JP5253968B2 - Method for judging running stability of railway vehicles - Google Patents

Description

  The present invention relates to a method for determining the running stability of a railway vehicle, and more particularly to a method for determining the running stability of a railway vehicle according to the wear state of wheel treads.

As a railway vehicle travels for a long period of time, its wheel treads wear and travel stability decreases. For this reason, at the vehicle base, work for cutting the wheel treads into the original shape is performed every period determined according to the traveling period of the vehicle and the maintenance cycle of the vehicle equipment.
On the other hand, when abnormal vibration suddenly occurs in the vehicle, calculation is performed to obtain the contact characteristics between the wheels and rails from the measured wheel tread shape, and stable calculation can be performed from the calculation of the equivalent tread slope and vehicle motion simulation using this contact characteristics. The cause of abnormal vibration is clarified by carrying out sex determination. However, this is performed after the occurrence of a problem such as abnormal vibration, and has not been implemented as a means for preventing the problem in advance because the work becomes complicated.

Further, conventionally, or to measure the wear amount of the cross-sectional shape of the Ri踏 surface by the wheel tread shape measuring device, with which (see below Patent Documents 1 to 3) which is adapted to measure a wheel diameter by the wheel diameter measuring instrument.
FIG. 8 shows a conventional wheel diameter measuring device.
In this figure, 101 is a wheel of a railway vehicle, 102 is a wheel diameter measuring device of the wheel 101, 103 is a wheel tread, 104 is a judgment indicator, and 105 to 107 are contact probes for measuring wheel diameter.

In addition, an apparatus for measuring the shape of the wheel tread, the wheel diameter dimension, and the wheel width dimension has been proposed (see Patent Document 4 below).
JP 2004-258007 A JP 2000-203429 A Japanese Patent Laid-Open No. 11-108654 JP-A-6-123608

However, the running stability determination method using the state quantity obtained by the conventional measurement method described above is complicated and cannot be easily determined on site.
The present invention is, in view of the above situation, measuring the state quantity of the wheel that is routinely performed in the calculation and without performing vehicle motion simulation, the site to determine the contact characteristics between the time-consuming wheels and rails Teisu It is an object of the present invention to provide a method for determining the running stability of a railway vehicle that can determine whether the running stability of the railway vehicle is good or not in light of a stability map obtained in advance.

In order to achieve the above object, the present invention provides
[1] In the running stability determination method for a railway vehicle , there are three points in the axle direction of the wheel treads of the railway vehicle , and the second position is relatively hard to wear compared to the second position. in three points comprising a first position and a third position, from the calculation result of the contact characteristic with wheel tread wear model shape, previously creating a map showing the relationship between the function and the equivalent tread gradient between 3 points Place, to determine the relative displacement between the three points of the wear amount in the three points of the axle direction of the wheel tread of said railway vehicle affects the stable running of the railway vehicle, the relative displacement, and functions between the three said relationship against the map showing the equivalent tread gradient was determined by the vehicle motion simulation using specifications of the railway vehicle, to determine the running stability of the railway vehicle due to wear state of the vehicle wheel tread of said railway vehicle Features.

[2] In the traveling stability determination method for a railway vehicle described in [1] above, the first, second, and third positions are respectively about 40 mm, 65 mm, and 110 mm from the rear surface of the wheel flange. Features.

  According to the present invention, it is possible to measure the relative displacement of the wear amount at three positions on the wheel tread surface in the axle direction that affects the stable running of the railway vehicle, and to easily determine the stable running of the railway vehicle. it can.

The method for determining the running stability of a railway vehicle according to the present invention includes three points in the axle direction of the wheel tread of the railway vehicle , and the second position is relatively less likely to be worn than the second position. in three points consisting of the first position and the third position, from the calculation result of the contact characteristic with wheel tread wear model shape, previously creating a map showing the relationship between the function and the equivalent tread gradient between 3 points Place, to determine the relative displacement between the three points of the wear amount in the three points of the axle direction of the wheel tread of said railway vehicle affects the stable running of the railway vehicle, the relative displacement, and functions between the three the relationship against the map showing the equivalent tread gradient was determined by the vehicle motion simulation using specifications of the rail vehicle, it determines the running stability of the railway vehicle due to wear state of the vehicle wheel tread of said railway vehicle.

Hereinafter, embodiments of the present invention will be described in detail.
FIG. 1 is a diagram showing a measuring instrument for measuring the wheel diameter of a railway vehicle according to the present invention, and FIG. 2 is a flowchart for determining running stability of the railway vehicle by measuring wear on the wheel treads of the railway vehicle according to an embodiment of the present invention. is there.
In FIG. 1, 1 is a wear measuring device for wheel treads in the axle direction, 2 is a wheel, 3 is a flange of wheel 2, 3A is the back of flange 3, 4 is a wheel tread, 4A is a tread gradient, and 5-7 are wheel treads. 4 is a contact probe for wear measurement in the axle direction, 8 is an axle, and 9 is a journal. Here, the first wear measurement contact probe 5 is located at a position in the vicinity of 40 mm from the back surface 3A of the flange 3, and the second wear measurement contact probe 6 is located at a position 65 mm from the back surface 3A of the flange 3, for the third wear measurement. The contact probe 7 is disposed at a position near 110 mm from the back surface 3A of the flange 3. The positions near 40 mm and 110 mm from the back surface 3 </ b> A of the flange 3 are relatively hard to wear compared to the 65 mm position. In other words, the position of 65mm from the back 3A of the flange 3 is positioned in the near with 40 m m, the greater wear than the proximal position with 110m m, the running stability of the vehicle is greatly reduced.

With reference to FIG. 2, a traveling stability determination method based on measurement of wheel treads of a railway vehicle will be described.
(A) As shown in FIG. 1, Oite to 3箇plants axle eight directions affects wheel tread 4 in a stable traveling of the railway vehicle, respectively to measure the diameter of the wheel 2, from the following equation (1) It calculates the relative displacement between the three points of the car Wa径 (step S1).

δ (x) = f (x) −g (x) −f (65) (1)
Where f (x): measured wheel tread shape
g (x): Design shape of the wheel tread used
f (65): Wear amount at a position 65 mm from the flange back surface 3A (B) Next, a pattern that matches δ (x) at a position near 40 mm from the flange back surface 3A and a position near 110 mm is selected. For this purpose, the contact characteristics between the wheels and the rails are calculated in advance using a plurality of patterns of wear evaluation diagrams. The calculated value of the contact characteristic between the wheel and the rail is stored in the wear measuring device 1 in the axle direction of the wheel tread (step S2).

  (C) Next, since the measured equivalent tread slope of the wheel 2 is known, it is compared with a limit value obtained in advance by calculation. This limit value is obtained in advance by calculation of a vehicle motion simulation for each vehicle type for an equivalent tread surface gradient (limit value) that is considered to adversely affect running stability. That is, a limit value is determined for determining whether or not to perform measures such as wheel turning. The equivalent tread gradient (limit value) is stored in the wear measuring device 1 in the axle direction of the wheel tread (step S3).

(D) Finally, if the measured equivalent tread slope of the wheel 2 is close to the limit value, the running stability of the railway vehicle has deteriorated, so measures are taken by implementing measures such as wheel turning (step S4). ).
FIG. 3 is a diagram showing a contact state of the wheels of the railway vehicle with the rail, FIG. 3 (a) is a diagram showing a contact state on the inner rail side in a curved portion of the rail, and FIG. 3 (b) is an outer track thereof. It is a figure which shows a side contact state. Here, 11 is the rail top surface, 12 is the cross-sectional shape of the wheel tread surface, and the wheel axis is displaced toward the outer rail side rail. Reference numeral 13 denotes a contact point position between the wheel and the rail with respect to each displacement amount. FIG. 4 shows the relationship between the amount of lateral displacement of the wheel shaft and the wheel diameter at the contact point position. The position where the lines A1 and A2 and B1 and B2 intersect is the wheel shaft neutral position, and the contact circle radii of the left and right wheels are the same.

FIG. 4 is a diagram showing the relationship of the contact circle radius depending on the wheel tread shape.
In this figure, the horizontal axis indicates the wheel shaft lateral displacement (mm), the vertical axis indicates the contact circle radius (mm), A1 and A2 are the wheel tread shape at the time of design, and B1 and B2 are the wheel tread shape at the time of wear. Is shown.
Here, the wheel tread surface shapes A1 and A2 at the time of design have a neutral position of the wheel shaft of 0 mm, but the wheel tread surface shapes B1 and B2 at the time of wear are displaced to the left.

FIG. 5 is a diagram showing the calculation results for the wheel tread surface shape and its wear shape. FIG. 5A shows a wheel tread shape, C denotes a wheel tread shape at the time of design, and D denotes a wheel tread shape at the time of wear. FIG. 5B is a diagram showing the result of calculation for the wear shape, and the result of calculation for the wheel tread shape D during wear in FIG. 5A is shown as D ′.
FIG. 6 is a diagram showing a function between three points for the measured wheel tread shape showing an embodiment of the present invention.

In this figure, the first point E of 40mm around the flange back of the wheel tread, and F second point 65mm from the flange back of the wheel tread, the G third point of 110mm near the flange back of the wheel tread On the other hand , an equivalent tread gradient based on the function H between the points E and F and the function I between the points F and G is stored in advance.
Therefore, the amount of wear at positions near 40 mm, 65 mm, and 110 mm from the rear face of the worn wheel tread shape flange is measured, and the wheel tread gradient obtained from the calculated relative displacement is a function between three points stored in advance. It is determined whether or not the running stability of the railway vehicle has deteriorated by checking against a map showing the relationship of the equivalent tread gradient. The relationship between the function between the three points and the equivalent tread gradient is obtained by back-calculating Equation (1). It can be said that the smaller the equivalent tread gradient, the better the running stability of the railway vehicle.

FIG. 7 is a diagram showing the relationship between the equivalent tread surface gradient and the relative displacement amount according to the embodiment of the present invention. The vertical axis represents the reciprocal of the equivalent tread surface gradient (1 / γe), and the horizontal axis represents the relative displacement amount (mm). The calculation results are shown under the condition that the relative displacement amount at the position near 40 mm and the position near 110 mm with respect to the 65 mm position from the flange back surface is the same value.
Similarly, in consideration of the wear state of the wheel tread, the relative displacement between the position near 40 mm and the position near 110 mm is moved slightly in the left-right direction, or the relative displacement between the position near 40 mm and the position near 110 mm is changed to a different value. Calculate the gradient several patterns.

In the present invention, it is possible to determine whether the running stability is good or not at the same time during the measurement work of the wheel tread that is normally performed at the work site, to save labor for maintenance, and to provide a railway vehicle with good riding comfort. it can.
In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  According to the method for determining the running stability of a railway vehicle of the present invention, the running stability of the railway vehicle can be easily determined by measuring the wear state at three points in the axle direction of the wheel tread of the railway vehicle. It can be used as a sex determination tool.

It is a figure which shows the measuring device which measures the wheel diameter of the rail vehicle which concerns on this invention. It is a flowchart of the running stability determination of a railway vehicle by the abrasion measurement of the wheel tread of the railway vehicle which shows the Example of this invention. It is a figure which shows the contact state of the wheel of a railroad vehicle to a railroad rail. It is a figure which shows the relationship of the contact circle radius by the difference in a wheel tread shape. It is a figure which shows the result of having calculated the wheel tread shape and its wear shape. It is the figure which calculated | required the function between 3 points | pieces with respect to the measured wheel tread shape which shows the Example of this invention. It is a figure which shows the relationship between the equivalent tread surface gradient and relative displacement amount which shows the Example of this invention. It is a figure which shows the conventional wheel diameter measuring apparatus.

DESCRIPTION OF SYMBOLS 1 Wheel tread surface wear direction measuring device 2 Wheel 3 Wheel flange 3A Back surface of flange 4 Wheel tread surface 4A Tread surface gradient 5-7 Contact probe for measuring wheel tread surface direction 5 5 First contact probe for wear measurement 6 Second contact probe for wear measurement 7 Third contact probe for wear measurement 8 Axle 9 Journal 11 Rail 12 Flange 13 Flange portion (position about 40 mm from the back of the flange)

Claims (2)

(A) From three points in the axle direction of the wheel tread of the railway vehicle , from the second position and the first position and the third position that are relatively less likely to wear compared to the second position. From the calculation results of the contact characteristics using the wheel tread wear model shape at the three points , a map showing the relationship between the function between the three points and the equivalent tread slope is prepared in advance.
(B) measuring the relative displacement between the three points of the amount of wear at the three points in the axle direction of the wheel tread surface of the rail vehicle that affects the stable running of the rail vehicle;
(C) the relative displacement, against a map showing the relationship between the equivalent tread gradient was determined by the vehicle motion simulation using specifications of the rail vehicle as a function between the three points,
(D) running stability determining method of a railway vehicle, characterized by determining the running stability of the railway vehicle due to wear state of the vehicle wheel tread of said railway vehicle. The railway vehicle running stability determination method according to claim 1, wherein the first, second, and third positions are about 40 mm, 65 mm, and 110 mm, respectively, from a rear surface of a wheel flange. Vehicle running stability determination method.