WO2017164133A1

WO2017164133A1 - Inspection system, inspection method and program

Info

Publication number: WO2017164133A1
Application number: PCT/JP2017/011010
Authority: WO
Inventors: 中川　淳一; 嘉之下川; 大輔品川; 後藤　修; 秀樹南
Original assignee: 新日鐵住金株式会社
Priority date: 2016-03-23
Filing date: 2017-03-17
Publication date: 2017-09-28
Also published as: EP3434552A4; EP3434552B1; CN108778888B; CN108778888A; JP6547902B2; EP3434552A1; JPWO2017164133A1

Abstract

An inspection apparatus (800) calculates an alignment irregularity amount by plugging an angular displacement in a yaw direction of wheel sets (13a-13d), a state variable determined by a filter, and a measurement value of a force in a forward/backward direction into a motion equation describing the yawing of the wheel sets (13a-13d).

Description

Inspection system, inspection method, and program

The present invention relates to an inspection system, an inspection method, and a program, and is particularly suitable for use in inspecting a track of a railway vehicle.

When the railway vehicle travels on the track, the position of the track changes due to the load from the railway vehicle. When such a change in the track occurs, there is a possibility that the railway vehicle behaves abnormally. Thus, conventionally, an abnormality in a track has been detected by running a railway vehicle on the track.
Patent Document 1 describes that the amount of trajectory deviation is measured by a three-point measurement method. Patent Document 2 describes detecting abnormal behavior of a railway vehicle by applying the vibration data of the railway vehicle as observation data to a model reference type estimation method such as a Kalman filter.

JP-A-56-19404 Japanese Patent Laid-Open No. 2005-67276

However, the method described in Patent Document 1 is a method for directly measuring orbital irregularities. For this reason, an expensive measuring device is required. In the method described in Patent Document 2, no state variable is selected. For this reason, it is not easy to predict trajectory irregularity with high accuracy.

The present invention has been made in view of the above-described problems, and an object of the present invention is to be able to accurately detect an irregular track of a railway vehicle without incurring a large cost.

The inspection system of the present invention includes a data acquisition unit that acquires measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and a wheel shaft on a track, the measurement data, and the state Filter arithmetic means for determining a state variable, which is a variable to be determined by the state equation, by performing an operation using a filter that performs data assimilation using an equation and an observation equation, and a state of the orbit Trajectory state deriving means for deriving information to be reflected, and the measurement data includes a measurement value of a lateral acceleration of the carriage and the wheel shaft and a measurement value of a longitudinal force, and the horizontal direction Is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track, and the front-rear direction force is the wheel axis The force in the front-rear direction generated in a member disposed between the wheel shaft provided with the wheel shaft and the angular displacement in the yawing direction of the wheel shaft and the angle displacement in the yawing direction of the wheel wheel provided with the wheel shaft. The member is a member for supporting the axle box, the yawing direction is a rotation direction with the vertical direction as a rotation axis, and the state equation is , An equation described using the state variable, the longitudinal force, and a conversion variable, wherein the state variable includes a lateral displacement and speed of the carriage and an angular displacement in the yawing direction of the carriage. And angular velocity, angular displacement and angular velocity in the rolling direction of the carriage, lateral displacement and velocity of the wheel axle, and angular displacement in the rolling direction of an air spring attached to the railway vehicle, Including the angular displacement and angular velocity of the wheel shaft in the yawing direction, the rolling direction is a rotation direction with the front-rear direction as a rotation axis, and the conversion variable is the angular displacement of the wheel shaft in the yawing direction. The angular displacement in the yawing direction of the carriage is a variable that mutually converts, the observation equation is an equation that is described using the observation variable and the conversion variable, and the observation variable is the carriage and Including the acceleration in the horizontal direction of the wheel axis, the filter calculation means, the state equation into which the measured value of the observation variable, the measured value of the longitudinal force and the actual value of the conversion variable are substituted, and the conversion variable And determining the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized using the observation equation substituted with the actual value, and the trajectory The state deriving means uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculating means, and the actual value of the conversion variable, and the angle of the wheel axis in the yawing direction. Deriving an estimated value of the displacement, deriving information reflecting the state of the trajectory using the derived estimated value of the angular displacement in the yaw direction of the wheel axle, and the actual value of the conversion variable is a measurement of the longitudinal force It is derived using a value.

The inspection method of the present invention includes a data acquisition step of acquiring measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and an axle on a track, the measurement data, and the state A filter operation step for determining a state variable that is a variable to be determined by the state equation by performing an operation using a filter that performs data assimilation using an equation and an observation equation, and a state of the trajectory A trajectory state deriving step for deriving information to be reflected, and the measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheel axis, and a measurement value of force in the front-rear direction, and the left-right direction Is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track, and the front-rear direction force is the wheel axis, The force in the front-rear direction generated in a member disposed between the wheel shaft and the carriage, the angular displacement in the yawing direction of the wheel shaft, and the angular displacement in the yawing direction of the wheel shaft provided with the wheel shaft. The member is a member for supporting the axle box, the yawing direction is a rotational direction with the vertical direction as a rotational axis, and the state equation is An equation described using the state variable, the longitudinal force, and a conversion variable, wherein the state variable includes a lateral displacement and speed of the carriage, an angular displacement in the yawing direction of the carriage, and An angular velocity, an angular displacement and an angular velocity in the rolling direction of the carriage, a lateral displacement and a velocity of the wheel axle, and an angular displacement in the rolling direction of an air spring attached to the railway vehicle. The rolling direction does not include the angular displacement and the angular velocity of the wheel shaft in the yawing direction, the rolling direction is a rotation direction with the front-rear direction as the rotation axis, and the conversion variable includes the angular displacement of the wheel shaft in the yawing direction and the angular displacement. The angular displacement in the yawing direction of the carriage is a variable that mutually converts, and the observation equation is an equation that is described using the observation variable and the conversion variable, and the observation variable is the carriage and the Including the acceleration in the horizontal direction of the wheel axis, and the filter calculation step includes the measured value of the observation variable, the measured value of the longitudinal force and the actual value of the conversion variable, and the actual result of the conversion variable. And determining the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized using the observation equation substituted with the value, and the orbital state The derivation step uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined in the filter calculation step, and the actual displacement value of the conversion variable, and the angular displacement in the yawing direction of the wheel shaft. Deriving information that reflects the state of the orbit using the estimated angular displacement in the yaw direction of the wheel axis derived, and the actual value of the conversion variable is a measured value of the longitudinal force It is derived by using.

The program of the present invention includes a data acquisition step of acquiring measurement data that is measurement data measured by running a railway vehicle having a vehicle body, a carriage, and an axle on a track, the measurement data, and the state equation And the observation equation, and a filter operation step for determining a state variable which is a variable to be determined by the state equation by performing an operation using a filter for performing data assimilation, and reflecting the state of the trajectory Including a track state deriving step for deriving information to be performed, and the measurement data includes a measured value of acceleration in the lateral direction of the carriage and the wheel shaft and a measured value of longitudinal force. The left-right direction is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track, The front-rear direction force is the front-rear direction force generated in a member arranged between the wheel shaft and the carriage on which the wheel shaft is provided, and the angular displacement in the yawing direction of the wheel shaft and the wheel shaft is provided. The force is determined according to a difference from the angular displacement in the yawing direction of the carriage, and the member is a member for supporting the axle box, and the yawing direction is a rotation with the vertical direction as the rotation axis. The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable, and the state variable includes a lateral displacement and speed of the carriage. , Angular displacement and angular velocity in the yawing direction of the carriage, angular displacement and angular velocity in the rolling direction of the carriage, lateral displacement and velocity of the wheel axle, and air springs attached to the railway vehicle Angular displacement in the rolling direction, and does not include angular displacement and angular velocity in the yawing direction of the wheel shaft, the rolling direction is a rotational direction with the front-rear direction as a rotational axis, and the conversion variable is An angular displacement in the yaw direction of the wheel shaft and an angular displacement in the yawing direction of the carriage are mutually converted, and the observation equation is an equation described using the observation variable and the conversion variable, The observed variable includes lateral acceleration of the cart and the wheel axis, and the filter calculation step substitutes the measured value of the observed variable, the measured value of the longitudinal force, and the actual value of the conversion variable. Using the state equation and the observation equation substituted with the actual value of the conversion variable, the error between the measured value and the calculated value of the observation variable or the expected value of the error is minimized. A state variable is determined, and the track state derivation step uses an angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculation step, and an actual value of the conversion variable. , Deriving an estimated value of angular displacement in the yaw direction of the wheel shaft, deriving information reflecting the state of the track using the derived estimated value of angular displacement in the yawing direction of the wheel shaft, and the actual value of the conversion variable Is derived using the measured value of the longitudinal force.

FIG. 1 is a diagram illustrating an example of an outline of a railway vehicle. FIG. 2 is a diagram conceptually showing main movement directions of components of the railway vehicle. FIG. 3 is a diagram illustrating an example of a passing amount. FIG. 4 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle. FIG. 5 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle using the longitudinal force. FIG. 6 is a diagram showing an example of an action relationship necessary for determining the motion of the component that directly acts on the yaw of the wheel shaft. FIG. 7 is a diagram illustrating an example of an action relationship necessary to determine the amount of deviation. FIG. 8 is a diagram illustrating an example of a functional configuration of the inspection apparatus. FIG. 9 is a diagram illustrating an example of a hardware configuration of the inspection apparatus. FIG. 10 is a diagram illustrating an example of pre-processing in the inspection apparatus. FIG. 11 is a diagram illustrating an example of this processing in the inspection apparatus. FIG. 12 is a diagram illustrating an example of observation data. FIG. 13 is a diagram illustrating an example of an actually measured value and a calculated value of a passing amount. FIG. 14 is a diagram illustrating an example of the configuration of the inspection system.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
(First embodiment)
First, the first embodiment will be described.
FIG. 1 is a diagram illustrating an example of an outline of a railway vehicle. In FIG. 1, the railway vehicle is assumed to travel in the positive direction of the x axis (the x axis is an axis along the traveling direction of the railway vehicle). The z axis is assumed to be perpendicular to the track 16 (ground) (the height direction of the railway vehicle). The y-axis is assumed to be a horizontal direction perpendicular to the traveling direction of the railway vehicle (a direction perpendicular to both the traveling direction and the height direction of the railway vehicle). Further, the railway vehicle is assumed to be a business vehicle. In FIG. 1 and FIG. 3, the circles in the circles indicate the direction from the back side to the near side. In FIG. 1, this direction is the positive direction of the y-axis. In FIG. 3, this direction is the positive direction of the z-axis.

As shown in FIG. 1, in this embodiment, the railway vehicle includes a vehicle body 11,

carriages

12a and 12b, and wheel shafts 13a to 13d. As described above, in the present embodiment, a railway vehicle in which one vehicle body 11 is provided with two

carriages

12a and 12b and four sets of wheel shafts 13a to 13d will be described as an example. The wheel shafts 13a to 13d have axles 15a to 15d and wheels 14a to 14d provided at both ends thereof. In this embodiment, the case where the

carriages

12a and 12b are bolsterless carriages will be described as an example. In FIG. 1, only one of the wheels 14a to 14d of the wheel shafts 13a to 13d is shown for convenience of description, but a wheel is also provided on the other of the wheel shafts 13a to 13d (in the example shown in FIG. There are a total of 8). Moreover, although the railcar has components other than the components shown in FIG. 1 (components described by an equation of motion to be described later), the components are not shown in FIG. 1 for convenience of description. For example, the

carts

12a and 12b have a cart frame and a pillow spring. In addition, axle boxes are arranged on both sides in the left-right direction of the respective wheel shafts 13a to 13d. Further, the carriage frame and the axle box are coupled to each other by the axle box support device. The axle box support device is an apparatus (suspension) disposed between the axle box and the carriage frame. The axle box support device absorbs vibration transmitted from the track 16 to the railway vehicle. Further, the axle box support device positions the axle box with respect to the carriage frame so as to prevent the axle box from moving in the front-rear direction and the left-right direction with respect to the carriage frame (preferably, such movement does not occur). Support the axle box in a regulated state. The axle box support devices are arranged on both sides in the left-right direction of the respective wheel shafts 13a to 13d. Since the railway vehicle itself can be realized by a known technique, detailed description thereof is omitted here.

When the railway vehicle travels on the track 16, the acting force (creep force) between the wheels 14a to 14d and the track 16 becomes a vibration source, and the vibration is sequentially propagated to the wheel shafts 13a to 13d, the

carriages

12a and 12b, and the vehicle body 11. . FIG. 2 is a diagram conceptually showing main movement directions of the components of the railway vehicle (the wheel shafts 13a to 13d, the

carriages

12a and 12b, and the vehicle body 11). The x-axis, y-axis, and z-axis shown in FIG. 2 correspond to the x-axis, y-axis, and z-axis shown in FIG. 1, respectively.

As shown in FIG. 2, in the present embodiment, the wheel shafts 13a to 13d, the

carriages

12a and 12b, and the vehicle body 11 rotate about the x axis as a rotation axis and move around the z axis as a rotation axis. A case where the movement in the direction along the y-axis is performed will be described as an example. In the following description, a movement that rotates about the x axis as a rotation axis is referred to as rolling as necessary, and a rotation direction that uses the x axis as a rotation axis is referred to as a rolling direction as necessary, along the x axis. The direction is referred to as the front-rear direction as necessary. The front-rear direction is the traveling direction of the railway vehicle. In the present embodiment, it is assumed that the direction along the x axis is the traveling direction of the railway vehicle. In addition, a movement that rotates about the z axis as a rotation axis is referred to as yawing as necessary, a rotation direction that uses the z axis as a rotation axis is referred to as a yawing direction, and a direction along the z axis is required. It will be referred to as the up and down direction. The vertical direction is a direction perpendicular to the track 16. Moreover, the movement in the direction along the y-axis is referred to as lateral vibration as necessary, and the direction along the y-axis is referred to as left-right direction as necessary. The left-right direction is a direction perpendicular to both the front-rear direction (traveling direction of the railway vehicle) and the up-down direction (direction perpendicular to the track 16). The railcar also performs other motions, but in the present embodiment, these motions are not considered in order to simplify the explanation. However, these movements may be considered.

<Equation of motion>
Based on the above assumptions, an example of an equation of motion describing the motion of a railway vehicle during travel will be described. In this embodiment, a case where the railway vehicle has 21 degrees of freedom will be described as an example. That is, it is assumed that the wheel shafts 13a to 13d perform movement in the left-right direction (lateral vibration) and movement in the yawing direction (yawing) (2 × 4 sets = 8 degrees of freedom). Further, it is assumed that the

carriages

12a and 12b perform movement in the left-right direction (lateral vibration), movement in the yawing direction (yawing), and movement in the rolling direction (rolling) (3 × 2 sets = 6 degrees of freedom). Further, it is assumed that the vehicle body 11 performs a motion in the left-right direction (lateral vibration), a motion in the yawing direction (yawing), and a motion in the rolling direction (rolling) (3 × 1 set = 3 degrees of freedom). In addition, it is assumed that air springs (pillow springs) provided for the

carriages

12a and 12b perform movement (rolling) in the rolling direction (1 × 2 sets = 2 degrees of freedom). In addition, it is assumed that the yaw dampers provided for the

carriages

12a and 12b perform movement (yawing) in the yawing direction (1 × 2 sets = 2 degrees of freedom).

The degree of freedom is not limited to 21 degrees of freedom. Increasing the degree of freedom increases the calculation accuracy, but increases the calculation load. In addition, the operation of the Kalman filter described later may not be stable. The degree of freedom can be appropriately determined in consideration of these points. Further, the following equation of motion indicates the operation in each direction (left-right direction, yawing direction, rolling direction) of each component (the vehicle body 11, the

carriages

12a and 12b, the wheel shafts 13a to 13d). This can be realized by expressing based on the description of 2. Therefore, the outline of each equation of motion will be described here, and detailed description will be omitted.

In each of the following formulas, the subscript w represents the wheel shafts 13a to 13d. A variable to which the subscript w (only) is attached indicates that it is common to the wheel shafts 13a to 13d. Subscripts w1, w2, w3, and w4 represent the

wheel shafts

13a, 13b, 13c, and 13d, respectively.
The subscripts t and T represent the

carriages

12a and 12b. Variables with subscripts t and T (only) are common to the

carriages

12a and 12b. Subscripts t1 and t2 represent

carriages

12a and 12b, respectively.
The subscripts b and B represent the vehicle body 11.

The subscript x represents the front-rear direction or the rolling direction, the subscript y represents the left-right direction, and the subscript z represents the vertical direction or the yawing direction.
Further, “··” and “·” attached to the variable represent second-order time differentiation and first-order time differentiation, respectively.
In the description of the following equation of motion, the description of the variables already described will be omitted as necessary.

[Transverse vibration of wheel shaft]
The equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d is expressed by the following equations (1) to (4).

_mw is the mass of the wheel shafts 13a to 13d. y _w1 ... (in the formula,... is added on y _w1 (hereinafter, the same applies to other variables)) is the acceleration in the left-right direction of the wheel shaft 13a. f ₂ is a lateral creep coefficient. v is the traveling speed of the railway vehicle. y _w1 · (in the equation, · is added on y _w1 (hereinafter, the same applies to other variables)) is the speed of the wheel shaft 13a in the left-right direction. C _wy is a damping constant in the left-right direction of the axle box support device that connects the axle box and the wheel axle. y _t1 · is the speed in the left-right direction of the carriage 12a. a represents 1/2 of the distance in the front-rear direction between the

wheel shafts

13a, 13b, 13c, 13d provided on the

carts

12a, 12b (the

wheel shafts

13a, 13b, 13c, 13d provided on the

carts

12a, 12b). The distance between them is 2a). ψ _t1 · is an angular velocity in the yawing direction of the carriage 12a. h ₁ is the distance in the vertical direction between the center of gravity and the center of the truck 12a of the axle. φ _t1 · is an angular velocity in the rolling direction of the carriage 12a. ψ _w1 is a rotation amount (angular displacement) of the wheel shaft 13a in the yawing direction. K _wy is a spring constant in the left-right direction of the axle box support device. y _w1 is the displacement of the wheel shaft 13a in the left-right direction. y _t1 is the displacement in the left-right direction of the carriage 12a. ψ _t1 is a rotation amount (angular displacement) of the carriage 12a in the yawing direction. φ _t1 is the rotation amount (angular displacement) of the carriage 12a in the rolling direction. Each variable in the expressions (2) to (4) is expressed by replacing the variable in the expression (1) according to the meaning of the subscript described above.

[Axle yawing]
The equation of motion describing the yawing of the wheel shafts 13a to 13d is expressed by the following equations (5) to (8).

I _wz is a moment of inertia in the yawing direction of the wheel shafts 13a to 13d. ψ _w1 ... is an angular acceleration in the yawing direction of the wheel shaft 13a. f ₁ is a longitudinal creep coefficient. b is the distance in the left-right direction between the contact points of the two wheels attached to the wheel shafts 13a to 13d and the track 16 (rail). ψ _w1 · is an angular velocity in the yawing direction of the wheel shaft 13a. C _wx is a damping constant in the front-rear direction of the axle box support device. b ₁ is the left-right direction represents the 1/2 of the interval in the axle box support device (spacing in the lateral direction of the two axle box support device which is provided to the left and right with respect to a single wheel set will 2b _1). γ is a tread gradient. r is the radius of the wheels 14a to 14d. _yR1 is a deviation amount at the position of the wheel shaft 13a. s _a is an offset amount in the front-rear direction from the center of the axles 15a to 15d to the axle box support spring. y _t1 is the displacement in the left-right direction of the carriage 12a. K _wx is a spring constant in the front-rear direction of the axle box support device. Each variable in the expressions (6) to (8) is expressed by replacing the variable in the expression (5) according to the meaning of the subscript described above. However, y _R2 , y _R3 , and y _R4 are deviation amounts at the positions of the

wheel shafts

13b, 13c, and 13d, respectively. Here, the passing error is a lateral displacement in the longitudinal direction of the rail as described in Japanese Industrial Standard (JIS E 1001: 2001). The amount of traversal is the amount of displacement. FIG. 3 shows an example of the deviation amount y _R1 at the position of the wheel shaft 13a. In FIG. 3, the case where the track 16 is a straight track will be described as an example. In FIG. 3, 16a shows a rail and 16b shows a sleeper. In FIG. 3, it is assumed that the wheel 14 a of the wheel shaft 13 a is in contact with the rail 16 a at the position 301. The "position of the wheel shaft 13a 'in as deviation amount _{y R1} at the position of the wheel shaft 13a, a contact position between the wheel 14a and the rail 16a of the wheel shaft 13a. The deviation amount y _R1 at the position of the wheel shaft 13a is the distance in the left-right direction between the contact position between the wheel 14a of the wheel shaft 13a and the rail 16a and the position of the rail 16a when it is assumed to be in a normal state. . The deviation amounts y _R2 , y _R3 , and y _R4 at the positions of the

wheel shafts

13b, 13c, and 13d are defined in the same manner as the deviation amounts y _R1 at the position of the wheel shaft 13a.

[Transverse vibration of trolley]
The equation of motion describing the lateral vibration (movement in the left-right direction) of the

carriages

12a and 12b is expressed by the following equations (9) and (10).

m _T is the mass of the

carriages

12a and 12b. y _t1 ... is an acceleration in the left-right direction of the carriage 12a. c ′ ₂ is a damping constant of the left and right dynamic damper. h ₄ is the distance in the vertical direction between the center of gravity of the carriage 12a and lateral movement damper. y _b · is the speed of the vehicle body 11 in the left-right direction. L represents 1/2 of the distance in the front-rear direction between the centers of the

carriages

12a, 12b (the distance in the front-rear direction between the centers of the

carriages

12a, 12b is 2L). ψ _b · is an angular velocity of the vehicle body 11 in the yawing direction. h ₅ is the distance in the up-down direction between the left-right motion damper and the center of gravity of the vehicle body 11. φ _b · is an angular velocity in the rolling direction of the vehicle body 11. y _w2 · is the speed of the wheel shaft 13b in the left-right direction. k ′ ₂ is a spring constant in the left-right direction of the air spring (pillow spring). h ₂ is the distance in the vertical direction between the center of the

bogie

12a, 12b of the center of gravity and the air spring (pillow spring). y _b is the displacement of the vehicle body 11 in the left-right direction. ψ _b is a rotation amount (angular displacement) of the vehicle body 11 in the yawing direction. h ₃ is the distance in the vertical direction between the center of the air spring (pillow spring) and the center of gravity of the vehicle body 11. φ _b is a rotation amount (angular displacement) of the vehicle body 11 in the rolling direction. In addition, each variable of (10) Formula is represented by replacing the variable of (9) Formula according to the meaning of the subscript mentioned above.

[Dolly yawing]
The equation of motion describing the yawing of the

carriages

12a and 12b is expressed by the following equations (11) and (12).

_ITz is a moment of inertia in the yawing direction of the

carriages

12a and 12b. ψ _t1 ... is an angular acceleration in the yawing direction of the carriage 12a. ψ _w2 · is an angular velocity in the yawing direction of the wheel shaft 13b. ψ _w2 is a rotation amount (angular displacement) of the wheel shaft 13b in the yawing direction. y _w2 is the displacement of the wheel shaft 13b in the left-right direction. k ′ ₀ is the rigidity of the rubber bushing of the yaw damper. b ′ ₀ represents 1/2 of the distance in the left-right direction between the two yaw dampers arranged on the left and right with respect to the

carriages

12a, 12b (the distance in the left-right direction between the two yaw dampers arranged on the left and right with respect to the

carriages

12a, 12b). become 2b' ₀ is). ψ _y1 is a rotation amount (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12a. k ″ ₂ is a spring constant in the left-right direction of the air spring (pillow spring). b ₂ is

carriage

12a, 12b to represent the 1/2 distance in the lateral direction of the two air springs which are disposed on the left and right (pillow spring) (carriage 12a, two air springs which are disposed on the left and right with respect to 12b (The distance between the pillow springs in the left-right direction is 2b ₂ ). In addition, each variable of (12) Formula is represented by replacing the variable of (11) Formula according to the meaning of the subscript mentioned above.

[Rolling cart]
The equation of motion describing the rolling of the

carriages

12a and 12b is expressed by the following equations (13) and (14).

_ITx is the moment of inertia in the rolling direction of the

carriages

12a and 12b. φ _t1 ... is an angular acceleration in the rolling direction of the carriage 12a. c ₁ is a vertical damping constant of the shaft damper. b ′ ₁ represents 1/2 of the distance in the left-right direction between the two shaft dampers arranged on the left and right with respect to the

carriages

12a, 12b (the left-right direction of the two axis dampers arranged on the left and right with respect to the

carriages

12a, 12b) interval becomes 2b' ₁ in). c ₂ is a vertical damping constant of the air spring (pillow spring). φ _a1 · is an angular velocity in the rolling direction of an air spring (pillow spring) disposed on the carriage 12a. k ₁ is a vertical spring constant of the shaft spring. λ is a value obtained by dividing the volume of the body of the air spring (pillow spring) by the volume of the auxiliary air chamber. k ₂ is a vertical spring constant of the air spring (pillow spring). φ _a1 is a rotation amount (angular displacement) in the rolling direction of an air spring (pillow spring) arranged on the carriage 12a. k ₃ is an equivalent stiffness due to the change of the effective pressure receiving area of the air spring (pillow spring). In addition, each variable of (14) Formula is represented by replacing the variable of (13) Formula according to the meaning of the subscript mentioned above. However, (phi) _a2 is the rotation amount (angular displacement) in the rolling direction of the air spring (pillow spring) arrange | positioned at the trolley | bogie 12b.

[Transverse body vibration]
The equation of motion describing the lateral vibration (movement in the left-right direction) of the vehicle body 11 is expressed by the following equation (15).

m _B is the mass of the

carriages

12a and 12b. y _b ... is the acceleration of the vehicle body 11 in the left-right direction. y _t2 · is the speed in the left-right direction of the carriage 12b. φ _t2 · is an angular velocity in the rolling direction of the carriage 12b. _yt2 is the displacement in the left-right direction of the carriage 12b. φ _t2 is a rotation amount (angular displacement) of the carriage 12b in the rolling direction.

[Body yawing]
The equation of motion describing yawing of the vehicle body 11 is expressed by the following equation (16).

I _Bz is the moment of inertia of the vehicle body 11 in the yawing direction. ψ _b ... is an angular acceleration in the yawing direction of the vehicle body 11. c ₀ is a damping constant in the front-rear direction of the yaw damper. ψ _y1 · is an angular velocity in the yawing direction of the yaw damper disposed on the carriage 12a. ψ _y2 · is an angular velocity in the yawing direction of the yaw damper disposed on the carriage 12b. ψ _t2 is a rotation amount (angular displacement) of the carriage 12b in the yawing direction.

[Rolling the body]
The equation of motion describing the rolling of the vehicle body 11 is expressed by the following equation (17).

I _Bx is the moment of inertia in the rolling direction of the vehicle body 11. φ _b ... is an angular acceleration in the rolling direction of the vehicle body 11.

[Yaw damper yawing]
The equations of motion describing the yawing of the yaw damper disposed on the carriage 12a and the yaw damper disposed on the carriage 12b are expressed by the following equations (18) and (19), respectively.

ψ _y2 is a rotation amount (angular displacement) in the yawing direction of the yaw damper disposed on the carriage 12b.

[Rolling air spring (pillow spring)]
Equations of motion describing the rolling of the air spring (pillow spring) arranged on the carriage 12a and the air spring (pillow spring) arranged on the carriage 12b are expressed by the following equations (20) and (21), respectively. .

φ _a2 · is an angular velocity in the rolling direction of an air spring (pillow spring) disposed on the carriage 12b.

<Relationship between trajectory deviation and railcar movement>
FIG. 4 is a diagram illustrating an example of a mutual action relationship between the amount of deviation and the motion of the components of the railway vehicle. Arrows drawn with solid lines indicate the action relationship between different movements within the same component. Arrows drawn with line types other than solid lines indicate the action relationship between the movements of different components. Each motion is accompanied by a motion equation number describing the motion described in the present embodiment. For example, yawing of the wheel shafts 13a to 13d is described by equations (5) to (8). The yawing of the wheel shafts 13a to 13d is directly affected by the traversing amounts y _R1 to y _R4 , the lateral vibration of the wheel shafts 13a to 13d, the lateral vibration of the

carriages

12a and 12b, and the yawing of the

carriages

12a and 12b. The lateral vibrations of the

carriages

12a and 12b are described by equations (9) to (10). The lateral vibrations of the

carriages

12a and 12b are directly affected by the lateral vibration of the wheel shafts 13a to 13d, the rolling of the

carriages

12a and 12b, the lateral vibration of the vehicle body 11, the yawing of the vehicle body 11, the yawing of the

carriages

12a and 12b, and the rolling of the vehicle body 11. The bearing is not directly affected by yawing of the wheel shafts 13a to 13d.

As can be seen from FIG. 4, the run-off amounts y _R1 to y _R4 directly affect the yawing of the wheel shafts 13a to 13d. This action propagates to the movement of other components. A state equation is created from the equation of motion related to the motion of the component that is directly or indirectly affected by the amount of deviation y _R1 to y _R4 . In addition, an observation equation is set by measuring measurable state variables from the movements related to the traversing amounts y _R1 to y _R4 . Then, by performing an operation using a filter that performs data assimilation such as a Kalman filter, it is possible to calculate the passing amounts y _R1 to y _R4 . However, in this method, the degree of freedom of movement is large, so that the operation of the filter may not be stable.

Therefore, in order to improve the accuracy of the traversing amounts y _R1 to y _R4 , the inventors yawed the wheel shafts 13a to 13d on which the traversing amounts y _R1 to y _R4 act directly and the yawing of the wheel shafts 13a to 13d. Calculating the factors (including the motions of the constituent elements) that directly affect the movement, and calculating the passing amounts y _R1 to y _R4 using the equation of motion describing the yawing of the wheel shafts 13a to 13d. I thought I should do it. Further, the creep force is decomposed into a longitudinal creep force that is a component in the front-rear direction and a lateral creep force that is a component in the left-right direction. The inventors have found that the longitudinal creep force has a high correlation with the amount of deviation y _R1 to y _R4 . The longitudinal creep force is measured by a force in the front-rear direction generated in a member disposed between the wheel shafts 13a to 13b (13c to 13d) and the carriage 12a (12b) provided with the wheel shafts 13a to 13b (13c to 13d). Is done. The force in the front-rear direction generated in this member will be referred to as the front-rear direction force. From the above, the inventors have come up with a method for calculating the amount of deviation y _R1 to y _R4 using the measured value of the longitudinal force.

The in-phase component of the longitudinal creep force on one wheel and the longitudinal creep force on the other wheel of the left and right wheels on one wheel axle is a component corresponding to the braking force and driving force. Accordingly, in order to calculate the deviation amounts y _R1 to y _R4 even when the railway vehicle is accelerating / decelerating, it is preferable to determine the longitudinal force so as to correspond to the reverse phase component of the longitudinal creep force. The anti-phase component of the longitudinal creep force is a component in which the longitudinal creep force on one wheel and the longitudinal creep force on the other wheel out of the left and right wheels on one wheel shaft are in opposite phases. That is, the reverse phase component of the longitudinal creep force is a component of the longitudinal creep force in the direction of twisting the axle. In this case, the front / rear direction force is a component having phases opposite to each other among the front / rear direction components of the force generated in the two members attached to the left and right sides of one wheel shaft.

Hereinafter, a specific example of the longitudinal force when the longitudinal force is determined so as to correspond to the antiphase component of the longitudinal creep force will be described.
When the axle box support device is a monolink type axle box support device, the axle box support device includes a link, and the axle box and the carriage frame are connected by a link. Rubber bushes are attached to both ends of the link. In this case, the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two links, which are respectively attached to the left and right ends of one wheel shaft. Further, depending on the arrangement and configuration of the link, the link mainly receives a load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the front-rear direction. Therefore, for example, one strain gauge may be attached to each link. By using the measured value of the strain gauge to derive the longitudinal component of the load received by the link, the measured value of the longitudinal force is obtained. In place of this, the displacement in the front-rear direction of the rubber bush attached to the link may be measured with a displacement meter. In this case, the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force. When the axle box support device is a monolink type axle box support device, the above-described member for supporting the axle box is a link or a rubber bush.

Note that the load measured by the strain gauge attached to the link may include not only the front-rear direction component but also at least one of the left-right direction component and the up-down direction component. However, even in such a case, due to the structure of the axle box support device, the load of the left-right component and the load of the vertical component received by the link are sufficiently smaller than the load of the front-rear component. Therefore, by simply attaching one strain gauge to each link, it is possible to obtain a measurement value of the longitudinal force having the accuracy required in practice. Thus, the measured longitudinal force may include components other than the longitudinal component, and three or more strain gauges are attached to each link so that the vertical and lateral strains are canceled. It may be attached. In this way, the accuracy of the measurement value of the longitudinal force can be improved.

When the axle box support device is an axle beam type axle box support device, the axle box support device includes an axle beam, and the axle box and the carriage frame are connected by the axle beam. The shaft beam may be configured integrally with the shaft box. A rubber bush is attached to the end of the shaft beam on the cart frame side. In this case, the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two axial beams, which are respectively attached to the left and right ends of one wheel shaft. Further, due to the arrangement configuration of the shaft beam, the shaft beam is easily subjected to the load in the left-right direction in addition to the load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the vertical direction. Therefore, for example, two or more strain gauges are attached to each shaft beam so that the strain in the left-right direction is canceled. Using these strain gauge measurement values, the longitudinal force component is obtained by deriving the longitudinal component of the load applied to the axial beam. In place of this, the displacement in the front-rear direction of the rubber bush attached to the shaft beam may be measured with a displacement meter. In this case, the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force. When the axle box support device is an axle beam type axle box support device, the aforementioned member for supporting the axle box is an axle beam or a rubber bush.

Note that the load measured by the strain gauge attached to the shaft beam may include not only the longitudinal and lateral components but also the vertical component. However, even in such a case, due to the structure of the axle box support device, the load of the vertical component received by the shaft beam is sufficiently smaller than the load of the front-rear component and the load of the left-right component. . Therefore, it is possible to obtain a measurement value of the longitudinal force having the accuracy required for practical use without attaching a strain gauge so as to cancel the load of the vertical component received by the shaft beam. As described above, the measured longitudinal force may include components other than the longitudinal component, and three or more strain gauges so that the vertical strain is canceled in addition to the lateral strain. May be attached to each shaft beam. In this way, the accuracy of the measurement value of the longitudinal force can be improved.

When the axle box support device is a leaf spring type axle box support device, the axle box support device includes a leaf spring, and the axle box and the carriage frame are connected by a leaf spring. A rubber bush is attached to the end of the leaf spring. In this case, the front / rear direction force is a component having phases opposite to each other among the components in the front / rear direction of the load received by each of the two leaf springs, which are respectively attached to the ends of one wheel shaft in the left / right direction. Further, due to the arrangement configuration of the leaf springs, the leaf springs are liable to receive a load in the left-right direction and a load in the up-down direction in addition to the load in the front-rear direction among the loads in the front-rear direction, the left-right direction, and the vertical direction. Therefore, for example, three or more strain gauges are attached to each leaf spring so that the lateral and vertical strains are canceled. By using these strain gauge measurement values, the longitudinal force component is derived by deriving the longitudinal component of the load applied to the leaf spring. In place of this, the displacement in the front-rear direction of the rubber bush attached to the leaf spring may be measured with a displacement meter. In this case, the product of the measured displacement and the spring constant of the rubber bush is used as the measured value of the longitudinal force. When the axle box support device is a leaf spring type axle box support device, the above-described member for supporting the axle box is a leaf spring or a rubber bush.

In addition, as a displacement meter mentioned above, a well-known laser displacement meter and an eddy current type displacement meter can be used.
Further, here, the longitudinal force has been described by taking as an example the case where the method of the axle box support device is a monolink type, a shaft beam type, and a leaf spring type. However, the type of the axle box support device is not limited to the monolink type, the axial beam type, and the leaf spring type. The longitudinal force can be determined in the same manner as the monolink type, the axial beam type, and the leaf spring type according to the type of the axle box support device.
Further, in the following, for the sake of simplicity of explanation, a case where one longitudinal force measurement value is obtained for one wheel shaft will be described as an example. That is, the railway vehicle shown in FIG. 1 has four wheel shafts 13a to 13d. Accordingly, four measured values of the longitudinal force T ₁ to T ₄ are obtained.

FIG. 5 is a diagram showing an example of a mutual action relationship between the traversing amounts y _R1 to y _R4 and the motions of the components of the railway vehicle using the longitudinal forces T ₁ to T ₄ . Formulas for calculating longitudinal forces T ₁ to T ₄ , formulas for conversion variables e ₁ to e ₄ , equations of motion describing the lateral vibrations of the wheel shafts 13a to 13d when using the conversion variables e ₁ to e ₄ , the longitudinal direction Specific examples of equations of motion describing the yawing of the wheel shafts 13a to 13d when the forces T ₁ to T ₄ are used will be described later (Equations (40) to (43) and (26) to (29), respectively). , (34) to (37), (51) to (54)).

FIG. 6 is a diagram showing the operational relationship necessary for determining the motion of the components that directly affect the yawing of the wheel shafts 13a to 13d from the operational relationship of FIG. The degree of freedom of movement is reduced by the amount by which yawing of the wheel shafts 13a to 13d is eliminated. In addition, the measurement value used in a filter for performing data assimilation such as a Kalman filter increases by the amount of the longitudinal force T ₁ to T ₄ . Therefore, the accuracy of the motion information calculated by performing an operation using a filter that performs data assimilation such as a Kalman filter is improved.

On the other hand, FIG. 7 is a diagram showing the operational relationship necessary for determining the deviation amounts y _R1 to y _R4 from the operational relationship of FIG. The conversion variables e ₁ to e ₄ and the yawing information of the

carriages

12a and 12b are known. Accordingly, yaw information of the wheel shafts 13a to 13d is calculated by using the calculation formulas of the conversion variables e ₁ to e ₄ (formulas (26) to (29) in the example described later). The conversion variables e ₁ to e _{4 at} this time are directly derived from the measured values of the longitudinal forces T ₁ to T ₄ . Further, yawing information of the

carriages

12a and 12b is calculated using the operational relationship of FIG. Therefore, the accuracy of the yawing information of the wheel shafts 13a to 13d calculated from the conversion variables e ₁ to e ₄ and the yawing information of the

carriages

12a and 12b is improved as compared with the case of calculating using the operational relationship of FIG. To do. Further, the yawing information of the wheel shafts 13a to 13d, the longitudinal forces T ₁ to T _4, and the movements of the components that directly act on the yawing of the wheel shafts 13a to 13d (the lateral vibration of the wheel shafts 13a to 13d and the

trolleys

12a and 12b Information on lateral vibration) is known. Therefore, by using the equation of motion describing the yawing of the wheel shafts 13a to 13d (equations (51) to (54) in the example described later), the passing amounts y _R1 to y _R4 are calculated. At this time, the accuracy of the yawing information of the wheel shafts 13a to 13d is improved as compared with the case of calculation using the operational relationship of FIG. 4 as described above. Further, the longitudinal forces T ₁ to T ₄ are measured values. Further, since the motion information of the component that directly acts on the yawing of the wheel shafts 13a to 13d is calculated using the operational relationship of FIG. 6, the accuracy is improved. Therefore, the accuracy of the deviation amounts y _R1 to y _R4 is improved as calculated above.
The inspection apparatus 800 described below is an apparatus that embodies an example of a technique for improving the accuracy of the deviation amounts y _R1 to y _R4 as described above.

<Inspection device 800>
FIG. 8 is a diagram illustrating an example of a functional configuration of the inspection apparatus 800. FIG. 9 is a diagram illustrating an example of a hardware configuration of the inspection apparatus 800. FIG. 10 is a diagram illustrating an example of pre-processing in the inspection apparatus 800. FIG. 11 is a diagram illustrating an example of this processing in the inspection apparatus 800. In the present embodiment, as shown in FIG. 1, an example in which an inspection apparatus 800 is mounted on a railway vehicle will be described.

8, the inspection apparatus 800 includes a state equation storage unit 801, an observation equation storage unit 802, a data acquisition unit 803, a filter calculation unit 804, an orbital state calculation unit 805, and an output unit 806 as its functions.

In FIG. 9, an inspection apparatus 800 includes a CPU 901, a main storage device 902, an auxiliary storage device 903, a communication circuit 904, a signal processing circuit 905, an image processing circuit 906, an I / F circuit 907, a user interface 908, a display 909, and a bus. 910.

The CPU 901 performs overall control of the entire inspection apparatus 800. The CPU 901 executes a program stored in the auxiliary storage device 903 using the main storage device 902 as a work area. The main storage device 902 temporarily stores data. The auxiliary storage device 903 stores various data in addition to the program executed by the CPU 901. The auxiliary storage device 903 stores a state equation and an observation equation described later. The state equation storage unit 801 and the observation equation storage unit 802 are realized by using the CPU 901 and the auxiliary storage device 903, for example.

The communication circuit 904 is a circuit for performing communication with the outside of the inspection apparatus 800. The communication circuit 904 receives, for example, information on measured values of longitudinal force and measured values of acceleration in the left-right direction of the vehicle body 11, the

carriages

12a and 12b, and the wheel shafts 13a to 13d. The communication circuit 904 may perform wireless communication or wired communication with the outside of the inspection apparatus 800. The communication circuit 904 is connected to an antenna provided in the railway vehicle when performing wireless communication.

The signal processing circuit 905 performs various types of signal processing on the signal received by the communication circuit 904 and the signal input according to the control by the CPU 901. The data acquisition unit 803 is realized by using, for example, the CPU 901, the communication circuit 904, and the signal processing circuit 905. Further, the filter calculation unit 804 and the trajectory state calculation unit 805 are realized by using the CPU 901 and the signal processing circuit 905, for example.

An image processing circuit 906 performs various types of image processing on signals input in accordance with control by the CPU 901. The signal subjected to the image processing is output to the display 909.
A user interface 908 is a part where an operator gives an instruction to the inspection apparatus 800. The user interface 908 includes, for example, buttons, switches, and dials. Further, the user interface 908 may have a graphical user interface using the display 909.

The display 909 displays an image based on the signal output from the image processing circuit 906. The I / F circuit 907 exchanges data with a device connected to the I / F circuit 907. In FIG. 9, a user interface 908 and a display 909 are shown as devices connected to the I / F circuit 907. However, the device connected to the I / F circuit 907 is not limited to these. For example, a portable storage medium may be connected to the I / F circuit 907. Further, at least a part of the user interface 908 and the display 909 may be outside the inspection apparatus 800.
The output unit 806 is realized by using at least one of the communication circuit 904 and the signal processing circuit 905, the image processing circuit 906, the I / F circuit 907, and the display 909, for example.

Note that the CPU 901, main storage device 902, auxiliary storage device 903, signal processing circuit 905, image processing circuit 906, and I / F circuit 907 are connected to the bus 910. Communication between these components is performed via a bus 910. The hardware of the inspection apparatus 800 is not limited to that shown in FIG. 9 as long as the functions of the inspection apparatus 800 described later can be realized.

[State Equation Storage Unit 801, S1001]
The state equation storage unit 801 stores the state equation. In the present embodiment, the equation of motion describing the yawing of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the state equation among the equations of motion described above. The equations (5) to (8) include the passing amounts y _R1 to y _R4 . When the equations (5) to (8) are included in the state equation and filtering by a Kalman filter described later is performed, a model of the trajectory 16 is required. Passage is not something that can be described in accordance with the laws of physics. Therefore, it is necessary to create a model of the trajectory 16 so that the time differentiation of the amount of deviation y _R1 to y _R4 becomes white noise, for example. Then, the uncertainty of the model of the trajectory 16 may affect the result of filtering by the Kalman filter described later. Further, by reducing the state equation and reducing the state variables, the operation of the Kalman filter described later can be stabilized.

Based on the above knowledge, in the present embodiment, the equation of state describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the equation of state, and the equation of state is configured as follows. .
First, the equation of motion describing the lateral vibration (movement in the left-right direction) of the

carriages

12a and 12b in the expressions (9) and (10) and the rolling of the

carriages

12a and 12b in the expressions (13) and (14) are described. Equation of motion, equation of motion describing the lateral vibration (movement in the left-right direction) of the vehicle body 11 of equation (15), equation of motion describing yawing of the vehicle body 11 of equation (16), and vehicle body of equation (17) Equation of motion describing the rolling of 11, equation of motion describing the yawing of the yaw damper disposed in the carriage 12a, the yaw damper disposed in the carriage 12b of the equations (18) and (19), equation (20), ( 21) The equation of motion describing the rolling of the air spring (pillow spring) arranged on the carriage 12a and the air spring (pillow spring) arranged on the carriage 12b is used as it is. Constitute the state equation.

On the other hand, the equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d in equations (1) to (4) and the yawing of the

carriages

12a and 12b in equations (11) and (12) are described. The motion equation to be included includes rotation amounts (angular displacements) ψ _w1 to ψ _w4 and angular velocities ψ _w1 · to ψ _w4 · in the yawing direction of the wheel shafts 13a to 13d. As described above, in this embodiment, the equation of motion describing the yawing of the wheel shafts 13a to 13d in the equations (5) to (8) is not included in the state equation. Therefore, in the present embodiment, the state equation is constructed by using those obtained by eliminating these variables from the expressions (1) to (4), (11), and (12) as follows.

First, the longitudinal forces T ₁ to T _{4 on} the wheel shafts 13a to 13d are expressed by the following equations (22) to (25). Thus, the longitudinal forces T ₁ to T ₄ depend on the difference between the angular displacements ψ _w1 to ψ _{w4 in} the yawing direction of the wheel shaft and the angular displacements ψ _t1 to ψ _{t2 in} the yawing direction of the carriage on which the wheel shaft is provided. Determined.

Conversion variables e ₁ to e ₄ are defined as in the following formulas (26) to (29). Thus, the conversion variables e ₁ to e ₄ are defined by the difference between the angular displacements ψ _t1 to ψ _{t2 in} the yawing direction of the carriage and the angular displacements ψ _w1 to ψ _{w4 in} the yawing direction of the wheel shaft. The conversion variables e ₁ to e ₄ are variables for mutually converting the angular displacements ψ _t1 to ψ _{t2 in} the yawing direction of the carriage and the angular displacements ψ _w1 to ψ _{w4 in} the yawing direction of the wheel shaft.

When the equations (26) to (29) are modified, the following equations (30) to (33) are obtained.

Substituting the equations (30) to (33) into the equations of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d in the equations (1) to (4), the following equations (34) to Equation (37) is obtained.

Thus, by expressing the equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d in the equations (1) to (4) using the conversion variables e ₁ to e ₄ , The amount of rotation (angular displacement) ψ _w1 to ψ _w4 in the yawing direction of the wheel shafts 13a to 13d included in the equation of motion can be eliminated.

Substituting the equations (22) to (25) into the equations of motion describing the yawing of the

carriages

12a and 12b in the equations (11) and (12), the following equations (38) and (39) are obtained. .

In this way, the equation of motion describing the yawing of the

carriages

12a and 12b in the equations (11) and (12) is expressed using the longitudinal forces T ₁ to T ₄ and is included in the equation of motion. Further, the angular displacements ψ _w1 to ψ _w4 and the angular velocities ψ _w1 to ψ _w4 · in the yawing direction of the wheel shafts 13a to 13d can be eliminated.

Further, when the expressions (26) to (29) are substituted into the expressions (22) to (25), the following expressions (40) to (43) are obtained.

As described above, in the present embodiment, the equation of motion describing the lateral vibration (movement in the left-right direction) of the wheel shafts 13a to 13d is expressed as in equations (34) to (37), and equations (38) and (38) The equation of motion describing the yawing of the

carriages

12a and 12b is expressed as in equation (39), and the equation of state is constructed using these equations. Equations (40) to (43) are ordinary differential equations, and the actual values of the conversion variables e ₁ to e ₄ that are the solutions thereof are the measurements of the longitudinal forces T ₁ to T _{4 on} the wheel shafts 13a to 13d. It can be determined by using the value.

The actual values of the conversion variables e ₁ to e ₄ obtained in this way are given to the equations (34) to (37). Also, the measured values of the longitudinal forces T ₁ to T _{4 at} the wheel shafts 13a to 13d are given to the equations (38) and (39).

In the present embodiment, the variables shown in the following equation (44) are used as state variables, and the movements of equations (9), (10), (13) to (21), and (34) to (39) An equation of state is constructed using the equation.

The state equation storage unit 801 inputs and stores the state equation configured as described above based on the operation of the user interface 908 by the operator, for example.

[Observation equation storage unit 802, S1002]
The observation equation storage unit 802 stores observation equations. In the present embodiment, acceleration in the left-right direction of the vehicle body 11, acceleration in the left-right direction of the

carriages

12a and 12b, and acceleration in the left-right direction of the wheel shafts 13a to 13d are used as observation variables. This observation variable is an observation variable for filtering by a Kalman filter described later. In the present embodiment, the observation equation is configured using the equation of motion describing the lateral vibration of the equations (34) to (37), (9), (10), and (15). For example, the observation equation storage unit 802 inputs and stores the observation equation configured as described above based on the operation of the user interface 908 by the operator.

As described above, after the state equation and the observation equation are stored in the inspection apparatus 800, the data acquisition unit 803, the filter calculation unit 804, the trajectory state calculation unit 805, and the output unit 806 are activated. That is, after the pre-process according to the flowchart of FIG. 3 is completed, the main process according to the flowchart of FIG. 4 is started.

[Data acquisition unit 803, S1101]
The data acquisition unit 803 acquires measurement data.
In the present embodiment, the data acquisition unit 803 uses, as measurement data, measured values of acceleration in the left-right direction of the vehicle body 11, measured values of acceleration in the left-right direction of the

carriages

12a and 12b, and accelerations in the left-right direction of the wheel shafts 13a to 13d. Get the measured value. Each acceleration is measured by using, for example, a strain gauge attached to the vehicle body 11, the

carriages

12a and 12b, and the wheel shafts 13a to 13d, and an arithmetic unit that calculates the acceleration using the measured values of the strain gauge. The In addition, since the measurement of acceleration can be realized by a known technique, detailed description thereof is omitted.

Further, the data acquisition unit 803 acquires a measurement value of the longitudinal force as measurement data. The method for measuring the longitudinal force is as described above.
The data acquisition unit 803 can acquire measurement data, for example, by performing communication with the arithmetic device described above.

[Filter operation unit 804, S1102]
The filter calculation unit 804 uses the Kalman filter as the measurement equation acquired by the data acquisition unit 803 using the observation equation as the observation equation stored in the observation equation storage unit 802 and the state equation as the state equation stored in the state equation storage unit 801. Using the data, the state variable shown in the equation (44) is determined. As described above, in the present embodiment, the measurement data includes measured values of acceleration in the left-right direction of the vehicle body 11, measured values of acceleration in the left-right direction of the

carriages

12a and 12b, and measured values of acceleration in the left-right direction of the wheel shafts 13a to 13d. , And measured values of the longitudinal forces T ₁ to T _{4 at} the wheel shafts 13a to 13d.

The Kalman filter is one method for performing data assimilation. That is, the Kalman filter is an example of a method for determining the value of an unobserved variable (state variable) so that the difference between the measured value and the calculated value of the observable variable (observed variable) is small (minimized). The filter calculation unit 804 obtains a Kalman gain at which the difference between the measured value and the calculated value of the observed variable is small (minimum), and obtains the value of the unobserved variable (state variable) at that time. In the Kalman filter, the following observation equation (45) and the following equation (46) are used.
Y = HX + V (45)
X · = ΦX + W (46)
In equation (45), Y is a vector that stores the measured value of the observed variable. H is an observation model. X is a vector for storing state variables. V is observation noise. X · represents the time derivative of X. Φ is a linear model. W is system noise. Since the Kalman filter itself can be realized by a known technique, a detailed description thereof is omitted.

[Orbital state calculation unit 805, S1103]
When the equations (22) to (25) are substituted into the equations of motion describing the yawing of the wheel shafts 13a to 13d in the equations (5) to (8), the following equations (47) to (50) are obtained. .

The track state calculation unit 805 calculates estimated values of the rotation amounts (angular displacements) ψ _w1 to ψ _w4 of the wheel shafts 13a to 13d in the yawing direction from the equations (30) to (33). The trajectory state calculation unit 805 then estimates the rotation amounts (angular displacements) ψ _w1 to ψ _w4 in the yawing direction of the wheel shafts 13a to 13d and the state variables shown in the equation (48) obtained by the filter calculation unit 804. By giving the measured values of the longitudinal forces T ₁ to T _{4 at} the wheel shafts 13a to 13d to the equations (47) to (50), the deviation amounts y _R1 to y _R4 at the positions of the wheel shafts 13a to 13d are obtained. Is calculated. Here the state variables used are displaced in the lateral direction of the carriage _{_{12a ~ 12b y t1 ~ y t2}} , the left-right direction of the velocity _{_y} t1 · _~ _y _t2 · of the truck 12a ~ 12b, in the lateral direction of the wheel shaft 13a ~ 13d displacement y _w1 to y _w4 and the speeds y _w1 · to y _w4 · of the wheel shafts 13a to 13d in the left-right direction.

Then, the trajectory state calculation unit 805 calculates the final passing amount y _R from the passing amounts y _R1 to y _R4 . For example, the trajectory state calculation unit 805 calculates an arithmetic average value of two values excluding the maximum value and the minimum value among the passing amount y _R1 to y _R4 as the passing amount y _R. At this time, the track state calculation unit 805 takes a moving average for each of the deviation amounts y _R1 to y _R4 at the positions of the wheel shafts 13a to 13d (that is, passes through a low-pass filter), and the wheel shaft 13a that takes the moving average. The final amount of deviation y _R may be calculated from the amount of deviation y _R1 to y _R4 at the position of ~ 13d.

[Output unit 806, S1104]
The output unit 806 outputs information of the street deviation amount y _R calculated by the trajectory state calculation section 805. At this time, the output unit 806 may output information indicating that the trajectory 16 is abnormal when the passing amount y _R is larger than a preset value. As an output form, for example, at least one of display on a computer display, transmission to an external device, and storage in an internal or external storage medium can be employed.

<Example>
Next, examples will be described. In the present embodiment, a numerical simulation of a case where a railway vehicle provided with two

carriages

12a and 12b and four sets of wheel shafts 13a to 13d is run at 270 km / h as shown in FIG. Carried out. In this embodiment, the axle box support device is a monolink type axle box support device. In this embodiment, the longitudinal force is referred to as a monolink force. Then, using the data calculated by the numerical simulation, the amount of deviation is calculated by the method described in the present embodiment. At this time, the model used for the numerical simulation has 86 degrees of freedom. Therefore, a motion that is not assumed in the 21-degree-of-freedom model used to calculate the amount of deviation is added to the model used for the numerical simulation. In this way, in this embodiment, it is assumed that the system noise of the state equation corresponding to the actual running of the railway vehicle is obtained. On the other hand, the observation noise of the observation equation when an actual railway vehicle is driven depends on the measurement accuracy. The observation data of this example does not include observation noise. For this reason, the present embodiment assumes a case where ideal measurement accuracy is obtained.

FIG. 12 is a diagram showing (part of) observation data obtained by numerical simulation. In FIG. 12, the first wheel shaft indicates the wheel shaft 13a. The front carriage refers to the carriage 12a. Lateral vibration acceleration refers to acceleration in the left-right direction.
FIG. 13 is a diagram illustrating an example of the actual measurement value 1301 and the calculation value 1302 of the amount of deviation. The actual measurement value 1301 is a deviation amount as set when the numerical simulation is performed. As shown in FIG. 13, the actually measured value 1301 and the calculated value 1302 of the amount of deviation match in practically acceptable levels. Therefore, it can be seen that by using the method of the present embodiment, the amount of deviation can be calculated with high accuracy.

On the other hand, the equation of motion describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is included in the state equation without using the monolink force, and the time derivative of the passing amounts y _R1 to y _R4 is white. Treated as noise and filtered with Kalman filter. As a result, the calculation became unstable and the estimation result could not be obtained.

<Summary>
As described above, in the present embodiment, the inspection apparatus 800 includes the measurement values of the acceleration in the left-right direction of the vehicle body 11, the

carriages

12a and 12b, and the wheel shafts 13a to 13d, and the measurement values of the longitudinal forces T ₁ to T ₄ . The actual values of the conversion variables e ₁ to e ₄ are given to the Kalman filter, and the state variables (y _w1 · to y _w4 ·, y _w1 to y _w4 , y _t1 · to y _t2 ·, y _t1 to y _t2 , ψ _t1 · ˜ψ _t2 ·, ψ _t1 ∼ψ _t2 , φ _t1 · ˜φ _t2 ·, φ _t1 ∼φ _t2 , y _b ·, y _b , ψ _b ·, ψ _b , φ _b ·, φ _b , ψ _y1 , Ψ _y2 , φ _a1 , φ _a2 ). Next, the inspection apparatus 800 uses the rotation amounts (angular displacements) ψ _t1 to ψ _t2 in the yawing direction of the

carriages

12a and 12b included in the state variables and the actual values of the conversion variables e ₁ to e _4. Then, rotation amounts (angular displacements) ψ _w1 to ψ _w4 in the yawing direction of the wheel shafts 13a to 13d are derived. Next, the inspection apparatus 800 adds the amount of rotation (angular displacement) ψ _w1 to ψ _w4 in the yawing direction of the wheel shafts 13a to 13d, the state variables, and the longitudinal force to the equation of motion describing the yawing of the wheel shafts 13a to 13d. By substituting the measured values of T ₁ to T ₄ , the deviation amounts y _R1 to y _R4 at the positions of the wheel shafts 13a to 13d are calculated. Then, the inspection apparatus 800 calculates a final passing amount y _R from the passing amounts y _R1 to y _R4 . Therefore, it is not necessary to construct a state equation using an equation of motion that includes the deviation amounts y _R1 to y _R4 as variables as an equation of motion describing yawing of the wheel shafts 13a to 13d. Thereby, it is not necessary to create a model of the trajectory 16, and the number of state variables can be reduced. In this embodiment, the degree of freedom of the model can be reduced from 21 degrees of freedom to 17 degrees of freedom, and the number of state variables can be reduced from 38 to 30. Further, the measurement value used in the Kalman filter increases by the amount of the longitudinal force T ₁ to T ₄ .

On the other hand, if the equation of motion describing the yaw of the wheel shafts 13a to 13d in the equations (5) to (8) is included in the state equation without using the longitudinal forces T ₁ to T ₄ as described in the embodiment, In some cases, the calculation becomes unstable and the estimation result cannot be obtained. That is, unless a state variable is selected as in the technique described in Patent Document 2, calculation may become unstable and an estimation result may not be obtained. Even if an estimation result is obtained, the method of the present embodiment has higher accuracy in detecting the irregularity of the trajectory 16 than the method in which no state variable is selected. This is because in the present embodiment, it is realized that the equation of motion describing the yawing of the wheel shafts 13a to 13d is not included in the state equation and that the measured value of the longitudinal force is used.

In this embodiment, a strain gauge can be used as a sensor, so that no special sensor is required. Therefore, it is possible to accurately detect an abnormality (trajectory irregularity) in the track 16 without incurring a large cost. Further, since it is not necessary to use a special sensor, it is possible to detect an irregularity of the track 16 in real time while the business vehicle is running by attaching a strain gauge to the business vehicle and mounting the inspection device 800 on the business vehicle. it can. Therefore, it is possible to detect the irregularity of the track 16 without running the inspection vehicle. However, a strain gauge may be attached to the inspection vehicle, and the inspection device 800 may be mounted on the inspection vehicle.

<Modification>
In this embodiment, the case where the Kalman filter is used has been described as an example. However, if a filter that derives a state variable (that is, a filter that performs data assimilation) is used so that the error between the measured value and the calculated value of the observed variable is minimized or the expected value of the error is minimized, the Kalman filter is not necessarily used. There is no need to use. For example, a particle filter may be used. An example of the error between the measured value and the calculated value of the observed variable is a square error between the measured value and the calculated value of the observed variable.

Further, in the present embodiment, the case where the amount of deviation is derived is described as an example. However, if the information reflecting the irregularity of the trajectory (the appearance defect of the trajectory 16) is derived as the information reflecting the state of the trajectory 16, it is not always necessary to derive the deviation amount. For example, by calculating the following formulas (51) to (54) in addition to or instead of the amount of deviation, the lateral pressure generated between the railway vehicle and the rail Left-right direction stress) may be derived. However, Q ₁ , Q ₂ , Q ₃ , and Q ₄ are lateral pressures at the

wheels

14a, 14b, 14c, and 14d, respectively. f ₃ represents the spin creep coefficient.

Moreover, in this embodiment, the case where the state variable showing the state of the vehicle body 11 was included was described as an example. However, the vehicle body 11 is the part where the propagation of vibration due to the acting force (creep force) between the wheels 14a to 14d and the track 16 is finally transmitted. Therefore, for example, when it is determined that the influence of the propagation in the vehicle body 11 is small, the state variable indicating the state of the vehicle body 11 may not be included. In this case, among the equations of motion of equations (1) to (21), equations of motion describing the lateral vibration, yawing and rolling of the vehicle body 11 of equations (15) to (17), and (18) The equation of motion and the equation of motion describing the yawing of the yaw damper arranged in the carriage 12a and the yaw damper arranged in the carriage 12b are not required. In addition, in the equations of motion of equations (1) to (21), the state quantity relating to the vehicle body (state quantity including the subscript b) and the state quantity relating to the vehicle body (state quantity including the subscript b) are included in {}. The value (for example, {φ _a2 −φ _b } in the third term on the left side of equation (21)) is set to 0 (zero).

In the present embodiment, the case where the

carriages

12a and 12b are bolsterless carriages has been described as an example. However, the

carts

12a and 12b are not limited to bolsterless carts. Further, when the railway vehicle receives a centrifugal force on a curved track or the like, the equation of motion is rewritten so that the centrifugal force is included. In addition, the equation of motion is appropriately rewritten according to the components of the railway vehicle, the force received by the railway vehicle, the direction of motion of the railway vehicle, and the like. That is, the equation of motion is not limited to that exemplified in this embodiment.

(Second Embodiment)
Next, a second embodiment will be described.
In the first embodiment, the case where the inspection apparatus 800 mounted on the railway vehicle calculates the amount of deviation y _R has been described as an example. On the other hand, in this embodiment, a data processing device in which a part of the function of the inspection device 800 is mounted is arranged at the command station. This data processing device receives measurement data transmitted from the railway vehicle, and calculates a passing amount y _R using the received measurement data. As described above, in this embodiment, the functions of the inspection apparatus 800 of the first embodiment are shared between the railway vehicle and the command station. This embodiment and the first embodiment are mainly different in configuration and processing. Therefore, in the description of the present embodiment, the same parts as those in the first embodiment are denoted by the same reference numerals as those in FIGS. 1 to 13 and the detailed description thereof is omitted.

FIG. 14 is a diagram showing an example of the configuration of the inspection system. In FIG. 14, the inspection system includes

data collection devices

1410 a and 1410 b and a data processing device 1420. FIG. 14 also illustrates an example of functional configurations of the

data collection devices

1410a and 1410b and the data processing device 1420. Note that the hardware of the

data collection devices

1410a and 1410b and the data processing device 1420 can be realized by, for example, the one shown in FIG. Therefore, detailed description of the hardware configuration of the

data collection devices

1410a and 1410b and the data processing device 1420 is omitted.

Each

data collection device

1410a and 1410b is mounted on each railway vehicle. Data processor 1420 is located at the command office. The command center centrally manages the operation of a plurality of railway vehicles, for example.

<

Data collection devices

1410a and 1410b>
The

data collection devices

1410a and 1410b can be realized by the same device. The

data collection devices

1410a and 1410b include data acquisition units 1411a and 1411b and

data transmission units

1412a and 1412b.

[Data Acquisition Units 1411a and 1411b]
The data acquisition units 1411a and 1411b have the same function as the data acquisition unit 803. That is, the data acquisition units 1411a and 1411b acquire measurement data. Also in the present embodiment, as in the first embodiment, the data acquisition units 1411a and 1411b use the measured values of acceleration in the left-right direction of the vehicle body 11, the measured values of acceleration in the left-right direction of the

carriages

12a and 12b, as measurement data, The measurement value of the acceleration in the left-right direction and the measurement value of the longitudinal force of the wheel shafts 13a to 13d are acquired. The strain gauge and the arithmetic unit for obtaining these measurement values are the same as those described in the first embodiment.

[

Data transmission units

1412a and 1412b]
The

data transmission units

1412a and 1412b transmit the measurement data acquired by the data acquisition units 1411a and 1411b to the data processing device 1420. In the present embodiment, the

data transmission units

1412a and 1412b transmit the measurement data acquired by the data acquisition units 1411a and 1411b to the data processing device 1420 by wireless communication. At this time, the

data transmission units

1412a and 1412b add the identification numbers of the railway vehicles on which the

data collection devices

1410a and 1410b are mounted to the measurement data acquired by the data acquisition units 1411a and 1411b. As described above, the

data transmission units

1412a and 1412b transmit the measurement data to which the identification number of the railway vehicle is added.

<Data processing device 1420>
[Data receiving unit 1421]
The data reception unit 1421 receives the measurement data transmitted by the

data transmission units

1412a and 1412b. The identification number of the railway vehicle that is the transmission source of the measurement data is added to the measurement data.

[Data storage unit 1422]
The data storage unit 1422 stores the measurement data received by the data reception unit 1421. The data storage unit 1422 stores measurement data for each railcar identification number. The data storage unit 1422 identifies the position of the railway vehicle at the reception time of the measurement data based on the current operation status of the railway vehicle and the reception time of the measurement data, and information on the identified position and the measurement data Are stored in association with each other. Note that the

data collection devices

1410a and 1410b may collect information on the current position of the railway vehicle and include the collected information in the measurement data.

[Data reading unit 1423]
The data reading unit 1423 reads the measurement data stored in the data storage unit 1422. The data reading unit 1423 can read measurement data designated by the operator among the measurement data stored in the data storage unit 1422. The data reading unit 1423 can also read measurement data that matches a predetermined condition at a predetermined timing. In the present embodiment, the measurement data read by the data reading unit 1423 is determined based on, for example, at least one of the identification number and the position of the railway vehicle.

State equation storage unit 801, observation equation storage unit 802, filter operation unit 804, orbital state calculation unit 805, and output unit 806 are the same as those described in the first embodiment. Therefore, detailed description thereof is omitted here. Note that the filter calculation unit 804 determines the state variable represented by the equation (44) using the measurement data read by the data reading unit 1423 instead of the measurement data acquired by the data acquisition unit 803.

<Summary>
As described above, in the present embodiment, the

data collection devices

1410a and 1410b mounted on the railway vehicle collect measurement data and transmit it to the data processing device 1420. Data processor 1420 disposed control center, the data collection device 1410a, and stores the measurement data received from 1410b, using the stored measurement data, calculates a street deviation amount y _R. Accordingly, in addition to the effects described in the first embodiment, for example, the following effects can be obtained. That is, the data processing device 1420 can calculate the deviation amount y _R at any timing by reading the measurement data at any timing. In addition, the data processing device 1420 can output a time-series change in the amount of deviation y _R at the same position. In addition, the data processing device 1420 can output the amount of deviation y _R on a plurality of routes for each route.

<Modification>
In this embodiment, the case where measurement data is directly transmitted from the

data collection devices

1410a and 1410b to the data processing device 1420 has been described as an example. However, this is not always necessary. For example, an inspection system may be constructed using cloud computing. In addition, also in the present embodiment, various modifications described in the first embodiment can be employed.

In the first embodiment and the second embodiment, the state equation storage unit 801, the observation equation storage unit 802, the filter calculation unit 804, the orbital state calculation unit 805, and the output unit 806 are included in one device. Was described as an example. However, this is not always necessary. The functions of the state equation storage unit 801, the observation equation storage unit 802, the filter calculation unit 804, the orbital state calculation unit 805, and the output unit 806 may be realized by a plurality of devices. In this case, an inspection system is configured using these plural devices.

(Other embodiments)
The embodiment of the present invention described above can be realized by a computer executing a program. Further, a computer-readable recording medium in which the program is recorded and a computer program product such as the program can also be applied as an embodiment of the present invention. As the recording medium, for example, a flexible disk, a hard disk, an optical disk, a magneto-optical disk, a CD-ROM, a magnetic tape, a nonvolatile memory card, a ROM, or the like can be used.

In addition, the embodiments of the present invention described above are merely examples of implementation in carrying out the present invention, and the technical scope of the present invention should not be construed as being limited thereto. Is. That is, the present invention can be implemented in various forms without departing from the technical idea or the main features thereof.

The present invention can be used for, for example, inspecting a railroad track.

Claims

Data acquisition means for acquiring measurement data which is data of measurement values measured by running a railway vehicle having a vehicle body, a carriage, and a wheel shaft on a track;
Filter operation means for determining a state variable that is a variable to be determined in the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation; ,
And orbital state deriving means for deriving information reflecting the state of the orbit,
The measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheel shaft, and a measurement value of longitudinal force,
The left-right direction is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track,
The front / rear direction force is the front / rear direction force generated in a member disposed between the wheel shaft and the carriage on which the wheel shaft is provided, and the angular displacement in the yawing direction of the wheel shaft and the wheel shaft provided by the wheel shaft. A force determined according to a difference from the angular displacement in the yawing direction of the carriage,
The member is a member for supporting the axle box,
The yawing direction is a rotation direction with the vertical direction as a rotation axis,
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable.
The state variables include a lateral displacement and speed of the carriage, an angular displacement and angular speed in the yawing direction of the carriage, an angular displacement and angular speed in the rolling direction of the carriage, and a lateral displacement and speed of the wheel shaft. And an angular displacement in the rolling direction of an air spring attached to the railway vehicle, and does not include an angular displacement and an angular velocity in the yawing direction of the wheel shaft,
The rolling direction is a rotation direction with the front-rear direction as a rotation axis,
The conversion variable is a variable for mutually converting the angular displacement in the yawing direction of the wheel shaft and the angular displacement in the yawing direction of the carriage,
The observation equation is an equation described using an observation variable and the conversion variable,
The observed variable includes a lateral acceleration of the carriage and the wheel axis,
The filter calculation means includes the measurement value of the observation variable, the state equation in which the measurement value of the longitudinal force and the actual value of the conversion variable are substituted, and the observation equation in which the actual value of the conversion variable is substituted, To determine the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized,
The track state deriving unit uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculating unit, and the actual value of the conversion variable, and the yawing direction of the wheel shaft. Deriving the information that reflects the state of the trajectory using the estimated value of the angular displacement in the yawing direction of the wheel shaft derived,
The actual value of the conversion variable is derived using the measured value of the longitudinal force.
The equation of state describes a motion equation describing the lateral movement of the wheel shaft, a motion equation describing the lateral movement of the carriage, a motion equation describing the movement of the carriage in the yawing direction, and the carriage A motion equation describing the motion in the rolling direction and a motion equation describing the motion of the air spring in the rolling direction.
The equation of motion describing the movement of the wheel shaft in the left-right direction is an equation of motion described using the conversion variable instead of the angular displacement in the yawing direction of the wheel shaft,
The equation of motion describing the movement of the carriage in the yawing direction is an equation of motion described using the longitudinal force instead of the angular displacement and angular velocity of the wheel shaft in the yawing direction,
The inspection system according to claim 1, wherein the conversion variable is represented by a difference between an angular displacement in a yawing direction of the carriage and an angular displacement in the yawing direction of the wheel shaft.
The data acquisition means further acquires a measured value of acceleration in the left-right direction of the vehicle body,
The observation variable further includes a lateral acceleration of the vehicle body,
The state variables include a lateral displacement and velocity of the vehicle body, an angular displacement and angular velocity in the yawing direction of the vehicle body, an angular displacement and angular velocity in the rolling direction of the vehicle body, and a yawing direction of a yaw damper attached to the railway vehicle. An angular displacement of
The said filter calculating means determines the said state variable when the difference of the measured value and the calculated value of the acceleration of the left-right direction of the said vehicle body, the said cart, and the said wheel shaft becomes the minimum. 2. The inspection system according to 2.
The equation of state describes a motion equation describing the lateral motion of the vehicle body, a motion equation describing the motion of the vehicle body in the yawing direction, a motion equation describing the motion of the vehicle body in the rolling direction, and the yaw damper The inspection system according to claim 3, further comprising a motion equation describing a motion in a yawing direction.
The observation equation is further configured by using a motion equation describing a lateral motion of the wheel shaft and a motion equation describing a lateral motion of the carriage,
5. The equation of motion describing the left-right motion of the wheel shaft is a motion equation described using the conversion variable instead of angular displacement in the yawing direction of the wheel shaft. An inspection system given in any 1 paragraph.
6. The inspection system according to claim 5, wherein the observation equation is configured by further using a motion equation describing a lateral motion of the vehicle body.
The trajectory state deriving means includes the horizontal displacement and speed of the carriage, which are the state variables determined by the filter calculating means, and the horizontal direction of the wheel shaft, which is the state variable determined by the filter calculating means. Based on the displacement and speed, the estimated value of the angular displacement of the wheel shaft in the yawing direction, the measured value of the longitudinal force, and the equation of motion describing the motion of the wheel shaft in the yawing direction. Deriving the amount of deviation as information reflecting the state of the orbit,
The inspection system according to any one of claims 1 to 6, wherein the equation of motion describing the movement of the wheel shaft in the yawing direction includes the front-rear direction force and a deviation amount of the trajectory as variables.
The track state deriving unit is configured to determine whether the wheel shaft is positioned between the wheel provided on the wheel shaft and the track based on the angular displacement of the wheel shaft in the yawing direction and the speed in the left-right direction of the wheel shaft included in the state variable. The inspection system according to any one of claims 1 to 7, wherein a lateral pressure, which is a stress in a lateral direction, is derived as information reflecting the state of the orbit.
The front / rear direction force is a component having mutually opposite phases among the front / rear direction components of the force generated on each of the two members attached to both sides of the one wheel shaft in the left / right direction. The inspection system according to any one of claims 1 to 8.
The inspection system according to claim 9, wherein the member is a link that supports the axle box or a rubber bush attached to the link that supports the axle box.
10. The inspection system according to claim 9, wherein the member is a shaft beam that supports the shaft box or a rubber bush that is attached to a shaft beam that supports the shaft box.
10. The inspection system according to claim 9, wherein the member is a leaf spring that supports the axle box or a rubber bush attached to the leaf spring that supports the axle box.
The inspection system according to any one of claims 1 to 12, wherein the filter is a Kalman filter.
Transmitting means for transmitting the measurement data acquired by the data acquisition means;
Receiving means for receiving the measurement data transmitted by the transmitting means,
The filter calculating means determines the state variable using the measurement data received by the receiving means, the state equation, and the observation equation. The inspection system according to claim 1.
A data acquisition step of acquiring measurement data which is data of measurement values measured by running a railway vehicle having a vehicle body, a carriage, and a wheel shaft on a track;
A filter operation step of determining a state variable that is a variable to be determined in the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation; ,
A trajectory state deriving step for deriving information reflecting the state of the trajectory,
The measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheel shaft, and a measurement value of longitudinal force,
The left-right direction is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track,
The front / rear direction force is the front / rear direction force generated in a member disposed between the wheel shaft and the carriage on which the wheel shaft is provided, and the angular displacement in the yawing direction of the wheel shaft and the wheel shaft provided by the wheel shaft. A force determined according to a difference from the angular displacement in the yawing direction of the carriage,
The member is a member for supporting the axle box,
The yawing direction is a rotation direction with the vertical direction as a rotation axis,
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable.
The state variables include a lateral displacement and speed of the carriage, an angular displacement and angular speed in the yawing direction of the carriage, an angular displacement and angular speed in the rolling direction of the carriage, and a lateral displacement and speed of the wheel shaft. And an angular displacement in the rolling direction of an air spring attached to the railway vehicle, and does not include an angular displacement and an angular velocity in the yawing direction of the wheel shaft,
The rolling direction is a rotation direction with the front-rear direction as a rotation axis,
The conversion variable is a variable for mutually converting the angular displacement in the yawing direction of the wheel shaft and the angular displacement in the yawing direction of the carriage,
The observation equation is an equation described using an observation variable and the conversion variable,
The observed variable includes a lateral acceleration of the carriage and the wheel axis,
The filter calculation step includes a measurement value of the observation variable, the state equation in which the measurement value of the longitudinal force and the actual value of the conversion variable are substituted, and the observation equation in which the actual value of the conversion variable is substituted, To determine the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized,
The track state derivation step uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculation step, and the actual value of the conversion variable, and the yawing direction of the wheel shaft. Deriving the information that reflects the state of the trajectory using the estimated value of the angular displacement in the yawing direction of the wheel shaft derived,
The inspection method, wherein the actual value of the conversion variable is derived using the measured value of the longitudinal force.
A data acquisition step of acquiring measurement data which is data of measurement values measured by running a railway vehicle having a vehicle body, a carriage, and a wheel shaft on a track;
A filter operation step of determining a state variable that is a variable to be determined in the state equation by performing an operation using a filter that performs data assimilation using the measurement data, the state equation, and the observation equation; ,
Causing a computer to execute a process including a trajectory state deriving step for deriving information reflecting the state of the trajectory,
The measurement data includes a measurement value of acceleration in the left-right direction of the carriage and the wheel shaft, and a measurement value of longitudinal force,
The left-right direction is a direction perpendicular to both the front-rear direction, which is a direction along the traveling direction of the railway vehicle, and the up-down direction, which is a direction perpendicular to the track,
The front / rear direction force is the front / rear direction force generated in a member disposed between the wheel shaft and the carriage on which the wheel shaft is provided, and the angular displacement in the yawing direction of the wheel shaft and the wheel shaft provided by the wheel shaft. A force determined according to a difference from the angular displacement in the yawing direction of the carriage,
The member is a member for supporting the axle box,
The yawing direction is a rotation direction with the vertical direction as a rotation axis,
The state equation is an equation described using the state variable, the longitudinal force, and a conversion variable.
The state variables include a lateral displacement and speed of the carriage, an angular displacement and angular speed in the yawing direction of the carriage, an angular displacement and angular speed in the rolling direction of the carriage, and a lateral displacement and speed of the wheel shaft. And an angular displacement in the rolling direction of an air spring attached to the railway vehicle, and does not include an angular displacement and an angular velocity in the yawing direction of the wheel shaft,
The rolling direction is a rotation direction with the front-rear direction as a rotation axis,
The conversion variable is a variable for mutually converting the angular displacement in the yawing direction of the wheel shaft and the angular displacement in the yawing direction of the carriage,
The observation equation is an equation described using an observation variable and the conversion variable,
The observed variable includes a lateral acceleration of the carriage and the wheel axis,
The filter calculation step includes a measurement value of the observation variable, the state equation in which the measurement value of the longitudinal force and the actual value of the conversion variable are substituted, and the observation equation in which the actual value of the conversion variable is substituted, To determine the state variable when the error between the measured value and the calculated value of the observed variable or the expected value of the error is minimized,
The track state derivation step uses the angular displacement in the yawing direction of the carriage, which is one of the state variables determined by the filter calculation step, and the actual value of the conversion variable, and the yawing direction of the wheel shaft. Deriving the information that reflects the state of the trajectory using the estimated value of the angular displacement in the yawing direction of the wheel shaft derived,
The actual value of the conversion variable is derived using the measured value of the longitudinal force.