WO2020054579A1 - 荷重推定装置、荷重推定方法及びプログラム - Google Patents

荷重推定装置、荷重推定方法及びプログラム Download PDF

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Publication number
WO2020054579A1
WO2020054579A1 PCT/JP2019/035023 JP2019035023W WO2020054579A1 WO 2020054579 A1 WO2020054579 A1 WO 2020054579A1 JP 2019035023 W JP2019035023 W JP 2019035023W WO 2020054579 A1 WO2020054579 A1 WO 2020054579A1
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Prior art keywords
load
acceleration
control unit
traveling
frequency
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
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PCT/JP2019/035023
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English (en)
French (fr)
Japanese (ja)
Inventor
章央 川内
浩幸 河野
内田　浩二
照夫 山下
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Mitsubishi Heavy Industries Engineering Ltd
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Mitsubishi Heavy Industries Engineering Ltd
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Priority to SG11202101553XA priority Critical patent/SG11202101553XA/en
Priority to US17/268,696 priority patent/US12287257B2/en
Publication of WO2020054579A1 publication Critical patent/WO2020054579A1/ja
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01G—WEIGHING
    • G01G19/00—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups
    • G01G19/08—Weighing apparatus or methods adapted for special purposes not provided for in the preceding groups for incorporation in vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F5/00—Constructional details of bogies; Connections between bogies and vehicle underframes; Arrangements or devices for adjusting or allowing self-adjustment of wheel axles or bogies when rounding curves
    • B61F5/02—Arrangements permitting limited transverse relative movements between vehicle underframe or bolster and bogie; Connections between underframes and bogies
    • B61F5/22—Guiding of the vehicle underframes with respect to the bogies
    • B61F5/24—Means for damping or minimising the canting, skewing, pitching, or plunging movements of the underframes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61F—RAIL VEHICLE SUSPENSIONS, e.g. UNDERFRAMES, BOGIES OR ARRANGEMENTS OF WHEEL AXLES; RAIL VEHICLES FOR USE ON TRACKS OF DIFFERENT WIDTH; PREVENTING DERAILING OF RAIL VEHICLES; WHEEL GUARDS, OBSTRUCTION REMOVERS OR THE LIKE FOR RAIL VEHICLES
    • B61F99/00—Subject matter not provided for in other groups of this subclass
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K13/00—Other auxiliaries or accessories for railways
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/02—Profile gauges, e.g. loading gauges
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L25/00—Recording or indicating positions or identities of vehicles or trains or setting of track apparatus
    • B61L25/02—Indicating or recording positions or identities of vehicles or trains
    • B61L25/021—Measuring and recording of train speed
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01H—MEASUREMENT OF MECHANICAL VIBRATIONS OR ULTRASONIC, SONIC OR INFRASONIC WAVES
    • G01H17/00—Measuring mechanical vibrations or ultrasonic, sonic or infrasonic waves, not provided for in the preceding groups
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01L—MEASURING FORCE, STRESS, TORQUE, WORK, MECHANICAL POWER, MECHANICAL EFFICIENCY, OR FLUID PRESSURE
    • G01L1/00—Measuring force or stress, in general
    • G01L1/005—Measuring force or stress, in general by electrical means and not provided for in G01L1/06 - G01L1/22
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01M—TESTING STATIC OR DYNAMIC BALANCE OF MACHINES OR STRUCTURES; TESTING OF STRUCTURES OR APPARATUS, NOT OTHERWISE PROVIDED FOR
    • G01M17/00—Testing of vehicles
    • G01M17/08—Railway vehicles
    • G01M17/10—Suspensions, axles or wheels
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01P—MEASURING LINEAR OR ANGULAR SPEED, ACCELERATION, DECELERATION, OR SHOCK; INDICATING PRESENCE, ABSENCE, OR DIRECTION, OF MOVEMENT
    • G01P15/00—Measuring acceleration; Measuring deceleration; Measuring shock, i.e. sudden change of acceleration

Definitions

  • the present invention relates to a load estimation device, a load estimation method, and a program.
  • Priority is claimed on Japanese Patent Application No. 2018-172504, filed on September 14, 2018, the content of which is incorporated herein by reference.
  • a time history response waveform of an acceleration signal of a suspension frame is obtained as a time history response waveform of a certain state amount of a truck by using an acceleration sensor provided on a suspension frame of a truck of a guide rail type railway vehicle. Techniques are disclosed.
  • the life of a traveling vehicle has been measured by measuring the load applied to the traveling vehicle using a strain gauge.
  • a strain gauge When monitoring the load over a long period of time, it takes time and effort to cure the strain gauge, which is difficult to operate.
  • the life is measured only from the acceleration without estimating the load, it has been difficult to set a threshold value at which acceleration the abnormality occurs.
  • An object of the present invention is to provide a load estimating apparatus and a load estimating apparatus capable of measuring the life of a traveling vehicle by a simple method and estimating a load applied to the traveling vehicle using acceleration in order to evaluate the soundness of the vehicle. It is to provide a method and a program.
  • the load estimating apparatus is an acceleration sensor for measuring a first acceleration, the acceleration sensor being attached to at least one of a traveling bogie main body supporting wheels and a vehicle body attached to the traveling bogie main body. And a control unit for estimating a load on the traveling bogie main body based on the first acceleration and load information acquired in advance in which acceleration and load are associated with each other.
  • a frequency of an acceleration determined by a change with time of the acceleration is further associated, and the control unit controls the load information and the first acceleration. Based on the above, the load on the traveling bogie main body is further estimated.
  • the control unit is configured to associate the load information with the first acceleration. Based on this, the load on the traveling bogie main body is further estimated.
  • the frequency of the acceleration determined by the change over time of the acceleration is further associated, and in the load information, information corresponding to the position of the acceleration sensor is included. Further, when the position of the acceleration sensor is on the traveling bogie main body, the frequency is less than the natural frequency f ch ⁇ ⁇ 2, and f ch is the vehicle body. And a spring constant of an air spring connecting the traveling bogie main body, and a value determined based on a vehicle body mass, and when the position of the acceleration sensor indicates that the vehicle is on the vehicle body, the frequency is: f ch ⁇ ⁇ 2 or more.
  • a plurality of vehicle masses are further associated with each other, and the control unit further acquires the vehicle body mass, and acquires the load information and the first vehicle mass.
  • the load on the traveling bogie main body is further estimated based on the acceleration and the vehicle body mass.
  • the control unit estimates a load on the traveling bogie main body based on the plurality of accelerations measured by the plurality of acceleration sensors and the load information.
  • the load estimating device further includes an alarm device, and the control unit performs the traveling based on a preset limit load and a total of loads on the traveling bogie main body. It is determined whether or not the bogie main body has reached the end of its life. If the control unit determines that the traveling bogie main body has reached the end of its life, the control unit transmits a signal for generating an alarm to the alarm device.
  • the control unit when the control unit estimates a load applied to the traveling bogie main body from a guide rail, the control unit calculates acceleration in a lateral direction with respect to a longitudinal direction of the vehicle body.
  • the load is estimated, and when estimating a load applied to the traveling bogie main body from a road surface, at least an acceleration sensor capable of measuring acceleration in a vertical direction with respect to a longitudinal direction of the vehicle body. Based on this, the load is estimated.
  • the load detecting device is further attached to at least one of the traveling bogie main body or the vehicle body, and the load detecting device is provided with respect to the traveling bogie main body.
  • the control unit includes a load sensor that measures a second load and an acceleration sensor that measures a second acceleration, wherein the control unit adds the second load and the second acceleration to the load information. .
  • the acceleration sensor is at least attached to the vehicle body, and the control unit is configured to detect a change with time of the acceleration acquired by the first acceleration.
  • the acquired frequency is f ch ⁇ ⁇ 2 with respect to a frequency f ch determined from a spring constant of an air spring attached between the traveling bogie main body and the vehicle body and a mass of the vehicle body.
  • the first acceleration is corrected, and the load on the traveling bogie main body is estimated based on the corrected first acceleration.
  • the load estimating method includes a step of measuring a first acceleration attached to at least one of a traveling bogie main body supporting wheels and a vehicle body attached to the traveling bogie main body. And a step of estimating a load on the traveling bogie main body based on the first acceleration and load information acquired in advance in which the acceleration is associated with the load.
  • the program includes, in a computer of the load estimating device, a first acceleration attached to at least one of a traveling bogie main body supporting wheels and a vehicle body attached to the traveling bogie main body. And estimating a load on the traveling bogie main body based on the first acceleration and load information acquired in advance in which the acceleration and the load are associated with each other. .
  • the load applied to the traveling vehicle can be estimated by the acceleration sensor, the life of the traveling vehicle can be easily measured, and the soundness of the vehicle can be easily evaluated.
  • FIG. 1 is a side view of a vehicle equipped with an acceleration sensor of a load estimating device according to a first embodiment. It is a figure explaining functional composition of a load presumption device concerning a 1st embodiment.
  • FIG. 4 is a diagram illustrating a relationship between an estimated value of a load and an actually measured value according to the first embodiment.
  • FIG. 4 is a diagram illustrating a relationship between a frequency and an observation frequency according to the first embodiment.
  • FIG. 3 is a diagram illustrating a data structure of load information according to the first embodiment.
  • FIG. 3 is a diagram illustrating a processing flow of the load estimating device according to the first embodiment.
  • FIG. 1 is a diagram illustrating an outline of a vehicle 1 to which the acceleration sensors 4A to 4G of the load estimating device 10 according to the first embodiment are attached.
  • FIG. 2 is a side view of the vehicle 1 to which the acceleration sensors 4A to 4G of the load estimating device 10 according to the first embodiment are attached.
  • the vehicle 1 includes a vehicle body 2, traveling vehicles 3A and 3B, acceleration sensors 4A to 4G, wheels 5, a control device 6, and an air spring 7.
  • the vehicle body 2 may be a vehicle of a new transportation system, a car, or a railroad vehicle.
  • the vehicle body 2 and the traveling vehicle 3 are connected via an air spring 7.
  • the air spring 7 makes it difficult to transmit the vibrations of the traveling vehicles 3A and 3B to the vehicle body 2, and may not be an air spring as long as the vibration of the traveling vehicles 3A and 3B is difficult to transmit to the vehicle body 2.
  • the traveling vehicles 3A and 3B and the wheels 5 may be connected via a wheel shaft.
  • the wheels 5 may be rubber tires or railway metal wheels.
  • the acceleration sensors 4A to 4F are mounted on the traveling vehicles 3A and 3B by mounting members. Further, the acceleration sensor 4G may be attached to the vehicle body 2 by an attachment member.
  • the attachment member is, for example, an adhesive, a double-sided tape, a magnet, a screw, or another member capable of attaching the acceleration sensor to the vehicle body.
  • the acceleration sensors 4A to 4G measure the acceleration at the position where the acceleration sensors 4A to 4G are mounted on the traveling vehicles 3A and 3B or the vehicle body 2.
  • the acceleration sensors 4A to 4G are acceleration sensors that cannot measure acceleration in a direction perpendicular to the mounting surface.
  • an acceleration sensor may be attached to the traveling vehicles 3A and 3B or the side surface of the vehicle body 2.
  • the acceleration sensors may be attached to the traveling vehicles 3A and 3B or the front or rear surface of the vehicle body 2.
  • the acceleration sensors 4A to 4G are sensors capable of measuring acceleration in all directions regardless of the mounting surface
  • the acceleration sensors are provided on any of the traveling vehicles 3A and 3B or the side surface, the front surface, the rear surface, the top surface, and the bottom surface of the vehicle body 2. Should just be attached.
  • Two acceleration sensors 4A to 4F are attached to the side surfaces of traveling vehicles 3A and 3B and one to the front surface.
  • One acceleration sensor 4G is attached to the side surface of the vehicle body 2.
  • the number of acceleration sensors is not limited to these numbers.
  • only one acceleration sensor may be provided on the side surface of the traveling vehicles 3A and 3B, and only one may be provided on the rear surface of the traveling vehicles 3A and 3B. Is also good.
  • four units may be attached to both sides of the traveling vehicles 3A and 3B, and four units may be attached to the front and rear surfaces of the traveling vehicles 3A and 3B.
  • the acceleration sensor may be attached to any location of the traveling vehicles 3A and 3B, for example, It suffices that any number of the carriages 3A and 3B are attached to the side, front, rear, top, bottom, and inside.
  • any number of acceleration sensors may be attached to an arbitrary location of the vehicle body 2, for example, a side surface, a front surface, a rear surface, an upper surface, a bottom surface, and the inside of the vehicle body 2.
  • an arbitrary number are attached to at least one arbitrary position of the traveling vehicle 3A, 3B or the vehicle body 2, for example, a side surface, a front surface, a rear surface, an upper surface, a bottom surface, and the inside of the traveling vehicle 3A, 3B or the vehicle body 2. Just do it.
  • the control device 6 may be mounted in the vehicle body 2, may be mounted on a vehicle body of a vehicle different from the vehicle body 2, or may be provided on the vehicle body 2 and a system center outside the vehicle.
  • the traveling direction of the vehicle 1 (the longitudinal direction of the vehicle body 2) is defined as ⁇ X direction, and the lateral direction of the traveling direction is defined as ⁇ Y direction.
  • the vertical direction of the traveling direction is defined as ⁇ Z direction.
  • FIG. 3 is a diagram illustrating a functional configuration of the load estimating device 10 according to the first embodiment.
  • the load estimating device 10 includes a control device 6, and acceleration sensors 4A, 4B,.
  • the acceleration sensors 4A, 4B,... Indicate one or more acceleration sensors.
  • the control device 6 includes a CPU 61, an alarm device 62, and a storage unit 63.
  • the CPU 61 is a processor that exerts various functions by operating according to a program prepared in advance and controls the entire operation of the load estimating apparatus 10.
  • the CPU 61 functions as the control unit 611.
  • the acceleration sensor 4A measures the acceleration at an acceleration measurement point P4A, which is a position where the acceleration sensor 4A is attached to the traveling vehicle 3A.
  • the acceleration sensor 4A transmits the measured acceleration a1 to the control unit 611.
  • the control unit 611 acquires the acceleration a1 measured by the acceleration sensor 4A.
  • the control unit 611 refers to the load information 631 stored in the storage unit 63 and acquires the frequency band fA corresponding to the acceleration measurement point P4A.
  • the control unit 611 measures a frequency determined by a temporal change of the acquired acceleration.
  • the control unit 611 determines whether or not the measured frequency is within the frequency band fA.
  • the control unit 611 refers to the load information 631, and acquires the load FA1 corresponding to the acceleration a1.
  • the control unit 611 estimates that the load F on the traveling vehicle 3A is FA1.
  • control unit 611 measures the frequency of the acceleration a1 means that the control unit 611 measures the frequency based on a change in the acceleration measured during a certain period before and after the measurement of the acceleration a1.
  • the control unit 611 may measure the frequency based on a change in acceleration measured during a certain period before the measurement of the acceleration a1.
  • the frequency may be measured based on a change in acceleration measured during a certain period after the measurement of acceleration a1.
  • the minimum frequency in the frequency bands fA, fB,..., FG stored in the load information 631 is defined as f MIN .
  • the above-mentioned fixed period before and after the measurement, the fixed period before the measurement, or the fixed period after the measurement may be a period of 1 ⁇ f MIN or more, or an arbitrary frequency whose frequency can be determined.
  • the period may be set.
  • the stress information 632 is information in which information on a position on the traveling vehicle 3 where the stress is to be evaluated is associated with a coefficient for estimating the stress at the position where the stress is to be evaluated.
  • the stress information 632 is prepared in advance by prior FEM analysis or the like.
  • the control unit 611 refers to the damage information 633 in the storage unit 63 and determines whether or not fatigue damage occurs based on the estimated stress ⁇ i.
  • the damage information 633 is information on the SN curve calculated from the stress at the position where the stress is to be evaluated and the number of repetitions up to fatigue damage.
  • the damage information 633 is prepared in advance by performing a fatigue evaluation in advance.
  • the control unit 611 determines whether or not fatigue damage occurs using the cumulative fatigue damage rule. According to the cumulative fatigue damage rule, a state in which various stresses are randomly generated is determined as the sum of different stresses such as ⁇ 1, ⁇ 2,. Is done.
  • the control unit 611 determines that fatigue damage does not occur, and the control unit 611 returns to measuring the acceleration.
  • the control unit 611 determines that fatigue damage has occurred, determines that the traveling vehicle 3 has reached the end of its life, and transmits a signal that sounds an alarm to the alarm device 62.
  • the storage unit 63 stores load information 631, stress information 632, and damage information 633.
  • the load information 631 is referred to when the control unit 611 estimates a load from the acceleration acquired from the acceleration sensor 4.
  • the stress information 632 is referred to when the control unit 611 estimates a stress at a position to be evaluated from the estimated load.
  • the damage information 633 is referred to when the control unit 611 predicts the life from the estimated stress.
  • the storage unit 63 is a large-capacity storage device (non-volatile memory) built in the load estimating device 10, and is, for example, an HDD (Hard Disk Drive), an SSD (Solid State Drive), or the like.
  • the storage unit 63 is also called an auxiliary storage device, and records acquired information.
  • the estimation of the load on the traveling vehicle 3A has been described using the acceleration sensor 4A, but the acceleration sensors 4B, 4C, or 4G may be used. Further, the acceleration sensors 4D to 4G may be used for estimating the load on the traveling vehicle 3B.
  • FIG. 4 is a diagram illustrating the relationship between the estimated value of the load and the actually measured value according to the first embodiment.
  • the horizontal axis in FIG. 4 indicates time [s], and the vertical axis indicates load [kN].
  • the solid line indicates the actual measured value of the load measured by the load sensor at an arbitrary position on the traveling vehicle.
  • the broken line indicates an estimated value of the load calculated by multiplying the value of the acceleration measured by the acceleration sensor by the value of the mass of the traveling vehicle at an arbitrary position on the traveling vehicle or the vehicle body.
  • FIG. 4 there is a correlation between the actually measured value of the load measured by the load sensor and the estimated value of the load calculated from the value of the acceleration measured by the acceleration sensor. Therefore, the value of the load applied to the traveling vehicle can be estimated from the value of the acceleration.
  • FIG. 5 is a diagram illustrating the relationship between the frequency and the observation frequency according to the first embodiment.
  • the horizontal axis in FIG. 5 indicates the frequency [Hz] of the load, and the vertical axis indicates the observation frequency.
  • the observation frequency indicates the observation frequency of a specific frequency in the total number of observations.
  • the frequency of the load, the frequency of the estimated value of the load estimated by the acceleration measured by the acceleration sensor 4A, and the frequency of the estimated value of the load estimated by the acceleration measured by the acceleration sensor 4B are determined by the swing of the traveling vehicle 3A.
  • the value of the frequency is large because the swing of the traveling vehicle 3A becomes small.
  • the value of the frequency is small because the shaking of the traveling vehicle 3A does not occur in small steps.
  • the value of the frequency may vary depending on the weight of the vehicle body 2 such as when the vehicle body 2 is empty, when a occupant is occupied, or when the vehicle body 2 is full.
  • the solid line in FIG. 5 shows the frequency distribution of the measured value of the load measured by the load sensor at an arbitrary acceleration evaluation point of the traveling vehicle 3A.
  • the broken line indicates the frequency distribution of the estimated value of the load calculated by multiplying the value of the acceleration measured by the acceleration sensor 4A by the value of the mass of the traveling vehicle 3A at the acceleration evaluation point to which the acceleration sensor 4A is attached. Is shown.
  • the dashed line indicates the frequency distribution of the estimated value of the load calculated by multiplying the value of the acceleration measured by the acceleration sensor 4B by the value of the mass of the traveling vehicle 3A at the acceleration evaluation point to which the acceleration sensor 4B is attached. Is shown.
  • the frequency of the actually measured value of the load and the frequency of the estimated value of the load estimated by the acceleration measured by the acceleration sensor 4A have a correlation in the frequency band fA. Therefore, when the frequency of the acceleration measured by the acceleration sensor 4A is within the frequency fA, the load may be estimated using the acceleration measured by the acceleration sensor 4A. Similarly, the frequency of the actually measured value of the load and the frequency of the estimated value of the load estimated based on the acceleration measured by the acceleration sensor 4B have a correlation in the frequency band fB. For this reason, when the frequency of the acceleration measured by the acceleration sensor 4B is within the frequency fB, the load may be estimated using the acceleration measured by the acceleration sensor 4B.
  • FIG. 6 is a diagram illustrating a data structure of the load information 631 according to the first embodiment stored in the storage unit 63 as a database.
  • the load information 631 is information in which a relationship between an acceleration evaluation point, a frequency band, an acceleration, and a load, which is acquired in advance by a mechanism analysis or the like, is stored.
  • the acceleration is measured by an acceleration sensor at a practically measurable acceleration evaluation point on at least one of the traveling vehicle and the vehicle body, and the load is measured by a load sensor at an arbitrary point on the traveling vehicle 3. Is done.
  • the acceleration and the load are measured in advance at the acceleration evaluation point P4A to which the acceleration sensor 4A of FIG. 2 is attached.
  • the load information 631 stores the acceleration measurement point P4A at which the correlation is observed, the frequency band fA, the accelerations a1 to a3 measured by the acceleration sensor 4A, and the loads FA1 to FA3 corresponding to these, respectively.
  • the acceleration and the load are measured in advance at the acceleration evaluation point P4B to which the acceleration sensor 4B of FIG. 2 is attached.
  • the load information 631 stores the acceleration measurement point P4B at which the correlation is observed, the frequency band fB, the accelerations b1 and b2 measured by the acceleration sensor 4B, and the loads F4 and F5 corresponding to these, respectively.
  • the load information 631 includes data corresponding to the frequency within fA but no data corresponding to the frequency within fB for the acceleration evaluation point P4A of the acceleration sensor 4A. Similarly, in the load information 631, data corresponding to the frequency within fB exists for the acceleration evaluation point P4B of the acceleration sensor 4B, but there is no data corresponding to the frequency within fA.
  • the load information 631 may be constructed for each traveling vehicle whose load is to be evaluated.
  • the load on the traveling vehicle 3A is measured by the load sensor on the traveling vehicle 3A, it is considered that the same load is measured at an arbitrary position on the traveling vehicle 3A. Therefore, the position of the load sensor when constructing the load information 631 may be any position as long as it is on the traveling vehicle 3A. Further, the relationship between the load and the acceleration at a plurality of measurement points may be established by multiple regression analysis.
  • FIG. 7 is a diagram illustrating a processing flow of the load estimating device 10 according to the first embodiment.
  • the processing flow shown in FIG. 7 is repeatedly executed in the operation of the vehicle 1.
  • the acceleration a1 at the position where the acceleration sensor 4A is mounted on the traveling vehicle 3A is measured by the acceleration sensor 4A (step S101).
  • the acceleration sensor 4A transmits the measured acceleration a1 to the control unit 611.
  • the control unit 611 acquires the acceleration a1 measured by the acceleration sensor 4A.
  • the control unit 611 refers to the load information 631 stored in the storage unit 63 and acquires the frequency band fA corresponding to the acceleration measurement point P4A.
  • the control unit 611 measures a frequency determined by a temporal change of the obtained acceleration a1.
  • the control unit 611 determines whether or not the measured frequency is within the frequency band fA.
  • the control unit 611 When the measured frequency is within the frequency band fA, the control unit 611 refers to the load information 631, and acquires the load FA1 corresponding to the acceleration a1. At this time, the control unit 611 estimates that the load F on the traveling vehicle 3A is FA1 (step S102).
  • control unit 611 measures the frequency of the acceleration a1 means that the control unit 611 measures the frequency based on a change in the acceleration measured during a certain period before and after the measurement of the acceleration a1.
  • the control unit 611 may measure the frequency based on a change in acceleration measured during a certain period before the measurement of the acceleration a1.
  • the frequency may be measured based on a change in acceleration measured during a certain period after the measurement of acceleration a1.
  • the minimum frequency in the frequency bands fA, fB,..., FG stored in the load information 631 is defined as f MIN .
  • the above-mentioned fixed period before and after the measurement, the fixed period before the measurement, or the fixed period after the measurement may be a period of 1 ⁇ f MIN or more, or an arbitrary frequency whose frequency can be determined.
  • the period may be set.
  • an average value of the plurality of loads may be used as the load F.
  • the load F may be estimated by the multiple regression analysis.
  • control unit 611 determines whether the traveling vehicle 3 has reached the end of its life (step S103). That is, the control unit 611 refers to the stress information 632 in the storage unit 63 and wants to evaluate from the estimated load FA1 and the coefficient for estimating the stress at the position where the stress is to be evaluated based on the above-described Expression 1. Estimate the stress ⁇ i at the position. The control unit 611 refers to the damage information 633 in the storage unit 63 and determines whether or not fatigue damage occurs based on the estimated stress ⁇ i.
  • the control unit 611 determines whether or not fatigue damage occurs using the cumulative fatigue damage rule.
  • the cumulative fatigue damage rule a state in which various stresses are randomly generated is determined as the sum of different stresses such as ⁇ 1, ⁇ 2,. Is done. For example, it is assumed that stresses of ⁇ 1, ⁇ 2,..., ⁇ i are generated in the fatigue damage evaluation target object by the stress waveform analysis in advance. At this time, the number of repetitions up to the break is read from the SN curve and is defined as N1, N2,.
  • the degree of damage can be expressed as n1 / N1, n2 / N2,. Assuming that the sum of these degrees of damage is the total degree of damage D, D is expressed by the above-described equation (2).
  • Step S103 determines that fatigue damage does not occur, and the control unit 611 returns to the measurement of acceleration (Step S101).
  • Step S101 determines that the traveling trolley 3A has reached the end of its life, and transmits a signal that sounds an alarm to the alarm device 62.
  • the control unit 611 receives the signal, sounds an alarm (step S104), and notifies that the traveling vehicle 3A has reached the end of its life.
  • the control unit 611 may estimate the load based at least on an acceleration sensor capable of measuring the acceleration in the left-right direction with respect to the longitudinal direction of the vehicle body. . Further, when estimating the load applied to the traveling bogie main body from the road surface, the control unit 611 may estimate the load based at least on an acceleration sensor capable of measuring the acceleration in the vertical direction with respect to the longitudinal direction of the vehicle body. Good.
  • control unit 611 may determine whether the traveling bogie 3 has reached the end of its life only when the calculated load F is equal to or more than the design load and is equal to or greater than the design load. . If it is less than the design load, it is necessary to confirm in advance that there is no effect on the service life. In the above description, the estimation of the load on the traveling vehicle 3A has been described, but the load on the traveling vehicle 3B may be estimated in a similar manner.
  • an acceleration sensor for measuring a first acceleration which is attached to at least one of the traveling vehicle 3A body that supports the wheels 5 or the vehicle body 2 that is attached to the traveling vehicle 3A body.
  • the control unit 611 includes a control unit 611 that estimates a load on the traveling bogie 3A based on the first acceleration and the load information 631 acquired in advance in which the load 4A is associated with the acceleration and the load.
  • the load estimating device 10 can estimate the load applied to the traveling vehicle 3A by the acceleration sensor 4A, easily measure the life of the traveling vehicle 3A, and easily maintain the soundness of the vehicle 1. Sex can be evaluated.
  • the load information 631 includes a relation between an acceleration evaluation point, a frequency band, an acceleration, and a load acquired in advance by a mechanism analysis or the like.
  • the load may be estimated from the acceleration in further consideration of a change in the vehicle body mass that changes depending on the number of passengers.
  • the weight of the vehicle body 2 is changed, and the load information 631 for each weight of the vehicle body 2 is constructed in advance.
  • the control device 6 further includes a passenger mass measurement device that measures the weight of the vehicle body 2.
  • the control unit 611 acquires the passenger mass measured by the passenger mass measurement device.
  • the control unit 611 acquires the load information 631 ′ corresponding to the acquired passenger mass from the storage unit 63.
  • the control unit 611 acquires the acceleration a1 measured by the acceleration sensor 4A.
  • the control unit 611 refers to the load information 631 ′ stored in the storage unit 63, and acquires the frequency band fA corresponding to the acceleration measurement point P4A.
  • the control unit 611 measures a frequency determined by a temporal change of the acquired acceleration.
  • the control unit 611 determines whether or not the measured frequency is within the frequency band fA.
  • the control unit 611 acquires the load FA1 corresponding to the acceleration a1 with reference to the load information 631 '. At this time, the control unit 611 estimates that the load F on the traveling vehicle 3A is FA1. Thus, the load estimation accuracy can be improved by switching the load estimation logic used according to the passenger mass.
  • the load information 631 includes a relation between an acceleration evaluation point, a frequency band, an acceleration, and a load acquired in advance by a mechanism analysis or the like.
  • the frequency bands fA to fF corresponding to the acceleration evaluation points P4A to P4F on the traveling vehicle 3 in the load information 631 are obtained from the spring constant of the air spring and the body mass. .., FF ⁇ f ch ⁇ ⁇ 2 for the determined natural frequency f ch .
  • the frequency band fG corresponding to the acceleration evaluation point P4G on the vehicle body 2 in the loading information 631 may be an fG ⁇ f ch ⁇ ⁇ 2.
  • the frequency of f ch ⁇ ⁇ 2 or more is, for example, a frequency due to a vibration generated by a road surface or small unevenness of a guide. Since the amplitude having a frequency of f ch ⁇ ⁇ 2 or more is attenuated by the air spring, it may be difficult to measure the acceleration at this frequency with an acceleration sensor on the vehicle body 2.
  • the frequency less than f ch ⁇ ⁇ 2 is, for example, a frequency due to large unevenness of a road surface or a vibration caused by a centrifugal force when the vehicle 1 turns.
  • the amplitude of the amplitude is small due to the air spring, and therefore, the acceleration at this frequency can also be measured by an acceleration sensor on the vehicle body 2.
  • the frequency that can be measured on the vehicle body 2 and the frequency that can be measured on the traveling vehicle 3 are divided, so that the reliability of the load information 631 is improved and the load estimation accuracy is improved. it can.
  • the magnitude of the value of the natural frequency f ch, described the information stored in the load information 631 is divided.
  • the magnitude of the value of f ch may be adjusted during the construction of load information 631.
  • FIG. 8 is a side view of a vehicle to which the acceleration sensors 4A to 4G of the load estimating device 10 according to the second embodiment are attached.
  • a load detecting device 8 is further attached to a side surface of the traveling vehicle 3A.
  • the position where the load detection device 8 is attached is not limited to the side surface of the traveling vehicle 3A as shown in FIG. 8, and may be any position of the traveling vehicles 3A, 3B or the vehicle body 2.
  • FIG. 9 is a diagram illustrating a functional configuration of the load estimating device 10 according to the second embodiment.
  • the load estimating device 10 according to the second embodiment further includes a load detecting device 8 in addition to the components of the first embodiment. Therefore, each component other than the load detection device 8 included in the load estimation device 10 according to the second embodiment is the same as each component of the load estimation device 10 according to the first embodiment, unless otherwise specified. Be configured and function.
  • the load detecting device 8 includes an acceleration sensor 81 and a load sensor 82.
  • the acceleration sensor 81 has the same function as the acceleration sensors 4A to 4G in the first embodiment. Further, acceleration sensor 81 measures acceleration c1 of traveling trolley 3A during traveling, and transmits a signal indicating acceleration c1 to control unit 611.
  • the load sensor 82 measures the load F8 applied to the traveling vehicle 3A at the same time as the acceleration sensor 81 measures the acceleration, and transmits a signal indicating the load F8 to the control unit 611.
  • a frequency band f8 having a correlation between the acceleration and the load with respect to the acceleration measurement point P8 of the load detection device 8 is stored by a prior mechanism analysis or the like.
  • the control unit 611 refers to the load information 631, and acquires a frequency band f8 corresponding to the acceleration measurement point P8.
  • the control unit 611 measures the frequency of the measured acceleration c1.
  • the control unit 611 determines whether or not the measured frequency is within the frequency band f8. When the measured frequency is a frequency within the frequency band f8, the control unit 611 adds the measured acceleration c1 and the load F8 to the load information 631.
  • FIG. 10 is a diagram illustrating a processing flow of the load estimating device 10 according to the second embodiment.
  • the processing flow of the load estimating device 10 according to the second embodiment illustrated in FIG. 10 is different from that of the load estimating device 10 according to the first embodiment illustrated in FIG. 7 in that steps S201 to S203 are further added. This is different from the processing flow.
  • the processing other than steps S201 to S203 is the same as the processing of the load estimating apparatus 10 according to the first embodiment, and therefore, different processing will be described below. I do.
  • the acceleration sensor 81 of the load detection device 8 measures the acceleration c1 of the traveling carriage 3A during traveling (Step S201), and transmits a signal indicating the acceleration c1 to the control unit 611.
  • the load sensor 82 of the load detection device 8 measures the load F8 applied to the traveling trolley 3A (Step S202), and transmits a signal indicating the load F8 to the control unit 611.
  • the control unit 611 refers to the load information 631, and acquires a frequency band f8 corresponding to the acceleration measurement point P8.
  • the control unit 611 measures the frequency of the measured acceleration c1.
  • the control unit 611 determines whether or not the measured frequency is within the frequency band f8. If the measured frequency is within the frequency band f8, the control unit 611 adds the measured acceleration c1 and the load F8 to the load information 631 (Step S203).
  • step S203 the processes of steps S101 to S104 are performed on the acceleration sensor 4A as in the first embodiment, and the processing flow illustrated in FIG. 10 is completed.
  • the load estimation processing is performed by the acceleration sensor 4A after the information acquired by the load detection device 8 is added to the load information 631.
  • information may be added to the load information 631 by the load detection device 8 at any time.
  • the control unit 611 may determine whether or not the traveling vehicle 3 has reached the end of its life only when the calculated load F is equal to or greater than the design load and is equal to or greater than the design load. . If it is less than the design load, it is necessary to confirm in advance that there is no effect on the service life.
  • the estimation of the load on the traveling vehicle 3A has been described, but the load on the traveling vehicle 3B may be estimated in a similar manner.
  • a load detecting device 8 is further attached to at least one of the traveling bogie 3A main body and the vehicle body 2.
  • the load detection device 8 includes a load sensor 82 that measures a second load on the traveling bogie 3A main body and an acceleration sensor 81 that measures a second acceleration.
  • the control unit 611 controls the second load, 2 is added to the load information 631. As a result, the information on the actual running vehicle can be reflected in the load information 631, so that the load estimation accuracy can be improved.
  • the load information 631 stores a relationship between an acceleration evaluation point, a frequency band, an acceleration, and a load, which is acquired in advance by a mechanism analysis or the like. It was explained as information.
  • a small load that is considered to have no problem in strength may be excluded from the load information 631 in advance.
  • the load information 631 is constructed by a preliminary mechanism analysis or the like, the load measured by the load sensor 82 affects the damage to the traveling vehicle 3A. It is assumed that the value is as small as possible.
  • the relationship between the acceleration evaluation point, the frequency band, the acceleration, and the load is not stored in the load information 631.
  • the load information 631 only the data corresponding to the load affecting the damage to the traveling trolley 3A is used as the load information 631, so that the time required to construct the useful load information 631 can be reduced.
  • FIG. 11 is a side view of a vehicle provided with the acceleration sensor 4G of the load estimating device 10 according to the third embodiment.
  • the traveling vehicles 3A and B do not have an acceleration sensor attached thereto, and only the vehicle body 2 includes the acceleration sensor 4G.
  • the acceleration sensor 4G on the vehicle body 2 may be mounted inside the vehicle body 2 or may be mounted outside.
  • FIG. 12 is a diagram illustrating a functional configuration of the load estimating device 10 according to the third embodiment.
  • the load estimating device 10 according to the third embodiment includes correction information 634 in addition to the components of the first embodiment.
  • the storage unit 63 includes load information 631 ′′.
  • the acceleration sensor of the load estimation device 10 according to the third embodiment is only the acceleration sensor 4G.
  • the acceleration sensor 4G according to the third embodiment has the same configuration and functions as the acceleration sensors 4A to 4F in the first or second embodiment.
  • each component included in the load estimating device 10 according to the third embodiment is configured and functions similarly to each component of the load estimating device 10 according to the first embodiment, unless otherwise specified. .
  • the acceleration sensor 4G measures the acceleration g1 'of the position of the traveling vehicle 3A where the acceleration sensor 4G is attached. Further, the acceleration sensor 4G transmits the measured acceleration g1 'to the control unit 611.
  • the control unit 611 acquires the acceleration g1 ′ measured by the acceleration sensor 4G.
  • the control unit 611 measures a frequency determined by a temporal change of the obtained acceleration g1 ′.
  • the control unit 611 determines whether or not the value of the measured frequency is equal to or more than a natural frequency f ch ⁇ ⁇ 2 determined from the spring constant of the air spring and the vehicle body mass.
  • the control unit 611 refers to the correction information 634 and determines in which frequency band the measured frequency falls. It is determined whether there is.
  • the control unit 611 refers to the correction information 634 and acquires the correction coefficient ⁇ 1 corresponding to fG1.
  • the control unit 611 multiplies the acceleration g1 ′ by the obtained ⁇ 1 to obtain the corrected acceleration g1.
  • the control unit 611 acquires the load FG1 corresponding to the acceleration g1 with reference to the load information 631 ''. At this time, the control unit 611 estimates that the load F on the traveling vehicle 3A is FG1.
  • control unit 611 differs depending on the magnitude of the value of the natural frequency fch .
  • the magnitude of the value of f ch may be adjusted during the construction of load information 631 '' and the correction information 634.
  • FIG. 13 is a diagram illustrating a data structure of load information 631 ′′ and correction information 634 according to the third embodiment stored in the storage unit 63 as a database.
  • the load information 631 ′′ is information in which the relationship between the frequency band, the acceleration, and the load, which is obtained in advance by a mechanism analysis or the like, is stored.
  • the acceleration is measured by an acceleration sensor at a practically measurable acceleration evaluation point on the vehicle body 2 and the traveling vehicle 3.
  • the load is measured by the load sensor at the same position as the acceleration evaluation point on the traveling vehicle 3.
  • acceleration is measured in advance at an acceleration evaluation point P4G on the vehicle body 2 to which the acceleration sensor 4G of FIG. It is assumed that the load has been measured.
  • the value of the frequency of the acceleration measured by the acceleration sensor 4P at the point P is equal to or more than the natural frequency f ch ⁇ ⁇ 2 whose frequency is determined by the spring constant of the air spring and the body mass.
  • the vibration measured by the acceleration sensor 4P is hardly transmitted to the vehicle body 2 because it is attenuated by the air spring.
  • the vibration observed in the traveling vehicle 3 is transmitted at least on the vehicle body 2, and there is a correlation between the acceleration observed in the traveling vehicle 3 and the acceleration observed in the vehicle body 2.
  • the load can be obtained only by the acceleration sensor 4G on the vehicle body 2. An estimate can be made.
  • the acceleration g1 ′ acquired by the acceleration sensor 4G when the value of the frequency of the acceleration measured by the acceleration sensor 4P is fch ⁇ f2 or more, and the acceleration sensor 4P The relationship with the measured acceleration p1 is obtained. Specifically, the correction coefficient ⁇ ( p1 ⁇ g1 ′) is obtained. As shown in FIG. 13, correction coefficients ⁇ 1 and ⁇ 2 are acquired in advance for frequencies (fG1, fG2, etc.) equal to or higher than f ch ⁇ ⁇ 2 and stored as correction information 634.
  • the construction of the load information 631 ′′ is calculated in advance from the frequency bands fG1 to fG3 where the correlation is observed and the acceleration g1 measured by the acceleration sensor 4G. g5 and the loads FG1 to FG5 respectively corresponding to them are stored in the load information 631.
  • the load information 631 ′′ may be constructed for each traveling vehicle whose load is to be evaluated.
  • the load on the traveling vehicle 3A is measured by the load sensor on the traveling vehicle 3A, it is considered that the same load is measured at an arbitrary position on the traveling vehicle 3A. Therefore, the position of the load sensor when constructing the load information 631 may be any position as long as it is on the traveling vehicle 3A.
  • the load information 631 ′′ may be constructed in advance for each traveling vehicle. Further, the relationship between the load and the acceleration at the measurement point and the relationship between the frequency and the correction coefficient may be constructed by multiple regression analysis.
  • the load information 631 ′′ has no information about the column of the acceleration evaluation points from the load information 631 according to the first embodiment. This is because the acceleration sensor in the load estimation device 10 of the third embodiment performs the load estimation only by the acceleration evaluation point P4G to which the acceleration sensor 4G is attached.
  • load information 631 '' and correction information 634 corresponding to each acceleration evaluation point may be constructed in advance.
  • FIG. 14 is a diagram illustrating a processing flow of the load estimating device 10 according to the third embodiment.
  • the processing flow of the load estimating device 10 according to the third embodiment shown in FIG. 14 is different from that of the load estimating device 10 according to the first embodiment shown in FIG. 7 in that steps S301 and S302 are further added. This is different from the processing flow.
  • processing other than steps S301 and S302 is the same as the processing of the load estimating apparatus 10 according to the first embodiment, and therefore, different processing will be described below. I do.
  • step S101 the process of step S101 is performed as in the first embodiment.
  • the acceleration sensor 4G on the vehicle body 2 measures the acceleration g1 'of the traveling bogie 3A at the position where the acceleration sensor 4G is attached (step S101).
  • the acceleration sensor 4G transmits the measured acceleration g1 ′ to the control unit 611.
  • the control unit 611 acquires the acceleration g1 ′ measured by the acceleration sensor 4G.
  • the control unit 611 measures a frequency determined by a temporal change of the obtained acceleration g1 ′.
  • the process of step S301 is performed. That is, the control unit 611 determines whether or not the value of the measured frequency is equal to or greater than a natural frequency f ch ⁇ ⁇ 2 determined from the spring constant of the air spring and the vehicle body mass (step S301).
  • the control unit 611 refers to the correction information 634, the measured frequency, which frequency band Is determined.
  • the control unit 611 refers to the correction information 634 and acquires the correction coefficient ⁇ 1 corresponding to fG1.
  • the control unit 611 multiplies the acceleration g1 ′ by the obtained ⁇ 1 to obtain the corrected acceleration g1 (step S302).
  • the control unit 611 acquires the load FG1 corresponding to the acceleration g1 with reference to the load information 631 ''. At this time, the control unit 611 estimates that the load F on the traveling vehicle 3A is FG1 (step S102).
  • step S102 the processes of steps S103 to S104 are performed as in the first embodiment, and the processing flow shown in FIG. 14 is completed.
  • the processing flow differs depending on the magnitude of the value of the natural frequency fch .
  • the magnitude of the value of f ch may be adjusted during the construction of load information 631 '' and the correction information 634.
  • the control unit 611 may determine whether the traveling bogie 3 has reached the end of its life only when the calculated load F is equal to or more than the design load and is equal to or greater than the design load. . If it is less than the design load, it is necessary to confirm in advance that there is no effect on the service life.
  • the estimation of the load on the traveling vehicle 3A has been described, but the load on the traveling vehicle 3B may be estimated in a similar manner.
  • the acceleration sensor G according to the first embodiment is attached to only the vehicle body, and the control unit 611 performs a time-dependent change in the acceleration obtained by the first acceleration. Is obtained from the frequency f determined from the spring constant of the air spring 7 attached between the traveling bogie 3A main body and the vehicle body 2 and the mass of the vehicle body 2, f ⁇ ⁇ 2
  • the first acceleration is corrected, and the load on the traveling bogie 3A body is estimated based on the corrected first acceleration.
  • the acceleration sensor can be attached to the vehicle body, so that the load can be easily estimated.
  • the load estimating device 10 according to the third embodiment has been described in detail above, but the specific mode of the load estimating device 10 is not limited to the above-described one, and various modifications may be made without departing from the gist. It is possible to add design changes and the like.
  • the processes of the respective processes in the CPU 61 are stored in a computer-readable recording medium in the form of a program, and the programs are read and executed by the CPU 61 to perform the processes.
  • the computer-readable recording medium refers to a magnetic disk, a magneto-optical disk, a CD-ROM, a DVD-ROM, a semiconductor memory, or the like.
  • the computer program may be distributed to a computer via a communication line, and the computer (CPU 61) receiving the distribution may execute the program.
  • the program may be for realizing a part of the functions described above. Furthermore, what can implement
  • the computer CPU 61
  • the load on the traveling vehicle can be estimated by the acceleration sensor, the life of the traveling vehicle can be easily measured, and the soundness of the vehicle can be easily evaluated.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Vehicle Body Suspensions (AREA)
  • Measurement Of Mechanical Vibrations Or Ultrasonic Waves (AREA)
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