is used to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the running of the monitoring trolley. A first estimation formula creation unit that creates a first estimation formula that estimates the derailment coefficient of the monitoring trolley in the reference curve section by performing multivariate analysis using speed as an explanatory variable.
When a normal trolley whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the measured wheel load and lateral pressure are input by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. The reference curve section is performed by performing multivariate analysis using the derailment coefficient calculated from the above as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal trolley as explanatory variables. A second estimation formula creation unit that creates a second estimation formula for estimating the derailment coefficient of the normal trolley in
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the lateral pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the monitoring carriage. A third estimation formula creation unit that creates a third estimation formula that estimates the derailment coefficient of the monitoring trolley in the normal curve section by performing multivariate analysis using the traveling speed as an explanatory variable.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. A correction coefficient creating unit that creates a correction coefficient for the explanatory variable in the second estimation formula based on the value of the explanatory variable used when the above was created.
A fourth estimation formula creation unit that creates a fourth estimation formula that estimates the derailment coefficient of the normal carriage in the normal curve section by adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula.
When the normal trolley travels on the reference curve section, a predetermined calculation calculated from at least the measured wheel weight and lateral pressure by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. An estimation unit that estimates the derailment coefficient of the normal trolley in the normal curve section by inputting the value and the traveling speed of the normal trolley into the fourth estimation formula.
A derailment coefficient estimator comprising. The correction coefficient creating unit determines the ratio of the coefficient of the explanatory variable in the third estimation formula to the coefficient of the explanatory variable in the first estimation formula, and the explanatory variable used when the first estimation formula is created. By multiplying the ratio of the average value of the explanatory variables used when the third estimation formula was created to the average value, the correction coefficient for the explanatory variables in the second estimation formula was created.
The fourth estimation formula creation unit calculates the fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section by multiplying the coefficient of the explanatory variable in the second estimation formula by the correction coefficient. create,
The derailment coefficient estimation device according to claim 6. As the calculated value, at least one of the inner rail derailment coefficient, the left-right wheel weight balance of the front wheel set, and the left-right wheel set balance of the rear wheel set is used.
The derailment coefficient estimation device according to claim 6 or 7. The first estimation formula, the second estimation formula, the third estimation formula, and the fourth estimation formula are linear polynomials of the explanatory variables.
The derailment coefficient estimation device according to any one of claims 6 to 8, wherein the derailment coefficient estimation device is characterized. The derailment coefficient is a derailment coefficient of the outer rail side wheel.
The derailment coefficient estimation device according to any one of claims 6 to 9, wherein the derailment coefficient estimation device is characterized. It is a program that estimates the derailment coefficient when the bogie of a railroad vehicle travels on a curved section of a track.
On the computer
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a reference curve section of a track on which a measuring device capable of measuring wheel load and lateral pressure is installed, the wheel load and lateral pressure of the monitoring trolley are measured by the measuring device. With the result of measuring the pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the running of the monitoring trolley. By performing multivariate analysis with speed as the explanatory variable, the first estimation formula for estimating the derailment coefficient of the monitoring carriage in the reference curve section was created.
When a normal bogie whose wheel load and lateral pressure cannot be measured travels in the reference curve section, the measured wheel load and lateral pressure are input by inputting the result of measuring the wheel load and lateral pressure of the normal bogie by the measuring device. The reference curve section is performed by performing multivariate analysis using the derailment coefficient calculated from the above as the objective variable and at least the predetermined calculated value calculated from the measured wheel load and lateral pressure and the traveling speed of the normal bogie as explanatory variables. A second estimation formula for estimating the derailment coefficient of the normal bogie in
When a monitoring trolley capable of measuring wheel load and lateral pressure travels on a normal curved section of a track on which a measuring device capable of measuring wheel load and lateral pressure is not installed, the monitoring trolley uses the monitoring trolley to measure the wheel load and lateral pressure of the monitoring trolley. With the result of measuring the lateral pressure as an input and the derailment coefficient calculated from the measured wheel load and lateral pressure as the objective variable, at least a predetermined calculated value calculated from the measured wheel load and lateral pressure and the monitoring carriage. By performing multivariate analysis using the traveling speed as an explanatory variable, a third estimation formula for estimating the derailment coefficient of the monitoring carriage in the normal curve section was created.
The coefficient of the explanatory variable in the first estimation formula, the coefficient of the explanatory variable in the third estimation formula, the value of the explanatory variable used when the first estimation formula was created, and the third estimation formula. Based on the value of the explanatory variable used when the above was created, a correction coefficient for the explanatory variable in the second estimation formula was created.
By adding the correction coefficient to the coefficient of the explanatory variable in the second estimation formula, a fourth estimation formula for estimating the derailment coefficient of the normal carriage in the normal curve section is created.
When the normal trolley travels on the reference curve section, a predetermined calculation calculated from at least the measured wheel weight and lateral pressure by inputting the result of measuring the wheel load and lateral pressure of the normal trolley by the measuring device. A program for estimating the derailment coefficient of the normal trolley in the normal curve section by inputting a value and a traveling speed of the normal trolley into the fourth estimation formula.