WO2006092906A1

WO2006092906A1 - System for analyzing shaking of traveling vehicle and method for analyzing shaking of traveling vehicle

Info

Publication number: WO2006092906A1
Application number: PCT/JP2005/024239
Authority: WO
Inventors: Takayuki Hashiba; Hitoshi Usui; Yoshinori Takahashi; Seizo Yamada; Takuya Watanabe; Hidehiko Miyazaki; Hideki Kunishima
Original assignee: Hokkaido Railway Company; Nishiyama Corporation; Technoport Corporation
Priority date: 2005-03-01
Filing date: 2005-12-27
Publication date: 2006-09-08
Also published as: JPWO2006092906A1; JP3993222B2

Abstract

A three-axis acceleration sensor for detecting vibratory acceleration in the forward-backward direction, left-right direction, and up-down direction of a vehicle traveling on a track, a GPS antenna, and a GPS receiver are placed on the vehicle. Positional information of the vehicle is corrected based on positional information acquired by a signal that the GPS receiver receives by the GPS antenna and on acceleration in the forward-backward direction of the vehicle.

Description

Description Vehicle running motion analysis system and vehicle running motion analysis method Technical Field

The present invention relates to a vehicle running motion analysis system and a vehicle running motion analysis method, and is particularly suitable for recording and analyzing the state of a track by dynamic motion measurement in a running test of a railway vehicle. Background art

Recording and analyzing the state of the track by dynamic vibration measurement in a running test of a railway vehicle accurately grasps the state of the track, and when the state is bad, takes appropriate measures to maintain the track in a good state Therefore, it is important for improving passenger comfort and realizing safe driving of vehicles. In this dynamic motion measurement, it is necessary to accurately measure the position of the vehicle on the track (distance from a predetermined reference point). In other words, it is necessary to accurately measure where the vehicle's sway measurement is on the track.

For Shinkansen and conventional limited express trains, it is possible to accurately measure the position or distance on the track by calculating the travel distance from the rotation pulse obtained from the axle and wheels of the vehicle and the wheel diameter. Most trains and trains, such as conventional trains, do not have facilities for that purpose, and this method cannot be used.

Therefore, in many trains such as conventional trains or trains, the starting point of the route (0) is provided along the track while recording the vibration acceleration waveform of the running vehicle on the recording paper of the recorder. Kilobos, which indicates the distance from the kilometer). A method is used in which a signal is input and the point information is written on the recording paper. Japanese Laid-Open Patent Publication No. 2 0 1 — 2 8 7 6 4 7 (Reference 1) discloses a train motion recording device that detects and records vibration acceleration generated during the running of a railway vehicle. In this device, the output of the vertical and horizontal acceleration converters is A / D converted by the A / D converter, and the vertical and horizontal vibration acceleration values of the vehicle are output from the output by the CPU, etc. It is calculated in real time in synchronization with the output pulse or at regular intervals. Also, the kilometer and train speed are calculated based on the kilometer at the start of measurement and the output pulse of the speed generator. Based on the calculated vertical and horizontal vibration acceleration values, the vertical and horizontal vibration acceleration waveforms are printed on the printer in real time along with the calculated kilometer and train speed.

Japanese Laid-Open Patent Publication No. 2 0 4 — 1 6 8 2 16 (Reference 2) discloses a train travel information detection apparatus and method based on GPS (Global Positioning System) positioning. According to this, a plurality of GP S antennas distributed in a train consisting of a plurality of railway vehicles, a GPS receiver connected to the GP S antenna, and a train position detection device connected to the GPS receiver. The train position detection device connects the train position detection system, including the storage device that stores the 3D track map and GPS antenna installation position information, and the above-mentioned GPS receiver and train position detection device. The system is equipped with a LAN, and based on the GPS antenna installation position information, the train position detection device receives a GPS signal from at least two satellites for each GPS receiver on the train and calculates the position of the train. Know the location and orientation of the entire track. However, this document 2 does not disclose or suggest any vehicle running / sway measurement.

While recording the vibration acceleration waveform while driving on the recording paper of the recorder, The method of writing the point information on the recording paper every time it passes the opening point is that it cannot be avoided that an error in the position or distance of 5 to 10 m occurs, or the point by the measurer. As the timing of writing information varies, it is difficult to accurately measure the position or distance of the vehicle. In addition, when the track is shortened or lengthened due to renovation work, etc., the B section without kilometers or the W section with overlapping kilometers will occur. It is difficult to accurately measure the distance. In addition to this, especially when traveling over long distances, the measurer must continue to write point information for a long time, which causes an excessive burden on the measurer. In addition, this measurement requires two persons: a measurer who reports about a kilometer pass and a measurer who writes point information on the recording paper, which is troublesome and expensive.

In addition, the train motion recording device disclosed in the above-mentioned document 1 requires equipment for obtaining vehicle axle and wheel rotation pulses, and as already mentioned, it does not have equipment for that purpose. It cannot be applied to trains.

Therefore, the problem to be solved by the present invention is that it is possible to accurately obtain the measurement value of the shaking in the running test of the railway vehicle with high position accuracy or distance accuracy, and at a low cost without placing a burden on the measurer. The purpose is to provide a vehicle running motion analysis system and a vehicle running motion analysis method that can be tested. Disclosure of the invention

In order to solve the above problem, the first invention is:

Installed in a vehicle traveling on a track, at least in the left-right direction of the above vehicle And an acceleration sensor for detecting vertical acceleration, and a GPS antenna and a GP S receiver installed in the vehicle. The GPS antenna receives the GPS S signal received by the GPS receiver. The position information of the vehicle is corrected based on the position information

This is a vehicle running fluctuation analysis system characterized by the above.

The second invention is:

A three-axis acceleration sensor that is installed in a vehicle traveling on a track and detects acceleration in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle,

The vehicle having a GPS antenna and a GPS receiver installed in the vehicle, the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the three-axis acceleration sensor. The vehicle position information is corrected based on the longitudinal acceleration of the vehicle.

The third invention is

An acceleration sensor for detecting at least the lateral and vertical accelerations of a vehicle traveling on a track, a GPS antenna and a GPS receiver are installed in the vehicle.

The position information of the vehicle is corrected based on the position information acquired from the signal received by the GP receiver by the GP antenna.

This is a vehicle running fluctuation analysis method characterized by the above.

The fourth invention is:

A three-axis acceleration sensor, a GPS antenna, and a GPS that detect vibration acceleration in the longitudinal, lateral, and vertical directions of a vehicle traveling on a track. Install the receiver in the vehicle,

The position information of the vehicle is corrected based on the position information acquired from the signal received by the GPS receiver by the GPS antenna and the acceleration in the longitudinal direction of the vehicle detected by the three-axis acceleration sensor.

In the second and fourth inventions, typically, the position information acquired by the GPS signal is supplemented with the position information obtained by integrating the longitudinal acceleration of the vehicle twice. In addition, as an acceleration sensor, even if a biaxial acceleration sensor that detects the lateral and vertical acceleration of the vehicle is used, the triaxial acceleration that detects the vibration acceleration in the longitudinal and lateral directions and the up and down direction of the vehicle. A sensor may be used. In the first to fourth inventions, typically, the travel distance of the vehicle is corrected by the station stop signal when the vehicle is stopped at the station and the structure signal when the vehicle passes through the structure. It has the function to do. In this case, the track database and the position correction database created in advance are used when correcting the travel distance of the vehicle. A switch box can be used to generate these station stop signals and structure signals. Also, typically, it has the function of acquiring the latitude and longitude of the selected position on the track with a GPS receiver and correcting the travel distance of the vehicle when the vehicle passes the approximate point.

A vehicle includes everything as long as it travels on a track. Specifically, vehicles such as trains, trains (including subway trains), monorails, new transportation systems, jet coasters, lifts, and cable cars.

According to the present invention, the GPS receiver receives the GPS antenna. The position information of the vehicle is corrected based on the position information acquired by the GPS signal, or the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the vehicle detected by the three-axis acceleration sensor. By correcting the vehicle position information based on the longitudinal acceleration, high or low position accuracy or distance accuracy can be obtained in the running test of railway vehicles regardless of the presence of B section or W section. In addition, there is no need for the measurer to write the point information on the recording paper every time he passes the kilometer, so there is no burden on the measurer and the cost is kept low. Can do. In particular, by correcting the position information of the vehicle based on the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the acceleration in the longitudinal direction of the vehicle detected by the 3-axis acceleration sensor, the tunnel Even if there are sections where GPS signals cannot be received, such as roofed station buildings and underground tracks, it is possible to obtain accurate measurement values with high position accuracy or distance accuracy. Brief Description of Drawings

FIG. 1 is a block diagram showing a vehicle running / sway analysis system according to an embodiment of the present invention, and FIGS. 2 and 3 show an actual configuration example of a vehicle running / sway analyzing system according to an embodiment of the present invention. FIG. 4 is a schematic diagram showing an example of an input screen for setting track information in a vehicle running motion analysis system according to an embodiment of the present invention, and FIG. 5 is an embodiment of the present invention. FIG. 6 is a schematic diagram showing an example of an input screen for setting measurement conditions in the vehicle running motion analysis system according to FIG. 6. FIG. 6 is a diagram showing an input screen for sensor setting in the vehicle running motion analysis system according to the embodiment of the present invention. FIG. 7 is a schematic diagram showing an example. FIG. 7 is an input for setting analysis conditions in the vehicle running motion analysis system according to the embodiment of the present invention. FIG. 8 is a schematic diagram illustrating an example of an input screen for setting display conditions in the vehicle running motion analysis system according to the embodiment of the present invention, and FIG. FIG. 10 to FIG. 14 are flowcharts for explaining a method of using a vehicle running vibration analysis system according to an embodiment of the present invention. FIG. 15 to FIG. 19 are schematic diagrams showing a first example of the vibration measurement result by the vehicle running vibration analysis system according to the embodiment of the present invention. FIG. 20 to FIG. 24 are schematic diagrams showing a second example of the fluctuation measurement result by the vehicle running fluctuation analysis system according to the embodiment of the present invention, and FIG. 25 to FIG. 29. The figure shows a vehicle running motion according to an embodiment of the present invention. FIG. 30 to FIG. 34 are schematic diagrams showing a third example of the vibration measurement result by the analysis system, and FIG. 30 to FIG. 34 are a fourth example of the vibration measurement result by the vehicle running vibration analysis system according to the embodiment of the present invention. FIG. 35 is a schematic diagram showing an example of an alarm value generation table obtained by the vehicle running motion analysis system according to the embodiment of the present invention. FIG. 36 is a schematic diagram showing the present invention. Fig. 37, Fig. 37, Fig. 37, Fig. 37, Fig. 37, Fig. 37, and Fig. 37 are the schematic diagrams showing an example of the judgment value distribution table obtained by the vehicle running motion analysis system according to the embodiment of the present invention. FIG. 6 is a schematic diagram for explaining a method of using the vehicle running motion analysis system according to the embodiment of the present invention. BEST MODE FOR CARRYING OUT THE INVENTION

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing the configuration of a vehicle running motion analysis system according to an embodiment of the present invention.

As shown in Fig. 1, this vehicle running motion analysis system is A 3-axis acceleration sensor 1 1 for measuring the acceleration in the three-axis direction (front-rear direction, left-right direction, and vertical direction) of the traveling vehicle, a GPS antenna 1 2 and GPS for measuring the vehicle position by GPS positioning Receiver 1 3. From the 3-axis acceleration sensor 1 1 1, the vehicle's longitudinal, lateral and vertical accelerations are output as analog electrical signals. The output of the 3-axis acceleration sensor 11 is amplified by the acceleration amplifier 14 and is output as acceleration signals in the vehicle front-rear direction, left-right direction, and vertical direction, respectively. These acceleration signals are A / D-converted and I / 0-converted by A / D and I / O force—15, then sent to the computer 16 for data processing. In addition to the recording analysis software, the hard disk of this computer 16 stores the track database and the position correction data base described later. As will be described later, the display of the computer 16 has a screen for measurement condition setting, sensor setting, track information setting, analysis condition setting, shaking acceleration type, shaking waveform display, time display, distance display, speed graph. , Structure display, marker, graph display selection (1-axis overlay, 2-axis, 3-axis display), measurement conditions, graph display time, database name, GPS data, station stop, etc. can be displayed It is summer. Computers 16 are connected to the LAN as needed. In addition, a printer is connected to the computer 16 as necessary.

On the other hand, the GPS receiver 13 receives the GPS signal transmitted from the artificial satellite by the GPS antenna 1 2. The output of this GPS receiver 1 3 is amplified by a GPS amplifier 1 7. The output of the GPS amplifier 17 is sent to the computer 16 for processing. This GPS amplifier 17 and the above-mentioned acceleration amplifier 14 are built in a signal conversion box 19 together with a battery 18 that supplies power to them. The vehicle running vibration analysis system further includes a switch box 20 that can be manually operated. The output of this switch box 20, that is, the switch signal, is A / D converted and I / O converted by the A / D and I / O cards 15 and then sent to the computer 16 for overnight processing. Is called.

Fig. 2 shows an example of the actual configuration of this vehicle running motion analysis system. As shown in FIG. 2, in this example, a notebook personal computer (for example, a B5 size computer) is used as the computer 16, and this is stored in the storage case 21. Reference numeral 16 a indicates a display. The storage case 21 is not particularly limited. For example, a bag or an aluminum case is used. Notebook type personal computer

— Various types of devices can be used for the evening. For example, with a DO S / V machine, S is Wind 0 ws (registered trademark) XP, hard disk capacity is 40 GB or more, 1.1 A GH z CPU with 1 MB or more of RAM is used. A / D and I / O cards 15 are installed in the card slots of this notebook personal computer. The storage case 2 1 has a 3-axis acceleration sensor 1 1, a GP S antenna 1 2, a GP S receiver 1 3, and a signal conversion box on a pocket (not shown) provided on the inner surface of the case. Box 19 and switch box 20 are also stored. At the time of measurement, for example, the 3-axis acceleration sensor 1 1, the GP S antenna 1 2 and the switch box 2 0 are taken out of the storage case 1, and the GPS receiver 1 3 and the signal conversion box 1 9 are stored in the storage case 2. Keep it in the pocket 1 etc., and install the A / D and I / O cards 15 in the card slot of the notebook personal computer. The switch box 20 has a status switch 20 a, a station stop switch 20 b, a measurement LED 20 c, and a satellite LED 20 d. Symbols 2 2 to 2 4 are each Indicates a cable that connects electronic devices. Figure 3 shows the storage case 2 1 closed.

An example of the 3-axis acceleration sensor 1 1 is as follows. Sensor method 3-axis capacitance type I C acceleration

Measurement range (rated capacity) ± 20 m / s ²

Frequency characteristics D C to 10 Hz (+ 0.5 to 3 dB) Measurement error ± 0.5% or less

Alignment error 1 degree or less

External dimensions 20 mm square, cable directly 20 cm

7 5 g (including cable)

Examples of signal conversion boxes 1 9 and A / D and I / ◦ cards 1 5 are as follows.

Acceleration amplifier

Output voltage Sat 3 V / Sat 10 m / s ²

Response frequency D C ~ 8 Hz (+ 0.5 ~-3 dB) Soft support 0.3 ~ 8 Hz

A / D conversion

Resolution 1 2 b i t

Sampling speed 10 m s

G P S amplifier

Start time 4 0 s e c

Number of acquired satellites up to 15

Calculated IB] 1 s e c

Inner base U S B

Battery One DC 6 V battery (1 spare) Current consumption Approx. 2800 mA (operable for approx. 10 hours) External dimensions Width 1 80 mm, Depth 10 mm,

Height 30 mm

An example of the dimensions of the GP S antenna 12 is: width 4 2 mm, depth 5 l mm, and height 14 mm.

An example of the switch box 20 is as follows.

Status switch Push button (status mark)

Press once to generate 0.5 s ec pulse wave Station stop switch Sea source switch or slide switch ON Red LED lights

Measurement L E D Measurement Green L E D lights up

Satellite L E D GP S Yellow when the number of acquired satellites L E D lights up When measuring preparations Lights up when 4 or more are acquired

Lights up with 3 or more during measurement

External dimensions Width 5 5 mm. Depth 9 5 mm. Height 1 8 mm This vehicle running motion analysis system measures the acceleration signals in the three-axis directions when the vehicle is running, that is, the longitudinal, lateral and vertical directions. Record, analyze, and display. To measure the speed and distance of the vehicle while driving, store and analyze the signals of GPS receivers 13.

During measurement, perform the switch operation (ON / OFF) of station stop switch 20 b in switch box 20 b when the station is stopped to correct the measurement position. Mark the position (distance) using the switch 20a in the switch box 20.

During measurement, the 3-axis acceleration signal, speed, and switch status are displayed in real time. The waveform is displayed with the most recent waveform on the right.

The recorded data is played back and converted into distance and position using GPS data based on the track database. In addition, the position correction database Based on this, various position correction calculations can be performed.

The recorded data can be played back to determine the occurrence of abnormal acceleration. Also, judgment list output can be performed.

During playback, the horizontal axis can be selected from the time axis and distance axis. In the case of distance axis display, the structure of the track database is displayed.

The displayed data can be printed by connecting a printer to the computer 16.

The track database is created as follows.

A route structure that records vibration data is created as a database. Enter the distance, position, and state name of the route as a database.

Set the route name and W / B distance as necessary.

The database consists of structure classifications, names, and distances.

For stations, bridges, etc., enter the start distance and end distance.

The structure consists of stations, tunnels, bridges, railroad crossings, and points. For example, the input is as follows.

Test name Test route name

Start distance Measurement monitor start distance

Integration direction Integration direction of monitor distance during measurement (+ or 1) Route name Route

Start, end point Start distance value, end distance value

W B value

W Connection value start value, end value

B Connection value start value, end value

station

Station name, home start distance, home end distance Station name, home start distance, home end distance Station name, home start distance, home end distance Structure, roadbed

名称 Tunnel name, start distance, end distance Tunnel name, start distance, end distance Tunnel name unknown, start distance, end distance Bridge name, start distance, end distance Bridge name, start distance, end distance Other name, start Distance, End distance Other name, start distance, end distance Railroad crossing, point

Railroad crossing Name, distance

Level crossing name, distance

Level crossing

Boyne name, distance

Boynt name, distance

Other name, distance

Other Name, distance Route name Route

Start, end point Start distance value, end distance value

W B value

W Connection value start value, end value

station

Station name, home start distance, home end distance structure, roadbed Tunnel name, start distance, end distance

Bridge name, start distance, end distance Other name, start distance, end distance

Railroad crossing

Railroad crossing Name, distance

Boynt name, distance

Other name, distance

End of route

Figure 4 shows an example of the input screen for setting track information.

The position correction database for correcting the travel position (distance) is created as follows.

The following three types of position correction can be entered.

(1) Station stop position data

(2) Marking position data (tunnel exit, 5km point, etc.)

(3) Latitude and longitude position data

In the case of (1), the position at the time when the station stop switch 2 0 b of switch box 20 is pressed is corrected as the station stop position.

In the case of (2), the position at the time when switch 20a in switch box 20 is pressed is corrected as the mark position.

In the case of (3), the position where the GPS data closest to the latitude and longitude is first detected is determined and corrected as the latitude and longitude position.

For example, the input is as follows.

Test correction name Position correction name Route name Route

Start, end point Start distance value, end distance value Station stop

Station name, stop position

Marking

Mark name, mark position

longitude latitude

Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position Latitude / Longitude Name, Latitude, Longitude, Latitude / Longitude Position Route Name Route

Start, end point Start distance value, end distance value

Station stop

Station name, stop position

Marking

Mark name, mark position

longitude latitude

Name, Latitude, Longitude Latitude / Longitude Position Name, Latitude, Longitude Degree / Longitude l lfc End of route

Next, a method for measuring latitude and longitude using the GPS receiver 13 will be described.

First, operate the GPS receiver 13 to display the latitude and longitude of the current position. Also, get latitude / longitude data for position correction database < The display is “XXX degrees, XX minutes, XXX”, and.

Next, the setting of measurement and recording conditions is explained.

Various conditions for measuring and recording the signal are set as follows, for example.

Set the registration items for recording (file) as follows. Exam name (file name)

Exam date, time

Examiner name

Test vehicle Vehicle name, organization, car number

Test route Route name, first station, last station

Test comment 気象 Weather conditions, etc.

Sensor installation Installation position, etc.

Fig. 5 shows an example of an input screen for setting measurement conditions.

For the database, select the database to use and set the file name. Specifically, select the track database to be used and set the file name, or select the position correction database to be used and set the file name.

For example, the measurement and monitoring conditions are set as follows.

Set the 3-axis acceleration sensor 1 1 conditions, monitor screen conditions, abnormal value judgment conditions, GPS measurement conditions, etc. during measurement.

Use 3-axis accelerometer 1 Set the conditions of 1 as follows. Sensor sensitivity Setting of sensor sensitivity value to be used.

Set the sensitivity value per IV from the sensor specifications.

(For example, the sensitivity value of the attached sensor is set as the default) -Output zero point Zero point measurement setting at the initial zero position.

Automatic measurement or numerical setting.

(Offset can be automatically taken at the start of measurement)

· Alarm value judgment level Setting for each level at which acceleration (front / rear, left / right, up / down) generates an alarm.

(For example, “2.4 m / s ² ” is set as default)

As for the alarm, the monitor value turns red and buzzer sounds during measurement.

Fig. 6 shows an example of the input screen for sensor setting. Longitudinal acceleration, the sensitivity of the lateral acceleration and vertical acceleration and output zero values, before and after the alarm level, the left and right warning level, upper and lower alarm levels are all you units of m / s ^2.

Various conditions of the speed signal are set as follows, for example.

-Speed, position acquisition Select GPS for the speed and position information acquisition method.

Capture speed and distance from G P S signal. (If GPS data cannot be obtained, the distance is converted as if the vehicle was traveling at the speed of the final data.)

• G P S port Set the port number of U S B to which the G P S signal is connected.

(Default is set to “4”, for example.) * G PS Use area Setting of the area where measurement is performed.

(Default is set to “Hokkaido” for example) Conditions for monitor display during measurement are set as follows, for example.

- Select the longitudinal axis display acceleration axis acceleration soil 1, ± 2, from ± 5 m / s ^2.

(Default is set to “Sat 2”, for example.) Speed axis Select the vertical axis display of speed from 0 to 1 0 0, 0 to 1 60 km / h.

(Default is set to “0-1 6 0” for example)

For example, set as follows for various screen conditions that are displayed during measurement (real-time monitor). The display signal is, for example, an acceleration signal, speed data, switch data, or the like.

• Number of display graphs Select the display number from 1, 2, or 3.

When the number of displays is 1, 3 signals are superimposed and displayed.

(Default is set to "2" for example)

-Display horizontal axis setting The display width of the horizontal axis is selected from 1 0, 2 0, 3 0 sec.

(Default is set to “20” for example) These settings can be changed during measurement and recording.

For example, data is measured or recorded as follows.

When the data recording start operation is performed, measurement starts and the data is recorded on the hard disk. The raw waveform being measured is displayed in real time. The number of display signals and display time width can be changed.

When simultaneous judgment is performed, an alarm is issued when a signal exceeding the judgment value is measured and analyzed. The alarm point occurrence time is also stored.

Measurement continues until the end operation is performed. During measurement, when the station stops (at zero km / h), the station stop switch 2 Ob in switch box 20 is turned on and turned off at departure. Also, at any point in time, for example, press switch 2 0a in switch box 2 0 for marking.

The GPS signal is used for speed and distance analysis. The correct speed and distance are displayed where satellite signals can be received, but the latest received value continues to be displayed where satellite signals cannot be received. The mileage is displayed as the distance when you keep running at the latest speed. During analysis after recording, correction calculations can be performed using the track database and position correction database.

Data reproduction and analysis are performed as follows, for example.

Various conditions for data analysis are set as follows.

• Select GPS as the speed and position calculation speed and distance calculation method. Position correction Select which correction to enable when calculating the position (distance).

Select whether or not to correct by station stop signal.

Select whether to correct with the marking signal or not.

Select whether to correct by latitude / longitude data or not.

Analysis method Acceleration signal analysis method

Select from P—P value, falling P—P value, and cross-cross P—P value (meaning both directions).

(The default is, for example, “Zero Cross P— (Set to P value)

• Alarm level Set the alarm judgment level for acceleration signals.

(If the acceleration exceeds the set judgment level, it is judged as an alarm value.) The time, position, source axis, and numerical value at the time of alarm occurrence are displayed and stored.

(For example, “2.4 m / s ² ” is set as default)

Figure 7 shows an example of the input screen for setting analysis conditions. Longitudinal alarm level, the left and right warning level, the upper and lower alarm levels, any rank 1-3 judgment level is in units of m / s ^2.

Set various conditions for playing back, analyzing, and displaying the acquired waveform data as follows. Display signals are acceleration signals, speed data, switch data, structures, etc.

• DC component processing Selects whether to display the acceleration display data with components from DC to 0.3 Hz removed or as raw data.

(For example, set to `` Raw Data '' as default)

• Number of display graphs Select the display number from 1, 2, or 3.

When the number of displays is 1, it is possible to display up to 3 signals.

• Acceleration axis Set the display width of acceleration with the minimum value, maximum value, and scale value.

• Speed axis Set the display width of the speed with the minimum value, maximum value, and scale value. Display selection Overlay display signal selection, vertical position display selection Display line color Set the display line color of the graph.

Display horizontal axis selection Select the horizontal display axis from the time axis and distance axis. Time axis Sets the time display width with the minimum value, maximum value, scale value, and auxiliary scale value.

Distance axis Set the distance display width using the minimum, maximum, scale, and auxiliary scale values.

Select the route name as well.

In the W section, the position with the earlier measurement time is selected.

Structure display For distance axis display, select whether to display structures other than stations in the status graph. Fig. 8 shows an example of the input screen for setting display conditions.

The acquired waveform data is displayed in a graph as trend data. The horizontal axis to be displayed is selected from the time axis and distance axis. For example, when displaying the distance axis, the distance axis is displayed according to the kilometer post on the route. In addition, the graph is displayed taking into account the connection of routes and the deviation of B and W.

Change the analysis conditions and display conditions, and display the graph.

It is also possible to change the track database for analysis.

In the distance axis display, the route name at the left end of the graph is displayed as the display route name on the display screen.

Note that when data is played back and displayed, if the correction in the database is turned off and the horizontal axis is the time axis, the result is the same as the raw waveform display during measurement. Also, if the playback data display is incomprehensible, playback under this condition can determine whether the station stop signal or marking signal does not turn on normally, or the position correction database is incorrect. The

Alarm data is displayed at the lower right of the playback screen of the acquired waveform data. Double-clicking on one alarm in the display frame enlarges the waveforms before and after the alarm. Enlarged display displays 10 seconds before and after for the time axis, and 40 Om before and after for the distance axis. A mark appears at the location where the alarm value is generated, and the value is displayed. The display position can be set with the position selection bar. Click the left and right arrows to shift the display to the previous and next waveforms.

Recorded data can be replayed and displayed, and station stop switches and status mark switches (kilopost switches) can be deleted and added. You can edit the part that was played back and the switch signal is insufficient or wrong.

The alarm point data analyzed and judged from the recorded data is displayed together with the route and point values at the time of occurrence. The analyzed list can be printed by connecting a printer to the computer. The amplitude value is determined for a component of 0.3 to 8 Hz. The acquired data is stored on the hard disk of the computer 16. The stored data can be played back as needed. Waveform data files are in binary format. The recorded binary file can be converted to a CSV file with the same name.

Next, how to use this vehicle running motion analysis system will be described in detail. Fig. 9 shows a flowchart of this method of use.

First, turn on the computer 16 and start the recording analysis software 卜. After startup, select the track database and position correction database to be used, set measurement conditions, set sensor conditions, set analysis conditions, set display conditions, and so on. Next, the GPS receiver 1 3 and the signal conversion box 19 are turned on, and the GPS antenna 1 is placed in a stationary state to receive a GPS signal transmitted from the artificial satellite. At this time, the station stop switch 2 Ob is turned off. Next, at the departure station of the test line where the vibration measurement is performed, the measurer holds the storage case 21 containing the vehicle running vibration analysis system and gets into the vehicle of the test train. A GPS antenna 1 2 is installed at a predetermined position in the car. Also, fix the 3-axis acceleration sensor 1 1 to the vehicle floor. Adhesive or double-sided tape may be used for this fixing, and the bottom surface of the 3-axis accelerometer 1 1 is a sufficiently heavy base plate such as an iron plate (for example, width 50 mm, depth 50 mm, height It is also possible to divide the shell into 10 mm) with double-sided tape and place it on the floor with the base plate facing down. The three axes of this three-axis acceleration sensor 1 1 are aligned so as to coincide with the longitudinal direction, the lateral direction, and the vertical direction of the vehicle, respectively. At this time, the station stop switch 2 0 b is turned on.

Next, when the test train departs from the departure station, turn off the station stop switch 2 Ob.

Next, every time the train passes through the track structure, the state switch 20 a is turned on. The track structures are transit stations, railroad crossings, points, tunnel entrances and exits, and kiloposts.

Turn on the station stop switch 20 b when you stop at a station on the way, and turn off the station stop switch 2 O b when you leave the station.

Thus, when the train arrives at the terminal station and stops, the station stop switch 2 0 b is turned on.

Fig. 10 to Fig. 14 show an example of the real-time monitor measurement screen. Fig. 10 shows the overall configuration of the screen, Fig. 1 1 shows the details of display A in Fig. 10, Fig. 1 2 shows Details of display section B in Fig. 10; Fig. 13 shows display section in Fig. 10 Details of C, FIG. 14 shows details of display D of FIG. In addition, Fig. 15 to Fig. 19 show the first example of the fluctuation measurement result, Fig. 15 shows the overall configuration of the screen, Fig. 16 shows the details of display part A in Fig. 15, Fig. 1 shows the details of display B in Fig. 15, Fig. 18 shows details of display C in Fig. 15, and Fig. 19 shows details of display D in Fig. 15. However, in this first example, GPS data could not be acquired from the Hakodate Main Line (Sapporo Isagogawa) from Sapporo Station to the vicinity of 3 1 O km, and speed display and mileage calculation were performed using only GPS data ( (There is conversion in the station database). Fig. 20 to Fig. 24 show a second example of fluctuation measurement results, Fig. 20 shows the overall configuration of the screen, Fig. 21 shows the details of display A in Fig. 10, Fig. 2 FIG. 20 shows details of the display part B in FIG. 20, FIG. 23 shows details of the display part C in FIG. 20, and FIG. 14 shows details of the display part D in FIG. However, in this second example, both the GPS data and the conversion value from the longitudinal acceleration signal were used to display the speed and calculate the distance traveled (with conversion in the station database). Fig. 25 to Fig. 29 show a third example of shaking measurement results. Fig. 25 shows the overall configuration of the screen.

Fig. 6 shows details of display A in Fig. 25, Fig. 27 shows details of display B in Fig. 25, Fig. 2 8 shows details of display C in Fig. 25, Fig. 29 The figure shows the details of display D in Fig. 25. However, in this third example, there is a certain route (assumed to be line 0) (A station 1 R station) From B station to P station is the underground part, speed display only by GPS data, mileage Calculations were made (with station conversion overnight conversion). Fig. 30 to Fig. 34 show a fourth example of the palpation measurement result, Fig. 30 shows the overall configuration of the screen, Fig. 31 shows the details of display part A in Fig. 30, 3 Fig. 2 shows details of display B in Fig. 30. Fig. 3 3 shows Fig. 3

FIG. 30 shows details of display section C, and FIG. 34 shows details of display section D of FIG. However, in this fourth example, both the GPS data and the converted value from the longitudinal acceleration signal were used to perform speed display and mileage calculation (station deci There is conversion in the evening). Fig. 35 shows an example of an alarm value generation table, and Fig. 36 shows an example of a judgment value distribution table.

Referring to Fig. 37, Fig. 37, Fig. 37, Fig. 37, Fig. 37, Fig. 37, and Fig. 37, Fig. 37, D Will be described. Here, Fig. 37 A is a GPS speed graph (unit: km / h), solid line graph is speed signal calculated from GPS received signal, dotted line graph is unreceivable area, a and b are station stops This is the input position of the switch signal by switch 2 0 b. Figure 37 B is an acceleration integral velocity graph (unit: km / h) obtained by integrating the longitudinal acceleration signal. The dotted vertical lines c and d indicate the tunnel entrance and exit positions, respectively. Fig. 37 shows the GPS speed obtained by complementing the speed of the unreceivable section in Fig. 37 with the speed data of section d in the acceleration integral speed graph shown in Figure 37. It is a graph (unit: km / h), and it can be seen that the GPS speed graph is obtained even in the unreceivable section by tunnel. Figure 37D shows the line database e including various types of structures such as stations, and the switch signal (trigger signal) f by the state switch 20a corresponding to each structure. As shown in Fig. 37, the GPS speed graph is complemented as shown in Fig. 7C, and the position or distance is corrected using the track database e and the switch signal f. The distance can be calculated accurately.

As described above, according to the vehicle running motion analysis system according to this embodiment, the motion measurement of a vehicle traveling on a track can be accurately performed with high position accuracy or distance accuracy. By grasping the condition of the trajectory from the results of this shaking measurement, if abnormal shaking values are measured, etc., take appropriate measures such as repairs as appropriate, and perform shaking measurement again to confirm the effect of the treatment. As a result, the track can be maintained in a good state, passenger comfort can be improved, or safe driving of the vehicle can be realized. In addition, since it is not necessary to provide equipment for obtaining rotation pulses in the vehicle, it is possible to perform motion analysis of conventional trains that do not have this equipment at low cost. Furthermore, according to this vehicle running motion analysis system, a single measurer can easily perform measurement without burden.

In addition, the vehicle running motion analysis system according to this embodiment can be used for improving the vehicle. In other words, motion measurement data for commercial vehicles is necessary not only for track maintenance and management, but also for vehicle improvements to improve riding comfort. In this analysis, it is necessary to take the trajectory of the ground into consideration, and it is necessary to accurately grasp the position corresponding to the travel route. As a measure for improving the ride center on the vehicle side, the acceleration generated in the vehicle changes depending on the motion characteristics, speed, and acceleration / deceleration of the vehicle and trains. ) And weight reduction of bogies and reduction of panel mass. In terms of vehicle maintenance, wheel treads and wheel diameter management can be considered.

Although one embodiment of the present invention has been specifically described above, the present invention is not limited to the above-described embodiment, and various modifications based on the technical idea of the present invention are possible. For example, the specifications, numerical values, configurations, functions, etc. listed in the above embodiment are merely examples, and different specifications, numerical values, configurations, functions, etc. may be used as necessary. .

Specifically, as necessary, a desktop personal personal computer may be used as the computer 16 instead of the normal personal computer. Furthermore, instead of computer 1 6 For example, a portable information terminal, that is, a PDA (Personal Digital Assistance) or a mobile phone can be used.

Claims

1. Installed in a vehicle traveling on a track, and has an acceleration sensor for detecting at least the lateral and vertical accelerations of the vehicle, and a GPS antenna and a GPS receiver installed in the vehicle. The position information of the vehicle is corrected based on the position information acquired from the GPS signal received by the GPS receiver by the GPS antenna.

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A vehicle running motion analysis system characterized by the above.

of

2. A three-axis acceleration sensor that is installed in a vehicle traveling on a track and detects acceleration in the longitudinal direction, the lateral direction, and the vertical direction of the vehicle;

Surrounding

A GPS antenna and a GPS receiver installed in the vehicle, the position information acquired by the GPS signal received by the GPS receiver by the GPS antenna and the front and rear of the vehicle detected by the 3-axis acceleration sensor The position information of the vehicle is corrected based on the direction acceleration.

A vehicle running motion analysis system characterized by the above.

3. The vehicle according to claim 1, wherein the position information acquired by the GPS signal is supplemented by position information obtained by integrating the acceleration in the front-rear direction of the vehicle twice. Running motion analysis system.

4. It has a function of correcting the travel distance of the vehicle by a station stop signal when the vehicle is stopped at a station and a structure signal when the vehicle passes through a structure. The vehicle running motion analysis system according to item 1.

5. Track database and position when correcting the mileage of the vehicle 5. The vehicle running motion analysis system according to claim 4, wherein a correction database is used.

6. The latitude and longitude of the selected position on the orbit is acquired by the GPS receiver, and the vehicle has a function of correcting the travel distance of the vehicle when the vehicle passes through the approximate point. The vehicle running fluctuation analysis system according to claim 1 of the range.

7. Install at least one acceleration sensor for detecting acceleration in the left and right direction and up and down direction of the vehicle traveling on the track, the GPS antenna and the GPS receiver on the vehicle.

A vehicle running fluctuation analysis method characterized by the above.

8. Install a 3-axis acceleration sensor, G PS antenna and G PS receiver, which detects vibration acceleration in the longitudinal direction, lateral direction and vertical direction of the vehicle traveling on the track in the vehicle,

A vehicle running fluctuation analysis method characterized by the above.