JP2008100654A - Wheel weight loss rate measuring method and wheel weight loss rate measuring device - Google Patents

Abstract

An object of the present invention is to make it possible to measure a wheel weight loss ratio in a vehicle in which both a tire and a guide wheel are in contact with a track and its weight distribution varies during travel.
In a dual mode vehicle 1 that performs control to vary a weight ratio between a guide wheel 6 and a tire 4 by a hydraulic actuator 8, a method of measuring a wheel weight loss ratio of the wheel load applied to the guide wheel 6 during a track run. A shaft load calculation step S1 for calculating a shaft load P _0V from the relationship between the hydraulic pressure from the pressure gauge 9 provided in the hydraulic actuator 8 and the known shaft load and hydraulic pressure applied to the guide wheel 6; From the wheel load calculation step S2 for calculating the wheel load P from the strain gauge provided on the guide wheel 6, the axle load P _0V obtained by the axle load calculation step, and the wheel load P obtained by the wheel load calculation step, A wheel weight loss rate measuring method comprising a wheel weight loss rate calculation step S3 for calculating a wheel weight loss rate is provided.
[Selection] Figure 8

Description

  The present invention relates to a wheel weight loss rate measuring method and a wheel weight loss rate measuring device for a dual mode vehicle.

  Currently, for the purpose of constructing a transportation system that makes use of the advantages of both rail vehicles and buses by making the railway and road seamless, tires for road driving provided via tire axles before and after the car body, A vehicle (hereinafter referred to as a “dual mode vehicle”) capable of both track traveling and road traveling provided with a guide wheel for track traveling provided on the front and rear of the vehicle body via a guide wheel axle has been proposed. (For example, refer to Patent Document 1).

In the dual mode vehicle, when traveling on a track, the front and rear guide wheels for track traveling are lowered by the hydraulic cylinder and placed on the rail, and the rear tire (driving wheel) to which torque is applied from the engine also contacts the rail. In this way, the front and rear guide wheels follow the rail, and the rear tire generates a driving force.
By the way, when a dual-mode vehicle travels on a track, the tire that generates the driving force is insufficiently pressed to contact the rail, causing the wheel to slip, and conversely, the pressure that the tire contacts the rail is too strong. Therefore, it is necessary to avoid that the guide wheel comes off the rail and derails because the pressure at which the guide wheel contacts the rail becomes weak. For this reason, it is desirable to change the weight distribution between the tire and the guide wheel to an optimum value in real time during traveling, and a control method for that purpose has also been proposed (for example, see Patent Document 2).

On the other hand, when a railway vehicle performs commercial operation, it is necessary to perform a driving test in advance to measure and verify riding comfort and driving stability, and the same verification is required for dual mode vehicles. . One of the items is the wheel load loss rate (also called wheel load decrease rate). The wheel load is a load (reaction force received from each rail) applied to each of the left and right guide wheels. The wheel load when the vehicle is stationary is P ₀ , and the wheel load measured at a predetermined time during traveling is P. In this case, ΔP = P ₀ −P is referred to as a wheel load reduction amount, and ΔP / P _{0 is referred} to as a wheel load loss ratio. Generally, the stationary wheel load P ₀ is measured in advance, and both the left and right wheels are measured. In principle, the average value of the stationary wheel weight is used, and the wheel weight P is calculated from the strain amount of the strain gauge attached to the wheel. From the wheel weight P thus obtained and the stationary wheel weight P ₀ measured in advance, the wheel weight loss ratio ΔP / P ₀ of each of the left and right wheels can be measured (calculated) (for example, (See Patent Document 3).
In the calculation of the wheel load loss ratio, the division is performed with the wheel load P ₀ at rest as the denominator, based on the condition not affected by external force such as inertia force generated in either the front, rear, left, right or up direction. This is because the rate of change from the reference state during travel is obtained.
Japanese Patent No. 3679108 Japanese Patent No. 3671186 Railway Technical Research Institute, “Conventional Railway Driving Speed Improvement Test Manual / Commentary”, Issued by: Japan, Railway Technical Research Institute, issued on May 10, 1993, pages 29 and 67- 76 pages

  However, in the dual mode vehicle described above, the weight distribution applied to the tires and the guide wheels is changed in real time while the vehicle is running, so that the wheel load at rest also varies due to the weight distribution. Therefore, even if the wheel load at a stationary time with a constant weight distribution is measured in advance, the weight distribution is changed during traveling, so that value cannot be adopted. That is, there is a problem in that it is impossible to measure the conventional wheel load loss ratio in a vehicle in which both the tire and the guide wheel are in contact with the track and the weight distribution is varied during driving due to wheel load control or the like. there were.

  An object of the present invention is to enable measurement of a wheel weight loss ratio in a vehicle in which both a tire and a guide wheel are in contact with a track and its weight distribution varies during traveling.

In order to solve the above-described problems, the invention described in claim 1 includes both a pair of track traveling wheels supported by an axle and a pair of road traveling tires supported by an axle on the front or rear side of a vehicle body. And during track running, the weight of the track running wheel and the road running tire is adjusted by a hydraulic actuator that brings both the track running wheel and the road running tire into contact with the track and lifts and lowers the track running axle. For a vehicle that performs control to vary the ratio, a method for measuring a wheel load loss ratio of wheel load applied to the wheel for track traveling during track traveling,
The pressure of the hydraulic pressure measured using the pressure gauge from the relationship between the axle weight and the hydraulic pressure, which is a total of the left and right wheel loads applied to the wheel for traveling on a track, provided with a pressure gauge in the hydraulic actuator A shaft weight calculation step of calculating a shaft weight P _0V applied to the track traveling wheel according to a value;
A wheel load calculating step of providing a strain gauge on at least one of the left side or the right side of the track running wheel, and calculating the wheel load P of the track running wheel based on a value obtained from the strain gauge;
From the axle load P _0V obtained by the axle load calculating step and the wheel load P obtained by the wheel load calculating step at the same time or at the same point, {(P _0V / 2) −P} / A wheel weight loss ratio calculating step of calculating a wheel weight loss ratio by calculating (P _0V / 2);
It is characterized by providing.

The invention according to claim 2 is provided with both a pair of track traveling wheels supported by an axle and a pair of road traveling tires supported by an axle on the front or rear side of the vehicle body. A vehicle that performs control for varying the weight ratio of the track traveling wheel and the road traveling tire by a hydraulic actuator that brings both the traveling wheel and the road traveling tire into contact with the track and moves up and down the track traveling axle. About a wheel weight loss ratio measuring device for measuring a wheel weight loss ratio of wheel load applied to the wheel for track traveling during track traveling,
A pressure gauge provided in the hydraulic actuator;
A strain gauge provided for measuring the wheel load applied to at least one of the left side or the right side of the track running wheel;
From the relationship between the axle load and the hydraulic pressure, which is the sum of the left and right wheel loads on the track running wheel, which is known, the track running wheel is applied according to the pressure value of the hydraulic pressure measured using the pressure gauge. Axle load calculating means for calculating the axle load P _0V ;
A wheel load calculating means for calculating a wheel load P of the track traveling wheel based on a value obtained from the strain gauge;
From the axle weight P _0V obtained by the axle weight calculating means and the wheel weight P obtained by the wheel weight calculating means at the same time or at the same point, {(P _0V / 2) −P} / A wheel load drop rate calculating means for calculating a wheel load drop rate by calculating (P _0V / 2);
It is characterized by providing.

In the first aspect of the invention, attention is paid to the fact that the weight of the wheel at rest changes due to the weight distribution, and the weight distribution varies depending on the hydraulic pressure (pressure value) of the hydraulic actuator that raises and lowers the guide wheel. Predict or calculate the stationary wheel load from the hydraulic pressure value. The axle load P _0V is a total value of the wheel weights of the left and right track traveling wheels (reaction force that the track traveling wheels receive from each rail), and a half value of the axle load P _0V is a stationary wheel. It corresponds to heavy. Since the axle load is the total value of the wheel load, even if the right and left wheel loads are unbalanced when measured during running, if the wheel load is halved, it becomes equal to the stationary wheel load. That is, it can be said that if the axle load P _0V is obtained, the stationary wheel weight is obtained.
Specifically, a pressure gauge is provided in the hydraulic actuator, and the axial load applied to the track running wheel is calculated from the known relationship between the axle load and the hydraulic pressure, and the strain gauge provided on the track running wheel is used. By calculating the wheel weight of each wheel during traveling and calculating the wheel weight loss ratio from the calculated axle weight and wheel weight, both the road traveling tire and the track traveling wheel are in contact with the track and the weight distribution is It is possible to measure the wheel load loss ratio even in a vehicle that fluctuates during traveling.
The “relationship between the known axle load and hydraulic pressure” may be obtained by measuring the change in axle load when the hydraulic pressure is changed in advance, or the road running tire, the track running wheel, and the hydraulic actuator. A mathematical expression of the relative relationship between axle load and hydraulic pressure may be obtained from the design conditions such as the dimensions of each part of the support structure. In other words, any method for clarifying the mutual relationship in which the axial load can be obtained once the hydraulic pressure value is determined may be used.

  According to the second aspect of the present invention, as in the first aspect, by configuring the wheel load drop rate measuring device, both the road traveling tire and the track traveling wheel are in contact with the track and the weight distribution is reduced. Even in a vehicle that fluctuates during travel, the wheel load loss ratio can be easily measured.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiment of the present invention, the “vehicle” to be applied is a dual mode vehicle, but both the tire as the “road running tire” and the guide wheel as the “track running wheel” are in contact with the track. And if it is a vehicle from which the weight distribution fluctuates at the time of driving | running | working, it can be applied, for example to the conventionally proposed railroad vehicle.

[First Embodiment]
A wheel load loss ratio measuring method according to a first embodiment of the present invention will be described with reference to FIGS.

(Dual mode vehicle configuration etc.)
As shown in FIGS. 1 and 2, the dual mode vehicle 1 according to the present embodiment includes a front rubber tire 3 that rotates around a vehicle body 2 and axles 3 a and 4 a for rubber tires disposed in front and rear of the vehicle body 2. And the rear rubber tire 4, which has flange portions 5 f and 6 f on the inner side, and runs around the axles 5 a and 6 a for guide wheels that are disposed up and down via the arms 5 b and 6 b in front and rear of the vehicle body 2. Travel speed of the dual mode vehicle 1 provided on the front guide wheel 5 and the rear guide wheel 6 for the vehicle, the hydraulic actuators 7 and 8 for raising and lowering the front guide wheel 5 and the rear guide wheel 6, and the guide wheel axles 5a and 6a. A vehicle speed sensor 11 for detecting the tire speed, a tire rotational speed sensor 12 for detecting the rotational speed of the rear rubber tire 4, and a potentiometer for measuring the weight applied to the rear rubber tire 4. , The wheel weight control device 20 for controlling the wheel weight of the rear rubber tire 4 and the rear guide wheel 6, the steering direction of the front rubber tire 3 of the dual mode vehicle 1, the rotational state of the rear rubber tire 4 and the like not shown. It comprises a control device, an engine as a drive source, a transmission, a differential device, and the like.

  In addition, the dual mode vehicle 1 is naturally provided with devices necessary for driving and control, such as each control device of the driver's seat, a control device that controls the raising and lowering of the guide wheels, and switches. Connecting devices such as ATS and protective radio, devices required for customer service such as in-car broadcasts and door-closing devices, devices used for operation management such as radio devices and GPS, and the host vehicle and other vehicles The coupler also includes a connecting / disconnecting device that connects / disconnects the driving force between the transmission and the differential when connecting.

  The dual-mode vehicle 1 employs a microbus body as the vehicle body 2 and can carry about 29 people including the driver. Moreover, about an engine, a transmission, and a differential gear, the general thing with which the common motor vehicle which carries out road driving is used. Therefore, the overall weight of the conventional railcar is about 40 tons, whereas the overall weight of the dual mode vehicle 1 according to the present embodiment is as light as about 6 tons.

  The front rubber tire 3 can be steered by the handle of the driver's seat of the vehicle body 2. The two rear rubber tires 4 are supported on the left and right axles 4a, and are driven by an engine and a power transmission device (transmission or the like).

The front guide wheel 5 and the rear guide wheel 6 are made of metal such as iron, and move upward and downward by expansion and contraction of the hydraulic actuators 7 and 8, as illustrated in FIG.
The hydraulic system for expanding and contracting the hydraulic actuator 8 is configured as shown in FIG. 4 and supplies uniform hydraulic pressure to the two hydraulic actuators 8 provided. A pressure gauge 9 is provided at one point of the common hydraulic supply pipe. As will be described later, the axial weight received by the rear guide wheel 6 can be calculated from the pressure value of the hydraulic pressure applied to the hydraulic actuator 8 measured by the pressure gauge 9.

  As shown in FIG. 5, the rear guide wheel 6 is provided with a plurality of holes 6 h along the circumference between the outer periphery and the rear guide wheel axle 6 a. Strain gauges w, x, y, and z are affixed to the holes 6h, and for example, it is possible to measure the wheel weight that is wired as shown in FIG. 5C and received by the rear guide wheel 6. Yes. The output signal has a sinusoidal waveform that varies as the rear guide wheel 6 rotates, and it can be said that the maximum value represents the value of the wheel load. The wheel load measurement circuit may be configured by wiring in the same manner as in FIG. 5C using the hole 6h provided with no strain gauge shown in FIG. In that case, waveforms having different phases can be recorded, and instantaneous fluctuations in wheel load can be more accurately captured.

  The flange angle θ (about 87 °) of the front guide wheel 5 and the rear guide wheel 6 is set to be larger than that of a normally used wheel. This is calculated from the known prior art in consideration of the derailment limit value of the dual mode vehicle 1, and when the wheel load control described later is performed, the wheel load is reduced to 40% of the entire rear load. Even at times, it is considered that the derailment coefficient does not exceed the specified value.

  The front guide wheel 5 and the rear guide wheel 6 are provided with a tread gradient and flange portions 5f and 6f, and perform a track guide function. For this reason, the dual-mode vehicle 1 can accurately travel along the rail R even if the rear rubber tire 4 that is the drive wheel is not provided with a tread gradient or a flange.

  The dual mode vehicle 1 can be realized by freely switching between a road traveling mode using the front rubber tire 3 and the rear rubber tire 4 and a track traveling mode using the front guide wheel 5, the rear guide wheel 6 and the rear rubber tire 4. It is.

That is, when traveling on the road, the front guide wheel 5 and the rear guide wheel 6 are moved upward to ground the front rubber tire 3 and the rear rubber wheel 4, and when traveling on the track, the front guide wheel 5 and the rear guide wheel 6 are moved downward. To the upper surface of the rail R, the front rubber tire 3 is floated upward, and only the inner wheel of the rear rubber tire 4 is grounded to the rail R, and the vehicle is driven by the rotational drive of the rear rubber tire 4 in the same manner as when driving on the road. Is possible.
The driving wheel may be the front rubber tire 3, and in this case, the rear rubber tire 4 is lifted upward, and the front guide wheel 5, the rear guide wheel 6, and the front rubber tire 3 travel on the track.

  The vehicle speed sensor 11 detects a traveling speed when the dual mode vehicle 1 travels on a track. In the present embodiment, guide wheel rotation speed sensors mounted on the front guide wheel 5 and the rear guide wheel 6 are employed, and based on the rotation speeds of the front and rear guide wheels detected by the guide wheel rotation speed sensor. The traveling speed of the dual mode vehicle 1 during track traveling is calculated. The speed information detected by the vehicle speed sensor 11 is transmitted to the wheel load control device 20 and used for detecting the idling state of the rear rubber tire 4. The vehicle speed sensor 11 may be a GPS (Global Positioning System), an INS (Inertial Navigation System), or the like.

  The tire rotation speed sensor 12 detects the rotation speed of the rear rubber tire 4 during track running. In the present embodiment, the rotational speed of the rear rubber tire 4 is calculated from the tire rotational speed sensor 12 attached to the propeller shaft. Thus, the speed information calculated using the tire rotation speed sensor 12 is transmitted to the wheel load control device 20 and used for detecting the idling state of the rear rubber tire 4.

The rear rubber tire axle 4a is supported by the chassis 2a via a spring and a damper so that the distance between the rear rubber tire axle 4a and the chassis 2a varies according to the load applied to the rear rubber tire axle 4a. It has become.
The potentiometer 13 is provided between the rear rubber tire axle 4a and the chassis portion 2a, and the displacement of the potentiometer 13 can calculate the weight applied to the rear rubber tire axle 4a.

(Dual mode vehicle rear axle weight distribution control)
The wheel load control device 20 includes a CPU and a RAM that integrally control the entire device of the dual mode vehicle 1, a ROM that stores various control programs and control data, and the like. The wheel load control device 20 idles the rear rubber tire 4 based on the vehicle track running speed detected by the vehicle speed sensor 11 and the rotation speed of the rear rubber tire 4 during the track running detected by the tire rotation speed sensor 12. The state is determined, the wheel weight of the rear guide wheel 6 is controlled based on the determination result, and the wheel weight of the rear rubber tire 4 is changed.

  Specifically, the wheel load control device 20 determines the rear rubber tire 4 from the vehicle running speed detected by the vehicle speed sensor 11 and the rotation speed of the rear rubber tire 4 during track running detected by the tire rotation speed sensor 12. The slip ratio {(effective radius of the rear rubber tire 4 × rotational speed−effective radius of the rear guide wheel 6 × traveling speed) ÷ (effective radius of the rear rubber tire 4 × rotational speed)} is calculated. The slip ratio is a value that varies between 0 and 1. When 0, the rubber tire is in a pure rolling motion that does not slip at all, and when it is 1, the rubber tire is idle without moving forward. In general, as shown in FIG. 6, the maximum driving force is exhibited most stably at around 0.2.

  In the present embodiment, the wheel load is controlled by driving the hydraulic actuator 8 so that the slip ratio becomes 0.1 in consideration of the control delay and the hydraulic response delay. That is, when the slip ratio is less than 0.1, the hydraulic actuator 8 is driven to extend to relatively reduce the wheel load of the rear rubber tire 4, and when the slip ratio exceeds 0.1, the hydraulic actuator 8 is By driving in contraction and relatively increasing the wheel weight of the rear rubber tire 4, the optimum driving force of the rear rubber tire 4 and the wheel weight necessary for the rear guide wheel 6 are obtained, so that running stability is maintained. Control weight distribution.

Further, upper and lower limits are set for the above weight distribution. When the vehicle is empty, 31 to 60% of the rear load of the dual mode vehicle 1 and the rear guide wheel 6 are set in the rear rubber tire 4 when the vehicle is empty. The weight distribution is made within the range of 69 to 40%. When the vehicle is full, the weight distribution is made within the range of 51 to 60% for the rear rubber tire 4 and 49 to 40% for the rear guide wheel 6. Further, the lower limit of the weight distribution of the rear rubber tire 4 is 31% when the vehicle is empty and 51% when the vehicle is full, but an intermediate value can be continuously taken according to the passenger's boarding situation. That is, if the passenger is half full, the lower limit of the weight distribution of the rear rubber tire 4 is 41%. The upper limit of the weight distribution of the rear guide wheel 6 is due to the allowable load of the support structure of the rear guide wheel 6, and the lower limit of the weight distribution of the rear guide wheel 6 is fixed at 40%. This is because if the weight distribution of the rear guide wheel 6 is less than 40% in relation to the flange angle, the running stability may be impaired.
At this time, the weight of the rear rubber tire 4 is calculated from the potentiometer provided between the rear rubber tire axle 4a and the chassis portion 2a, and the weight of the rear guide wheel 6 is calculated from the pressure value of the hydraulic pressure measured by the pressure gauge 9. The riding situation is also estimated from the rear load, which is the total of these.
It should be noted that the rear rubber tire 4 is controlled to a constant value of 60% when the vehicle is empty and the axial weight of the rear guide wheel 6 is fixed to 40% so that the driving force can be maximized at the time of braking up to 10 km / h.

(General methods for measuring the vehicle weight loss rate)
Here, a method for measuring the wheel load loss ratio of a general railway vehicle will be described.

When measuring the wheel load loss ratio of a general railway vehicle, it is necessary to measure the wheel load at a stationary time in advance at a maintenance site or the like. Typically, using the average wheel load that by adding the wheel load of each wheel of the left and right resulting from the sticking was strain gauge into a hole drilled in the wheel divided by two as a still wheel load P _0. At this time, a strain gauge is attached to the rail or a part of the rail is replaced with a load cell, etc., and the weight applied to the rail is obtained from the value recorded when the railway vehicle passes gently on the rail and compared with the above wheel load. Then, it may be confirmed whether the wheel load is normally measured.
Actually, the axle load applied to a specific wheel axle has some fluctuation at each moment during the test run due to acceleration / deceleration of the vehicle, etc., but the influence is negligible, so it was obtained as described above. no problem even using the average wheel load or the like as stationary wheel load P _0.

In the actual running test, the instantaneous value of the wheel load P applied to each of the left and right wheels is read using a chart printed with an output waveform from a strain gauge attached to a hole formed in the wheel.
At this time, the measured wheel load is recorded on a data recorder in a running car and printed on a chart recorder or a pen recorder. Since the printed waveform is a sinusoidal waveform as described above (see, for example, FIG. 9), only the wheel load at the moment when the waveform takes the maximum value or the minimum value can be measured correctly.

From the wheel weight P thus determined and the stationary wheel weight P ₀ , the wheel weight loss ratio {(P ₀ −P) ÷ P ₀ } of both the left and right wheels can be measured (calculated).

(Dual mode vehicle wheel weight loss ratio measurement method, etc.)
However, as described above, in the dual mode vehicle 1 in which both the rear rubber tire 4 and the rear guide wheel 6 are in contact with the track and the weight distribution is controlled to vary depending on the situation at the time of traveling, the stationary wheel is previously set. Even if the wheel load at a stationary time with a heavy load or a constant weight distribution is measured, the value cannot be adopted, and therefore the wheel load drop rate cannot be measured by the conventional method. Therefore, a method for measuring the wheel load drop rate without using the stationary wheel load will be described below.

First, before actually measuring the wheel load loss ratio, the shaft load of the rear guide wheel 6 and the hydraulic pressure of the hydraulic actuator 8 must be measured in advance to clarify the relationship between them.
The dual mode vehicle 1 is placed on a rail R such as a maintenance shop, and the rear guide wheel 6 is in contact with the rail R. At this time, a strain gauge, a load cell, or the like is provided at each of the portions of each rail where the rear guide wheels 6 are in contact so that the weight actually received by the rail R from the rear guide wheels 6 can be measured.
From this state, hydraulic pressure is applied to the hydraulic actuator 8 and the rear guide wheel 6 is gradually pushed, and the pressure applied to the hydraulic actuator 8 at that time is summed from the pressure gauge 9 to the left and right wheel loads applied to each rail R. The value (= shaft weight) is measured and recorded from a strain gauge or load cell. The measurement result is expressed as shown in FIG. 7, and a relational expression (for example, axial weight of the rear guide wheel 6 = pressure of the pressure gauge 9 × 21.383 + 361.4 is obtained by using a least square method or the like for these values. ).
Since this relational expression does not change once it is obtained, it is easy to calculate using this relational expression when calculating the axial weight of the rear guide wheel 6 thereafter.
The relationship between the axle load and the hydraulic pressure is stored as a table in which the axle load and the hydraulic pressure correspond to each other regardless of the relational expression as described above, and the axis of the rear guide wheel 6 can be obtained by referring to the table. The weight may be calculated.

  Now that the above relational expression has been obtained in advance, the wheel load drop rate measuring method will be described with reference to FIG. When actually measuring the wheel load loss rate during the running test, it is only necessary to execute the following steps (S1 to S3) for each travel point at which the wheel load loss rate needs to be obtained.

The pressure applied to the hydraulic actuator 8 is measured using the pressure gauge 9. The axial weight P _{0 V} of the rear guide wheel 6 is calculated from the measured hydraulic pressure value using the above-described relational expression (axial weight calculating step: S1). The pressure may be measured only at the passing timing of the travel point where it is necessary to determine the wheel load loss rate, or it may be continuously measured during travel and the change over time may be recorded. Similarly, with respect to the axle load P _{0 V} , it is possible to calculate only the passing timing of the travel point where it is necessary to obtain the wheel load loss rate, or to calculate from the pressure continuously measured during travel, Changes over time may be recorded.

Independent of the axle load calculation step S1, the wheels that are added to the left and right wheels using a chart that prints output waveforms from the strain gauges attached to the holes 6h provided on the left and right sides of the rear guide wheel 6, respectively. Read the instantaneous value of heavy P. Although the printed chart is as shown in FIG. 9, it is also possible to print the axial weight P _0V of the rear guide wheel 6 calculated in the axial weight calculating step S1 at the same time.
At this time, the measured wheel load is printed on a chart recorder or pen recorder while being recorded in a data recorder in a running car. Since the printed waveform is a sinusoidal waveform as described above, only the wheel load at the moment when the waveform takes the maximum value or the minimum value can be measured correctly (the wheel load calculation step: S2).

From the axle load P _0V obtained in the axle load calculation step S1 and the wheel load P obtained in the wheel load calculation step S2 at the same time or at the same point, {(P _0V / 2) −P} / (P _0V / 2) is calculated to calculate the wheel load drop rate (wheel load drop rate calculation step: S3).

  By performing the above steps S1 to S3, the wheel load loss ratio can be easily measured. The axle load calculation step S1 and the wheel load calculation step S2 may be executed prior to the wheel load drop rate calculation step S3, and either S1 or S2 may be executed first. Moreover, you may perform simultaneously, if possible.

(Effects of wheel load loss ratio measurement method)
As described above, the wheel load drop rate measuring method according to the present embodiment is provided with the pressure gauge 9 in the hydraulic actuator 8 and is applied to the rear guide wheel 6 from the known relationship between the shaft load and the oil pressure. By calculating the axle load, calculating the wheel load of each wheel during traveling with a strain gauge provided on the rear guide wheel 6, and calculating the wheel load loss ratio from the calculated axle load and wheel load, the tire and the guide wheel Even in the dual mode vehicle 1 that is in contact with the track on both sides and whose weight distribution fluctuates during traveling, the wheel load loss ratio can be measured.

[Second Embodiment]
A wheel load loss ratio measuring apparatus 100 according to a second embodiment of the present invention will be described with reference to FIG.
The wheel load loss ratio measuring apparatus 100 according to the present embodiment is applied to a dual mode vehicle 1A in which the configuration of the dual mode vehicle 1 to which the wheel load loss ratio measuring method according to the first embodiment is applied is partially changed. . For this reason, the changed configuration will be mainly described, and the substantially same and overlapping configurations as those of the first embodiment are denoted by the same reference numerals as those of the first embodiment, and the description thereof is omitted. I will do it.

(Dual mode vehicle configuration etc.)
In addition to the dual mode vehicle 1 described in the first embodiment, the dual mode vehicle 1A according to the present embodiment includes a wheel load loss ratio measuring device 100. Since other configurations are substantially the same as those in the first embodiment, the description thereof is omitted.

  As shown in FIG. 10, the wheel load drop rate measuring apparatus 100 includes a shaft load calculation unit 101, a wheel load calculation unit 102, and a wheel load drop rate calculation unit 103.

The axle load calculation means 101 receives a hydraulic pressure detection signal from the pressure gauge 9 via an A / D converter (not shown), and records a pressure value of the hydraulic pressure that changes with time at a predetermined sampling interval as needed. have. Also, the axle load calculating means 101 can store the relational expression between the axle weight and the hydraulic pressure in the memory by input, and calculate the axle load P _0V of the rear guide wheel 6 calculated based on the relational expression. It is connected so that it can transmit to the weight loss ratio calculation means 103.
First, the axle load calculating means 101 takes the information from the pressure gauge 9 into the memory and obtains the pressure applied to the hydraulic actuator 8. Based on the pressure, using the relational expression between the axial weight of the rear guide wheel 6 and the hydraulic pressure of the hydraulic actuator 8 obtained in the first embodiment, the axial weight P _0V applied to the rear guide wheel 6 is calculated. Is transmitted to the wheel weight loss rate calculating means 103.

The wheel load calculation means 102 individually receives the wheel load waveform information from the strain gauges for the left and right rear guide wheels 6 via an A / D converter (not shown), and detects a strain detection value that changes over time. And a memory (not shown) for recording right and left separately at any sampling interval. Further, the wheel load calculating means 102 sequentially obtains the maximum value of the continuous waveform, and stores in the memory a relational expression for calculating the change of the wheel load at a predetermined time interval from the maximum value. The wheel weights P of the left and right wheels of the rear guide wheel 6 are connected so that they can be transmitted to the wheel weight loss rate calculating means 103 and operate independently of the axle weight calculating means 101.
The wheel load calculating means 102 receives the wheel load waveform information from the strain gauge, always keeps the maximum value of each peak of the waveform in the memory, obtains the wheel load P changing from them, and changes the wheel load as needed. It transmits to the omission ratio calculation means 103.

The wheel weight loss rate calculating means 103 calculates {(P _0V / 2) −P} / (P from the wheel weight P _0V received from the wheel weight calculating means 101 and the wheel weight P received from the wheel weight calculating means 102. By calculating _0V / 2), the wheel load loss ratio is calculated and output.
The axle load P _0V received from the axle load calculating means 101 and the wheel load P received from the wheel weight calculating means 102 must be at the same point. If the transmission of the wheel load is delayed, the wheel load drop rate calculating means 103 must store the wheel load P _0V and the wheel load P, and calculate the wheel load drop rate from the wheel load P _0V and the wheel load P at the same point. is there.

(Effects of wheel load drop rate measuring device)
As described above, the wheel load drop rate measuring apparatus 100 according to the present embodiment is provided with the pressure gauge 9 in the hydraulic actuator 8, and the rear guide wheel 6 is connected to the known relationship between the shaft load and the oil pressure. The tire weight and the guide are calculated by calculating the axle weight, calculating the wheel weight of each wheel at the time of traveling with a strain gauge provided on the rear guide wheel 6, and calculating the wheel weight loss ratio from the calculated axle weight and wheel weight. Even in the dual mode vehicle 1 in which the wheel is in contact with the track and the weight distribution fluctuates during traveling, the wheel load loss ratio can be measured.

  Further, the wheel load drop rate measuring apparatus 100 according to the present embodiment can automatically calculate the wheel load drop rate based on the information from the pressure gauge 9 and the information from the strain gauge without any manual intervention. .

(Other)
In addition, in wheel load loss ratio measuring apparatus 100 according to the present embodiment described above, display means for displaying wheel load P, axle load P _0V , and wheel load drop ratio may be provided on the driver's seat or the like. At that time, the display means may display a graph with the horizontal axis as the elapsed time, the travel distance, or the travel point.

Further, in the wheel weight loss rate measuring apparatus 100 according to the present embodiment described above, the wheel weight loss rate changing with time is sequentially calculated, but an input means for inputting an arbitrary timing or traveling point is provided. The wheel weight loss rate calculating means 103 may be configured to calculate the wheel weight loss rate at the timing or the travel point. In that case, the axle load calculating unit 101 and the wheel load calculating unit 102 record the axle load P _0V and the wheel load P in the memory in association with the detection timing (elapsed time) or the running point, respectively, and at any timing or running point. Is input by the input means, the axle load P _{0 V} and the wheel load P at the arbitrary timing or travel point are specified, respectively, and output to the wheel load drop rate calculation means 103.
Further, the input means may display a pointer on the display screen of the wheel load P or the shaft load P _0V displayed in a graph, and may input an arbitrary timing or an arbitrary travel point by operating the pointer.

  In addition, since the wheel weight loss ratio can be calculated in real time by the wheel weight loss ratio measuring apparatus 100 according to the present embodiment described above, it is sent to the wheel weight control device 20 and the wheel of the rear guide wheel 6 is transmitted. It is also possible to control the wheel load so that the weight loss rate does not exceed 80%. However, when the above wheel load is controlled by a commercial train, the wheel load is set by the strain gauge provided on the rear guide wheel 6 due to the strength and durability of the slip ring and the like required for wiring and wiring of the strain gauge. It is not practical to measure Therefore, it is necessary to measure the wheel load by another method such as measuring the displacement amount of the rubber spring separately provided for the purpose of absorbing the impact in the support structure of the rear guide wheel 6 with a potentiometer.

BRIEF DESCRIPTION OF THE DRAWINGS (a) Side view showing the main component of the dual mode vehicle which concerns on embodiment in this invention, (b) Top view. It is explanatory drawing which shows the flow of the signal regarding the wheel load control apparatus of the dual mode vehicle which concerns on embodiment in this invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1A is a side view (cross section) and FIG. 2B is a front view illustrating main components related to a rear guide wheel and a hydraulic actuator of a dual mode vehicle according to an embodiment of the present invention. It is explanatory drawing regarding the hydraulic device of the dual mode vehicle which concerns on embodiment in this invention. It is the (a) side view of the back guide wheel (wheel) of the dual mode vehicle concerning the embodiment in the present invention, (b) sectional view, and (c) the circuit composition figure of the strain gauge. It is a graph showing the general relationship between a slip ratio and a driving force coefficient (friction coefficient). It is a graph showing the relationship between the axial weight of a back guide wheel and the oil_pressure | hydraulic of a hydraulic actuator in the dual mode vehicle which concerns on embodiment in this invention. It is a flowchart showing the flow of the wheel load loss ratio measuring method applied to the dual mode vehicle which concerns on embodiment in this invention. 5 is a graph of wheel load and axle load printed when the wheel load drop rate measuring method is applied to a dual mode vehicle according to an embodiment of the present invention. 1 is a block diagram showing a wheel load drop rate measuring device for a dual mode vehicle according to an embodiment of the present invention and a signal flow related thereto.

Explanation of symbols

1,1A dual mode vehicle (vehicle)
2 Car body 2a Chassis part 3, 4 Rubber tire (road driving tire)
3a, 4a Rubber tire axles 5, 6 Guide wheels (track running wheels)
5a, 6a Axle for guide wheel 5b, 6b Arm 5f, 6f Flange 6h Hole 7, 8 Hydraulic actuator 9 Pressure gauge 11 Vehicle speed sensor 12 Tire rotation speed sensor 13 Potentiometer 20 Wheel load control device 100 Wheel weight drop rate measuring device 101 Axis Weight calculation means 102 Wheel weight calculation means 103 Wheel weight loss ratio calculation means R Rail w, x, y, z Strain gauge

Claims (2)

A pair of track traveling wheels supported by an axle and a pair of road traveling tires supported by an axle are provided in front or rear of the vehicle body, and the track traveling wheels and the road traveling tires are provided during track traveling. Both of which are in contact with the track, and the vehicle that performs control to vary the weight ratio of the track traveling wheel and the road traveling tire by a hydraulic actuator that raises and lowers the track traveling axle. A method for measuring the weight loss rate of the wheel load applied to the vehicle wheel,
The pressure of the hydraulic pressure measured using the pressure gauge from the relationship between the axle weight and the hydraulic pressure, which is a total of the left and right wheel loads applied to the wheel for traveling on a track, provided with a pressure gauge in the hydraulic actuator A shaft weight calculation step of calculating a shaft weight P _0V applied to the track traveling wheel according to a value;
A wheel load calculating step of providing a strain gauge on at least one of the left side or the right side of the track running wheel, and calculating the wheel load P of the track running wheel based on a value obtained from the strain gauge;
From the axle load P _0V obtained by the axle load calculating step and the wheel load P obtained by the wheel load calculating step at the same time or at the same point, {(P _0V / 2) −P} / A wheel weight loss ratio calculating step of calculating a wheel weight loss ratio by calculating (P _0V / 2);
A wheel weight loss rate measuring method comprising: A pair of track traveling wheels supported by an axle and a pair of road traveling tires supported by an axle are provided in front or rear of the vehicle body, and the track traveling wheels and the road traveling tires are provided during track traveling. Both of which are in contact with the track, and the vehicle that performs control to vary the weight ratio of the track traveling wheel and the road traveling tire by a hydraulic actuator that raises and lowers the track traveling axle. A wheel weight loss rate measuring device for measuring a wheel weight loss rate of a wheel load applied to a vehicle wheel,
A pressure gauge provided in the hydraulic actuator;
A strain gauge provided for measuring the wheel load applied to at least one of the left side or the right side of the track running wheel;
From the relationship between the axle load and the hydraulic pressure, which is the sum of the left and right wheel loads on the track running wheel, which is known, the track running wheel is applied according to the pressure value of the hydraulic pressure measured using the pressure gauge. Axle load calculating means for calculating the axle load P _0V ;
A wheel load calculating means for calculating a wheel load P of the track traveling wheel based on a value obtained from the strain gauge;
From the axle weight P _0V obtained by the axle weight calculating means and the wheel weight P obtained by the wheel weight calculating means at the same time or at the same point, {(P _0V / 2) −P} / A wheel load drop rate calculating means for calculating a wheel load drop rate by calculating (P _0V / 2);
A wheel weight loss ratio measuring apparatus comprising:

Images