JP6245466B2 - Wheel uneven wear degree determination system, wheel uneven wear degree determination method and program - Google Patents

Description

  The present invention relates to a wheel uneven wear degree determination system, a wheel uneven wear degree determination method, and a program.

When uneven wear occurs on the wheels of a railway vehicle, problems such as noise along the railway, vibration, and adverse effects on riding comfort may occur. In order to prevent the occurrence of these problems, when the occurrence of uneven wear is detected, wheel correction (processing for cutting the wheel) is performed.
Here, regarding the detection of the occurrence of uneven wear of wheels, Patent Document 1 discloses a system that determines the quality of a wheel tread state in a railroad train based on running sound. Specifically, the wheel tread surface detection system described in Patent Document 1 is installed immediately below an elevated structure on which a track is laid, and collects the traveling sound of a train, and is output from the sound collector. A signal processing means for processing the voice signal and a speed detecting means for detecting the speed of the train. Then, in the signal processing means, an AC waveform signal is extracted from the audio signal, and the obtained AC waveform signal is set to a band pass having a predetermined bandwidth set based on the train speed and the structure characteristics obtained from the speed detection means. Pass the filter. Then, the sound pressure level is measured individually for each axle by collating the extracted waveform signal after passing through the band-pass filter with the train speed data and train formation data relating to train formation.
Thus, in the detection system of the wheel tread state described in Patent Document 1, the sound pressure level can be individually measured for each axle unit to determine whether the wheel tread state is good or bad.

JP 2008-120258 A

  As described above, in the wheel tread state detection system described in Patent Document 1, the quality of the wheel tread state is determined based on the running sound of the train. If the degree of uneven wear of the wheels can be determined even in an environment where it is difficult to identify train running sounds, such as when the surrounding noise is high, the convenience for the user is further enhanced.

  The present invention has been made in view of such circumstances, and an object of the present invention is to determine the degree of uneven wear of a wheel that can determine the degree of uneven wear of a wheel even in an environment where it is difficult to identify the traveling sound of a train. The object is to provide a system, a method for determining the degree of uneven wear of wheels, and a program.

SUMMARY OF THE INVENTION The present invention has been made to solve the above-described problems. A wheel uneven wear degree determination system according to an aspect of the present invention includes a vibration measuring unit that measures vibration of a track structure as a vehicle passes, and the vibration. Based on the frequency component corresponding to the speed calculated by the speed temporary calculation unit among the vibrations measured by the vibration measurement unit and the speed temporary calculation unit that calculates the speed of the vehicle based on the vibration measured by the measurement unit , and the vehicle or pass the timing determining unit of the vehicle to detect the passing timing of passing the predetermined position corresponding to the vibration measurement position, among the time series data of vibrations the vibration measuring portion is measured, depending on the passing timing A frequency range component extraction unit for extracting a component of a specific frequency range from the data of a specified time range, and the vehicle based on the component extracted by the frequency range component extraction unit and reference data Characterized by comprising the uneven wear degree determination unit for determining the uneven wear degree of the wheel, the.

Also, another aspect according to the wheel uneven wear degree determination system of the present invention is in the aforementioned wheel uneven wear degree determination system, the frequency range component extracting unit, the time series of vibration the vibration measuring unit to measure The component of the specific frequency range set according to the speed of the vehicle is extracted from the data of the time range among the data.

Further, a wheel uneven wear degree determination system according to another aspect of the present invention is the above-described wheel uneven wear degree determination system, wherein the specification is obtained by multiplying a preset spatial frequency range by the speed of the vehicle. A frequency range setting unit for setting a frequency range, wherein the frequency range component extraction unit is set by the frequency range setting unit from the time range data among the vibration time-series data measured by the vibration measurement unit. A component in the specific frequency range is extracted.

A method for determining the degree of uneven wear of a wheel according to an aspect of the present invention is a method for determining the degree of uneven wear of a wheel in a system for determining the degree of uneven wear of a wheel, a vibration measuring step for measuring the vibration of the track structure as the vehicle passes through, A step of calculating the speed of the vehicle based on the vibration measured in the vibration measurement step, and the vehicle based on a frequency component corresponding to the calculated speed of the vehicle among the vibrations measured in the vibration measurement step. or a step portion of the vehicle to detect the passing timing of passing the predetermined position corresponding to the vibration measurement position, among the time series data of vibration measured at the vibration measuring step, the time range of the data in accordance with the passing timing A frequency range component extracting step for extracting a component in a specific frequency range from the frequency range component extracting step, and a component and a basis extracted in the frequency range component extracting step. Characterized in that it comprises a and a partial wear degree determination step of determining the partial wear degree of the wheels of the vehicle based on the data.

The program according to an aspect of the present invention causes a computer that includes a wheel uneven wear degree determination system, a vibration measurement step of measuring the vibration of the line structure with the passage of the vehicle, the vibration measured by the vibration measuring step Based on the frequency component corresponding to the calculated speed of the vehicle among the vibrations measured in the step of calculating the speed of the vehicle based on the vibration measurement step, the vehicle or a part of the vehicle depends on the vibration measurement position. detecting the passing timing of passing the predetermined positions, among the time series data of vibration measured at the vibration measuring step, a frequency for extracting a component in a specific frequency range from the data of the time range corresponding to the passage timing Based on the range component extraction step, the component extracted in the frequency range component extraction step and the reference data And uneven wear degree determination step of determining the partial wear degree of the two wheels, a program for execution.

  According to the present invention, it is possible to determine the degree of uneven wear of wheels even in an environment where it is difficult to identify train running sounds.

It is a schematic block diagram which shows the function structure of the wheel uneven wear degree determination system in one Embodiment of this invention. It is explanatory drawing which shows the example of installation of the acceleration pick-up in the same embodiment. It is explanatory drawing which shows the example of the time frequency range data which the time frequency range data storage part in the embodiment memorize | stores. It is a schematic block diagram which shows the function structure of the speed and passage timing determination part in the embodiment. It is explanatory drawing which shows the example of the relationship between the dimension in a train, and the frequency in acceleration data. It is explanatory drawing which shows the example of a detection of the speed pick-up passage timing of each vehicle by the speed temporary calculation part of the embodiment. It is explanatory drawing which shows the example of a detection of the passage timing of the trolley | bogie by the speed and passage timing determination part of the embodiment. It is explanatory drawing which shows the example of the uneven wear state of a wheel. It is explanatory drawing which shows the example of the expansion | deployment image of the outer periphery of a partial wear wheel. It is explanatory drawing which shows the example of the uneven | corrugated distribution in the outer periphery of a partial wear wheel. It is explanatory drawing which shows the example of the uneven | corrugated distribution in the outer periphery obtained from the measurement data of the wheel. It is explanatory drawing which shows the example of the correspondence of a spatial frequency and a time frequency. It is explanatory drawing which shows the example of the relationship between the amount of partial wear of a wheel, and the vibration which generate | occur | produces. In the same embodiment, it is a flowchart which shows the example of the process sequence which a control part performs determination of the uneven wear degree of a wheel. In the same embodiment, it is a flowchart which shows the example of the process sequence in which a speed and passage timing determination part acquires train speed information and timing information.

Embodiments of the present invention will be described below with reference to the drawings.
FIG. 1 is a schematic block diagram showing a functional configuration of a wheel uneven wear degree determination system according to an embodiment of the present invention. In the figure, the wheel uneven wear degree determination system 100 includes a vibration measurement unit 110, a result output unit 120, a storage unit 180, and a control unit 190. The vibration measurement unit 110 includes an acceleration pickup 111. The storage unit 180 includes an acceleration data storage unit 181, a time frequency range data storage unit 182, a frequency range conversion data storage unit 183, and a reference data storage unit 184. The control unit 190 includes a speed / passing timing determination unit 191, a frequency range setting unit 192, a frequency range component extraction unit 193, and a partial wear degree determination unit 194.

  The wheel partial wear degree determination system 100 collects time series data of acceleration by measuring vibration acceleration (acceleration due to vibration) accompanying the passage of a train, and determines the degree of partial wear of the wheel based on the obtained data. The wheel uneven wear degree determination system 100 is constructed as a computer system including an acceleration pickup, for example.

  The vibration measurement unit 110 uses the acceleration pickup 111 to measure the vibration of the line structure as the vehicle passes. A vehicle here is a component of a train, and a plurality of vehicles are connected to form a train. However, the wheel uneven wear degree determination system 100 can determine the degree of uneven wear of wheels not only for trains such as single-car trains but also for various vehicles.

FIG. 2 is an explanatory view showing an installation example of the acceleration pickup 111. In the figure, a down line rail M12 and an up line rail M13 are laid on the elevated M11. The elevated M11 corresponds to an example of a track structure.
The acceleration pickup 111 is installed under the down line rail M12 (the back side of the elevated M11), and the vibration measuring unit 110 detects the acceleration of the elevated M11 at the installation position of the acceleration pickup 111 when the train passes the down line. Measure (vibration acceleration).

As in the example of FIG. 2, the acceleration pickup 111 only needs to be at a position where the acceleration of the track structure can be measured, and need not be installed in the track. In this regard, the wheel uneven wear degree determination system 100 has good maintainability and can suppress an increase in the burden of maintenance work.
More specifically, since it is not necessary to install the acceleration pickup 111 in the track, when the acceleration pickup 111 breaks down, the acceleration pickup 111 can be exchanged even during the time when the train travels. Timing determination can be made.

Further, since it is not necessary to install the acceleration pickup 111 in the track, when the acceleration pickup 111 breaks down, the acceleration pickup 111 can be replaced even during a time zone in which the train travels. Therefore, it is not necessary for the maintenance worker to work at midnight while avoiding the time zone in which the train travels.
Further, when cutting the rail with the track, the acceleration pickup 111 and the cable from the acceleration pickup 111 do not get in the way.

  In addition, the installation object of the acceleration pick-up 111 should just be a track | line structure which can measure the acceleration at the time of a train passage, and is not restricted to an overpass. On the other hand, when the acceleration pickup 111 is installed on the back side of the overhead as in the example of FIG. 2, vibration is easily transmitted to the acceleration pickup 111, and the passage timing determination system 100 can perform determination with high accuracy.

  The result output unit 120 outputs the determination result of the wheel uneven wear degree determination system 100. For example, the result output unit 120 includes a display device, and displays information on the uneven wear amount of the wheels acquired by the wheel uneven wear degree determination system 100. Alternatively, the result output unit 120 outputs the determination result by a method other than the display of the determination result, such as the determination result of the wheel uneven wear degree determination system 100 being output to another device such as a monitoring device. It may be.

The storage unit 180 stores various data. The storage unit 180 is configured by a storage device of a computer included in the passage timing determination system 100, for example.
The acceleration data storage unit 181 stores time series data of acceleration measured by the vibration measurement unit 110.
The time frequency range data storage unit 182 stores time frequency range data in which the train speed and the time frequency range are associated with each other.

  FIG. 3 is an explanatory diagram illustrating an example of the time frequency range data stored in the time frequency range data storage unit 182. In the time frequency range data of the figure, the train speed is associated with the bogie detection frequency and the axle detection frequency. When the speed / passing timing determination unit 191 determines the passing timing of the bogie, the bogie detection frequency is a frequency range in which a component (frequency component) should be extracted from the time series data of acceleration measured by the vibration measuring unit 110. Shown for each. The axle detection frequency indicates, for each train speed, a frequency range in which a frequency component should be extracted from time-series data of acceleration measured by the vibration measuring unit 110 when the speed / passing timing determining unit 191 determines the passing timing of the axle. .

  Here, the time interval during which the train wheel passes through a position on the rail above the acceleration pickup 111 (hereinafter, simply referred to as “position of the acceleration pickup 111”) becomes shorter as the train speed increases. For this reason, the higher the train speed, the higher the frequency of vibration associated with the passage of the train. Therefore, the time frequency range data stored in the time frequency range data storage unit 182 is associated with a higher frequency range as the train speed increases. The speed / passing timing determination unit 191 extracts the frequency component corresponding to the train speed from the time series data of the acceleration measured by the vibration measuring unit 110 based on the frequency range data, thereby passing the train speed, the passing timing of the carriage, etc. The determination (calculation) can be performed with higher accuracy.

  The frequency range conversion data storage unit 183 stores frequency range conversion data indicating the correspondence between the train speed and the time frequency range. The frequency range conversion data stored in the frequency range conversion data storage unit 183 is the frequency range setting unit 192 that defines the frequency range in which the frequency range component extraction unit 193 extracts frequency components from the time series data of acceleration measured by the vibration measurement unit 110. Used to set.

The control unit 190 controls each unit of the passage timing determination system 100 to perform various processes. The control unit 190 is configured, for example, when a CPU (Central Processing Unit) of a computer included in the wheel uneven wear degree determination system 100 reads out and executes a program from the storage unit 180.
Based on the time series data of acceleration measured by the vibration measurement unit 110, the speed / passing timing determination unit 191 determines whether the train speed and the determination target of the degree of uneven wear of the wheels (for example, each carriage or each axle) are acceleration pickups 111. Is obtained (calculated).

FIG. 4 is a schematic block diagram illustrating a functional configuration of the speed / passing timing determination unit 191. In the figure, the speed / passing timing determination unit 191 includes a temporary speed calculation unit 291, a frequency range setting unit 292, a frequency range component extraction unit 293, and a speed / passing timing determination unit 294.
The temporary speed calculation unit 291 acquires temporary speed information indicating the speed of the train (accordingly, the speed of each vehicle) from the time series data of the acceleration measured by the vibration measurement unit 110.

Here, with reference to FIG. 5 and FIG. 6, acquisition of temporary speed information by the temporary speed calculation unit 291 will be described.
FIG. 5 is an explanatory diagram showing an example of the relationship between the train dimensions and the frequency in the acceleration data. In the figure, as the dimensions of the train, the vehicle body length, the distance between the bogie centers, the adjacent bogie distance, and the axle distance are shown.

  The vehicle body length is the length of one vehicle, and is 25 meters (m) in the example of FIG. The distance between the trolley centers is the distance between the centers of the two trolleys installed in the same vehicle, and is 17.5 meters in the example of FIG. The adjacent truck distance is the distance between the centers of two adjacent trucks that are installed in adjacent vehicles, and is 7.5 meters in the example of FIG. The axle distance is a distance between two axles installed on one carriage, and is 2.5 meters in the example of FIG.

  By dividing the train speed by the train size, a frequency corresponding to the train size is obtained. For example, when the train speed is 80 kilometers per hour (≈22.2 meters per second), the frequency corresponding to the vehicle body length is 22.2 / 25≈0.9 hertz (Hz). Therefore, by extracting a component having a frequency of 0.9 Hertz from the time series data of the acceleration measured by the vibration measuring unit 110, periodic acceleration (vibration acceleration generated when each vehicle passes the position of the acceleration pickup 111 is obtained. ) Can be detected. Thereby, the timing at which each vehicle passes the position of the acceleration pickup 111 can be detected.

In addition, when the train speed is unknown, a periodic acceleration component generated when each vehicle passes through the position of the acceleration pickup 111 is extracted from the time series data of the acceleration measured by the vibration measuring unit 110. Get speed.
Therefore, the temporary speed calculation unit 291 extracts a relatively low frequency component from the time series data of the acceleration measured by the vibration measurement unit 110. Thus, the temporary speed calculation unit 291 extracts a component of periodic acceleration that occurs when each vehicle passes the position of the acceleration pickup 111, and train speed from the time interval at which each vehicle passes the position of the acceleration pickup 111. Is calculated.

  FIG. 6 is an explanatory diagram illustrating an example of detection of the speed pickup passage timing of each vehicle by the temporary speed calculation unit 291. In the figure, the horizontal axis indicates the elapsed time from the reference time, and the vertical axis indicates the acceleration. The reference time may be a time determined before the measurement of the vibration measuring unit 110, or may be a time determined by the temporary speed calculation unit 291 afterwards. For example, the speed temporary calculation unit 291 may set the time before a predetermined time (for example, 2 seconds before) from the time when the acceleration measured by the vibration measurement unit 110 reaches a predetermined magnitude as the reference time.

A line L11 indicates the total value of the frequency components extracted by the temporary speed calculation unit 291 from the time series data of the acceleration measured by the vibration measurement unit 110. A line L12 indicates measurement data of the passing timing of the wheel obtained by installing a sensor (for example, a strain gauge) on the rail at the position of the acceleration pickup 111.
In addition, the train in the example of FIG. 6 has an eight-car train, and each vehicle is provided with one bogie and one bogie. Each cart has one axle on the front and one back. Moreover, the dimension of a train is a dimension shown in FIG.

Points P121 to P152 which are local maximum points (points indicating local maximum values) on the line L12 indicate the passing timings of the wheels, respectively. Specifically, points P121 and P122 indicate the passage timings of the front wheels and rear wheels of the carriage in front of the leading vehicle, respectively. Points P123 and P124 indicate the passing timings of the front wheels and rear wheels of the carriage behind the leading vehicle, respectively.
Similarly, points P125 to P128 indicate the passing timing of each wheel of the second vehicle. Points P129 to P132 indicate passage timings of the wheels of the third vehicle. Points P149 to P152 indicate the passing timing of each wheel of the eighth vehicle.

  The temporary speed calculation unit 291 extracts frequency components in a frequency range set in advance according to the vehicle body length and the assumed train speed range from the time series data of acceleration measured by the vibration measurement unit 110. In the case of the example in FIG. 3, in the range of the train speed from 80 km / h to 300 km / h, the frequency corresponding to the vehicle body length is in the range of 0.9 hertz to 3.3 hertz. For example, the speed tentative calculation unit 291 extracts frequency components in the frequency range of 0.5 Hz to 5 Hz, including some margins in this frequency range, and the amplitude of each component (here, the magnitude of acceleration). To obtain data indicated by the line L11.

Points P111 to P119, which are points that are smaller than a predetermined threshold value H11 among the local minimum points (points indicating local minimum values) on the line L11, indicate the vehicle passage timing.
Specifically, the point P111 indicates an intermediate timing between the passing timing of the front wheel of the front truck indicated by the point P121 and the passing timing of the rear wheel of the front truck indicated by the point P122. Yes.

A point P112 indicates an intermediate timing between the passing timing of the carriage behind the leading vehicle indicated by the points P123 and P124 and the passing timing of the carriage preceding the second vehicle indicated by the points P125 and P126. Furthermore, a point P112 indicates the timing at which the boundary between the leading vehicle and the second vehicle passes the position of the acceleration pickup 111.
Similarly, a point P113 indicates the timing at which the boundary between the second vehicle and the third vehicle passes the position of the acceleration pickup 111. Point P114 indicates the timing at which the boundary between the third vehicle and the fourth vehicle passes the position of the acceleration pickup 111. A point P118 indicates the timing at which the boundary between the seventh vehicle and the eighth vehicle passes the position of the acceleration pickup 111.
Point P119 indicates the intermediate timing between the passage timing of the front wheel of the rear vehicle of the eighth vehicle indicated by point P151 and the passage timing of the rear wheel of the rear vehicle of the eighth vehicle indicated by point P152. ing.

The temporary speed calculation unit 291 calculates the time required for the vehicle to move from the timing at which each vehicle passes the position of the acceleration pickup 111, and calculates the train speed by dividing the length of the vehicle by the time.
For example, the time from the point P112 to the point P113 indicates the time required for the second vehicle to pass the position of the acceleration pickup 111. Similarly, each time from point P113 to point P114,..., Point P117 to point P118 also indicates the time required for one vehicle to pass the position of the acceleration pickup 111.

  Therefore, the temporary speed calculation unit 291 takes an average of each time from the point P112 to the point P113, from the point P113 to the point P114,..., The point P117 to the point P118, and one vehicle is the acceleration pickup 111. The time required to pass the position is calculated as 0.3 seconds. Then, the temporary speed calculation unit 291 uses the vehicle body length (25 meters in the example of FIG. 5) stored in advance as the time required for one vehicle to pass the position of the acceleration pickup 111 (0.3 seconds). The train speed is calculated as 83.3 meters per second (300 kilometers per hour).

  Note that various methods can be used as the method by which the temporary speed calculation unit 291 extracts the frequency component in a specific frequency range from the time series data of acceleration. For example, the temporary speed calculation unit 291 may use a band pass filter (BPF). Alternatively, the temporary speed calculation unit 291 may perform Fourier transform.

Returning to FIG. 4, the frequency range setting unit 292 determines the frequency range in which the frequency range component extraction unit 293 extracts the frequency component from the vibration measured by the vibration measurement unit 110 according to the train speed and the size of a predetermined position of the vehicle. To set.
Specifically, when the wheel uneven wear degree determination system 100 is set to determine the wheel uneven wear degree for each carriage, the frequency range setting unit 292 stores the time frequency range data storage unit 182. The carriage detection frequency associated with the train speed (temporary speed information) calculated by the temporary speed calculation unit 291 is read out from the time frequency range data being processed. For example, when the temporary speed calculation unit 291 calculates the train speed as 300 kilometers per hour as in the above example, the frequency range setting unit 292 reads the bogie detection frequency of 3 to 12 hertz.

  On the other hand, when the wheel uneven wear degree determination system 100 is set so as to determine the wheel uneven wear degree for each axle, the frequency range setting unit 292 stores the time frequency range data storage unit 182. An axle detection frequency associated with the train speed calculated by the temporary speed calculation unit 291 is read from the time frequency range data.

Note that a user (for example, a maintenance worker) of the wheel uneven wear degree determination system 100 determines whether the wheel uneven wear degree determination system 100 determines the wheel uneven wear degree for each of the carriage and the axle.
For example, in the case of a maintenance policy in which maintenance work such as wheel correction when a wheel has uneven wear occurs in units of trucks, the user of the wheel uneven wear degree determination system 100 determines that the wheel uneven wear degree determination system 100 is different for each truck. Set to determine the degree of uneven wear of the wheels. On the other hand, in the case of a maintenance policy in which maintenance work is performed in units of axles, the user of the wheel uneven wear degree determination system 100 sets the wheel uneven wear degree determination system 100 to determine the degree of uneven wear of wheels for each axle.

  The frequency range component extraction unit 293 extracts the frequency component of the frequency range set by the frequency range setting unit 292 from the vibration measured by the vibration measurement unit 110. For example, the frequency range component extraction unit 293 extracts the frequency component of the frequency range set according to the traveling speed of the vehicle and the interval between the bogies from the vibration measured by the vibration measurement unit 110.

  Further, for example, the frequency range component extraction unit 293 extracts frequency components in the frequency range set according to the interval between the carriages provided in the same vehicle and the interval between the carriages provided in the adjacent vehicles. Specifically, in the frequency range data stored in the frequency range data storage unit 282, the bogie detection frequency includes each frequency resulting from the vehicle body length, the bogie center distance, and the adjacent bogie distance. As described above, the distance between the truck centers is the distance between the centers of two trucks installed in the same vehicle. The adjacent truck distance is the distance between the centers of two adjacent trucks that are installed in adjacent vehicles.

  For example, in FIG. 5, when the train speed is 300 km / h, the frequencies resulting from the vehicle body length, the distance between the center of the truck, and the distance between adjacent trucks are 3.3 Hz, 4.8 Hz, and 11.1 Hz, respectively. It has become. In FIG. 3, the bogie detection frequency when the train speed is 300 km / h is 3 to 12 hertz, and the bogie detection frequency is caused by the vehicle body length, the bogie center distance, and the adjacent bogie distance. Each frequency to be included.

  In this way, the frequency range component extraction unit 293 extracts the frequency components of the frequency range including each frequency resulting from the vehicle body length, the distance between the center of the trucks, and the adjacent truck distance, so that the speed / passing timing determination unit 191 The accuracy of determination of the passing timing of the carriage can be increased. Specifically, the frequency range component extraction unit 293 extracts the frequency components in the frequency range, thereby excluding other frequency components, and the frequency components other than the time interval at which the carriage passes the position of the acceleration pickup 111. Can be reduced.

More specifically, the frequency component due to the vehicle body length is such that the carriage in front of the leading vehicle passes through the position of the acceleration pickup 111, and then the carriage in front of the second vehicle passes through the position of the acceleration pickup 111. The time interval in which two trolleys installed at the same position in adjacent vehicles pass the position of the acceleration pickup 111, such as the time until. In addition, the frequency component due to the distance between the bogie centers and the frequency component due to the adjacent bogie distance indicate time intervals at which the two adjacent carts pass the position of the acceleration pickup 111.
The frequency range component extraction unit 293 excludes components other than the frequency components in the frequency range including these frequencies, so that the frequency component that becomes noise when the speed / passing timing determination unit 294 determines the passing timing of the carriage Can be reduced.

Further, in the frequency range data stored in the frequency range data storage unit 282, the axle detection frequency includes the vehicle body length, the distance between the center of the carriages, the adjacent carriage distance, and each frequency resulting from the axle distance.
For example, in FIG. 5, when the train speed is 300 km / h, the frequencies resulting from the vehicle body length, the distance between the center of the truck, the distance between adjacent trucks, and the axle distance are 3.3 Hz, 4.8 Hz, 11 .1 hertz and 2.5 hertz. In FIG. 3, the axle detection frequency when the train speed is 300 km / h is 3 to 34 Hz, and the carriage detection frequency is the vehicle body length, the distance between the center of the carriage, the adjacent carriage distance, and the axis. Each frequency resulting from distance is included.

As described above, the frequency range component extraction unit 193 extracts the frequency component of the frequency range including each frequency caused by the vehicle body length, the distance between the center of the carriage, the adjacent truck distance, and the axle distance, thereby determining the speed / passing timing. The determination accuracy of the axle passage timing performed by the unit 191 can be increased.
Specifically, the speed / passing timing determination unit 191 extracts a frequency component in the frequency range so as to exclude other frequency components and components other than the time interval at which the axle passes the position of the acceleration pickup 111. Can be reduced.

  More specifically, the frequency component due to the vehicle body length is determined by the front axle of the front carriage of the second vehicle after the front axle of the front carriage of the leading vehicle passes the position of the acceleration pickup 111. A time interval in which two axles installed at the same position in adjacent vehicles pass through the position of the acceleration pickup 111, such as a time until the position of the acceleration pickup 111 passes, is shown.

  The frequency component due to the distance between the center of the carriages is such that the front axle of the front carriage of the same vehicle passes through the position of the acceleration pickup 111, and then the front axle of the rear carriage passes through the position of the acceleration pickup 111. The time interval in which two axles installed at the same position in two trolleys of the same vehicle such as the time until the time passes through the position of the acceleration pickup 111 is shown.

  The component of the frequency due to the adjacent bogie distance is that the axle ahead of the bogie ahead of the rear vehicle after the axle ahead of the bogie behind the front vehicle passes through the position of the acceleration pickup 111 among the adjacent vehicles. The time interval in which two axles installed at the same position in two adjacent carriages installed in adjacent vehicles pass through the position of the acceleration pickup 111, such as the time until passing through the position of the acceleration pickup 111.

The axial distance indicates a time interval in which two adjacent carts pass through the position of the acceleration pickup 111 in the same cart.
The frequency range component extraction unit 293 excludes components other than the frequency components in the frequency range including these frequencies, so that the frequency component that becomes noise when the speed / passing timing determination unit 294 determines the passing timing of the axle. Can be reduced.

  Note that the frequency range component extraction unit 293 may extract various frequency components in a specific frequency range from acceleration time-series data. For example, the frequency range component extraction unit 293 may use a band pass filter. Alternatively, the frequency range component extraction unit 293 may perform Fourier transform.

The speed / passing timing determination unit 294 determines the timing at which a predetermined location of the vehicle passes a predetermined position based on the frequency component extracted by the frequency range component extraction unit 293.
Specifically, the speed / passing timing determination unit 294 sums up the amplitudes (here, the magnitudes of accelerations) of the components in the frequency range extracted by the frequency range component extraction unit 293. Then, the speed / passing timing determination unit 294 acquires the time of a point indicating a value smaller than a predetermined threshold among the obtained minimum points of the total value as the timing at which the predetermined location of the vehicle passes the predetermined position. .

FIG. 7 is an explanatory diagram illustrating an example of detection of the passing timing of the carriage by the speed / passing timing determination unit 294. As in the case of FIG. 6, the horizontal axis in FIG. 7 indicates the elapsed time from the reference time, and the vertical axis indicates the acceleration.
A line L21 indicates the total value of the frequency components extracted by the frequency range component extracting unit 293 from the time series data of the acceleration measured by the vibration measuring unit 110. A line L22 indicates measurement data of the wheel passage timing obtained by installing a sensor on the rail at the position of the acceleration pickup 111, similarly to the line L12 in FIG.
As in the case of FIG. 6, the train in the example of FIG. 7 has an eight-car train, and each vehicle is provided with one front and rear carriage. Each cart has one axle on the front and one back. Moreover, the dimension of a train is a dimension shown in FIG.

Points P231 to P262, which are maximal points on the line L22, indicate the passing timing of the wheels, respectively, similarly to the points P121 to P152 of FIG.
In addition, points P211 to P226, which are points that are smaller than the predetermined threshold value H21 among the minimum points on the line L21, respectively indicate the passing timing of the carriage.

For example, a point P211 indicates the passage timing of the carriage in front of the leading vehicle. Here, the point P231 indicates the passage timing of the front axle of the carriage ahead of the leading vehicle, and the point P232 indicates the passage timing of the rear axle of the carriage ahead of the leading vehicle. And the point P211 has shown the passage timing of the trolley | bogie ahead of the head vehicle containing these axles.
The speed / passing timing determination unit 294 acquires the times at points P211 to P226 as the passing timing of the carriage.

Even when the speed / passing timing determining unit 191 determines the axle passing timing, the speed / passing timing determining unit 294 first determines the passing timing of the carriage, and obtains the axle passing timing from the obtained timing. You may do it.
In this case, the frequency range setting unit 292 sets the bogie detection frequency corresponding to the train speed calculated by the temporary speed calculation unit 291, and the frequency range component extraction unit 293 determines the bogie from the vibration measured by the vibration measurement unit 110. Extract the detected frequency component.

  Then, the speed / passing timing determination unit 294 obtains the passing timing of each carriage based on the frequency component extracted by the frequency range component extraction unit 293. More specifically, the speed / passing timing determination unit 294 determines the timing at which the center of each carriage passes the position of the acceleration pickup 111. Then, the speed / passing timing determination unit 294 calculates a time difference between the passing timing of the center of the carriage and the passing timing of the axle based on the axial distance stored in advance and the train speed calculated by the temporary speed calculation unit 291. Obtain the axle passage timing.

  In this way, the speed / passing timing determining unit 294 obtains the axle passing timing from the passing timing of the carriage, so that the frequency range component extracting unit 293 extracts the frequency component from the vibration measured by the vibration measuring unit 110. Can be made narrower. In this respect, the determination accuracy of the speed / passing timing determination unit 294 can be increased.

  Furthermore, the speed / passing timing determination unit 294 calculates the train speed based on the obtained timing information. Since the frequency range component extraction unit 293 extracts the frequency component of the frequency range according to the temporary train speed, the speed / passing timing determination unit 294 is more accurate than the passing timing information acquired by the temporary speed calculation unit 291. High passage timing information can be acquired. Therefore, the speed / passing timing determination unit 294 can acquire a train speed with higher accuracy than the temporary train speed calculated by the temporary speed calculation unit 291 by recalculating the train speed.

  Returning to FIG. 1, the frequency range setting unit 192 uses the frequency range component extraction unit 193 to determine the frequency from the time series data of the acceleration measured by the vibration measurement unit 110 according to the train speed acquired by the speed / passing timing determination unit 191. Sets the frequency range for extracting components. More specifically, the frequency range setting unit 192 sets a specific frequency range obtained by multiplying a preset spatial frequency range by the vehicle speed. As will be described later, the frequency range setting unit 192 sets a frequency range that is easily affected by uneven wear in the time series data of acceleration measured by the vibration measurement unit 110.

The frequency range component extraction unit 193 extracts a frequency component in a specific frequency range from the vibration (acceleration time series data) measured by the vibration measurement unit 110. More specifically, the frequency range component extraction unit 193 extracts a frequency component in a specific frequency range set according to the vehicle speed from the vibration measured by the vibration measurement unit 110. More specifically, the frequency range component extraction unit 193 extracts the frequency component in the specific frequency range set by the frequency range setting unit 192 from the vibration measured by the vibration measurement unit 110.
The uneven wear degree determination unit 194 determines the uneven wear degree of the wheels of the vehicle based on the frequency component extracted by the frequency range component extraction unit 193 and the reference data stored in the reference data storage unit 184.

Next, the frequency range set by the frequency range setting unit 192 will be described with reference to FIGS.
FIG. 8 is an explanatory view showing an example of the uneven wear state of the wheels. In the drawing, the rough shape of the wheel W11 without uneven wear and the wheel W12 with uneven wear as seen from the axial direction are shown with the position of the shaft aligned with the point P31. Hereinafter, a wheel having uneven wear is referred to as “uneven wear wheel”.

For example, as shown in D11, the size of the uneven wear is the difference between the diameter in the state where there is no uneven wear (here, the distance from the position of the shaft to the outer periphery) and the diameter where uneven wear has occurred. Shown in size.
Hereinafter, the magnitude of the difference between the reference diameter (for example, the design value of the diameter in a state where there is no uneven wear) and the diameter at the location where uneven wear has occurred is referred to as “uneven wear amount”.

FIG. 9 is an explanatory diagram illustrating an example of a developed image of the outer periphery of the uneven wear wheel. In the figure, the outer periphery of the wheel W11 having no uneven wear and the outer periphery of the wheel W12, which is an uneven wear wheel, are developed while maintaining the relationship of the diameter (distance from the shaft position).
Since the wheel W11 without uneven wear has a substantially constant diameter as in the example of FIG. 8, it is substantially linear in the developed example shown in FIG. On the other hand, the wheel W12, which is a partial wear wheel, has undulations in the development example shown in FIG. 9 because the diameters vary as in the example of FIG.

FIG. 10 is an explanatory diagram illustrating an example of the uneven distribution on the outer periphery of the uneven wear wheel. In the figure, the horizontal axis indicates the logarithm of the spatial frequency, and the vertical axis indicates the uneven distribution in decibels (dB).
A line L41 shows an example of the spatial frequency distribution of the unevenness on the outer periphery of the wheel without uneven wear. That is, the line L41 shows an example of the spatial frequency distribution in the circumferential direction of the magnitude of the difference between the wheel diameter without uneven wear and the reference diameter. Line L42 shows an example of the spatial frequency distribution of the unevenness on the outer periphery of the uneven wear wheel.

When this inventor performed the spatial frequency analysis of the uneven | corrugated distribution in outer periphery about the measurement data of a wheel, especially in the range of the spatial frequency 0.001-0.01 (a unit is 1 / millimeter (mm ^<-1> )). The result that unevenness distribution increases was obtained. In addition, this inventor analyzed about the wheel of about 3 meters per round.

FIG. 11 is an explanatory diagram showing an example of the uneven distribution on the outer periphery obtained from the measured data of the wheels. In the figure, the horizontal axis indicates the logarithm of the spatial frequency, and the vertical axis indicates the uneven distribution in decibels (dB).
A line L51 indicates an average of the unevenness distribution on the outer periphery of the wheel having a partial wear amount of less than 0.15 millimeters. A line L52 represents an average of the unevenness distribution on the outer periphery of the wheel having a partial wear amount of 0.15 millimeters or more and less than 0.2 millimeters. A line L53 indicates an average of the unevenness distribution on the outer periphery of the wheel having a partial wear amount of 0.2 mm or more and less than 0.3 mm. A line L54 indicates an average of the unevenness distribution on the outer periphery of the wheel having a partial wear amount of 0.3 mm or more.

In FIG. 11, the difference in the unevenness distribution occurs particularly in the spatial frequency range of 0.001 to 0.01. On the other hand, in the range where the spatial frequency is greater than 0.01, the difference in the uneven distribution is relatively small.
Therefore, the frequency range setting unit 192 sets the spatial frequency in the range of 0.001 to 0.01 as the frequency range in which the frequency range component extraction unit 193 extracts the frequency component from the time series data of the acceleration measured by the vibration measurement unit 110. Extract frequency components in the corresponding time frequency range. In the example shown in the present embodiment, the wheel uneven wear degree determination system 100 determines the degree of uneven wear for a wheel having a circumference of about 3 meters.

FIG. 12 is an explanatory diagram illustrating an example of a correspondence relationship between a spatial frequency and a time frequency. In the figure, each of the spatial frequencies 0.001, 0.01 is multiplied by a train speed and converted to a time frequency. For example, when the train speed is 300 kilometers per hour (83.3 × 10 ³ millimeters per second), the spatial frequency 0.001 is multiplied by 83.3 × 10 ³ and converted to a time frequency of 83.3 hertz (Hz). ing.

  Here, the portion of the outer periphery of the wheel that contacts the rail advances (rotates) in the circumferential direction at the train speed. By applying pressure to the rail according to the unevenness while the outer periphery of the wheel proceeds at the train speed, it is considered that vibration of the time frequency distribution obtained by multiplying the spatial frequency distribution of the unevenness by the train speed occurs.

  Therefore, the frequency range conversion data storage unit 183 stores frequency range conversion data indicating a time frequency range obtained by multiplying the spatial frequency range that is easily affected by uneven wear by the train speed, as in the example of FIG. It is considered that the temporal frequency range indicated by the frequency range conversion data is easily affected by uneven wear.

  Then, the frequency range setting unit 192 sets a time frequency corresponding to the train speed calculated by the speed / passing timing determination unit 191 in the frequency range conversion data, and the frequency range component extraction unit 193 performs measurement by the vibration measurement unit 110. The frequency component of the time frequency range set by the frequency range setting unit 192 is extracted from the acceleration time series data. As a result, the frequency range component extraction unit 193 extracts frequency components that are easily affected by uneven wear from the time series data of acceleration, and is less susceptible to uneven wear and causes noise and noise in the determination of the uneven wear degree determination unit 194. The frequency component that is likely to become is deleted. Thereby, the determination precision of the partial wear degree determination part 194 can be improved.

Next, with reference to FIG. 13, the determination of the uneven wear degree of the wheels performed by the uneven wear degree determining unit 194 will be described.
FIG. 13 is an explanatory diagram showing an example of the relationship between the amount of uneven wear of the wheels and the vibrations generated. In the figure, the horizontal axis indicates the amount of uneven wear in logarithm, and the vertical axis indicates the vibration acceleration level in decibels. In addition, each point plotted in the figure shows actual measurement data of the relationship between the amount of uneven wear of the wheel and the vibration acceleration level.

Here, when the train speed is 80 km / h, the sum of frequency components in the frequency range from 29.4 Hz to 215.3 Hz is set as the vibration acceleration level. The frequency range here is slightly different from the frequency range shown in FIG. 12, but is substantially the same frequency range.
As shown in FIG. 13, it was confirmed that there was a correlation between the amount of uneven wear and the vibration acceleration level. More specifically, the relationship between the amount of uneven wear and the vibration acceleration level in the figure can be approximated by a line L61 and is approximately included in the range of the region A61.

  For example, the reference data storage unit 184 stores the relationship of the line L61 as reference data. The uneven wear degree determination unit 194 applies the sum of the amplitudes of the frequency components extracted by the frequency range component extraction unit 193 to the relationship stored in the reference data storage unit 184, thereby determining the uneven wear degree of the wheels. The amount can be determined.

  Alternatively, the uneven wear degree determination unit 194 may determine whether or not to recommend wheel correction as the determination of the uneven wear degree of the wheels. For example, the reference data storage unit 184 stores a vibration acceleration level threshold value as reference data. Then, the uneven wear degree determination unit 194 compares the sum of the amplitudes of the frequency components extracted by the frequency range component extraction unit 193 with the threshold value stored in the reference data storage unit 184. Is determined to be recommended.

Next, with reference to FIG. 14 and FIG. 15, the operation of the wheel uneven wear degree determination system 100 will be described.
FIG. 14 is a flowchart illustrating an example of a processing procedure in which the control unit 190 determines the degree of uneven wear of the wheels.

  In addition, the control part 190 should just perform the process of the figure for every train, and the timing which the control part 190 performs a process can be made into various timings. For example, every time the train passes the position of the acceleration pickup 111, the control unit 190 may perform the process of FIG. Alternatively, the data for one day measured by the vibration measurement unit 110 may be collectively read from the acceleration data storage unit 181 by the control unit 190, and the data for each train may be cut out and the processing of FIG. 14 may be performed.

In the process of FIG. 14, the control unit 190 (speed / passing timing determination unit 191 and frequency range component extraction unit 193) first reads time series data of acceleration measured by the vibration measurement unit 110 from the acceleration data storage unit 181. (Step S101).
Next, the speed / passing timing determination unit 191 determines the train speed information based on the acceleration time-series data obtained in step S101 and a predetermined train location (for example, the center of each carriage or each Timing information (axle) passing through the position of the acceleration pickup 111 is acquired (calculated) (step S102).

  The frequency range setting unit 192 sets the frequency range based on the train speed acquired by the speed / passing timing determination unit 191 (step S103). Specifically, the frequency range setting unit 192 reads the time frequency range corresponding to the train speed from the frequency range conversion data stored in the frequency range conversion data storage unit 183, and the frequency range component extraction unit 193 extracts the frequency component. Set as frequency range to extract

  Next, the frequency range component extraction unit 193 extracts data for the time for each determination target of the degree of uneven wear from the time series data of the acceleration obtained in step S101 (step S104). For example, when the uneven wear degree determination unit 194 determines the uneven wear degree for each cart, the frequency range component extraction unit 193 determines the frequency range component extraction unit 193 for each cart based on the timing information acquired by the speed / passing timing determination unit 191 in step S102. Extract data. Further, for example, the partial wear degree determination unit 194 extracts data for a predetermined time from the time series data of acceleration, centering on the timing at which the carriage passes the position of the acceleration pickup 111.

  Then, the frequency range component extraction unit 193 extracts the frequency component of the frequency range set by the frequency range setting unit 192 in step S103 for each data obtained in step S104 (step S105). For example, the frequency range component extraction unit 193 performs a Fourier transform on the data obtained in step S104, and extracts frequency components in the frequency range set by the frequency range setting unit 192. Alternatively, the frequency range component extraction unit 193 applies the frequency range frequency component set by the frequency range setting unit 192 by a method other than Fourier transform, such as applying a zero-phase bandpass filter to the data obtained in step S104. You may make it extract.

  Next, the uneven wear degree determination unit 194 determines the uneven wear degree of the wheel based on the data acquired by the frequency range component extraction unit 193 in step S105 (step S106). Specifically, the partial wear degree determination unit 194 calculates the sum of the frequency components extracted by the frequency range component extraction unit 193 in step S105 for each data obtained in step S104. Then, the uneven wear degree determination unit 194 applies the total obtained to the reference data stored in the reference data storage unit 184, and acquires the uneven wear amount for each determination target.

For example, when the determination target is a carriage, the uneven wear degree determination unit 194 performs a comprehensive uneven wear degree determination for each wheel, such as obtaining the total of the uneven wear amounts of all the wheels installed on the carriage.
After step S106, the process of FIG.

FIG. 15 is a flowchart illustrating an example of a processing procedure in which the speed / passing timing determination unit 191 acquires train speed information and timing information. The speed / passing timing determination unit 191 performs the process of FIG. 15 in step S102 of FIG.
In the process of FIG. 15, first, the speed tentative calculation unit 291 applies a zero-phase bandpass filter (that is, a bandpass filter without delay) to the data obtained in step S101 of FIG. A frequency component (for example, 0.5 Hz to 5 Hz) is extracted (step S201).

Then, the temporary speed calculation unit 291 calculates the train speed based on the extracted frequency component (step S202). The train speed acquired by the temporary speed calculation unit 291 is used as a temporary train speed for the speed / passing timing determination unit 191 to perform the following processing.
Next, the frequency range setting unit 292 sets a frequency range based on the temporary train speed calculated by the temporary speed calculation unit 291 (step S203). Specifically, the frequency range setting unit 292 includes time frequency range data. The frequency range corresponding to the temporary train speed is read from the time frequency range data stored in the storage unit 182 (the cart detection frequency or the axle detection frequency in the example of FIG. 3), and the frequency range component extraction unit 293 extracts the frequency component. Set as the frequency range.
Then, the frequency range component extraction unit 193 applies a zero-phase bandpass filter to the data obtained in step S101 in FIG. 14, and extracts the frequency components in the frequency range set by the frequency range setting unit 292 in step S203. (Step S204).

Next, the speed / passing timing determination unit 294 is a timing at which a predetermined location of the vehicle (for example, the center of the carriage or the axle) passes the position of the acceleration pickup 111 based on the frequency component extracted by the frequency range component extraction unit 293. Is determined (step S205).
Furthermore, the speed / passing timing determination unit 294 calculates the train speed based on the timing information obtained in step S205 (step S206).
After step S206, the process of FIG.

  However, the method by which the speed / passing timing determination unit 191 acquires train speed information and timing information is not limited to the method according to the processing procedure of FIG. For example, the speed / passing timing determination unit 191 may detect the train passing timing using a sensor provided on the track, and acquire the train speed information and timing information based on the passing timing.

  On the other hand, when the speed / passing timing determination unit 191 acquires train speed information and timing information by the method according to the processing procedure of FIG. 15, the wheel uneven wear degree determination system 100 only needs to include the acceleration pickup 111 as a sensor. . As described with reference to FIG. 2, the acceleration pickup 111 can be installed outside the track. In this regard, the wheel uneven wear degree determination system 100 has good maintainability and can suppress an increase in the burden of maintenance work.

As described above, the vibration measurement unit 110 measures the vibration of the line structure as the vehicle passes, and the frequency range component extraction unit 193 extracts the frequency component in the specific frequency range from the vibration measured by the vibration measurement unit 110. To do. And the uneven wear degree determination part 194 determines the uneven wear degree of the wheel of the said vehicle based on the frequency component which the frequency range component extraction part 193 extracted.
As described above, the wheel uneven wear degree determination system 100 determines the degree of uneven wear of the wheels based on the vibration of the track structure as the vehicle passes through. Even in difficult environments, the degree of uneven wear of the wheels can be determined.

Further, the frequency range component extraction unit 193 extracts a frequency component in a specific frequency range set according to the speed of the vehicle from the vibration measured by the vibration measurement unit 110.
As described above, the frequency range component extraction unit 193 extracts the frequency component in the specific frequency range corresponding to the vehicle speed, and thereby the uneven wear is detected from the vibration (time series data of acceleration) measured by the vibration measurement unit 110. It is possible to extract frequency components in a frequency range that is easily affected. Thereby, the precision of determination of the uneven wear degree of the wheel which the wheel uneven wear degree determination system 100 (uneven wear degree determination part 194) performs can be improved.
Moreover, since the frequency range component extraction part 193 extracts the frequency component of the specific frequency range according to the speed of the vehicle, the user of the wheel uneven wear degree determination system 100 does not need to grasp the characteristics of the track structure.

The frequency range setting unit 192 sets a specific frequency range obtained by multiplying a preset spatial frequency range by the vehicle speed.
As described above, in the wheel uneven wear degree determination system 100, the frequency range component extracting unit 193 uses the frequency component from the vibration measured by the vibration measuring unit 110 by a simple calculation of multiplying a predetermined spatial frequency range by the vehicle speed. Can be obtained. Therefore, the load of the operation of the user of the wheel uneven wear degree determination system 100 calculating the frequency range and setting it in the wheel uneven wear degree determination system 100 (stored in the frequency range conversion data storage unit 183) is light. In this regard, the burden on the user of the wheel uneven wear degree determination system 100 can be suppressed.
Alternatively, the frequency range setting unit 192 may calculate the frequency range. In this case, the frequency range setting unit 192 can calculate the frequency range by simple calculation. In this respect, an increase in the load of the frequency range setting unit 192 can be avoided.

It should be noted that a program for realizing all or part of the functions of the control unit 190 is recorded on a computer-readable recording medium, and the program recorded on the recording medium is read into a computer system and executed. You may perform the process of. Here, the “computer system” includes an OS and hardware such as peripheral devices.
Further, the “computer system” includes a homepage providing environment (or display environment) if a WWW system is used.
The “computer-readable recording medium” refers to a storage device such as a flexible medium, a magneto-optical disk, a portable medium such as a ROM and a CD-ROM, and a hard disk incorporated in a computer system. Furthermore, the “computer-readable recording medium” dynamically holds a program for a short time like a communication line when transmitting a program via a network such as the Internet or a communication line such as a telephone line. In this case, a volatile memory in a computer system serving as a server or a client in that case, and a program that holds a program for a certain period of time are also included. The program may be a program for realizing a part of the functions described above, and may be a program capable of realizing the functions described above in combination with a program already recorded in a computer system.

  The embodiment of the present invention has been described in detail with reference to the drawings. However, the specific configuration is not limited to this embodiment, and includes design changes and the like without departing from the gist of the present invention.

DESCRIPTION OF SYMBOLS 100 Wheel uneven wear degree determination system 110 Vibration measurement part 111 Acceleration pick-up 120 Result output part 180 Storage part 181 Acceleration data storage part 182 Time frequency range data storage part 183 Frequency range conversion data storage part 184 Reference data storage part 190 Control part 191 Speed Passing timing determination unit 192 Frequency range setting unit 193 Frequency range component extraction unit 194 Uneven wear degree determination unit

Claims (5)

A vibration measuring unit for measuring vibration of the track structure as the vehicle passes;
A temporary speed calculation unit that calculates the speed of the vehicle based on the vibration measured by the vibration measurement unit;
Of the vibrations measured by the vibration measurement unit, based on the frequency component corresponding to the speed calculated by the temporary speed calculation unit, the passing timing at which the vehicle or the vehicle part passes a predetermined position corresponding to the vibration measurement position is determined. A passage timing determination unit to detect,
Of the time-series data of vibration the vibration measuring portion is measured, and the frequency range component extracting unit for extracting a component in a specific frequency range from the data of the time range corresponding to the pass timing,
An uneven wear degree determination unit that determines the degree of uneven wear of the wheels of the vehicle based on the component extracted by the frequency range component extraction unit and reference data;
A wheel uneven wear degree determination system comprising: The frequency range component extraction unit extracts the component of the specific frequency range set according to the speed of the vehicle from the time range data of the vibration time series data measured by the vibration measurement unit. The wheel uneven wear degree determination system according to claim 1, wherein: A frequency range setting unit for setting the specific frequency range obtained by multiplying the vehicle speed by a preset spatial frequency range;
The frequency range component extracting unit extracts the component of the specific frequency range set by the frequency range setting unit from the time range data among the vibration time series data measured by the vibration measuring unit. The wheel uneven wear degree determination system according to claim 1 or 2 . A method for determining the degree of uneven wear of a wheel in a system for determining the degree of uneven wear of a wheel,
A vibration measurement step for measuring the vibration of the track structure as the vehicle passes;
Calculating the speed of the vehicle based on the vibration measured in the vibration measuring step;
A step of detecting a passing timing at which the vehicle or a part of the vehicle passes a predetermined position corresponding to a vibration measurement position based on a frequency component corresponding to the calculated speed of the vehicle among vibrations measured in the vibration measuring step. When,
Of the time-series data of vibration measured at the vibration measuring step, a frequency range component extracting step of extracting a component in a specific frequency range from the data of the time range corresponding to the pass timing,
An uneven wear degree determination step for determining an uneven wear degree of the wheel of the vehicle based on the component extracted in the frequency range component extraction step and reference data;
A method for determining the degree of uneven wear of wheels, comprising: In the computer equipped with the wheel uneven wear degree determination system,
A vibration measurement step for measuring the vibration of the track structure as the vehicle passes;
Calculating the speed of the vehicle based on the vibration measured in the vibration measuring step;
A step of detecting a passing timing at which the vehicle or a part of the vehicle passes a predetermined position corresponding to a vibration measurement position based on a frequency component corresponding to the calculated speed of the vehicle among vibrations measured in the vibration measuring step. When,
Of the time-series data of vibration measured at the vibration measuring step, a frequency range component extracting step of extracting a component in a specific frequency range from the data of the time range corresponding to the pass timing,
An uneven wear degree determination step for determining an uneven wear degree of the wheel of the vehicle based on the component extracted in the frequency range component extraction step and reference data;
A program for running

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