KR100651195B1 - A ride comfort measuring system for railway with multi-function - Google Patents

Abstract

According to the present invention, a certain time ride comfort (A) measured at a certain time or position occurred regardless of track conditions or driving conditions, curved ride comfort (B) due to the normal acceleration occurring at the curved portion, and by towing and braking of a railway vehicle A system for comprehensively measuring the acceleration and deceleration riding comfort (C) generated, comprising: a sensor unit (100) for measuring an acceleration and a traveling speed during traveling of a railway vehicle; A signal adjusting unit 200 for adjusting the acceleration signal and the speed signal detected by the sensor unit 100; An A / D converter 300 for converting an analog signal received from the signal adjusting unit 200 into a digital signal; The data processing unit 400 receives the digital signal from the A / D conversion unit 300 and calculates and evaluates the riding comfort (A) at a specific time, the riding comfort (B) at the curve, and the riding comfort (C) during acceleration and deceleration. The present invention relates to a comprehensive measurement system for a ride comfort of a railway vehicle.

According to the present invention, by simultaneously calculating and evaluating a certain time ride comfort (A), curved ride comfort (B), acceleration and deceleration ride comfort (C), in consideration of the track conditions or driving conditions in the actual driving, the ride comfort of the railway vehicle is comprehensive It can be measured by

Specific time ride comfort, curved ride comfort, acceleration / deceleration ride comfort, acceleration sensor, speed sensor

Description

A ride comfort measuring system for railway with multi-function             

1 is an overall configuration diagram of a ride comfort measurement system of a railway vehicle according to the present invention.

Figure 2 is a view showing a speed sensor used in the ride comfort measurement system of a railway vehicle according to the present invention.

3 is a flow chart of a ride comfort comprehensive measurement system of a railway vehicle according to the present invention.

4 is a gradient and curve characteristics of two history trains running railroad cars and the running speed diagram of the railroad cars.

FIG. 5 is a diagram showing a correlation between loads acting on a railroad car in a track curve. FIG.

6 is a flowchart for measuring a certain time ride comfort (A).

7 is a flowchart for measuring a curved portion ride comfort (B).

8 is a flowchart for measuring acceleration / deceleration riding comfort (C).

Fig. 9 is a diagram showing a frequency correction curve used for the evaluation of a certain time ride comfort (A).

10 is a diagram showing a frequency correction curve used for the evaluation of the acceleration / deceleration riding comfort (B).

11 is a diagram illustrating acceleration in left and right directions at a curved portion.

Fig. 12 is a diagram showing the forward and backward acceleration and jerk at deceleration.

<Brief description of the main parts of the drawing>

100: sensor unit 200: signal adjustment unit

300: A / D conversion unit 400: data processing unit

110: acceleration sensor 111: left and right acceleration detection unit

112: up and down acceleration detection unit 113: front and rear acceleration detection unit

120: speed sensor 121: pulse generating gear

122: proximity switch 210a, 210b: signal amplifier

220: F / V converter 230: signal distortion prevention unit

410: power supply unit 420: power switch unit

430: memory unit 440: control unit

450: display unit 460: key input unit

470: interface unit 500: wheelset

The present invention relates to a ride comfort measurement system and measuring method of a railway vehicle, and in more detail, a specific time ride comfort without considering track conditions or operating conditions, ride comfort of a curved section considering a curved portion of a track, and when towing or braking a railway vehicle. The present invention relates to a system for measuring a ride comfort of a railroad vehicle, which is capable of comprehensively measuring the ride comfort of a railroad car in consideration of track conditions or driving conditions in real driving by evaluating and evaluating acceleration and deceleration riding comfort in consideration of deceleration or acceleration.

In general, ride comfort in a railroad vehicle refers to the level of comfort a passenger feels in a running train, and in a broader sense, vibration, noise, temperature, humidity, illumination, personal space, seat texture, ceiling height, view, and ventilation. It means that all the factors felt by passengers are considered, but it is practically impossible to evaluate the ride comfort considering all these factors.

Therefore, it is a reality that a narrow ride comfort evaluation method using only vibration and acceleration signals measured in a train body is used.

However, the railway vehicle is bound to occur due to rail irregularities, rail joints, branching, bridges, curves, cant and other track conditions, and train operating speed and operating conditions.

On the other hand, the ride comfort in the railway vehicle can be classified into three types. First, the curved part due to the normal acceleration generated by the centrifugal force according to the speed of the train occurring in the curved part and the centripetal force caused by the cant effect of the rail installed in the curved part. It's a ride. This occurs a lot in the railroad cars that run the mountainous terrain and the city with many curved parts.

The second is the riding comfort of acceleration and deceleration caused by the towing and braking of railroad cars. This is a problem of riding due to frequent towing and braking of railroad cars because of the short intervals and many curved portions of railroad cars moving in the city such as subways or light rails.

 The third is a certain time riding comfort measured at a certain time or position without considering track conditions or driving conditions. The conventional ride comfort meter is designed to measure the third specific time riding comfort. In order to measure the riding comfort and acceleration / deceleration riding comfort of the curved portion, there is a problem that it is inefficient because a separate measuring device must be installed.

  The present invention proposes a system capable of comprehensively measuring and evaluating the riding comfort of railroad cars to solve the problems described above.

In order to solve the above problems, the comprehensive measurement system for the ride comfort of a railway vehicle according to the present invention includes a certain time ride comfort (A) without considering track conditions or driving conditions, a ride comfort (B) considering a curved portion of a track, and a railway. By simultaneously calculating and evaluating the acceleration / deceleration riding comfort (C) in consideration of deceleration or acceleration during towing or braking of the vehicle, a railway vehicle that can comprehensively measure the riding comfort of a railway vehicle in consideration of track conditions or driving conditions in actual driving. Its purpose is to provide a comprehensive measurement system for ride comfort.

In order to achieve the above object, the comprehensive measurement system of the ride comfort of a railway vehicle according to the present invention, a certain time ride comfort (A) without considering the track conditions or operating conditions, curved portion ride comfort (B) in consideration of the curved portion of the track, In the system for comprehensively measuring the acceleration and deceleration riding comfort (C) in consideration of the deceleration or acceleration during the towing or braking of the railway vehicle, the sensor unit 100 for measuring the acceleration and the traveling speed during the running of the railway vehicle; A signal adjusting unit 200 for adjusting the acceleration signal and the speed signal detected by the step 100; An A / D converter 300 for converting an analog signal received from the signal adjusting unit 200 into a digital signal; The digital signal is input from the A / D converter 300 to calculate the riding comfort (A) at a specific time, the riding comfort (B) at the curve, and the riding comfort (C) during acceleration and deceleration to comprehensively ride the railway vehicle. It is characterized by consisting of a data processing unit 400 to evaluate.

In addition, the data processing unit 400 includes a power supply unit 410 for supplying DC power; A power switch unit 420 for turning on / off the power supply of the power supply unit 410; A memory unit 430 for storing an operating system for initializing a system and an application program for calculating the digital signal; The operating system and the application program of the memory unit 430 are input to receive the digital signal, and the ride time (A) at a specific time, the ride comfort (B) at the curve portion, the ride comfort (C) at acceleration and deceleration, travel speed, A controller 440 for comprehensively evaluating the riding comfort of the railway vehicle by calculating data such as a moving distance and a position; The display unit 450 which displays data such as a specific time riding comfort (A) calculated by the controller 440, a riding comfort (B) in a curved portion, a riding comfort (C) during acceleration and deceleration, a traveling speed, a moving distance, and a position. )Wow; Characterized in that it comprises an input unit 460 for inputting a command to the control unit 440.

In addition, the ride comfort comprehensive measurement system according to the present invention is a specific time ride comfort (A) calculated by the control unit 440, ride comfort (B) at the curve portion, ride comfort (C) during acceleration and deceleration, travel speed In addition, the interface unit 460 for transmitting data such as a moving distance and a position is characterized in that it further comprises.

Further, the specific time riding comfort (A), the riding comfort (B) at the curved portion, the riding comfort (C) at the time of acceleration and deceleration, the traveling speed, the moving distance and the position, etc. data are calculated by the controller 440 and the memory unit ( 430 is stored.

In addition, the sensor unit 100 is characterized in that composed of an acceleration sensor 110 and the speed sensor 120.

In addition, the acceleration sensor 110 is mounted on the rail vehicle body floor or chair and is characterized by consisting of left and right acceleration detection unit 111, up and down acceleration detection unit 112 and front and rear acceleration detection unit 113.

In addition, the left and right acceleration detection unit 111 is characterized in that the strain gauge type or capacitance type accelerometer that can measure the low frequency including the DC component.

In addition, the vertical acceleration detection unit 112 and the front and rear acceleration detection unit 113 is characterized in that the piezoelectric type ICP accelerometer excellent in dynamic range.

In addition, the speed sensor 120 is installed in the disk-shaped pulse generating gear 121 of the disk-shaped with a plurality of teeth of a predetermined interval so as to rotate together with the wheelset of the railroad car and the teeth when the wheel is rotated It is characterized by consisting of a proximity switch 122 for generating a pulse signal due to the movement of.

In addition, the signal adjusting unit 200 is characterized by consisting of a signal amplifier 210, F / V converter 220 and the signal distortion prevention unit 230.

In addition, the signal amplifier 210 amplifies the acceleration data of the weak analog signal measured by the left and right acceleration detection unit 111, the vertical acceleration detection unit 112 and the front and rear acceleration detection unit 113 to a predetermined ratio. The signal is amplified into an actual usable signal, and the F / V converter 220 receives the pulse signal from the speed sensor 120 and converts the pulse signal into an analog voltage signal. The low frequency filter is converted in conjunction with the sampling rate.

In addition, the A / D conversion unit 300 is characterized in that it is configured with at least 12 bits or more to obtain a resolution corresponding to 2 ¹² .

Hereinafter, with reference to the accompanying drawings will be described in detail the riding comfort measurement system according to the present invention.

1 is an overall configuration diagram of a comprehensive measurement system of a ride comfort of a railway vehicle according to the present invention, Figure 2 is a view showing a speed sensor unit used in the comprehensive measurement system of a ride comfort of a railway vehicle according to the present invention, Figure 3 is a present invention Fig. 4 is a flow chart of a comprehensive measurement system for the ride comfort of a railway vehicle according to the present invention, and FIG. 4 is a gradient and curve characteristics of two railway stations in which a railway vehicle operates, and a traveling speed diagram of the railway vehicle. It is a figure which shows the mutual relationship of a load, FIG. 6 is a flowchart which measures a general ride comfort A, FIG. 7 is a flowchart which measures a curved ride comfort B, and FIG. 8 measures an acceleration / deceleration ride comfort C 9 is a diagram showing a frequency correction curve used for the evaluation of the general riding comfort A, and FIG. 10 is a diagram showing a frequency correction curve used for the evaluation of the acceleration / deceleration riding comfort B. 11 View showing the left-right direction of the acceleration in the curve section, and Figure 12 is a diagram showing a front-rear direction acceleration and jerk during deceleration.

First, a detailed description of the riding comfort measurement system for a railway vehicle according to the present invention will be described.

As shown in FIG. 1, the comprehensive measurement system for the ride comfort of a railway vehicle according to the present invention is a sensor for the overall evaluation of the specific time ride comfort (A), curved ride comfort (B), acceleration and deceleration ride comfort (C) as a whole, The unit 100, the signal adjusting unit 200, the A / D changing unit 300, and the data processing unit 400 are included.

First, the sensor unit 100 will be described.

The sensor unit 100 includes an acceleration sensor 110 mounted on a railroad vehicle body floor or a chair and a speed sensor 120 mounted on a wheelset 500 of the railroad vehicle, wherein the acceleration sensor 110 is a railroad vehicle. Left and right acceleration detection unit 111 for detecting the left and right acceleration of the road, Up and down acceleration detection unit 112 for detecting the vertical acceleration of the railway vehicle and the front and rear acceleration detection unit for detecting the acceleration of the front and rear direction of the railway vehicle ( 113).

On the other hand, since the left and right acceleration signals detected at the curved portion of the line has a very low low frequency characteristics, the left and right acceleration detection unit 111 is a strain gauge type or capacitance type accelerometer capable of measuring low frequencies including a DC component. Preferably, the vertical acceleration detecting unit 112 and the front and rear acceleration detecting unit 113 adopt a piezoelectric ICC (Intergrated Circuit Piezotronics) accelerometer with excellent dynamic range.

Here, the left and right acceleration signals detected by the left and right acceleration detection unit 111 is used to measure the riding speed (B) of the curved portion, the front and rear acceleration detected by the front and rear acceleration detection unit 113 is used to measure the acceleration and deceleration riding comfort (C), The specific time ride comfort (A) is to be measured by using the acceleration in the front, rear, left and right, and three directions.

On the other hand, the speed sensor 120 is mounted to the end of the wheelset 500 of the railway vehicle, the speed sensor 120 is composed of a pulse generating gear 121 and the proximity switch 122.

In more detail, the pulse generating gear 121 has as many teeth as possible in order to increase the accuracy of the traveling speed since the accuracy of the traveling speed is determined according to the number of teeth formed while maintaining a constant distance to the outside. It is necessary to be formed.

In addition, the proximity switch 122 is disposed adjacent to the teeth of the pulse generating gear 121 to move the teeth of the pulse generating gear 121 to rotate together with the wheel shaft 500. 122 irradiates light and thereby generates a pulse signal by the reflected light.

At this time, the pulse signal generated by the proximity switch 122 is used to finally calculate the rotational speed of the wheelset 500 in the data processing unit 400 through a number of conversion processes to be described later.

Next, the signal adjusting unit 200 will be described.

The signal adjusting unit 200 is composed of a signal amplifier (210a, 210b), F / V converter 220 and the signal distortion prevention unit 230, the signal amplifier 210 is the left and right acceleration detection unit ( 111, amplifying the weak analog type acceleration signal measured by the up and down acceleration detection unit 112 and the front and rear acceleration detection unit 113 at a predetermined ratio and amplifying the signal into an actual usable signal, and converting the F / V. The unit 220 receives a pulse signal from the speed sensor 120 and converts the pulse signal into an analog voltage signal.

Meanwhile, an A / D converter 300 for converting an analog signal into a digital signal is configured between the signal controller 200 and the data processor 400. The signal due to an incorrect selection of a sampling time in the signal conversion process is configured. An error called aliasing may occur, which is a phenomenon in which the original analog signal is transformed and converted into a digital signal by an incorrect A / D conversion.

Therefore, in the general measurement system, the measurement signal sampling is performed twice in order to prevent the signal distortion as described above. In the comprehensive measurement system for the ride comfort of the railway vehicle according to the present invention, the measurement signal is sampled five times to select the sample frequency. The signal distortion prevention unit 230 includes a low frequency band filter for preventing signal distortion that may occur during sampling in conjunction with a sampling rate of the signal, and the A / D converter 300 corresponds to 2 ¹² . It is desirable to configure at least 12 bits so that resolution can be obtained.

Finally, the data processor 400 will be described in detail.

The data processor 400 includes a power supply unit 410, a power switch unit 420, a memory unit 430, a control unit 440, a display unit 450, and a key input unit 460. Further includes an interface unit 470 for transmitting data such as a certain time ride comfort (A), a curved ride comfort (B), an acceleration / deceleration ride comfort (C), a traveling speed, a moving distance and a position, etc. It can also be configured.

Here, the power supply unit 410 supplies a DC power, the power switch unit 420 serves to turn on / off the power supplied from the power supply unit 410, the memory unit 430 system An operating system for initialization of an application and an application program for calculating the digital signal are stored.

The application program stored in the memory unit 430 is a program for evaluating a specific time riding comfort (A) and acceleration / deceleration riding comfort (C) through frequency correction, and an acceleration / deceleration riding comfort (C) using the deceleration and jerk by the corrected frequency. Program to evaluate the riding comfort (B) at normal acceleration (left and right acceleration at the curve) by using the low frequency filtered signal, and to determine the position of the railway vehicle at the measured driving speed. Programs and the like.

In addition, the memory unit 430 calculates and stores data such as the riding comfort (A), the riding comfort (B), the acceleration / deceleration riding comfort (C), the traveling speed, the moving distance and the position, etc. in the controller 440. do.

In addition, the controller 440 is supplied with the power of the power supply unit 410 by the operation of the power switch unit 420 and drives the operating system and the application program of the memory unit 430 to receive the digital signal. It receives the input and calculates the ride time (A), ride comfort (B), acceleration and deceleration ride (C), driving speed, travel distance and position such as a specific time to comprehensively evaluate the ride comfort of the railway vehicle.

Here, when the position of the railway vehicle in the present invention is described, the position of the railway vehicle can be confirmed from the pulse signal detected by the speed sensor 120, and the number of pulses generated when the wheel of the railway vehicle is rotated one turn. Based on the wheel's circumferential length data, the number of pulse trains is multiplied by the wheel's circumferential length to calculate the starting point of the railroad car as "0" and continuously calculate how many Km the railroad car is currently traveling. As the position information can be confirmed through the data, this operation is executed by driving an application program stored in the memory unit 430.

On the other hand, when the vibration having the same magnitude intensity acts on the human, the human's response varies depending on the vibration frequency, so the evaluation of the riding comfort for the specific riding comfort (A) and acceleration / deceleration riding comfort (C) is actually measured acceleration signal. (Each digital digitized three-way acceleration, digitized front and rear acceleration) is to be converted into a human sense, Figure 9 is a frequency correction curve used for the evaluation of a certain time ride comfort (A), Figure 10 The frequency correction curve used for the evaluation of the acceleration / deceleration riding comfort (C) is shown.

In addition, in evaluating the curved riding comfort (B), the normalized acceleration (left and right acceleration in the curved portion) is calculated by filtering the digitized left and right acceleration low frequency, which is the specific time riding comfort (A) and acceleration / deceleration riding comfort (C). Like the frequency correction performed in the evaluation of), it is a process of converting it into human sense.

In addition, the display unit 450 is configured of an LCD or the like, and the specific time ride comfort (A), curved ride comfort (B), acceleration / deceleration ride comfort (C) calculated by the controller 440, travel speed, travel distance, and the like. Data such as a location is displayed, and the input unit 460 performs a function of inputting a command to the controller 440.

Each ride comfort calculated and evaluated as described above is finally output as a ride comfort evaluation index. The ride comfort evaluation index uses a different index according to various ride comfort evaluation methods, and is generally represented by a number corresponding to discomfort and comfort.

The operation and measurement of the ride comfort (B) and the acceleration / deceleration ride (C) of the curved portion of the railroad vehicle according to the present invention will be described in detail.

FIG. 4 is a diagram illustrating a gradient, a curve characteristic, and a traveling speed of a railway vehicle when driving the track in two stations (A station and B station). It has an estuary and it can be seen that there are curved parts and history everywhere.

On the other hand, in the curved part, a cant (height difference between left and right rails) is installed to smoothly travel the railroad car, and the centrifugal force generated when the curved part travels is canceled. As the vehicle does not travel at a constant speed on all tracks and braking is performed in the opposite direction to towing to recover the driving speed from a low speed to a high speed, acceleration and deceleration of the railroad car are involved.

In particular, in mountainous tracks or urban railway tracks with short distances between stations, the aforementioned acceleration and deceleration of the railway vehicle is periodically repeated, and the acceleration and deceleration of the railway vehicle is the acceleration / deceleration of the passenger in front and rear directions ( C is a cause of deterioration, and FIG. 12 is a diagram showing forward and backward acceleration and jerk during deceleration, and the riding comfort at deceleration of the acceleration / deceleration riding comfort C is a deceleration and a deceleration which are the rate of change of acceleration as shown. The jerk which is the rate of change of is measured and evaluated.

On the other hand, Figure 5 shows the relationship between the driving speed and the load generated due to the route state (cant and radius of curvature) in the curved portion, as shown in the curved portion, cant is set to reduce the effect of the centrifugal force It can be seen that the lateral load at the curved portion can be obtained by using Equation (1) below.

......(1)

......(One)

Where F _C is the centrifugal force (kN), F _T is the lateral load (kN) generated by the track condition, wind and train speed, W is the train weight (ton), V is the train speed (km / h), V ₀ Is the balance speed of the train (km / h), R is the radius of curvature (m), C is the cant (mm), G is the rail spacing (mm), g is the acceleration of gravity (= 9.81 m / s ² ), and a is the acceleration It is defined as (m / s ² ).

Originally, there is no centrifugal force at a specific speed (V = V ₀ ), which is a balance cant.However, when a railroad vehicle runs at a slower speed than a set cant, acceleration is performed inside the vehicle due to lack of cant, and faster than a set cant. When the railroad car runs at speed, the acceleration is applied to the outside of the vehicle in excess of the cant, thereby affecting the riding comfort of the curved portion (B).

Similar to the acceleration / deceleration riding comfort (C), the evaluation of the curved riding comfort (B) is a problem in mountainous terrain or urban railway with a lot of curved parts, as described above, using the acceleration in the left and right directions, wherein the curved part Since the acceleration in the lateral direction (normal acceleration) at is very low frequency characteristics, care must be taken in selecting the accelerometer as described above.

Unlike the conventional ride comfort measurement system, the railroad vehicle comprehensive measurement system according to the present invention not only evaluates a certain time ride comfort (A), curved ride comfort (B), and acceleration / deceleration ride comfort (C) at the same time, but also travels. The main technical idea is that it is possible to evaluate the riding comfort of statistical railway vehicles by processing data in real time according to speed, distance traveled or location.

Although the above-described embodiments have been described with respect to the most preferred examples of the present invention, it is not limited to the above embodiments, and various modifications are possible within the scope without departing from the technical spirit of the present invention. It is clear to those who have knowledge of

As described above, according to the comprehensive measurement system of the ride comfort of the railway vehicle according to the present invention, the ride comfort (A) at a specific time considering the track condition or the driving condition, the ride comfort of the curved portion (B) considering the curved portion of the track, By simultaneously calculating and evaluating the acceleration / deceleration riding comfort (C) in consideration of the deceleration or acceleration of the speed during towing or braking, it is possible to comprehensively measure the riding comfort of the railway vehicle in consideration of track conditions or driving conditions in actual driving.

In addition, there is an effect that can analyze the line characteristics of a specific section using the ride comfort data measured by the ride comfort comprehensive measurement system according to the present invention.

Claims (12)

Comprehensive measurement of a certain time ride comfort (A) without considering track conditions or operating conditions, curved ride comfort (B) considering a curved section of a track, and acceleration / deceleration ride comfort (C) considering a deceleration or acceleration during towing or braking of a railway vehicle In a system that A sensor unit 100 for measuring an acceleration and a traveling speed of the railway vehicle during driving; A signal adjusting unit 200 for adjusting the acceleration signal and the speed signal detected by the sensor unit 100; An A / D converter 300 for converting an analog signal received from the signal adjusting unit 200 into a digital signal; Data processing unit for comprehensively evaluating the riding comfort of the railway vehicle by receiving the digital signal from the A / D conversion unit 300 and calculating a specific time riding comfort (A), curved riding comfort (B), and acceleration / deceleration riding comfort (C). Consisting of 400, The data processing unit 400, A power supply unit 410 for supplying DC power; A power switch unit 420 for turning on / off the power supply of the power supply unit 410; A memory unit 430 for storing an operating system for initializing a system and an application program for calculating the digital signal; The operating system and the application program of the memory unit 430 are input to receive the digital signal, and a specific time ride comfort (A), curved ride comfort (B), acceleration / deceleration ride comfort (C), traveling speed, movement distance and position A controller 440 for calculating and evaluating back data; A display unit 450 which displays data such as a specific time ride comfort (A), a curved ride comfort (B), acceleration / deceleration ride comfort (C), driving speed, moving distance and position calculated by the controller 440; Comprehensive measurement system for a ride comfort of a railway vehicle, characterized in that composed of an input unit (460) for inputting a command to the control unit (440). delete The method of claim 1, The interface unit 470 for transmitting data such as a specific time ride comfort (A), a curve ride comfort (B), acceleration and deceleration ride comfort (C), driving speed, moving distance and position calculated by the controller 440 to the outside Comprehensive measurement system for the ride comfort of the railway vehicle further comprises. The method of claim 1, The specific time riding comfort (A), curved portion riding comfort (B), acceleration and deceleration riding comfort (C), traveling speed, moving distance and position data, etc. are calculated in the controller 440 is stored in the memory unit 430 A comprehensive measurement system for the ride comfort of a railway vehicle. The method of claim 1, The sensor unit 100 is a ride comfort measurement system of the railway vehicle, characterized in that consisting of an acceleration sensor 110 and the speed sensor 120. The method of claim 5, The acceleration sensor 110 is mounted on the vehicle floor or the chair of the railway vehicle, and the ride comfort of the railway vehicle, characterized in that composed of left and right acceleration detection unit 111, up and down acceleration detection unit 112 and front and rear acceleration detection unit 113 Measuring system. The method of claim 6, The left and right acceleration detecting unit 111 is a strain gauge or capacitance type accelerometer capable of measuring a low frequency including a DC component, the ride comfort measurement system of a railway vehicle. The method of claim 6, The up and down acceleration detection unit 112 and the front and rear acceleration detection unit 113 is a piezoelectric type ICP accelerometer with excellent dynamic range, characterized in that the ride comfort of the railway vehicle. The method of claim 5, The speed sensor 120 is installed adjacent to the teeth and the pulse generating gear 121 of the disk-shaped disk having a plurality of teeth of a predetermined interval to rotate together with the wheelset 500 of the railroad car of the wheelset 500 Comprehensive measurement system for a ride comfort of a railway vehicle, characterized in that consisting of a proximity switch (122) for generating a pulse signal due to the movement of the tooth when rotating. The method of claim 1, The signal adjusting unit 200 is a signal amplification unit 210, F / V converter 220 and the signal distortion prevention unit 230, characterized in that the ride comfort of the railway vehicle comprehensive measurement system. The method of claim 10, The signal amplifier 210 amplifies the acceleration data of the weak analog signal measured by the left and right acceleration detection unit 111, the vertical acceleration detection unit 112, and the front and rear acceleration detection unit 113 at a predetermined ratio, and is actually used. Amplify to a possible signal, the F / V converter 220 receives the pulse signal from the speed sensor 120 and converts it into an analog voltage signal, the signal distortion prevention unit 230 is the sampling rate of the signal Comprehensive measurement system for a ride comfort of a railway vehicle, characterized in that the low-frequency band filter to prevent signal distortion that may occur during sampling in conjunction with. The method of claim 1, The A / D conversion unit 300 is a ride comfort measurement system of the railway vehicle, characterized in that composed of at least 12 bits or more to obtain a resolution corresponding to 2 ¹² .

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