See discussions, stats, and author profiles for this publication at: https://www.researchgate.net/publication/312380321 Condition monitoring system of wheel-rail contact force utilizing PQ monitoring bogie (Basic design of the analysis tool and analysis of the derailment coefficient) Article in Transactions of the JSME (in Japanese) · January 2017 DOI: 10.1299/transjsme.16-00461 CITATION READS 1 284 12 authors, including: Akira Matsumoto Nihon University Masuhisa Tanimoto 82 PUBLICATIONS 493 CITATIONS 84 PUBLICATIONS 620 CITATIONS SEE PROFILE SEE PROFILE Some of the authors of this publication are also working on these related projects: Development of high curving performance bogies View project Analysis of railway accidents View project All content following this page was uploaded by Akira Matsumoto on 17 May 2017. The user has requested enhancement of the downloaded file. Bulletin of the JSME ᪥ᮏᶵᲔᏛㄽᩥ㞟 Vol.83, No.846, 2017 Transactions of the JSME (in Japanese) PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࢆά⏝ࡋࡓ㌴㍯࣭࣮ࣞࣝ᥋ゐຊࡢ≧ែ┘どࢩࢫࢸ࣒ 㸦ศᯒࢶ࣮ࣝࡢᇶᮏタィ࠾ࡼࡧ⬺⥺ಀᩘࡢศᯒࡘ࠸࡚㸧 ୍ᰗ ὒ㍜*1㸪㐨㎷ ὒᖹ*2㸪ᯇᮏ 㝧*3㸪బ⸨ Ᏻᘯ*4㸪㔝 ᐶஅ*5㸪᳃ ⿱㈗*5 ㇂ᮏ ┈ஂ*6㸪ᒾᮏ ཌ*7㸪⚟ᓥ ▱ᶞ*7㸪▮㔝 ኴ*7㸪ရᕝ ㍜*8㸪㛗⃝ ◊*9 Condition monitoring system of wheel-rail contact force utilizing PQ monitoring bogie (Basic design of the analysis tool and analysis of the derailment coefficient) Yosuke ICHIYANAGI*1, Yohei MICHITSUJI*2, Akira MATSUMOTO*3, Yasuhiro SATO*4, Hiroyuki OHNO*5, Hirotaka MORI*5, Masuhisa TANIMOTO*6, Atsushi IWAMOTO*7, Tomoki FUKUSHIMA*7, Kenta YANO*7, Daisuke SHINAGAWA*8 and Kensuke NAGASAWA*9 *1,*2 Ibaraki University 4-12-1 Nakanarusawa-cho, Hitachi-shi, Ibaraki 316-8511, Japan *3,*4,*5 National Traffic Safety and Environment Laboratory 7-42-27 Jindaijihigashimachi, Chofu-shi, Tokyo 182-0012, Japan *6,*7 Tokyo Metro Co., Ltd. 3-19-6 Higashiueno, Taito-ku, Tokyo 110-8614, Japan *8 Nippon Steel & Sumitomo Metal Corporation 5-1-109 Shimaya, Konohana-ku, Osaka 554-0024, Japan *9 Nippon Steel & Sumikin Railway Technology Co., Ltd. 5-1-109 Shimaya, Konohana-ku, Osaka 554-0024, Japan Received: 30 September 2016; Revised: 16 November 2016; Accepted: 28 December 2016 Abstract The derailment coefficient is calculated from wheel-rail contact forces and it indicates the running safety of the railway vehicle especially in sharp curves. The derailment coefficient is affected by many factors such as the track irregularities, the vehicle parameters and the friction characteristics between wheel and rail. Therefore, monitoring of the derailment coefficient is desired to evaluate the running safety of the vehicle. Recently, a new monitoring bogie which can collect time series data of the derailment coefficient during commercial operation has been developed, and a large scale data is collected. However, there was no way to use such a data efficiently because an efficient method and an analysis tool have not been developed. In this research, a new analysis tool which can easily handle a large scale data and assist analysis of the derailment coefficient has been designed using MATLAB. In addition to measuring the derailment coefficient, the wheel load reduction and the track irregularity of twist are also measured. The tool can extract points where the derailment coefficient increases from a large scale data, and quickly show detailed information. On the basis of the information displayed on the user-interface, the data analyst can identify factors that increase the derailment coefficient. Not only analysis focused on a particular curve, but also the tool has the function for comparison of some curves. Analysis of the time change of the derailment coefficient is also possible. This paper shows the basic design of the analysis tool and gives some examples of analysis using this tool. Key words : Railway, Derailment coefficient, Monitoring, Wheel-rail contact, Data analysis No.16-00461 [DOI:10.1299/transjsme.16-00461], J-STAGE Advance Publication date: 16 January, 2017 *1 Ꮫ⏕ဨ㸪ⲈᇛᏛᏛ㝔 ⌮ᕤᏛ◊✲⛉㸦ࠛ316-8511 Ⲉᇛ┴᪥❧ᕷ୰ᡂἑ⏫ 4-12-1㸧 *2 ṇဨ㸪ⲈᇛᏛ ᕤᏛ㒊 *3 ṇဨ㸪ࣇ࢙࣮ࣟ㸪㏻Ᏻ⎔ቃ◊✲ᡤ㸦ࠛ182-0012 ᮾி㒔ㄪᕸᕷ῝ᑎᮾ⏫ 7-42-27㸧 *4 ㏻Ᏻ⎔ቃ◊✲ᡤ *5 ṇဨ㸪㏻Ᏻ⎔ቃ◊✲ᡤ *6 ṇဨ㸪ᮾிᆅୗ㕲㸦ࠛ110-8614 ᮾி㒔ྎᮾ༊ᮾୖ㔝 3-19-6㸧 *7 ᮾிᆅୗ㕲 *8 ᪂᪥㚩ఫ㔠㸦ࠛ554-0024 㜰ᗓ㜰ᕷṈⰼ༊ᓥᒇ 5-1-109㸧 *9 ᪥㕲ఫ㔠࣮࢙ࣞࣝ࢘ࢸࢡࣀࢫ E-mail of corresponding author: yohei.michitsuji.031@vc.ibaraki.ac.jp [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 1 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) ⥴ ゝ 㕲㐨㌴୧ࡢ⬺⥺ᨾᑐࡋ࡚ࡣ㸪ᖖࡑࡢ㜵Ṇࡢࡓࡵ⣽ᚰࡢὀពࢆᡶ࠺ᚲせࡀ࠶ࡿ㸬⬺⥺ࡣ」ᩘࡢせᅉࡀ 㔜࡞ࡗ࡚㉳ࡇࡿࡶࡢࡀ࠶ࡾ㸪 ࠕࡾୖࡀࡾ⬺⥺ࠖ 㸪 ࠕࡍࡾୖࡀࡾ⬺⥺ࠖ 㸪 ࠕ㣕ࡧୖࡀࡾ⬺⥺ࠖࡢ୕ࡘศ㢮ࡉࢀࡿࡀ㸪 ୰࡛ࡶࡾୖࡀࡾ⬺⥺ࡀⓎ⏕ࡋࡸࡍ࠸࠸ࢃࢀ㸪ᛴ᭤⥺࠾ࡅࡿࡾୖࡀࡾ⬺⥺ࡢ࣓࢝ࢽࢬ࣒ゎ᫂ࡢࡓࡵࡢ◊✲ ࡀ࠾ࡇ࡞ࢃࢀ࡚࠸ࡿ㸦▼⏣㸪2010㸧 㸬 㕲㐨㌴୧ࡢ㉮⾜Ᏻᛶࢆ♧ࡍᣦᶆࡋ࡚⬺⥺ಀᩘࡀ⏝࠸ࡽࢀࡿ㸬⬺⥺ಀᩘࡣྎ㌴ࡢඛ㢌㍈እ㌶ഃ㌴㍯ຍࢃ ࡿᆶ┤᪉ྥࡢຊ㸦㍯㔜㸸P㸧Ỉᖹ᪉ྥࡢຊ㸦ᶓᅽ㸸Q㸧ࡢẚ࡛㸪Q/P ࡛⾲ࡉࢀࡿ㸬እ㌶ഃ㌴㍯࣭࣮ࣞࣝ㛫ࡢᦶ᧿ ಀᩘࡀྠ୍ࡢ᮲௳࡛࠶ࢀࡤ㸪ࡇࡢ್ࡀࡁ࠸ࡾୖࡀࡾ⬺⥺ࡢ༴㝤ᗘࡀ㧗࠸࠸ࢃࢀ࡚࠸ࡿ㸦▼⏣㸪2010㸧 㸬 ㌴㍯࣭࣮ࣞࣝ㛫ࡢ᥋ゐ≧ែࡼࡗ࡚⬺⥺ಀᩘࡣࠎ้ࠎኚࡍࡿࡇࡽ㸪Ⴀᴗ⥺࠾࠸࡚⬺⥺ಀᩘࢆᖖほ ࡍࡿࡇࡀᮃࡲࢀ࡚࠸ࡓ㸬⬺⥺ಀᩘࡢ ᐃࡣ᪂㊰⥺ࡢ㛤㏻ࡸ᪂ᆺ㌴୧ࡢᑟධᐇࡉࢀࡿヨ㦂㉮⾜࠾࠸ ࡚㸪PQ ㍯㍈࠸࠺≉Ṧ࡞㍯㍈ࢆ⏝࠸࡚࠾ࡇ࡞ࢃࢀࡿ㸬ࡑࡢࡓࡵ㸪 ᐃࡢᶵࡣ㝈ࡽࢀ࡚࠸ࡓ㸬 ㏆ᖺ࡛ࡣᏳࡸࢥࢫࢺࡢ㠃ࡽ㸪࣓ࣥࢸࢼࣥࢫࡢ㧗ຠ⋡ࡸྜ⌮ࡀ㔜せ࡞ㄢ㢟࡞ࡾ㸪ᖖ┘どࢹ࣮ࢱᇶ ࡙࠸࡚ᨾ㞀ࡢೃࢆᐹ▱ࡋ㸪ᨾ㞀⮳ࡿ๓ᚲせ⟠ᡤࢆຠ⋡ࡼࡃ⿵ಟࡍࡿ࠸࠺⪃࠼᪉㸦CBM㸸Condition Based Maintenance㸧ࡼࡿ࣓ࣥࢸࢼࣥࢫࡀὀ┠ࡉࢀ࡚࠸ࡿ㸦బࠎᮌ㸪2013㸧 㸬⌧ᅾ࡛ࡣ㸪㌴୧ᦚ㍕ࡋࡓ࣓࡛࢝ࣛ㌶㐨 ࢆᙳࡋ࡚␗ᖖࢆ᳨▱ࡍࡿ⨨ࡸ㸦ᑎᓥ㸪2012㸧 㸪㌴యࡢືࡽ㌶㐨ࡢ≧ែࢆ᥎ᐃࡍࡿ⨨㸦ᆤᕝ㸪2012㸧 㸪 㸦Tsunashima et al., 2014㸧 㸪 㸦Naganuma et al., 2015㸧 㸪 㸦Ogino et al., 2015㸧࠸ࡗࡓࡢࡼ࠺㸪㉮⾜ࡍࡿ㌴୧ࢆ⏝࠸ ࡓ㌶㐨ࡢ≧ែ┘どࡀ࠾ࡇ࡞ࢃࢀ࡚࠸ࡿ㸬ࡲࡓ㸪ᆅୖഃ࡛㌴୧ࡢ㍯㔜࣭ᶓᅽࢆ ᐃࡍࡿࡇ࡛㸪㌴୧ࡢ␗ᖖࢆ᳨▱ ࡍࡿࢩࢫࢸ࣒㸦Ᏻ⸤㸪2011㸧ࡢࡼ࠺㸪㌴୧ࡢ≧ែ┘どࡶ࠾ࡇ࡞ࢃࢀ࡚࠸ࡿ㸬୍᪉㸪ᚑ᮶ࡢ PQ ᐃᑐࡋ࡚ ࡣ㸪㌶㐨᳨ ࢹ࣮ࢱࢆᡭ㍍ຠ⋡ࡼࡃᢅ࠺ࡓࡵࡢࢯࣇࢺ࢙࢘㸦Yoshimura et al., 1997㸧ࡸ㸪㉮⾜ヨ㦂࡛ᚓࡓ⭾ ࡞ࢹ࣮ࢱࢆຠ⋡ࡼࡃฎ⌮ࡍࡿࢩࢫࢸ࣒㸦బ⸨㸪ஂಖᮌ㸪2015㸧ࡀ㛤Ⓨࡉࢀ࡚࠸ࡿ㸬 ࡑࡢࡼ࠺࡞୰㸪ᮾிᆅୗ㕲࡛ࡣ㏻Ᏻ⎔ቃ◊✲ᡤ㸪᪂᪥㚩ఫ㔠㸪᪥㕲ఫ㔠࣮࢙ࣞࣝ࢘ࢸࢡࣀࢫඹྠ࡛㸪 Ⴀᴗ⥺࡛⬺⥺ಀᩘࡢᖖほ ࢆྍ⬟ࡋࡓ PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࢆ㸪Ⴀᴗ⥺ᑟධࡋ࡚࠸ࡿ㸦Matsumoto et al., 2012㸧 㸪 㸦㔝㸪2011㸧 㸬Ⴀᴗ⥺ෆࡢ᭤⥺࠾ࡅࡿ㧗㢖ᗘ࡞⬺⥺ಀᩘࡢ ᐃࡀྍ⬟࡞ࡾ㸪ࡇࢀࡲ࡛ከࡃࡢࢹ࣮ ࢱࢆ✚ࡋ࡚࠸ࡿࡀ㸪⭾࡞ࢹ࣮ࢱࢆຠ⋡ࡼࡃฎ⌮ࡍࡿศᯒࢶ࣮ࣝࡀᚲせ࡛࠶ࡿ㸬ࡑࡇ࡛㸪ᮏ◊✲࡛ࡣ⭾࡞㌴ ㍯࣭࣮ࣞࣝ᥋ゐຊࡢࢹ࣮ࢱࢆຠ⋡ࡼࡃ⾲♧ࡍࡿศᯒࢶ࣮ࣝࢆ㛤Ⓨࡍࡿ㸬ᮏ✏࡛ࡣ㸪㛤Ⓨࡋࡓศᯒࢶ࣮ࣝࡢᇶᮏタ ィࡘ࠸࡚㏙㸪㌴㍯࣭࣮ࣞࣝ㛫ࡢᦶ᧿ಀᩘࡸྎ㌴࡛ ᐃ࡛ࡁࡿ㌶㐨ࡢᖹ㠃ᛶኚ㸦௨ୗ㸪㍈㊥ᖹ㠃ᛶኚ ࡪ㸧ᇶ࡙࠸ࡓ⬺⥺ಀᩘࡢࢹ࣮ࢱศᯒࢆ♧ࡍ㸬 ࣔࢽࢱࣜࣥࢢࢹ࣮ࢱࡢ๓ฎ⌮ 34 ࣔࢽࢱࣜࣥࢢྎ㌴ࡢࢹ࣮ࢱࡢᴫせ ࣭ ⦅ᡂࡢ୰㛫㌴㓄⨨ࡉࢀࡓ PQ ࣔࢽࢱࣜࣥࢢྎ㌴㸦ᅗ 1㸦a㸧 㸧ࡣ㸪ᅗ 1㸦b㸧♧ࡍᶓᅽ Q㸦㌴➃ഃ㍈㸪ᕥྑ㸧 㸪 ㍯㔜 P㸦㍈㸪ᕥྑ㸧ຍ࠼㸪้ࡸ㉮⾜⨨㸪㉮⾜㏿ᗘ࡞ࢆࢧࣥࣉࣜࣥࢢ㛫 24 msec ࡛ྲྀᚓࡋ࡚࠸ࡿ㸬 ᐃࡋࡓඛ㢌㍈እ㌶ഃࡢᶓᅽ Q ㍯㔜 P ࡽ㸪⬺⥺ಀᩘ Q/P ࢆᚓࡿࡇࡀ࡛ࡁࡿ㸬 (a) PQ monitoring bogie (b) Derailment coefficient (c) Example of Q/P and κ at a curve (N = 5) Fig. 1 PQ monitoring bogie and the derailment coefficient. PQ monitoring bogie has sensors for measuring wheel load (P) and lateral force (Q). The derailment coefficient is calculated as Q/P and it is affected by many factors such as the track irregularities, the vehicle parameters and the friction characteristics between wheel and rail. As shown in figure (c), the amplitude of Q/P and κ fluctuate even in a day. [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 2 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) ඛ㢌㍈ෆ㌶ഃࡢᶓᅽ࣭㍯㔜ẚ κ ࡘ࠸࡚ࡣ㸪ᛴ᭤⥺ࡢሙྜࡣ㌴㍯࣭࣮ࣞࣝ㛫ࡢᦶ᧿ಀᩘࡰ➼ࡋࡃ࡞ࡿࡇ ࡀ▱ࡽࢀ࡚࠸ࡿ㸦㔝㸪2011㸧 㸬ᅗ 1㸦c㸧ࡣᐇ㝿 PQ ࣔࢽࢱࣜࣥࢢྎ㌴࡛ ᐃࡋࡓ Q/P κ ࢆ♧ࡍ㸬ࡇ ࡇ࡛ࡣ 1 ᪥ྠࡌ᭤⥺༊㛫ࢆ 5 ᅇ㉮⾜ࡋࡓ㝿ࡢࢹ࣮ࢱࢆࣉࣟࢵࢺࡋ࡚࠸ࡿ㸬࠸ࡎࢀ࠾࠸࡚ࡶ㸪㉮⾜ẖࡢἼᙧࡣ ఝ࡚࠸ࡿࡀ㸪ྠ᪥ྠ༊㛫࠾ࡅࡿ ᐃ⤖ᯝ࡛࠶ࡿࡶ㛵ࢃࡽࡎᖜࡣኚືࡋ࡚࠸ࡿࡇࡀࢃࡿ㸬 PQ ࣔࢽࢱࣜࣥࢢྎ㌴࡛ྲྀᚓࡋࡓࢹ࣮ࢱࡣ㸪୍ᐃ㛫ࡈ༊ษࡽࢀ࡚ 1 ࡘࡢࣇࣝࡋ࡚ಖᏑࡉࢀ㸪ศᯒ ⪅ࡢ PC ↓⥺ఏ㏦ࡉࢀࡿ㸬PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࢆᦚ㍕ࡋࡓ㌴୧ࡣ 1 ᪥㊰⥺ࢆᩘᅇ ࡋ㸪ࡑࡢ㐠⏝ࡣ᪥ ࡼࡗ࡚␗࡞ࡿ㸬ࡘࡲࡾ㸪ࢹ࣮ࢱࡢࢧࢬࡸ༊ษࡽࢀࡓ࣏ࣥࢺࡣ᪥ࡼࡗ࡚␗࡞ࡿ㸬ࡇࡢ≧ែࡢࢹ࣮ࢱࡽ≉ᐃ ࡢ⟠ᡤ࠾ࡅࡿࢹ࣮ࢱࢆຠ⋡ࡼࡃᢳฟࡍࡿᕤኵࡀᚲせ࡛࠶ࡗࡓ㸬ࡑࡇ࡛㸪ࡲࡎࡣ 1 ᪥ศࡢࢹ࣮ࢱࢆ㐃⤖ࡋ㸪㌴୧ ࡢ㐍⾜᪉ྥࡀኚࢃࡿⅬ࡛༊ษࡾ㸪1 ᅇ㉮⾜ẖࡢࣇࣝࢯ࣮ࢺࡍࡿฎ⌮ࢆ࠾ࡇ࡞࠺ࣉࣟࢢ࣒ࣛࢆసᡂࡋࡓ㸬ࡲ ࡓ㸪ࢹ࣮ࢱࡣࢧࣥࣉࣜࣥࢢ㛫 24 msec ࡢ್࡛࠶ࡿࡀ㸪≉ᐃࡢ⟠ᡤࡢ」ᩘᅇ㉮⾜ศࡢࢹ࣮ࢱࢆẚ㍑ࡍࡿࡓࡵ㉮ ⾜㊥㞳 0.25 m ้ࡳࡢ್ኚࡋ࡚࠸ࡿ㸬 ࣭ 㥐⨨࠾ࡅࡿ㉮⾜⨨⿵ṇ PQ ࣔࢽࢱࣜࣥࢢྎ㌴࡛ࡣ㌴㍯ࡢᅇ㌿ᩘࢆ✚⟬ࡋ࡚㉮⾜⨨ሗࢆᚓ࡚࠸ࡿࡇࡽ㸪ᦶ⪖ࡼࡿ㌴㍯ᚄࡢኚ ࡸ㸪✵㌿࣭㉮ࡼࡗ࡚㸪᥎ᐃࡋࡓ㉮⾜⨨ࡣṇࡋ࠸⨨ࡽࡎࢀ࡚ࡋࡲ࠺㸬ࡑࡇ࡛㸪㌴୧ࡀ㥐㌴ࡋࡓ㝿㸪 ⮬ືⓗ㉮⾜⨨ࡢタᐃࡀ࠾ࡇ࡞ࢃࢀ࡚࠸ࡿࡀ㸪ࡑࢀࡼࡗ࡚ࢹ࣮ࢱࡀࡂࢀࡓࡾ㸪ࡲࡓࡣ㔜」ࡋࡓࡾࡍࡿ㸬 ᅗ 2㸦a㸧♧ࡋࡓ࡛ࡣ㥐㌴࠾ࡅࡿタᐃࡼࡾ㸪ࢹ࣮ࢱࡀ⣙ 23 m Ḟᦆࡋ࡚࠸ࡿࡇࡀࢃࡿ㸬ࡇࡢࡲ ࡲࡢ≧ែ࡛ࡣ㉮⾜⨨ࡀᮏ᮶ࡢ⨨ࡽࡎࢀ࡚࠸ࡿࡇ࡞ࡾ㸪㉮⾜⨨ᚑࡗ࡚᭤⥺ࡈࢹ࣮ࢱࢆษࡾྲྀࡿ 㝿ࡣᚲせ࡞㒊ศࢆṇ☜ᢳฟ࡛ࡁ࡞࠸㸬 ࡑࡇ࡛㸪㉮⾜⨨ሗࢆࡼࡾṇ☜࡞ࡶࡢࡍࡿࡓࡵࡢ᪉ἲࡘ࠸᳨࡚ウࡋࡓ㸬㐃⥆ࢹ࣮ࢱࡢ୰ࡽ㸪㉮⾜⨨ ࡀ㥐㏆࡛࠶ࡾ㸪ࡘ㏿ᗘࡀࢮ࡛ࣟ࠶ࡿࡶࢃࡽࡎ⨨ࡀࡁࡃኚࡋ࡚࠸ࡿⅬࢆᢳฟࡋ㸪ࡇࢀࢆ㉮⾜⨨ ࡢタᐃࡀ࠾ࡇ࡞ࢃࢀࡓᆅⅬࡍࡿ㸬ࡑࡇ࡛ಟṇࡉࢀࡓ㔞ࢆࡶ㸪タᐃࡀ࠾ࡇ࡞ࢃࢀࡓⅬ㸪ࡑࡢ๓タ ᐃࡀ࠾ࡇ࡞ࢃࢀࡓⅬࡢ㛫㸦㥐㛫㸧ࡢࢹ࣮ࢱࢆ㸪㉮⾜⨨ࡋࡓࡀࡗ࡚⥺ᙧఙ⦰ࡍࡿ㸬ᐇ㝿ᅗ 2㸦a㸧ࡢࢹ࣮ࢱ ࡇࡢఙ⦰ฎ⌮ࢆࡋࡓࡶࡢࢆᅗ 2㸦b㸧♧ࡍ㸬ࢹ࣮ࢱࡀḞᦆࡋ࡚࠸ࡓ㒊ศࡀ⿵ṇࡉࢀࡿࡇࢆ☜ㄆ࡛ࡁࡿ㸬 (a) Q/P from monitoring bogie (N = 7) (b) After position correction processing (N = 7) Fig. 2 Examples of the result of position correction processing. As shown in figure (a), deviation occurs due to integration error of running velocity. By expansion and contraction of the data along running distance, deviation is eliminated as shown in figure (b). ࣭ ᭤⥺༊㛫ࡢᢳฟ ᮏ◊✲࡛ࡣ㸪≉ᛴ᭤⥺࠾ࡅࡿ㉮⾜Ᏻᛶࡘ࠸࡚ὀ┠ࡋ㸪ྛ᭤⥺࠾ࡅࡿ⬺⥺ಀᩘࡢഴྥࡸ㛫ኚࢆࡳ ࡿࡇࡸ㸪」ᩘࡢ᭤⥺ࢆẚ㍑ࡍࡿࡇࢆ┠ⓗࡋ࡚࠸ࡿࡇࡽ㸪᭤⥺ࡈࢹ࣮ࢱࢆᩚ⌮ࡍࡿࡇࡋࡓ㸬๓ ㏙ࡢ 1 ᅇ㉮⾜ẖࡢࢹ࣮ࢱࡽ㸪᭤⥺ࡈࡢࢹ࣮ࢱศࡍࡿࡓࡵࡢฎ⌮ࡢᴫせࢆᅗ 3 ♧ࡍ㸬 ᭤⥺ࡈࢹ࣮ࢱࢆศࡍࡿ࠶ࡓࡾ㸪ࡲࡎࡣ᭤⥺ࡢ⨨ࡸ᭤⥺༙ᚄ R㸪࢝ࣥࢺ㔞 C㸪ࢫࣛࢵࢡ㔞 S ࡞ࡽ ࡞ࡿ᭤⥺ࡢࢹ࣮ࢱ࣮࣋ࢫࢆసᡂࡍࡿ㸬ࡇࡇ࡛㸪A ⥺ࡢ᭤⥺ࢆጞⅬࡽ㡰 A1㸪A2㸪A3͐㸪ྡ๓ࡅࡋ࡚ಖᏑ [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 3 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) ࡋ࡚࠸ࡿ㸬ᅗ 3 ୖẁࡢࢢࣛࣇࡣ㸪⦪㍈ࢆ᭤⋡㸦ᐃᖖ᭤⥺୰ࡢ᭤⥺༙ᚄࡢ㏫ᩘ㸪᭤⥺༙ᚄ 160 m ࢆࡅࡓࡶࡢ㸧 ࡋࡓࡶࡢ࡛࠶ࡿࡀ㸪ࡇࡇࡽ᭤⥺ࡢ⨨᭤⋡ࢆㄞࡳྲྀࡿࡇࡀ࡛ࡁࡿ㸬᭤⥺ࢹ࣮ࢱ࣮࣋ࢫࡢ⨨ሗࢆࡶ 㸪ࣔࢽࢱࣜࣥࢢࢹ࣮ࢱࡽ᭤⥺༊㛫ࡢࢹ࣮ࢱࢆᢳฟࡍࡿ㸬ࡑࡢ㝿㸪᭤⥺ධཱྀࡽฟཱྀࡲ࡛ࡢ୍㐃ࡢࢹ࣮ࢱࢆࡑ ࡢࡲࡲಖᏑࡋࡓࡶࡢࢆࠕἼᙧࢹ࣮ࢱࠖ 㸪ࡉࡽࡑࡢ୰࡛⬺⥺ಀᩘࡀ᭱࡞ࡿࡁࡢ▐㛫್ࢆಖᏑࡋࡓࡶࡢࢆࠕᖒ ⚊ࢹ࣮ࢱࠖࡋ㸪2 ✀㢮ࡢࢹ࣮ࢱࢆṧࡋ࡚࠾ࡃ㸬ࡑࢀࡽࢆ᭤⥺ࡈࡢࣇ࢛ࣝࢲศࡅ࡚ಖᏑࡍࡿࡇ࡛㸪≉ᐃࡢ ᭤⥺࠾ࡅࡿࢹ࣮ࢱࢆ⡆༢ཧ↷ࡍࡿࡇࡀྍ⬟࡞ࡿ㸬 Fig. 3 Data sorting image in each folder. Based on the database of position of the curve, PQ monitoring data is divided for each curve. “Waveform data” is continuous data in the curve and “Maximum point data” is momentary value when Q/P comes to maximum in the curve. ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃᡭἲ ࣭ ㍈㊥ᖹ㠃ᛶኚࡘ࠸࡚ ᛴ᭤⥺ࡢ᭤⥺ฟཱྀ࠾ࡅࡿ⬺⥺ಀᩘࡢቑῶࡣྎ㌴ࡢ㍯㔜ኚືࡀࡁࡃ㛵ࢃࡾ㸪ࡇࡢ㍯㔜ኚືࢆᘬࡁ㉳ࡇࡍせ ᅉ࡞ࡿࡢࡀᖹ㠃ᛶኚ࡛࠶ࡿ㸬ᮏ◊✲࡛ࡣྎ㌴㍈㊥ 1.9 m ࡢᖹ㠃ᛶኚࢆᢅ࠸㸪ࡇࢀࢆ㍈㊥ᖹ㠃ᛶኚࡪ ࡇࡍࡿ㸬㍈㊥ᖹ㠃ᛶኚࡣ㸪ᅗ 4㸦a㸧♧ࡍࡼ࠺㸪1 ㍯ࡀࡢ 3 ㍯ࡽ࡞ࡿ㠃ࢆ㐓⬺ࡍࡿ㔞ࢆ♧ࡍ㸬 ᛴ᭤⥺ࡢฟཱྀ࠾࠸࡚࢝ࣥࢺࡀῶᑡࡍࡿ㝿ࡣᵓ㐀ⓗᖹ㠃ᛶኚࡀⓎ⏕ࡋ㸪ඛ㢌㍈እ㌶ഃࡢ㍯㔜ࡀᢤࡅࡿࡇ ࡛㸪⬺⥺ಀᩘࡀୖ᪼ࡍࡿഴྥ࠶ࡿ㸬ࡑࡢࡓࡵ㸪⬺⥺ಀᩘࡘ࠸࡚ศᯒࡍࡿ㝿ࡣ㸪㍈㊥ᖹ㠃ᛶኚࢆྜࢃࡏ ࡚ࡳࡿᚲせࡀ࠶ࡿࡇࡽ㸪ᮏ◊✲࡛ࡣ PQ ࣔࢽࢱࣜࣥࢢྎ㌴࡛ ᐃࡋࡓ㍯㔜ࡢ್ࢆ⏝࠸࡚㍈㊥ᖹ㠃ᛶኚࢆ᥎ ᐃࡍࡿ᪉ἲࡘ࠸᳨࡚ウࡍࡿ㸬 ࣭ ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃᘧ ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃࡣ㸪PQ ࣔࢽࢱࣜࣥࢢྎ㌴࠾࠸࡚㍯㔜ࢆ᥎ᐃࡍࡿ㝿⏝࠸ࡿ㍈ࡤࡡୖୗኚࢆά⏝ ࡍࡿ㸬ᘧ㸦1㸧㍈㊥ᖹ㠃ᛶኚ L ࡢ᥎ᐃᘧࢆ♧ࡍ㸬ᅗ 4㸦b㸧♧ࡋࡓ 4 ⟠ᡤࡢ㍈ࡤࡡୖୗኚ㔞㸦๓㍈እ㌶ഃ㸸 Z1out 㸪๓㍈ෆ㌶ഃ㸸 Z 1in 㸪ᚋ㍈እ㌶ഃ㸸 Z 2 out 㸪ᚋ㍈ෆ㌶ഃ㸸 Z 2in 㸧ࡽ㸪㍈ࡤࡡኚィྲྀࡅ⨨࠾ࡅࡿ㍈㊥ ᖹ㠃ᛶኚࢆ⟬ฟࡋ㸪㍈ࡤࡡኚィྲྀࡅ㛫㝸ࡢ༙ศ b1 ㌴㍯࣮ࣞࣝ᥋ゐⅬ㛫㊥㞳ࡢ༙ศ b ࢆ⏝࠸࡚㸪㌴㍯࣭ ࣮ࣞࣝ᥋ゐ⨨࠾ࡅࡿ㍈㊥ᖹ㠃ᛶኚኚࡋ࡚࠸ࡿ㸦Michitsuji et al., 2015㸧 㸬 L Z1out Z 2in Z1in Z 2out [DOI: 10.1299/transjsme.16-00461] b b1 ^ Z s1out Z s 2in Z s1in Z s 2out ` © 2017 The Japan Society of Mechanical Engineers 㸦1㸧 4 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) (a) Irregularity of twist (b) Displacement of axle spring Fig. 4 The image of the irregularity of twist and estimation method. Irregularity of twist is torsion of railway surface. The derailment coefficient is affected by the irregularity of twist especially in exit of circular curve. As shown in figure (b), the irregularity of twist is estimated from vertical displacement of axle springs of PQ monitoring bogie. ࣭ ㍈㊥ᖹ㠃ᛶኚࡢ⿵ṇᡭἲ ᘧ㸦1㸧ࡼࡿ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃࡘ࠸࡚㸪ࢩ࣑࣮ࣗࣞࢩࣙࣥࢆ⏝࠸᳨࡚ドࡍࡿ㸬࣐ࣝࢳ࣎ࢹ࣭ࢲࢼ ࣑ࢡࢫゎᯒࢯࣇࢺ࢙࢘ SIMPACK Rail Ver. 9.7 ࡶ࡙࠸࡚㌴୧ࣔࢹࣝࢆᵓ⠏ࡋ㸪᭤⥺㏻㐣ࢩ࣑࣮ࣗࣞࢩࣙࣥࢆ ࠾ࡇ࡞࠸㸪ᘧ㸦1㸧ࡶ࡙࠸࡚᥎ᐃࡋࡓ⤖ᯝࢆᅗ 5㸦a㸧ࡢ㟷⥺♧ࡍ㸬ࡇࢀࡣ R = 171 m㸪C = 110 mm㸪S = 8 mm ࡢ᭤⥺༊㛫ࢆ㸪㉮⾜㏿ᗘ 45 km/h ࡛ࢩ࣑࣮ࣗࣞࢩࣙࣥࡋࡓሙྜࡢ࡛࠶ࡿ㸬㌶㐨ኚࡀ↓࠸ሙྜ㸪ᐃᖖ᭤⥺࠾ ࠸࡚ࡣ㍈㊥ᖹ㠃ᛶኚࡀ㞽࡞ࡿࡣࡎ࡛࠶ࡿࡀ㸪ᘧ㸦1㸧ࡢ⤖ᯝ࡛ࡣᐃᖖ᭤⥺ෆ࡛⣙ 1.5 mm ࡢ್ࢆࡶࡘࡇࡀࢃ ࡿ㸬ᛴ᭤⥺࡛ࡣ๓㍈ࡀእ㌶ഃᕥྑኚࡋ㸪ᚋ㍈ࡣ୰❧⨨㏆␃ࡲࡿ㸬ࡑࡢࡓࡵ㸪๓㍈ᚋ㍈ࡢ┦ᑐ࣮ࣟ ࣝゅࡀⓎ⏕ࡋ㸪㍈㊥ᖹ㠃ᛶኚࡢㄗᕪ࡞ࡿ㸬ࡇࡇ࡛࠼ࡤ㸪㉮⾜㏿ᗘࢆ 35 km/h ኚ᭦ࡋ㸪ࢩ࣑࣮ࣗࣞࢩࣙࣥ ࢆ࠾ࡇ࡞࠺㸪ㄗᕪࡣ⣙ 1.6 mm ࡞ࡿ㸬ࡇࡢㄗᕪࡣ᭤⥺ㅖඖࡸ㉮⾜㏿ᗘࡼࡾኚࡍࡿࡇࡀࢃࡗ࡚࠸ࡿ㸬 ࡇࡢㄗᕪࢆῶࡽࡍࡓࡵࡢ⡆᫆ⓗ࡞⿵ṇ᪉ἲࢆᥦࡍࡿ㸬ࡲࡎ㸪ᘧ㸦1㸧ᇶ࡙ࡃ᥎ᐃ್㛵ࡋ࡚㸪ᐃᖖ᭤⥺୰ࡢ ᖹᆒ್ࢆ⟬ฟࡍࡿ㸬 ᐃᖖ᭤⥺ࡢጞⅬ㸦BCC㸧ࡽᐃᖖ᭤⥺㛗ࡢ 10 %ࡔࡅᚋࡢᆅⅬࢆ BCC’㸪ᐃᖖ᭤⥺ࡢ⤊Ⅼ㸦ECC㸧 ࡽᐃᖖ᭤⥺㛗ࡢ 10 %ࡔࡅ๓ࡢᆅⅬࢆ ECC’ࡋ㸪 BCC’ࡽ ECC’ࡲ࡛ࡢᖹᆒ್ LCC ࢆ௨ୗࡢᘧࡼࡾ⟬ฟࡍࡿ㸬 ࡇࡇ࡛㸪 x ࡣ㌴୧ࡢ㉮⾜⨨࡛࠶ࡾ㸪 x BCC 㸪 x BCC ' 㸪 x ECC 㸪 x ECC ' ࡣࡑࢀࡒࢀ BCC㸪BCC’㸪ECC㸪ECC’ࡢ⨨ ࡍࡿ㸬 LCC 1 n § ¨n © n ¦L x BCC ' k 'x k 0 xECC' xBCC ' · ¸ 'x ¹ 㸦2㸧 ࡇࡇ࡛㸪 xBCC ' xBCC 1 xECC xBCC 10 , xECC' xECC 1 xECC xBCC 10 ࡛࠶ࡿ㸬㍈㊥ᖹ㠃ᛶኚࡢᖹᆒࢆࡿ༊㛫ࢆ BCC’ࡽ ECC’ᐃࡵࡓࡢࡣ㸪࢝ࣥࢺ㏴ῶ༊㛫ࡢᙳ㡪ࢆ㝖እࡍࡿࡓ ࡵ࡛࠶ࡿ㸬ࡇࡢᖹᆒ್ LCC ࢆ⏝࠸࡚㸪௨ୗࡢᘧࡼࡾ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃ್ Lcor ࢆ⟬ฟࡍࡿ㸬 Lcor x ­ x xBTC ° L x LCC x BCC xBTC ° °° ® L x LCC ° ° x x ° L x LCC ETC °¯ xETC xECC [DOI: 10.1299/transjsme.16-00461] xBTC x d xBCC xBCC x d xECC 㸦3㸧 xECC x d xETC © 2017 The Japan Society of Mechanical Engineers 5 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) ࡇࡇ࡛㸪 x BTC ࡣධཱྀ⦆᭤⥺ࡢጞⅬ㸪 x ETC ࡣฟཱྀ⦆᭤⥺ࡢ⤊Ⅼ࡛࠶ࡿ㸬ࡇࡢᘧ࡛ࡣ㸪⦆᭤⥺༊㛫࡛ㄗᕪࡢ⿵ ṇ㔞ࢆ⥺ᙧቑῶࡋ࡚࠸ࡿ㸬ᅗ 5㸦a㸧⿵ṇ㔞㸦ᅗ୰ࡢ Shift value㸧ࢆ♧ࡍ㸬⿵ṇᚋࡢ㍈㊥ᖹ㠃ᛶኚ㸦ᅗ୰ࡢ Corrected㸧ᵓ㐀ⓗ࡞ᖹ㠃ᛶኚ㸦ᅗ୰ࡢ Structural㸧ࢆẚ㍑ࡍࡿ㸪Ἴᙧࡀࡼࡃ୍⮴ࡋ࡚࠸ࡿࡇࡀࢃࡿ㸬 ࡇࡢ⤖ᯝࢆࡶ㸪ᐇ ࢹ࣮ࢱྠᵝࡢ᪉ἲࢆ㐺⏝ࡋࡓࢆᅗ 5㸦b㸧♧ࡍ㸬ࡇࡇ࡛ࡣ㸪PQ ࣔࢽࢱࣜࣥࢢྎ ㌴ࡀ㸪ᅗ 5㸦a㸧ྠࡌ᭤⥺༊㛫ࢆ㉮⾜ࡋࡓࡁࡢࢹ࣮ࢱࢆࣉࣟࢵࢺࡋ࡚࠸ࡿ㸬ࢩ࣑࣮ࣗࣞࢩࣙࣥྠᵝ㸪ᘧ㸦1㸧 ࡛⟬ฟࡋࡓ㍈㊥ᖹ㠃ᛶኚ㸦ᅗ୰ࡢ Eq.(1)㸧㸪ᘧ㸦2㸧࠾ࡼࡧᘧ㸦3㸧࡛♧ࡋࡓฎ⌮ࢆࡍࡿࡇ࡛⿵ṇࢆ࠾ࡇ࡞ ࠺㸬⿵ṇᚋࡢ㍈㊥ᖹ㠃ᛶኚ㸦ᅗ୰ࡢ Corrected㸧ࡣ㸪㌶㐨᳨ ㌴ࡼࡿྠ᪥ྠ༊㛫࠾ࡅࡿ㍈㊥ᖹ㠃ᛶኚࡢ ᐃ್㸦ᅗ୰ࡢ Track Inspection㸧ࡼࡾ㏆ࡃ࡞ࡿࡇࡀ☜ㄆ࡛ࡁࡿ㸬࡞࠾㸪㌶㐨᳨ ㌴࡛ࡣ㍈㊥ 2.5 m ࡢᖹ㠃ᛶኚ ࢆ 5 m ้ࡳ࡛ ᐃࡋ࡚࠾ࡾ㸪ࡇࢀࢆ PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࡼࡿ᥎ᐃ್ẚ㍑ࡍࡿࡓࡵ㸪㌶㐨᳨ ㌴ࡼࡿ ᐃ್ 1.9/2.5 ࢆࡅ࡚࠸ࡿ㸬 ᮏ◊✲࡛ࡣ㸪᭤⥺༊㛫ࡢ㉮⾜ࢹ࣮ࢱ 1 ᮏࡈ㸪ᘧ㸦1㸧ࡼࡿ㍈㊥ᖹ㠃ᛶኚࡢィ⟬㸪ᘧ㸦2㸧࠾ࡼࡧᘧ㸦3㸧 ࡼࡿ⿵ṇࢆ࠾ࡇ࡞࠸㸪㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃࢆ࠾ࡇ࡞ࡗ࡚࠸ࡿ㸬 (b) Track inspection car and PQ monitoring bogie (a) Structural twist and correction method (MBD simulation) Fig. 5 Estimation of irregularity of twist. In figure (a), the estimated value from eq. (1) is not corresponding to structural value. After proposed correction method, structural irregularity can be estimated. In figure (b), proposed correction method shows good agreement with the track inspection car. ࢹ࣮ࢱศᯒࢶ࣮ࣝࡢ㛤Ⓨ ᭤⥺ࡈ⟶⌮ࡋࡓࢹ࣮ࢱࢆ⏝࠸࡚ࢹ࣮ࢱศᯒࢆ࠾ࡇ࡞࠺࠶ࡓࡾ㸪⭾࡞ࢹ࣮ࢱࢆຠ⋡ࡼࡃᢅ࠺ࡇࡀ࡛ࡁ ࡿࡼ࠺㸪MathWorks ♫ࡢᩘ್ゎᯒࢯࣇࢺ࢙࢘ MATLAB R2013a ࡢ GUI సᡂࢶ࣮ࣝࢆ⏝࠸࡚ࣥࢱ࣮ࣇ࢙࣮ࢫ ࢆタィࡋ㸪MATLAB Compiler R2013b ࢆ⏝࠸࡚ࢫࢱࣥࢻ࡛ࣟࣥືసࡍࡿࣉࣜࢣ࣮ࢩࣙࣥࢯࣇࢺࢆ㛤Ⓨࡋࡓ㸬 GUI ࡢືస୰ࡢᇶᮏ⏬㠃ࢆᅗ 6 ࠾ࡼࡧᅗ 7 ♧ࡍ㸬ࣥࢱ࣮ࣇ࢙࣮ࢫࡣ௨ୗࡢ㡯┠ࡼࡾᵓᡂࡉࢀࡿ㸬 ձ㸸᪥ධຊḍ ղ㸸᭤⥺␒ྕධຊ㸪᭤⥺ㅖඖ⾲♧ḍ ճ㸸Q/P ್᭱ vs. ᭤⥺༙ᚄ R㸦ᖒ⚊ࢹ࣮ࢱ㸧 մ㸸Q/P ᭱ᆅⅬࡢ κ vs. ㍈㊥ᖹ㠃ᛶኚ㸦ᖒ⚊ࢹ࣮ࢱ㸧 յ㸸㑅ᢥ୰ࡢ᭤⥺༊㛫࠾ࡅࡿ Q/P κ㸦Ἴᙧࢹ࣮ࢱ㸧 ն㸸㑅ᢥ୰ࡢ᭤⥺༊㛫࠾ࡅࡿ㍈㊥ᖹ㠃ᛶኚ㸦Ἴᙧࢹ࣮ࢱ㸧 շ㸸᭤⥺ࡢ⨨᭤⋡㸦160/R㸧 㸪ᆅୖሬἜჾࡢ⨨ ո㸸㉮⾜⨨ vs. ้㸦ᖒ⚊ࢹ࣮ࢱ㸧 չ㸸Q/P ್᭱ vs. A ⥺㸦㊰⥺㉳Ⅼࡽ⤊Ⅼྥࡗ࡚㉮⾜㸧㉮⾜⨨㸦ᖒ⚊ࢹ࣮ࢱ㸧 պ㸸Q/P ್᭱ vs. B ⥺㸦㊰⥺⤊Ⅼࡽ㉳Ⅼྥࡗ࡚㉮⾜㸧㉮⾜⨨㸦ᖒ⚊ࢹ࣮ࢱ㸧 [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 6 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) Fig. 6 The PQ monitoring data analysis tool developed using MATLAB. When user inputs date into the table No.1 and pushes “Start” button, “Maximum point data” is plotted to the graph No.3, No.4, and No.8~10. ࡇࡇ࡛㸪Q/P κ㸪࠾ࡼࡧ㍈㊥ᖹ㠃ᛶኚࡢᖒ⚊ࢹ࣮ࢱࡘ࠸࡚ࡣ㸪ࡑࡢ⤯ᑐ್ࡋ࡚࠸ࡿ㸬ࢢࣛࣇյ࡛ࡣ㸪 ࣏ࢵࣉࢵࣉ࣓ࢽ࣮࡛ࣗࡢ㑅ᢥࡼࡗ࡚㍯㔜 P㸪ᶓᅽ Q ࡢࢹ࣮ࢱࢆ⾲♧ࡉࡏࡿࡇࡶ࡛ࡁ㸪ྠᵝࢢࣛࣇն࡛ࡣ ㉮⾜㏿ᗘࡸ㍯㔜ẚ㸪㌶㐨ኚࡢࢹ࣮ࢱࢆࡳࡿࡇࡶ࡛ࡁࡿ㸬࡞࠾㸪➨ 2 ❶࡛㏙ࡓࣔࢽࢱࣜࣥࢢࢹ࣮ࢱࡢ๓ฎ ⌮ࡸ㸪➨ 3 ❶࡛㏙ࡓ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃ࠾ࡼࡧ⿵ṇࣉࣟࢢ࣒ࣛࡘ࠸࡚ࡶ⮬ືࡋ㸪ᮏࢯࣇࢺ࢙࢘ᦚ㍕ ࡋ࡚࠸ࡿ㸬 ᮏࢯࣇࢺ࢙࢘ࢆ⏝࠸ࡓศᯒࡢᡭ㡰ࢆ௨ୗ♧ࡍ㸬ࡲࡎ㸪ᅗ 6 ࡢձ࡛⾲♧ࡋࡓ࠸ࢹ࣮ࢱࡢ ᐃ᪥ࢆᣦᐃࡋ㸪Start ࣎ࢱࣥࢆᢲࡍࡇ࡛㸪ᅗ 6 ♧ࡍࡼ࠺ࢹ࣮ࢱࡀࣉࣟࢵࢺࡉࢀࡿ㸬ࡇࡢࡁ㸪ᣦᐃࡋࡓᮇ㛫࠾ࡅࡿ᭤⥺㏻㐣 ࡢᖒ⚊ࢹ࣮ࢱࡀࢢࣛࣇճ㸪մ㸪ո㸪չ㸪պࣉࣟࢵࢺࡉࢀࡿ㸬ࢹ࣮ࢱ ᐃ᪥ࡢᣦᐃ࠾࠸࡚ࡣ㸪ᮇ㛫ጞࡲࡾ ⤊ࢃࡾࢆ⮬⏤㑅ᢥྍ⬟ࡋ㸪㛗ᮇ㛫ࡢࢹ࣮ࢱࢆ୍ᗘ⾲♧ࡍࡿࡇࡀ࡛ࡁࡿ㸬 ࢢࣛࣇճࡣᶓ㍈ࢆ᭤⥺༙ᚄ㸦ᐃᖖ᭤⥺༊㛫࠾ࡅࡿ᭤⥺༙ᚄ㸧ࡋ࡚ Q/P ್᭱ࢆࣉࣟࢵࢺࡋࡓࡶࡢ࡛࠶ࡾ㸪 ࡇࡇࡽᛴ᭤⥺࡛ࡘ⬺⥺ಀᩘࡢ㧗࠸⟠ᡤࢆ≉ᐃ࡛ࡁࡿ㸬ࢹ࣮ࢱࡢ୰࡛Ẽ࡞ࡗࡓ୍Ⅼࢆ㸪ࢢࣛࣇճୖ࡛ࢡࣜࢵ ࢡࡍࡿࡇࡼࡾ㸪ࣥࢱ࣮ࣇ࢙࣮ࢫࡣᅗ 7 ♧ࡍࡼ࠺ኚࡍࡿ㸬ࢢࣛࣇճ࡛ࡣ㸪㑅ᢥࡋࡓⅬࡀ㯮࡛ᅖࡲࢀ㸪 ྠᵝࢢࣛࣇմࡽࡣࡑࡢࡢ κ ࠾ࡼࡧ㍈㊥ᖹ㠃ᛶኚࡢ್ࡀࢃࡿ㸬ࡉࡽ㸪ղࡢ᭤⥺ㅖඖ⾲♧ḍࡸࢢࣛࣇշ ࡽࡣ㸪ࢹ࣮ࢱࢆほ ࡋࡓ᭤⥺⟠ᡤࡢ⨨ࡸㅖඖࡀࢃࡿ㸬ࢢࣛࣇյ࡛ࡣ Q/P κ㸪ࢢࣛࣇն࡛ࡣ㍈㊥ᖹ㠃ᛶኚ ࡢἼᙧࢹ࣮ࢱࢆࡳࡿࡇࡀ࡛ࡁࡿ㸬௨ୖࡢࡼ࠺㸪ᖒ⚊ࢹ࣮ࢱࡽ⮬ືⓗἼᙧࢹ࣮ࢱࢆࡧฟࡍࡇࡀ࡛ࡁ ࡿ㸬ࢢࣛࣇճࡔࡅ࡛࡞ࡃ㸪մ㸪չ㸪պ࠾࠸࡚ࡶྠᵝ㸪Ⅼࢆࢡࣜࢵࢡࡍࡿࡇ࡛Ἴᙧࢹ࣮ࢱࢆࡧฟࡍࡇࡀ ࡛ࡁࡿ㸬ࡲࡓ㸪᭤⥺␒ྕࢆղධຊࡋ࡚࣎ࢱࣥࢆᢲࡍࡇࡼࡾࢹ࣮ࢱࢆ⾲♧ࡉࡏࡿ࠸࠺᪉ἲࡶ࠶ࡿ㸬 ᮏࢯࣇࢺ࢙࢘ࡼࡗ࡚㸪⭾࡞ࢹ࣮ࢱࡢ୰ࡽ⬺⥺ಀᩘࡀⴭ࡞ࡿὀど⟠ᡤࢆ≉ᐃࡋ㸪ࡑࡢヲ⣽ࢹ࣮ࢱࢆ ࡳ࡚⬺⥺ಀᩘࡀቑࡋࡓせᅉࢆ᥎ᐃࡍࡿ࠸࠺ศᯒࢆ㐍ࡵࡿࡇࡀ࡛ࡁࡿ㸬࡞࠾㸪ᅗ 6 ࠾ࡼࡧᅗ 7 ♧ࡋࡓࡢ ࡞࡛㸪⬺⥺ಀᩘࡀ㧗ࡃ࡞ࡿ᭤⥺ࡘ࠸࡚ࡣ㸪࡚⬺⥺㜵Ṇ࣮࢞ࢻࢆタ⨨῭ࡳ࡛࠶ࡿ㸬 [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 7 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) Fig. 7 The PQ monitoring data analysis tool. When user clicks on “Maximum point data” on the graph, details are displayed automatically. “Waveform data” at the curve where “maximum point data” is observed are plotted on the graph No.5 and No.6. And information of the curve is displayed on the table No.2. ࢯࣇࢺ࢙࢘ࢆ⏝࠸ࡓศᯒ ࣭ ᭤⥺ࡈࡢศᯒ ᐇ㝿ศᯒࢶ࣮ࣝࢆ⏝࠸࡚㸪3 ⟠ᡤࡢ᭤⥺࠾ࡅࡿ 1 ࢝᭶ศࡢࢹ࣮ࢱ㸦N = 112㸧ࢆࡶศᯒࡋࡓࢆ♧ࡍ㸬 ᅗ 8㸪ᅗ 9㸪ᅗ 10 ࡣࡑࢀࡒࢀ A41 ᭤⥺㸦R = 160 m㸪C = 120 mm㸪S = 13 mm㸧 㸪A42 ᭤⥺㸦R = 164 m㸪C = 119 mm㸪 S = 13 mm㸧 㸪A57 ᭤⥺㸦R = 160 m㸪C = 120 mm㸪S = 13 mm㸧࠾ࡅࡿ Q/P κ㸪㍈㊥ᖹ㠃ᛶኚࡢἼᙧࢹ࣮ࢱࢆ ࣉࣟࢵࢺࡋ࡚࠸ࡿ㸬ྛᅗ㸦a㸧ࡣ Q/P ᭱ᆅⅬ㸪 㸦b㸧ࡣࡑࡢࡁࡢ㍈㊥ᖹ㠃ᛶኚࡢᖒ⚊ࢹ࣮ࢱࡶࣉࣟࢵࢺ ࡋ࡚࠸ࡿ㸬ࡍ࡚᭤⥺༙ᚄ 160 m ⛬ᗘࡢᛴ᭤⥺࡛࠶ࡾ㸪A41 ᭤⥺ࡢධཱྀࡣ㸪ෆ㌶ഃእ㌶ഃࡢ୧᪉ሬἜჾࡀ タ⨨ࡉࢀ࡚࠸ࡿ㸬A42 ᭤⥺ A57 ᭤⥺ࡣሬἜჾࡀタ⨨ࡉࢀ࡚࠸࡞࠸㸬⬺⥺ಀᩘ್᭱ほ ࡢ㉮⾜㏿ᗘࡣ㸪A41 ᭤⥺࡛ࡣ 41㹼44 km/h㸪A42 ᭤⥺࡛ࡣ 43㹼46 km/h㸪A57 ᭤⥺࡛ࡣ 30㹼39 km/h ࡢ⠊ᅖ࡛㉮⾜ẖኚືࡋ࡚࠸ࡿ㸬 ࡢ᭤⥺࠾࠸࡚ࡶ㉮⾜ẖ Q/P ࡣኚࡍࡿࡀ㸪100 ᅇ௨ୖࡢ㉮⾜࠾࠸࡚ࡶ㍈㊥ᖹ㠃ᛶኚࡢኚࡣᑠࡉ࠸ࡇ ࡽ㸪➨ 3 ❶࡛㏙ࡓ㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃ࠾ࡼࡧ⿵ṇ᪉ἲࡀጇᙜ࡛࠶ࡿุ᩿ࡍࡿ㸬 ᅗ 8 ࡢ A41 ᭤⥺ࡣ㸪ࡢ᭤⥺ẚ࡚≉ Q/P κ ࡢ㉮⾜ẖࡢኚືࡀࡁ࠸ࡇࡽ㸪㌴㍯࣭࣮ࣞࣝ㛫ࡢ₶ ≧ែࡀኚࡋࡸࡍ࠸⟠ᡤ࡛࠶ࡾ㸪κ ࡢୖ᪼ࡋࡓࡀࡗ࡚ Q/P ࡶୖ᪼ࡍࡿ㸬ຍ࠼࡚㸪ECC ㏆࠾ࡅࡿ㍈㊥ᖹ㠃ᛶ ኚࡢኚࡶ࡞࠸㸪Q/P ࡀࣆ࣮ࢡ࡞ࡾࡸࡍ࠸㸬 ᅗ 9 ࡢ A42 ᭤⥺ࡣ㸪ᐃᖖⓗ κ ࡀపࡃ㸪ᐃᖖ᭤⥺ෆ࡛ࡣ Q/P ࡢ್ࡀప࠸ࡶࡢࡢ㸪ECC ㏆࡛㍈㊥ᖹ㠃ᛶኚ ࡀቑࡍࡿࡓࡵ㸪Q/P ࡢࣆ࣮ࢡࡀ㢧ⴭ࠶ࡽࢃࢀ࡚࠸ࡿ㸬 ᅗ 10 ࡢ A57 ᭤⥺ࡣ㸪Q/P ࡢࣆ࣮ࢡࡀ ECC ㏆௨እࡶᐃᖖ᭤⥺୰」ᩘᏑᅾࡋ࡚࠸ࡿ㸬ᐃᖖ᭤⥺୰࡛ࡢ Q/P ㍈㊥ᖹ㠃ᛶኚࡣࡶኚືࡢᖜࡀࡁࡃ㸪Ἴᙧࡢ㇂┦ᙜࡍࡿ㒊ศ࡛ Q/P ࡀᒣ࡞ࡿഴྥࡀ࠺ࡀ࠼ࡿ㸬 [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 8 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) (a) Q/P and κ in A41 (N = 112) (b) Estimated irregularity of twist in A41 (N = 112) Fig. 8 Example of analysis in A41 (R = 160 m, C = 120 mm, S = 13 mm). In this curve, Q/P and κ dramatically change. The friction coefficient is likely to change and Q/P is affected. In most cases, Q/P have a peak around ECC (End of Circular Curve) due to the irregularity of twist. (a) Q/P and κ in A42 (N = 112) (b) Estimated irregularity of twist in A42 (N = 112) Fig. 9 Example of analysis in A42 (R = 164 m, C = 119 mm, S = 13 mm). In circular curve, Q/P is not so large because κ is small as compared to figure 8. In this curve, Q/P increases around ECC because of structural irregularity of twist. (a) Q/P and κ in A57 (N = 112) (b) Estimated irregularity of twist in A57 (N =112) Fig. 10 Example of analysis in A57 (R = 160 m, C = 120 mm, S = 13 mm). In circular curve, the irregularity of twist fluctuates, whereby Q/P also fluctuates. This curve has several peaks of Q/P around ECC and in circular curve. [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 9 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) ࣭ ᭤⥺ࡢ≉ᚩศᯒ ᖒ⚊ࢹ࣮ࢱࢆ⏝࠸ࡓ」ᩘࡢ᭤⥺ࡢẚ㍑ࢆ♧ࡍ㸬๓㏙ࡢ 3 ⟠ᡤࡢ᭤⥺ࡘ࠸࡚㸪Q/P ್᭱ࡑࡢࡁࡢ κ ࡢ 㛵ಀࢆᅗ 11㸦a㸧♧ࡋ㸪Q/P ್᭱ほ ࡢ κ ࡑࡢࡁࡢ㍈㊥ᖹ㠃ᛶኚࡢ㛵ಀࢆᅗ 11㸦b㸧♧ࡋ࡚࠸ࡿ㸬 ࡞࠾㸪ᅗ 11㸦a㸧ࡣ κ Q/P ࡢ┦㛵ಀᩘ r ⥺ᙧᅇᖐ┤⥺ࢆ♧ࡋ࡚࠸ࡿ㸬 ᅗ 11㸦a㸧ࡼࡾ㸪࠸ࡎࢀࡢ᭤⥺࠾࠸࡚ࡶ κ ࡀࡁ࠸ Q/P ࡀࡁࡃ࡞ࡿ㸬≉ A41 ᭤⥺ A42 ᭤⥺ࡘ࠸ ࡚ࡣ㸪Q/P κ ࡢ┦㛵ࡀᙉࡃ㸪ෆ㌶ഃ㌴㍯࣭࣮ࣞࣝ㛫ࢆ₶ࡍࡿࡇࡼࡾ Q/P ࢆᢚไ࡛ࡁࡿྍ⬟ᛶࡀ㧗࠸㸬࡞ ࡛ࡶ A42 ᭤⥺࠾࠸࡚ࡣẚ㍑ⓗ κ ࡀࡁࡃ࡞ࡿࡇࡀከࡃ㸪Q/P ࡶቑࡍࡿࡓࡵ㸪₶ᕤኵࡢవᆅࡀ࠶ࡿ㸬 ḟ㸪ᅗ 11㸦b㸧ࢆࡳࡿ㸪A42 ᭤⥺࡛ࡣࡢ᭤⥺ࡼࡾ㍈㊥ᖹ㠃ᛶኚࡶࡁࡃ࡞ࡿࡇࡀࢃࡾ㸪₶≧ែ ຍ࠼࡚㍈㊥ᖹ㠃ᛶኚࡶὀពࡍࡿᚲせࡀ࠶ࡿ㸬ࡲࡓ㸪A57 ᭤⥺ࡘ࠸࡚ࡣ㍈㊥ᖹ㠃ᛶኚࡢ್ࡀ 2 ࡘࡢ⩌ ศࢀ࡚࠸ࡿ㸬ࡇࢀࡣ Q/P ࡀࣆ࣮ࢡ࡞ࡿᆅⅬࡀ㸪ẖᅇྠࡌ⟠ᡤ࡛ࡣ࡞ࡃ㸪」ᩘ⟠ᡤࢃࡓࡗ࡚Ꮡᅾࡍࡿ࠸࠺ ࡇ࡛࠶ࡿ㸬ࡑࡢࡓࡵ Q/P κ ࡢ┦㛵ࡀࡢ᭤⥺ẚ࡚ᙅ࠸㸬ࡉࡽ㸪ࡢ᭤⥺ẚᵓ㐀ⓗ㍈㊥ᖹ㠃ᛶኚ ࡀᑠࡉࡃ㸪Q/P ࡢ್ࡶᑠࡉࡃ࡞ࡿഴྥ࠶ࡿ㸬ᅗ 11㸦b㸧࡛ࡣ㸪κ ㍈㊥ᖹ㠃ᛶኚࢆྠࡳࡿࡇ࡛㸪ࡑࢀ ࡒࢀࡀ⬺⥺ಀᩘࡢቑᐤࡍࡿ⛬ᗘࢆ┤ឤⓗᢕᥱ࡛ࡁࡿ㸬ࡉࡽࡇࢀࢆ」ᩘࡢ᭤⥺࡛ẚ㍑ࡍࡿࡇ࡛㸪᭤⥺ ࡈࡢഴྥࢆࡘࡴࡇࡀ࡛ࡁ㸪᭤⥺ࡢ≉ᚩᛂࡌࡓ⬺⥺ಀᩘపῶᑐ⟇ࢆ⪃࠼ࡿࡇࡀ࡛ࡁࡿ㸬 (a) Q/P and κ in three curves (b) κ and estimated irregularity of twist in three curves Fig. 11 Analysis in three curves based on “Maximum point data”. κ and Q/P are correlated in all curves. Based on the result shown in figure (a), Q/P will decrease by lubricating the inner rail. As shown in figure (b), the value of the irregularity of twist in A42 is the largest. Especially in A42, there is a need to be careful because both κ and the irregularity of twist are large. In A57, the irregularity of twist is divided into two groups because Q/P have some peaks. Q/P is smaller than other curves because the irregularity of twist is not so large. ࣭ ⬺⥺ಀᩘࡢ⤒ኚ PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࡼࡗ࡚㛗ᮇⓗࢹ࣮ࢱ ᐃࡍࡿࡇ࡛㸪⬺⥺ಀᩘࡢ㛫ኚࢆࡳࡿࡇࡀ࡛ࡁࡿ㸬ᅗ 12 ࡣ A42 ᭤⥺࠾ࡅࡿ⣙ 2 ࢝᭶ࢃࡓࡿ Q/P ್᭱ࡑࡢࡢ κ ࡢኚࢆ♧ࡋ࡚࠸ࡿ㸬ࡇࡇ࡛㸪Q/P ್᭱࠾ࡼ ࡧ κ ࡣ㸪1 ᪥ࡢᖹᆒ್㸪1 ᪥ࡢ್᭱ࡢ 2 ✀㢮ࢆࣉࣟࢵࢺࡋ࡚࠸ࡿ㸬ᙜヱ᭤⥺࠾࠸࡚ࡣ㸪Q/P ࡢ್ࡣᮇ㛫ึࡵ ẚ㸪⤊ࢃࡾ࡛ࡣᑠࡉࡃ࡞ࡗ࡚࠸ࡿࡇࡀࢃࡿ㸬κ ࡶྠᵝࡢഴྥ࠶ࡾ㸪ࡉࡽ Q/P ࡢቑῶࡼࡃఝࡓኚ ࢆࡋ࡚࠸ࡿ㸬ࡇࢀࡼࡾ㸪㌴㍯࣭࣮ࣞࣝ㛫ࡢ₶≧ែࡀኚࡋ㸪ࡑࡢᙳ㡪ࡼࡾ Q/P ࡀᢚไࡉࢀࡓྍ⬟ᛶࡀ࠶ࡿ㸬 ࡇࡢࡼ࠺㛗ᮇⓗ࡞ኚࢆࡳࡿࡇ࡛㸪࠼ࡤ⬺⥺ಀᩘࡀୖ᪼ഴྥ࠶ࡿ⟠ᡤࢆ᪩ᮇⓎぢࡍࡿࡇࡶ࡛ࡁࡿ㸬ࡲ ࡓ㸪ሬἜ᪉ἲ➼ࡢኚ᭦ࢆᐇࡋࡓ๓ᚋࡢᮇ㛫ࡢࢹ࣮ࢱࢆࡳࡿࡇ࡛㸪ࡑࡢ᪉ἲࡀຠᯝⓗ࡛࠶ࡗࡓ࠺ࢆ☜ㄆ ࡍࡿࡇࡀ࡛ࡁࡿ㸬 㛤Ⓨࡋࡓࢯࣇࢺ࢙࢘ࡣ㸪⬺⥺ಀᩘࡢ㛫ኚࢆࣉࣟࢵࢺࡍࡿࡓࡵࡢᶵ⬟ࡸ㸪5.2 ❶࡚㏙ࡓ≉ᐃ᭤⥺ࡢᖒ⚊ ࢹ࣮ࢱࢆࣉࣟࢵࢺࡍࡿᶵ⬟࡞㸪⬺⥺ಀᩘࢆᵝࠎ࡞どⅬࡽศᯒ࡛ࡁࡿከᵝ࡞ᶵ⬟ࢆ᭷ࡋ࡚࠸ࡿ㸬 [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 10 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) Fig. 12 Daily change of Q/P and κ in A42. In this curve, both Q/P and κ decrease slightly as time elapses. Trend of Q/P is similar to κ. There is a possibility that the value of Q/P is suppressed due to a decrease of the friction coefficient between inner wheel and rail. ⤖ ゝ ᮏ◊✲࡛ࡣ PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࡽᚓࡓࢹ࣮ࢱࢆά⏝ࡋ㸪㌴㍯࣭࣮ࣞࣝ᥋ゐຊࡢ≧ែࢆ┘どࡍࡿࡓࡵࡢศᯒ ࢶ࣮ࣝࡢ㛤Ⓨࢆ࠾ࡇ࡞ࡗࡓ㸬⥲ᣓࢆ௨ୗ㏙ࡿ㸬 ࣭PQ ࣔࢽࢱࣜࣥࢢྎ㌴ࡽᚓࡓࢹ࣮ࢱࢆ㸪᭤⥺ࡈ⟶⌮ࡍࡿ⎔ቃࢆᵓ⠏ࡋࡓ㸬ࡲࡓ㸪⭾࡞ࢹ࣮ࢱࢆຠ⋡ࡼ ࡃ⾲♧ࡋ㸪⬺⥺ಀᩘⴭ⟠ᡤࡢ≉ᐃ࠾ࡼࡧࡑࡢཎᅉ᥎ᐃࡢᨭࢆࡍࡿࡓࡵࡢࣥࢱ࣮ࣇ࢙࣮ࢫࢆタィࡋࡓ㸬 ࣭㍈㊥ᖹ㠃ᛶኚࡢ᥎ᐃᡭἲ࠾ࡼࡧ⿵ṇᡭἲࡘ࠸᳨࡚ウࡋࡓ㸬ࡇࢀࡼࡾ⬺⥺ಀᩘቑࡢせせᅉ࡛࠶ࡿෆ㌶ ഃ㌴㍯࣭࣮ࣞࣝ㛫ࡢᦶ᧿ಀᩘຍ࠼㸪㍈㊥ᖹ㠃ᛶኚࡼࡗ࡚ࡶ⬺⥺ಀᩘࢆホ౯ࡍࡿࡇࢆྍ⬟ࡋࡓ㸬 ࣭㛤Ⓨࡋࡓศᯒࢶ࣮ࣝࢆ⏝࠸ࡿࡇ࡛㸪ෆ㌶ഃ㌴㍯࣭࣮ࣞࣝ㛫ࡢᦶ᧿ಀᩘ㍈㊥ᖹ㠃ᛶኚࡽ⬺⥺ಀᩘࡢቑ せᅉࢆ᥎ᐃࡋ㸪᭤⥺ࡈࡢ≉ᚩᛂࡌࡓ⬺⥺ಀᩘపῶᑐ⟇ࢆ⪃࠼ࡿࡇࡀ࡛ࡁࡿ㸬 ᩥ ⊩ Ᏻ⸤㞞ᙪ㸪㡲⏣⩏㸪ᮡᒣ༤அ㸪㇂ග୍㸪㮵⏣ᩗྖ㸪ᰩཎ⣧㸪ᒾᮏཌ㸪㰻⸨ᣅஓ㸪ᯘᘯྐ㸪ୗᕝஅ㸪Ỉ㔝 ᑗ᫂㸪㇂ᮏ┈ஂ㸪ᑠᮧྜྷྐ㸪ᆅୖ PQ ᐃࡼࡿ㌴୧ࣇ᳨࢙࣮ࣝ▱ࡢࢥࣥࢭࣉࢺࣇ࢙࣮ࣝ≧ែ⌧ࡼࡿ᳨ ウ㸪᪥ᮏᶵᲔᏛ➨ 20 ᅇ㏻࣭≀ὶ㒊㛛ㅮ₇ㄽᩥ㞟, No.11-59 (2011), pp.215-216. ▼⏣ᘯ᫂, 㕲㐨㌴୧ࡢࡾୖࡀࡾ⬺⥺ࡑࡢᏳᛶホ౯, ᪥ᮏಙ㢗ᛶᏛㄅࠕಙ㢗ᛶࠖ, Vol.32, No.8 (2010), pp.522-527. Matsumoto, A., Sato, Y., Ohno, H., Shimizu, M., Kurihara, J., Tomeoka, M., Saitou, T., Michitsuji, Y., Tanimoto, M., Sato, Y. and Mizuno, M., Continuous observation of wheel/rail contact forces in curved track and theoretical considerations, Vehicle System Dynamics, Vol.50 (Supplement) (2012), pp.349-364. Michitsuji, Y., Matsumoto, A., Sato, Y., Ohno, H., Mori, H., Iwamoto, A., Fukushima, T., Yano, K., Shinagawa, D., Tanimoto, M. and Nagasawa, K., Temporal subtraction processing of derailment coefficient collected with the monitoring bogie, The Dynamics of Vehicles on Roads and Tracks Proceedings of the 24th Symposium of the International Association for Vehicle System Dynamics (IAVSD 2015) (2015), pp.1237-1244. Naganuma, Y., Azami, S. and Tsunashima, H., Track geometry estimation from car-body motions of Shinkansen vehicles, The International Symposium on Speed-up and Sustainable Technology for Railway and Maglev System (STECH 2015) (2015), Paper No.2B22. Ogino, M., Tsunashima, H., Yanagisawa, K., Mori, H. and Asano, A., Development of track condition monitoring system using in-service vehicle and monitoring examples, The International Symposium on Speed-up and Sustainable Technology for Railway and Maglev System (STECH 2015) (2015), Paper No.2P25. 㔝ᐶஅ, ᯇᮏ㝧, బ⸨Ᏻᘯ, ΎỈᛅ, ␃ᒸṇ⏨, ᯇᮏ⪔㍜, ㇂ᮏ┈ஂ, బ⸨⯅ᚿ, PQ ㍯㍈ࢆ⏝࠸࡞࠸㌴㍯㸭࣮ࣞ ࣝ᥋ゐຊࡢ ᐃ᪉ἲ, ᪥ᮏᶵᲔᏛㄽᩥ㞟 C ⦅, Vol. 77, No. 774 (2011), pp.392-400. బࠎᮌྩ❶, ྎ㌴ࣔࢽࢱࣜࣥࢢ㛵ࡍࡿ᭱㏆ࡢᢏ⾡㛤Ⓨ, 㕲㐨⥲◊ሗ࿌, Vol.27, No.12 (2013), pp.1-4. బ⸨₩, ஂಖᮌ㎮ኵ, ㍯㔜࣭ᶓᅽࢹࢪࢱࣝࢹ࣮ࢱࢆά⏝ࡋࡓ㕲㐨㌴୧ࡢ㉮⾜Ᏻᛶィ ฎ⌮ᡭἲ, 㕲㐨⥲◊ሗ࿌, [DOI: 10.1299/transjsme.16-00461] © 2017 The Japan Society of Mechanical Engineers 11 Ichiyanagi, Michitsuji, Matsumoto, Sato, Ohno, Mori, Tanimoto, Iwamoto, Fukushima, Yano, Shinagawa and Nagasawa, Transactions of the JSME (in Japanese), Vol.83, No.846 (2017) Vol.29, No.2 (2015), pp17-22. ᑎᓥ௧, ℧ᕝගఙ, ᇼᒣຌ, Ⴀᴗิ㌴ᦚ㍕⏝⥺㊰タഛࣔࢽࢱࣜࣥࢢ⨨ࡢ㛤Ⓨ, ᪥ᮏᶵᲔᏛ➨ 19 ᅇ㕲㐨ᢏ⾡㐃 ྜࢩ࣏ࣥࢪ࣒࢘ㅮ₇ㄽᩥ㞟, No.12-79 (2012), pp.163-164. ᆤᕝὒ㸪▮⃝ⱥ㸪ᑠᮌ᭮Ύ㧗㸪༡ᮌ⪽᫂㸪㌴యᯫᆺ័ᛶṇ▮㌶㐨᳨ ⨨ࡢ㛤Ⓨ㸪㕲㐨⥲◊ሗ࿌㸪Vol.26㸪 No.2 (2012), pp.7-12. 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Sato, K. and Kuboki, T., Processing method of running safety measurement of railway vehicle utilizing the wheel load and lateral thrust digital data, RTRI REPORT, Vol.29, No.2 (2015), pp.17-22 (in Japanese). Terashima, R., Takikawa, M. and Horiyama, I., Study on condition monitoring for track irregularity and track materials using passenger train, The 19th Jointed Railway Technology Symposium (J-RAIL 2012), No.12-79 (2012), pp.163-164 (in Japanese). Tsubokawa, Y., Yazawa, E., Ogiso, K. and Nanmoku, T., Development of the body-mounted track measuring device with the inertial mid-chord offset method, RTRI REPORT, Vol.26, No.2 (2012), pp.7-12 (in Japanese). Tsunashima, H., Naganuma, Y. and Kobayashi, T., Track geometry estimation from car-body vibration, Vehicle System Dynamics, Vol.52 (Supplement) (2014), pp.207-219. Yoshimura, A., Yoshida, Y. and Kamiyama, M., Development of database system for railway track maintenance management, Micro LABOCS for Windows and its features, Railway Technical Research Institute, Quarterly Reports, Vol.38, No.2 (1997), pp.102-106. [DOI: 10.1299/transjsme.16-00461] View publication stats © 2017 The Japan Society of Mechanical Engineers 12
