JP6594841B2 - Track support stiffness estimation method and system - Google Patents

Description

  The present disclosure relates to a track support stiffness estimation method and system.

  Conventionally, a railway track, that is, a track, has a structure in which a ballast made of crushed stone is laid on a roadbed on a roadbed, a sleeper is arranged on the upper part of the ballast, and a rail is laid on the sleeper. The ballast track provided is widely used. The load of the train traveling on the rail is transmitted from the rail and sleeper to the ballast, dispersed by the ballast, and then transmitted to the roadbed, so that vibration generated by the traveling of the train is appropriately absorbed.

  However, when the ballast that supports the sleeper sinks locally due to the repeated load of the train, a so-called “floating sleeper” may occur. In the “floating” state, the track support rigidity is lowered, the ride comfort of the train is deteriorated, and the train is shaken and hinders safe operation.

  Therefore, as repair work of the track, tamping repair, which is a work of putting ballast under the sleeper, is performed at any time or periodically. Then, as part of the construction management, to determine whether the compaction repair has been performed properly, immediately after the compaction repair is performed, the impact of the dropped weight is applied to the sleeper, A method for measuring the track support stiffness has been proposed (see, for example, Patent Document 1).

JP 2014-234893 A

  However, the conventional technology cannot measure the track support rigidity when the train passes. This is because the load applied to the sleeper when the train passes is much larger than the load applied to the sleeper by the dropped weight. For this reason, it was impossible to properly grasp the condition of the orbit.

  Here, the problem of the conventional technique is solved, and the load at the loading point and the displacement of the rail are measured by loading a test load smaller than the train load on the rail, and based on the measurement result and the estimation formula It is an object of the present invention to provide a track support stiffness estimation method and system capable of easily and reliably estimating the track support stiffness when passing through a train by estimating the displacement of the rail when the train load is loaded. .

Therefore, in the track support stiffness estimation method, a test load smaller than the train load is loaded on the rail laid on the sleeper installed on the ballast roadbed, and the loading load at the loading point and the displacement of the rail are measured. Based on the step of preparing, an estimation formula representing a curve indicating the relationship between the loaded load and the displacement of the rail, the measured value of the loading load of the loading point and the displacement of the rail described above, and the estimation formula wherein the step of the train load is estimated displacement of the rail when it is loading, calculating a trajectory support rigidity of the loading point by dividing the train load displacement of the estimated rail, to the estimation formula Shows the relationship between the load and the rail displacement measured by changing the load to a range close to the train load under different conditions of the sleeper support for each sleeper support state. Curve is an expression that represents the slope of the curve is in the range of applied load is near test load varies depending on the supported state of the sleepers, though the supporting state of the sleepers in the range applied load is in the vicinity of the train load It is almost constant.

  In another track support stiffness estimation method, in the estimation step, the coefficient value of the estimation formula is calculated based on the measured values of the load at the load point and the displacement of the rail, and the calculated value The displacement of the rail when the train load is loaded on the rail at the load point described above is estimated based on the estimation formula having the coefficient of.

  In still another method for estimating the track support stiffness, the slope of the curve becomes smaller in the range where the loaded load is in the vicinity of the test load when the sleeper support state is not good.

In the track support stiffness estimation system, a stiffness measurement is performed in which a test load smaller than the train load is loaded on a rail laid on a sleeper placed on the ballast roadbed, and the loading load at the loading point and the displacement of the rail are measured. The train load is calculated based on a measured value of the load at the load point and the displacement of the rail measured by the rigidity measuring device, and an estimation formula representing a curve indicating the relationship between the load and the rail displacement. And a rigidity estimation device for calculating a track support stiffness by dividing the train load by the estimated rail displacement, and the estimation formula is a support state of the sleeper. A plurality of curves representing the relationship between the load and the displacement of the rail measured by changing the load to a range close to the train load under different conditions for each sleeper support state. An expression, the slope of the curve is in the range of applied load is near test load varies depending on the supported state of the sleepers, applied load almost regardless of the supported state of the sleepers in the range near the train load constant is there.

  In another track support stiffness estimation system, the stiffness estimation device further includes a display screen capable of displaying the calculated track support stiffness.

  In still another track support stiffness estimation system, the stiffness measurement device is a device that can be manually carried.

  In still another track support stiffness estimation system, the stiffness measuring device is attached to a light toilet.

  According to the present disclosure, the load at the loading point and the displacement of the rail are measured by loading a test load smaller than the train load on the rail, and the rail when the train load is loaded based on the measurement result and the estimation formula. By estimating the displacement, it is possible to easily and reliably estimate the track support rigidity when the train passes.

It is a schematic diagram which shows the track | orbit support rigidity estimation system in 1st Embodiment. It is a conceptual diagram which shows the ballast track | orbit in 1st Embodiment. It is a conceptual diagram which shows the multiple tie tamper in 1st Embodiment. It is a figure explaining the outline of the relationship between the loading load which the track | truck received in 1st Embodiment, and the displacement of a rail. It is a figure which shows the measured value of the relationship between the loading load which the track | truck received in 1st Embodiment, and the displacement of a rail. It is a figure which shows the characteristic of the estimation type | formula of the relationship between the loading load which the track | truck received in 1st Embodiment, and the displacement of a rail. It is a figure which shows the estimation result of the relationship between the loaded load which the track | truck received in 1st Embodiment, and the displacement of a rail. It is a figure which shows the relationship between the estimated value of track support rigidity and position in 1st Embodiment. It is a flowchart which shows the outline | summary of operation | movement of the track | orbit support rigidity estimation system in 1st Embodiment. It is a schematic diagram which shows the track | orbit support rigidity estimation system in 2nd Embodiment.

  Hereinafter, embodiments will be described in detail with reference to the drawings.

  FIG. 1 is a schematic diagram showing a track support stiffness estimation system in the first embodiment, FIG. 2 is a conceptual diagram showing a ballast track in the first embodiment, and FIG. 3 is a multiple titer tamper in the first embodiment. FIG. In FIG. 3, (a) is an overall view, and (b) is an enlarged view of a main part.

  In the figure, reference numeral 10 denotes a track support stiffness estimation system in the present embodiment, which is a system for estimating the track support stiffness in the track 31. The track support stiffness estimation system 10 includes a stiffness measurement device 11 and a stiffness estimation device 21.

  In the present embodiment, the upper, lower, left, right, front, rear, and other directions are used to describe the configuration and operation of each part of the track support stiffness estimation system 10, the track 31, and other devices. The expression shown is relative rather than absolute, and is appropriate when the parts of the track support stiffness estimation system 10, the track 31 and other devices are in the posture shown in the figure. Should change and be interpreted according to the change of posture.

  The track 31 is a so-called ballast track, and as shown in FIG. 2, a roadbed 32 formed on the roadbed, a ballast roadbed 33 made of ballast such as crushed stone laid on the roadbed 32, It has a plurality of sleepers 34 arranged side by side on the ballast road bed 33, and two rails 35 laid on the sleepers 34.

  Note that, as described in the section of “Background Art”, as a work for repairing the track 31, tamping repair, which is a work for attaching ballast under the sleeper 34, is performed. The compaction repair is performed by, for example, a multiple tie tamper 41 as shown in FIG. The multiple tie tamper 41 is a kind of railway track maintenance machine and can self-propell on the rail 35. The multiple tamper tamper 41 includes a tie tamper tool 42 as shown in FIG. The tie tamper tool 42 is a device that attaches the ballast under the sleeper 34 and fixes the ballast while the lower end of the tie tamper tool 42 is stuck into the ballast. Note that the compaction repair does not necessarily have to be performed by the multiple tie tamper 41, and may be performed by other means such as manual work.

  As shown in FIG. 1, the rigidity measuring device 11 includes a measuring unit 12, a guide unit 13 that is a linear member extending upward from the measuring unit 12, and the guide unit 13. And a weight 14 slidable up and down. It is desirable that a mark such as a scale not shown is printed on the guide portion 13. Then, the weight 14 is raised to an upper position 14b having a predetermined height corresponding to the mark, and is locked at the upper position 14b by a locking member (not shown). The upper position 14b can be set as appropriate. The measurement unit 12 is a device that can be manually carried by an operator, like the load meter 20 of the stiffness measurement device 7 described in Patent Document 1, and the load received by the measurement surface located at the lower end thereof, It is possible to measure and output the displacement of the measurement surface.

  When measuring the support rigidity of the track 31, the operator manually places the rigidity measuring device 11 at a predetermined position on the rail 35, that is, at the loading point. In this case, the rigidity measuring device 11 is placed so that the lower end of the measuring unit 12 contacts the surface of the rail 35. The weight 14 is locked at the upper position 14b by the locking member.

  When the lock of the weight 14 by the locking member is released in this state, the weight 14 freely falls from the upper position 14b as shown by the arrow, and moves to the lower position 14a along the guide portion 13. To the upper end of the measurement unit 12. The load received by the measurement surface of the measurement unit 12 due to the impact generated by the collision, that is, the load received by the track 31, and the displacement of the measurement surface of the measurement unit 12, that is, the downward displacement of the rail 35, are as follows. 12 is measured and output. Since the rigidity measuring device 11 is a device that can be manually carried by an operator, the load load that can be generated is, for example, about 10 [kN] and generally has a wheel load of about 80 [kN]. It is smaller than the train load that the rail 35 and the track 31 receive when the train passes.

  Further, the rigidity measuring device 11 is not necessarily a device having a configuration as shown in FIG. 1, and the impact generated by the collision and the downward displacement of the rail 35 are measured by the measuring unit 12. Any device can be used as long as it can output. That is, the rigidity measuring device 11 loads a test load smaller than the train load on the rail 35 laid on the sleeper 34 disposed on the ballast road bed 33, and loads the load at the loading point and the rail 35. Any device that can measure the displacement may be used.

  The stiffness estimation device 21 is connected to the measurement unit 12 of the stiffness measurement device 11 so as to be communicable. The rigidity estimation device 21 is, for example, a personal computer (PC), a tablet terminal, a smart phone, or the like, and an arithmetic device such as a CPU, a storage device such as a semiconductor memory or a hard disk, a display screen such as a liquid crystal display or an EL display. A display device, a keyboard, a touch panel and other input devices, a wired or wireless communication device, and the like can be communicated with the measurement unit 12, and the measurement result of the measurement unit 12 can be processed. Any device that can store, display, and / or output the processing result to an external device such as a printer may be used. That is, the rigidity estimation device 21 is an estimation representing a load value measured by the rigidity measurement device 11 and a measured value of the displacement of the rail 35, and a curve described later indicating the relationship between the load load and the displacement of the rail 35. Based on the equation, it is possible to estimate the displacement of the rail 35 when the train load is loaded on the rail 35, and to calculate the track support stiffness by dividing the train load by the estimated displacement of the rail 35. Any device may be used.

  Here, for convenience of explanation, the rigidity estimation device 21 will be described as a tablet terminal and a tablet computer including a display screen 22 that can be input, and display the measurement result or the calculation processing result on the display screen 22. In this case, the rigidity estimation device 21 can display the calculated track support rigidity on the display screen 22. Further, the stiffness estimation device 21 may be connected to the stiffness measurement device 11 in a communicable manner, and may or may not be physically coupled to the stiffness measurement device 11.

  Next, the operation of the track support rigidity estimation system 10 having the above configuration will be described. First, the relationship between the loading load received by the track 31 of the loading point and the downward displacement of the rail 35 will be described.

  FIG. 4 is a diagram for explaining an outline of the relationship between the load applied to the track and the displacement of the rail in the first embodiment, and FIG. 5 illustrates the relationship between the load applied to the track and the rail displacement in the first embodiment. It is a figure which shows the actual value of a relationship.

  As described above, the load that can be generated by the stiffness measuring device 11 of the track support stiffness estimation system 10 is smaller than the train load. However, the load applied to the track 31 at the loading point and the downward displacement of the rail 35 are illustrated in FIG. 4 is considered to change as indicated by a curve shown in FIG. 4, the load is determined on the basis of an estimation equation that represents the curve indicating the relationship between the load applied and the displacement of the rail 35, and a measurement value of the stiffness measuring device 11. The displacement of the rail 35 when the train load is loaded on the point can be estimated. Then, by dividing the train load by the estimated displacement of the rail 35, it is possible to calculate the track support rigidity when the train passes at the loading point.

  When the sleeper 34 is well supported, the relationship between the load and the displacement of the rail 35 is substantially linear, as shown by the curve A in FIG. That is, the displacement of the rail 35 increases substantially linearly with the increase in the load. Therefore, the curve A is almost a straight line, and the inclination thereof is large (the load load value is close to the train load) even in the small load load range (the load load range that can be generated by the rigidity measuring device 11). Range) is almost constant. The rigidity with which the track 31 supports the rail 35, that is, the track support rigidity is substantially constant over the entire range of the loaded load.

  On the other hand, if the ballast that supports the sleeper 34 is locally sunk, such as a so-called “floating sleeper”, that is, if the sleeper 34 is not well supported, the relationship between the loaded load and the displacement of the rail 35 is As shown by the curve B in FIG. Specifically, in the range where the load load is small, the inclination is smaller and the track support rigidity is lower than that of the curve A. However, in the range where the load load is large, the inclination is large and the track support rigidity is as high as the curve A. This is because when there is a floating sleeper, there is a gap between the ballast and the sleeper, so even if the load is small, the gap 35 is crushed and the rail 35 is greatly displaced. Since the gap disappears to a certain extent, the support state is the same as the good state, and a large load is required to displace the rail 35, that is, the track support rigidity is low. This is thought to be because it becomes higher.

  In other words, the slope of the curve indicating the relationship between the loaded load and the displacement of the rail 35 as shown in FIG. 4 changes according to the support state of the sleeper 34 in the range where the loaded load is in the vicinity of the test load. However, in the vicinity of the train load, it can be said that it is almost constant regardless of the support state of the sleeper 34.

  Therefore, if the relationship between the loaded load and the displacement of the rail 35 is measured in advance over a range in which the value of the loaded load is close to the train load under conditions in which the sleeper 34 is supported differently, it is based on the measured value. Thus, the relationship between the load and the displacement of the rail 35 is shown for each support state of the sleeper 34, and a plurality of curves, that is, the curves A and B in FIG. Can be requested. Further, as will be described later, if an estimation expression representing such a plurality of accurate curves is obtained, the train load is loaded at the loading point based on the estimation expression and the measurement value of the stiffness measuring device 11. The displacement of the rail 35 can be estimated. Then, by dividing the train load by the estimated displacement of the rail 35, it is possible to calculate the track support rigidity when the train passes at the loading point.

In order to measure the displacement of the rail 35 by applying a loading load close to the train load, it is necessary to use a larger impact loading test apparatus. Here, a description will be given of results of actual measurements performed using a track support stiffness test apparatus (for example, see Non-Patent Document 1) that can be loaded on two rails simultaneously by two loading units.
http://www.rtri.or.jp/rd/division/rd45/rd4520/rd45200207.html

  This measurement was carried out under load loads of 14, 40, 80, 120 and 160 [kN] (shaft weight, left and right rail total value). Moreover, the object of loading is the ballast track (road bed thickness: 200 [mm]) extended for seven sleepers. A load equivalent to a train was repeatedly loaded, a loading test was performed before, during and after the load, and an actual measurement value was recorded. FIG. 5 shows a plurality of curves created on the basis of recorded actual measurement values, and the load loads measured by changing the load load to a range near the train load under different conditions of the sleeper support state. A plurality of curves showing the relationship with the rail displacement for each sleeper support state are described.

  In FIG. 5, curve C shows the relationship between the load loaded and the displacement of the rail measured immediately after the ballast compaction repair was performed, and curve D shows the train after the ballast compaction repair was performed. The relationship between the actual load and the displacement of the rail after 10,000 times of repeated loading of the corresponding load is shown. Curve E shows the repeated loading of the load equivalent to the train after the ballast is fixed and repaired. The relationship between the loaded load measured after performing 300,000 times and the displacement of the rail is shown. It can be seen that the more the load equivalent to the train is repeatedly loaded, the better the sleeper support state is, and the smaller the load load is, the smaller the gradient is.

  In the present embodiment, it is assumed that the relationship between the loaded load and the rail displacement, which is the result of the actual measurement, is stored and stored in the storage device of the stiffness estimation device 21.

  Next, a method for estimating the track support stiffness using the track support stiffness estimation system 10 will be described in detail.

  FIG. 6 is a diagram showing characteristics of an estimation formula for the relationship between the load applied to the track and the displacement of the rail in the first embodiment, and FIG. 7 is the load applied to the track and the displacement of the rail in the first embodiment. FIG. 8 is a diagram showing the relationship between the estimated value of the track support stiffness and the position in the first embodiment, and FIG. 9 is the track support stiffness estimation system in the first embodiment. It is a flowchart which shows the outline of operation | movement of.

  Here, a method of estimating the track support rigidity will be described along each step of the flowchart shown in FIG.

  First, in step S1, the track support stiffness estimation system 10 performs an impact loading test in which the loading load is smaller than the train load, and measures the load and displacement at the loading point. Specifically, the operator uses the track support rigidity estimation system 10 as shown in FIG. 1 to place the measuring unit 12 on an arbitrary point in an arbitrary rail section, that is, on the rail 35 of the loading point. After the weight 14 is locked at the upper position 14b, the locking member of the rigidity measuring device 11 is operated to release the locking of the weight 14. Thereby, the rigidity measuring device 11 performs an impact loading test, and measures the loading load received by the track 31 at the loading point and the downward displacement of the rail 35. The load applied to the track 31 and the downward displacement of the rail 35 are measured by the measuring unit 12. In other words, the stiffness measuring device 11 loads a test load smaller than the train load on the rail 35 laid on the sleeper 34 disposed on the ballast road bed 33, and loads the loading load at the loading point and the rail 35. Measure the displacement.

  Next, in step S2, the track support rigidity estimation system 10 estimates the displacement at the time of the train load from the obtained load and displacement. Specifically, when the measurement unit 12 outputs the measurement value of the load applied to the track 31 of the loading point and the downward displacement of the rail 35, the stiffness estimation device 21 receives the measurement value output by the measurement unit 12. And based on this measured value, the downward displacement of the rail 35 by the train load received when the train passes is estimated. In other words, the rigidity estimation device 21 is based on the measured value of the loading load at the loading point and the displacement of the rail 35 measured by the rigidity measuring device 11, and an estimation expression representing a curve indicating the relationship between the loading load and the displacement of the rail 35. Based on this, the displacement of the rail 35 when the train load is loaded on the rail 35 is estimated. Note that the loading load received by the track 31 of the loading point received from the measurement unit 12 and the measured value of the downward displacement of the rail 35 are stored and stored in the storage device of the stiffness estimation device 21.

The estimation of the displacement of the rail 35 when the train load is loaded on the rail 35 is an estimation formula representing a curve indicating the relationship between the load applied to the track 31 at the loading point and the displacement of the rail 35 as shown in FIG. Is performed according to the following equation (1).
x = f (y, a, b) Formula (1)
Here, x: displacement [mm], y: load [kN], a and b: coefficient. Note that (x, y) = (0, 0) is satisfied.

  The above equation (1) shows the relationship between the load and the displacement of the rail 35 measured by changing the load to a range near the train load under different conditions of the support of the sleeper 34. FIG. 6 is an estimation formula representing a plurality of curves as shown in FIG. Then, the values of the coefficients a and b in the equation (1), which is an estimation equation, are calculated based on the loading value of the loading point measured by the stiffness measuring device 11 and the measured value of the displacement of the rail 35.

For example, the formula (1) becomes the following formula (1-1), and is expressed as the curves F to I shown in FIG. The coefficients a and b are also as shown in FIG.
x = f (y, a, b) = a · y / (b + 0.25 · y) Formula (1-1)
In FIG. 6, the curve F is a = 1 and b = 45, the curve G is a = 1.21, b = 15, the curve H is a = 1.49, and b = 10, the curve I is This is the case where a = 2.38 and b = 5. It can be seen that the slopes of the curves F to I are almost constant in the range where the load is large (the value of the load is close to the train load, ie, 160 [kN]).

  The coefficients a and b are calculated based on the following assumptions (1) and (2).

Assumption (1): Expression (1) satisfies the maximum load obtained by the impact loading test and the displacement at the maximum load, and the following expression (2) is established.
(X, y) = (d, P0), that is, d = f (P0, a, b) (2)
Here, d is the displacement [mm] at the maximum load obtained in the impact loading test, and P0 is the maximum load [kN] obtained in the impact loading test.

Assumption (2): In the vicinity of the train load, the slope of equation (1) is constant, and the following equation (3) holds.
m = c, ie
{P1-P2} / {f (P1, a, b) -f (P2, a, b)} = c (3)
Where m: curve or straight line slope [kN / mm] indicating the relationship between the load and displacement in the vicinity of the train load, c: constant [kN / mm], P1: train axle weight [kN], P2 : (P1-20) [kN].

  The equations (2) and (3) are set as simultaneous equations, and the values of the coefficients a and b can be calculated by solving the simultaneous equations.

  For example, the above equation (1) which is the displacement and estimation formula in a range where the load load is small in the graph of actual measurement values shown in FIG. FIG. 7 shows an example in which a train load, that is, a displacement in the vicinity of 160 [kN] is estimated using As can be seen from FIG. 7, the curve represented by the estimation formula approximates the curve indicating the relationship between the actually measured load and the displacement of the rail 35.

  The values of the displacement x and the load y are (x, y) = (0.9, 36.4), (1.2, 40.7), (1.6, 36.5), and c = 150 and P1 = 160. The identification results of the coefficients a and b are (a, b) = (0.99, 31), (1.03, 27), (1.11, 19).

  Furthermore, y = P1, the values of the calculated coefficients a and b, and the equation (1), the displacement x when the train passes, that is, the displacement of the rail 35 when the train load is loaded at the loading point. Can be estimated.

  Finally, in step S3, the track support stiffness estimation system 10 calculates the track support stiffness by dividing the axial load or wheel load by the estimated displacement, and ends the process. Specifically, the rigidity estimation device 21 divides the value of the train load as the axle load of the train by the value of the displacement x of the rail 35 due to the train load received at the time of passing the train estimated in step S2, thereby passing the train. Calculate the estimated value of the track support stiffness at the time. In other words, the stiffness estimation device 21 calculates the track support stiffness at the loading point by dividing the train load by the estimated displacement of the rail 35.

  And the rigidity estimation apparatus 21 outputs the estimated value of the track support rigidity at the time of passing the train by displaying it on the display screen 22, for example. Then, based on the estimated value displayed on the display screen 22, the operator supports the track at the time of passing the train at the current loading point where the measuring unit 12 is placed on the rail 35 and the impact loading test is performed. It can be determined whether the rigidity is sufficiently high, that is, whether the sleeper 34 is well supported. Furthermore, the operator can also determine the timing at which ballast compaction repair should be performed at the current loading point. In addition, the said rigidity estimation apparatus 21 can memorize | store and memorize | store the said estimated value in a memory | storage device.

  In addition, while moving on the track 31, at a plurality of loading points set for each predetermined distance, the operations of steps S <b> 1 to S <b> 3 are repeated and executed to estimate the track support rigidity, as shown in FIG. 8. Such a relationship between the position on the track 31 and the estimated value of the track support rigidity when passing through the train can be obtained. The rigidity estimation device 21 can also edit the estimated values at the plurality of loading points and display a graph as shown in FIG. 8 on the display screen 22. As a result, the operator can easily grasp at which position on the track 31 the sleeper 34 is not well supported.

  As described above, in the present embodiment, the track support stiffness estimation method loads a test load smaller than the train load on the rail 35 laid on the sleeper 34 disposed on the ballast road bed 33, A step of measuring the point load and the displacement of the rail 35, a step of preparing an estimation expression representing a relationship between the load and the displacement of the rail 35, and a measurement of the load of the load point and the displacement of the rail 35 Based on the value and the estimation formula, the step of estimating the displacement of the rail 35 when the train load is loaded at the loading point, and the track support rigidity of the loading point by dividing the train load by the estimated displacement of the rail 35 is obtained. And a calculating step. The slope of the curve changes according to the support state of the sleeper 34 when the load load is in the vicinity of the test load, and is substantially constant regardless of the support state of the sleeper 34 when the load load is in the vicinity of the train load. . As a result, it is possible to easily and reliably estimate the track support rigidity when passing through the train by simply loading a test load smaller than the train load on the rail and measuring the load at the loading point and the displacement of the rail 35. Therefore, the track support rigidity when passing through the train can be accurately estimated in a short time.

  Further, in the estimating step, the value of the coefficient of the estimation formula is calculated based on the measured value of the load at the loading point and the displacement of the rail 35, and the loading point is calculated based on the estimation formula having the calculated coefficient of the value. The displacement of the rail 35 when the train load is loaded on the rail 35 is estimated. Further, the estimation formula shows the relationship between the load and the displacement of the rail 35 measured by changing the load to a range near the train load under different conditions of the support of the sleeper 34. It is a formula showing a plurality of curves shown for each. Furthermore, the slope of the curve becomes smaller when the load is in the vicinity of the test load and the sleeper 34 is not well supported.

  Next, a second embodiment will be described. In addition, about the thing which has the same structure as 1st Embodiment, the description is abbreviate | omitted by providing the same code | symbol. The description of the same operation and the same effect as those of the first embodiment is also omitted.

  FIG. 10 is a schematic diagram showing a track support rigidity estimation system in the second embodiment.

  In the present embodiment, the track support stiffness estimation system 10 is mounted on a light trolley 27 that is a kind of trolley that can be transported by human power. The light toilet Toro 27 includes a main body 28 and a plurality of wheels 29 rotatably attached to a lower portion of the main body 28, and is a vehicle that can run on the rail 35. When the operator pushes or pulls the light Can travel.

  The rigidity measuring device 11 is attached to the side portion of the main body 28, and the rigidity estimating device 21 is placed at an arbitrary position of the main body 28. The stiffness estimation device 21 is connected to the measurement unit 12 of the stiffness measurement device 11 so as to be communicable. In the example shown in the figure, each of the pair of stiffness measuring devices 11 is attached to the left and right sides of the main body 28, but only one stiffness measuring device 11 is attached to one side of the main body 28. It may be.

  Note that the configurations and operations of the stiffness measurement device 11 and the stiffness estimation device 21 are the same as those in the first embodiment, and thus description thereof is omitted.

  Thus, since the track support rigidity estimation system 10 according to the present embodiment is mounted on the stool toro 27 and the stiffness measuring device 11 is attached to the stool toro, it can be easily moved on the track 31. . Accordingly, it is possible to easily estimate the track support rigidity in a short time at a plurality of locations on the track 31.

  It should be noted that the disclosure of the present specification describes features related to preferred and exemplary embodiments. Various other embodiments, modifications and variations within the scope and spirit of the claims attached hereto can naturally be conceived by those skilled in the art by reviewing the disclosure of this specification. is there.

  The present invention can be applied to a track support stiffness estimation method and system.

DESCRIPTION OF SYMBOLS 10 Track support rigidity estimation system 11 Stiffness measurement apparatus 21 Stiffness estimation apparatus 22 Display screen 27 Light trowel 33 Ballast roadbed 35 Rail

Claims (7)

Loading a test load smaller than the train load on a rail laid on a sleeper arranged on the ballast roadbed, and measuring the load at the loading point and the displacement of the rail;
A step of preparing an estimation formula representing a curve indicating a relationship between a loaded load and a rail displacement;
A step of estimating the displacement of the rail when a train load is loaded on the load point described above, based on the measurement value of the load and rail displacement of the load point described above and the estimation formula;
Dividing the train load by the estimated rail displacement and calculating the track support stiffness of the load point described above;
Including
The estimation formula shows the relationship between the load and the displacement of the rail measured by changing the load to a range near the train load under different conditions of the sleeper support state for each sleeper support state. , An expression that represents a plurality of curves,
The slope of the curve changes depending on the sleeper support state in the vicinity of the test load when the load load is in the vicinity of the test load, and is substantially constant regardless of the sleeper support state in the range of the load load near the train load. Orbit support stiffness estimation method.   In the estimating step, the value of the coefficient of the estimation formula is calculated based on the measured value of the load at the loading point and the displacement of the rail, and based on the estimation formula having the coefficient of the calculated value, The track support stiffness estimation method according to claim 1, wherein a rail displacement is estimated when a train load is loaded on the rail at a point. The track support stiffness estimation method according to claim 1 , wherein the slope of the curve becomes smaller when the loaded load is in the vicinity of the test load and the sleeper is not well supported. A rigidity measuring device that loads a test load smaller than a train load on a rail laid on a sleeper disposed on a ballast roadbed, and measures the load at the loading point and the displacement of the rail;
The train load is loaded on the rail based on the measured values of the loading load and rail displacement of the load point measured by the rigidity measuring device and an estimation formula representing a curve indicating the relationship between the loading load and the rail displacement. And a rigidity estimation device that calculates the track support rigidity by dividing the train load by the estimated rail displacement,
The estimation formula shows the relationship between the load and the displacement of the rail measured by changing the load to a range near the train load under different conditions of the sleeper support state for each sleeper support state. , An expression that represents a plurality of curves,
The slope of the curve changes depending on the sleeper support state in the vicinity of the test load when the load load is in the vicinity of the test load, and is substantially constant regardless of the sleeper support state in the range of the load load near the train load. Orbital support stiffness estimation system. The track support stiffness estimation system according to claim 4 , wherein the stiffness estimation device includes a display screen capable of displaying the calculated track support stiffness. The track support stiffness estimation system according to claim 4 or 5 , wherein the stiffness measurement device is a device that can be manually carried. The track support stiffness estimation system according to claim 4 or 5 , wherein the stiffness measuring device is attached to a light toilet.