Load movement estimation device and load movement estimation method

Abstract

To provide a load movement estimation device etc. that can appropriately estimate the movement of a load on a train while the train is running.SOLUTION: A load movement estimation device 100 for estimating a load movement between a first car and a second car which interconnectedly run on a railway track comprises: a first inner pressure detection unit 110 for detecting the inner pressure of an air spring as a first inner pressure, which supports the car body of the first car; a second inner pressure detection unit 110 for detecting the inner pressure of an air spring as a second inner pressure, which supports the car body of the second car; and a load movement estimation unit 140 for estimating a load movement according to the change of the difference between the first inner pressure and the second inner pressure.SELECTED DRAWING: Figure 20

Description

Technical Field

[0001] The present invention relates to a device for estimating the movement of the load carried on a railway vehicle and a method for estimating the movement of the load carried on a railway vehicle.

Background Art

[0002] In a railway vehicle, an air spring (pneumatic spring) is provided between a bogie frame to which axles having wheels are attached and a vehicle body. The air spring has a function of supporting the load of the vehicle body and passengers and the like accommodated in the vehicle body. It is known to calculate the number of passengers, the occupancy rate, and the passenger weight from the air pressure of such an air spring. For example, in Patent Document 1, in order to display the congestion situation of a train on the platform of the next station to alleviate the congestion, a load-responsive device for detecting the spring pressure of an air spring is provided in each vehicle of a railway vehicle of one formation, and the output information from the load-responsive device is displayed on a display board installed at the station. In Patent Document 2, in a control device that drives and controls an air compressor to control the pressure of an air reservoir according to the comparison result between the detected pressure value and the pressure regulating value of the air reservoir that stores the air supplied to the air spring and the air brake, when the number of passengers boarding the train is large, in order to prevent the emergency brake from operating due to an abnormal decrease in the air reservoir pressure, the number of people is accumulated at each destination at the station, and the number of passengers boarding the next train is predicted by aggregating the cumulative data of the destination in the arrival schedule station information transmitted from the next arriving train. In the train, the arrival schedule station information is transmitted to the next stop station, and the pressure regulating value is calculated according to the number of passengers boarding the train transmitted from the next stop station.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] For example, when abnormalities such as train fires, long-term power outages, or violent acts occur, it is effective for train crew members such as conductors, attendants, and dispatchers to quickly grasp the vehicle in which the abnormality has occurred within the train and the abnormal passenger movement within the train caused by the abnormal event in order to respond to these events early. On the other hand, it is conceivable to utilize cameras or the like installed in the train. However, there are problems such as being limited to the vehicles in which in-vehicle cameras are installed and the fact that methods and technologies for detecting the above events with high accuracy have not yet been established. Moreover, even if these are established, when the occupancy rate is high, it cannot be denied that dead spots of the camera may occur, and it is desirable from the viewpoint of safety to have a detection system of a different system from the camera. Also, it is well known that the air spring pressure changes depending on the number of passengers. However, since the air pressure changes greatly due to passenger movement and vibration during running, it is necessary to wait for the train to stop in order to detect accurately with the current technology. If passenger movement can be detected during train running, early response will be possible. In view of the above problems, an object of the present invention is to provide a load movement estimation device and a load movement estimation method that can appropriately estimate the movement of the load carried on a train during train running.

Means for Solving the Problems

[0005] In order to solve the above-described problems, a load movement estimation device according to an aspect of the present invention is a load movement estimation device that estimates the movement of the load between a first vehicle and a second vehicle that are traveling on a railway track and are connected to each other, and includes a first internal pressure detection unit that detects the internal pressure of an air spring that supports the vehicle body of the first vehicle as a first internal pressure, a second internal pressure detection unit that detects the internal pressure of an air spring that supports the vehicle body of the second vehicle as a second internal pressure, and a load movement estimation unit that estimates the load movement in accordance with a change in the difference between the first internal pressure and the second internal pressure. According to this, even while the train is running, it is possible to appropriately estimate the transfer of the load between vehicles according to the change in the difference between the first internal pressure and the second internal pressure.

[0006] In the present invention, a configuration may be provided that includes a moving personnel number conversion unit that converts the load transfer estimated by the load transfer estimation unit into the number of moving personnel between the first vehicle and the second vehicle. According to this, based on the first internal pressure and the second internal pressure, it is possible to estimate the number of moving personnel between the first vehicle and the second vehicle.

[0007] In the present invention, the first vehicle travels ahead of the second vehicle, and includes a delay correction unit that delays the first internal pressure by a predetermined delay time with respect to the second internal pressure. The load transfer estimation unit may be configured to estimate the load transfer according to the change in the difference between the first internal pressure after the delay by the delay correction unit and the second internal pressure. According to this, it is possible to suppress the influence of the time difference when the first vehicle and the second vehicle pass through the same point, and improve the estimation accuracy of the load transfer. In this case, the delay correction unit may be configured to extend the delay time according to the decrease in the running speed of the first vehicle and the second vehicle. According to this, the above-described effects can be appropriately obtained.

[0008] In the present invention, the load transfer estimation unit may be configured to include an orbit cant correction unit that corrects the influence of the cant of the railway track based on the mass ratio between the first vehicle and the second vehicle. According to this, it is possible to suppress the influence of the pressure change of the air spring due to the influence of the cant when the train passes through a curved section having a cant, and improve the estimation accuracy of the load transfer.

[0009] In the present invention, a configuration may be provided that includes a low-pass filter that reduces a predetermined harmonic component from the history of the first internal pressure and the history of the second internal pressure. According to this, it is possible to suppress the influence of pressure fluctuations that have no relation to the movement of the load carried in the train and improve the estimation accuracy of the movement of the load carried.

[0010] In order to solve the above-described problems, a load movement estimation method according to an aspect of the present invention is a load movement estimation method for estimating the movement of a load carried between a first vehicle and a second vehicle that are traveling on a railway track and are connected to each other, the method including detecting the internal pressure of an air spring that supports the vehicle body of the first vehicle as a first internal pressure, detecting the internal pressure of an air spring that supports the vehicle body of the second vehicle as a second internal pressure, and estimating the load movement according to a change in the difference between the first internal pressure and the second internal pressure. Also in the present invention, an effect similar to the effect of the invention related to the above-described load movement estimation device can be obtained.

Effect of the Invention

[0011] As described above, according to the present invention, it is possible to provide a load movement estimation device and a load movement estimation method that can appropriately estimate the movement of the load carried in the train while the train is running.

Brief Description of the Drawings

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Embodiments for Carrying Out the Invention

[0013] Hereinafter, embodiments of a loaded weight movement estimation device and a loaded weight movement estimation method to which the present invention is applied will be described. The loading load movement estimation device and the loading load movement estimation method according to the embodiment estimate the number of passengers moving between a leading vehicle and a following vehicle that are interconnected based on the change in the difference in the air pressure of the air springs of each vehicle. FIG. 1 is a diagram showing the configuration of a railway vehicle to which the loading load movement estimation device and the loading load movement estimation method according to the embodiment are applied. As shown in FIG. 1, the vehicle 1 includes a vehicle body 10, a first bogie 20, a second bogie 30, and the like. The vehicle body 10 is a part that houses passengers and the like, and has a structure formed substantially in a hexahedron shape by providing side frames, gable frames, roof frames, etc. on the upper part of a pedestal frame provided with a floor board on the upper part.

[0014] The first bogie 20 and the second bogie 30 are two-axle bogie trucks provided at intervals in the front and rear of the vehicle body 10. The first bogie 20 and the second bogie 30 are attached to the lower part of the vehicle body 10 via a pillow spring device and a traction device (not shown) so as to be rotatable about a vertical axis and relatively displaceable in the vertical direction with respect to the vehicle body 10. The first bogie 20 and the second bogie 30 are configured to include bogie frames 21, 31, axle wheels 22, 32, axle boxes 23, 33, axle box support devices 24, 34, pillow spring devices 25, 35, vertical movement dampers 26, 36, and the like.

[0015] The bogie frames 21, 31 are structural members that constitute the main body parts of the bogies 20, 30. The bogie frames 21, 31 have the axle wheels 22, 32 attached via the axle box support devices 24, 25 and the axle boxes 23, 33, and are attached to the lower part of the vehicle body 10 via the pillow spring devices 25, 35 and the like. The axle wheels 22, 23 are configured by incorporating left and right wheels that roll on the track at both ends of a cylindrical axle. A pair of axle wheels 22, 23 are provided at intervals in the front-rear direction of the bogie frames 21, 31. The axle boxes 23, 33 rotatably support the journal parts formed at both ends of the axle wheels 22, 32, and include bearings, lubrication devices, and the like.

[0016] The axle box support devices 24 and 34 support the axle boxes 23 and 33 relative to the bogie frames 21 and 31 so as to be displaceable relative to each other in the vertical direction and the steering direction. The axle box support devices 24 and 34 include axle springs and axle dampers which are primary spring systems, axle beams for supporting the axle boxes 23 and 33 in the front-rear and left-right directions while allowing vertical displacement of the axle boxes 23 and 33, and elastic body bushes for ensuring steering performance during curve passage by elastic deformation, etc.

[0017] The bolster spring devices 25 and 35 include bolster springs and the like which are secondary springs provided between the bogie frames 21 and 31 and the car body 10. The bolster springs are air springs that generate spring reaction forces corresponding to the relative displacement in the vertical direction between the car body 10 and the bogie frames 21 and 31. The air springs of the first bogie 20 and the second bogie 30 are provided, for example, in a pair spaced apart in the bolster direction.

[0018] Figure 2 is a diagram schematically showing the configuration of the load movement estimation device of the embodiment. The load movement estimation device 100 includes a pneumatic pressure measurement unit 110, a data processing unit 120, a data integration unit 130, a passenger movement estimation unit 140, etc. The pneumatic pressure measurement unit 110 measures the internal pressure of the air springs of the bolster spring devices 25 and 35 of each vehicle constituting the train. The pneumatic pressure measurement unit 110 functions as the first and second internal pressure detection units of the present invention. The data processing unit 120 performs, for example, low-pass filter processing and various correction processes described later on the internal pressure of the air springs measured by the pneumatic pressure measurement unit 110. The data integration unit 130 integrates the air spring internal pressure data processed by the data processing unit 120. The passenger movement estimation unit 140 estimates the passenger movement (load movement) between the vehicles constituting the formation based on the air spring internal pressure data integrated by the data integration unit 130. The passenger movement estimation unit 140 functions as the load movement estimation unit, the number of moving people conversion unit, the delay correction unit, and the track cant correction unit of the present invention.

[0019] The air pressure measurement unit 110, the data processing unit 120, the data integration unit 130, and the passenger movement estimation unit 140 can be configured to be provided on board the railway vehicle 1, for example, and can be used by, for example, a conductor, a driver, and the like. For example, the data integration unit 130 and the passenger movement estimation unit 140 can be configured to be provided in a device (terminal device) possessed by a corresponding person such as a conductor or a driver. Also, a part of the constituent devices of the load movement estimation device 100 may be provided outside the vehicle (typically on the ground). For example, the data integration unit 130 and the passenger movement estimation unit 140 can be configured to be provided in a device possessed by a command outside the vehicle, a station staff, or the like.

[0020] FIG. 3 is a diagram showing an example of a screen display generated based on the output of the passenger movement estimation unit. The screen display includes information regarding the number of passengers on each vehicle being formed and the number of crew movements between vehicles. Also, when a camera is provided in the vehicle interior, a part of the screen display may include an image of the vehicle interior captured by an arbitrary camera. Furthermore, the screen display has a seek bar that allows selection of an arbitrary timing in order to be able to display the crew movement state from an arbitrary past point in time to the present in a time series.

[0021] Hereinafter, test results obtained using an actual railway vehicle will be described. In the test described below, as the train, a combination of two vehicles, namely, a motor car (Mc car) and an attached car (Tc car), connected from the front side in the traveling direction was used. FIG. 4 is a diagram showing the arrangement of passengers in the train in the test. In the test, first, nine passengers P1 to P9 were placed in the Mc car, and a part or all of the passengers were moved to the Tc car at a predetermined timing. When moving nine passengers, all the passengers from P1 to P9 were moved to the Tc car. When moving four passengers, the passengers from P1 to P4 were moved to the Tc car, and the passengers from P5 to P9 remained in the Mc car. When moving, the passengers P1 and P2 were moved to the Tc car, while the passengers from P3 to P9 remained in the Mc car.

[0022] First, a stationary test was conducted with the train stopped. In the stationary test, 12 tests from test number C1 to C12 were conducted as follows.

Table 1

[0023] Figure 5 is a diagram showing the internal pressure change of the air spring of the Mc car in test number C1. As shown in Figure 5, since the raw data of the internal pressure of the air springs at positions Mc1 to Mc4 fluctuates relatively greatly, it is preferable to perform a moving average process (filter process). As shown in Figure 5, in the Mc car, it can be seen that the pressure of the air spring decreases as the number of passengers decreases.

[0024] Figure 6 is a diagram showing the change in the air pressure increase of the Tc car and the air pressure decrease of the Mc car from test number C1 to C4. Figure 7 is a diagram showing the change in the air pressure increase of the Tc car and the air pressure decrease of the Mc car from test number C5 to C8. Figure 8 is a diagram showing the change in the air pressure increase of the Tc car and the air pressure decrease of the Mc car from test number C9 to C12. Figure 9 is a diagram showing the maximum air pressure increase value of the Tc car from test number C1 to C12. Figure 10 is a diagram showing the maximum air pressure decrease value of the Mc car from test number C1 to C12. Even when the number of moving people changes, the tendency that the air pressure of the Mc car decreases and the air pressure of the Tc car increases does not change, but it can be seen that the amount of air pressure change varies according to the number of moving people.

[0025] Figure 11 is a diagram showing the correlation between the increase and decrease of air pressure and the change in the number of passengers. In Figure 11, data of movement patterns different from the above-mentioned passenger movement patterns are also included. When the increase and decrease of air pressure (kPa) is x and the change in the number of passengers is y, for example, by linear regression such as the least squares method, y = 2.1026x - 0.0521 (Equation 1) it can be expressed as follows. The coefficient of determination R 2 at this time was 0.9976.

[0026] Next, a test was conducted while the train was in motion. Figure 12 is a diagram showing the transition of the air spring internal pressure and the moving average of the Mc car and the Tc car when the train travels on a transition curve at 30 km / h. Figure 13 is a diagram showing the transition of the air spring internal pressure and the moving average of the Mc car and the Tc car when the train travels on a straight line at 30 km / h. As shown in Figures 12 and 13, the internal pressure of the air spring shows a maximum fluctuation (oscillation) of 15 kPa or 19 kPa even when there is no movement of the passengers. In order to eliminate this influence, it is desirable to perform a moving average process. In the examples shown in Figures 12 and 13, for example, a moving average process (low-pass filter process) for 10 seconds is being performed.

[0027] Figure 14 is a diagram showing the air pressure fluctuation according to the number of moving people, showing the state when the train travels on a transition curve at 30 km / h. Figure 15 is a diagram showing the air pressure fluctuation according to the number of moving people, showing the state when the train travels on a transition curve at 10 km / h. In Figures 14 and 15, the left figure shows the data of the Mc car and the right figure shows the data of the Tc car. In Figures 14 and 15, the data of 9, 4, 2, and 0 (no movement) of the number of moving passengers are shown. However, even when there is no movement of the passengers, the air pressure decreases in the Mc car when passing through the curve, and it can be seen that the amount of decrease is larger in the case of low speed.

[0028] Hereinafter, the results of estimating the number of moving people from the internal pressure (air pressure) of the air spring using Equation 1 will be described. FIG. 16 is a diagram showing an example of the calculation results of the increase and decrease in the number of passengers in the Mc car and the Tc car when 9 passengers move while the train is running on the transition curve at 10 km / h. FIG. 17 is a diagram showing an example of the calculation results of the increase and decrease in the number of passengers in the Mc car and the Tc car when 9 passengers move while the train is running on a straight line at 10 km / h. FIG. 18 is a diagram showing an example of the calculation results of the increase and decrease in the number of passengers in the Mc car and the Tc car when no passengers move while the train is running on the transition curve at 10 km / h. FIG. 19 is a diagram showing an example of the calculation results of the increase and decrease in the number of passengers in the Mc car and the Tc car when no passengers move while the train is running on a straight line at 10 km / h. In the examples shown in each figure, the number of moving passengers is calculated based on the change in the difference between the air pressure of the Mc car and the air pressure of the Tc car (which can be reinterpreted as the difference in the increase and decrease in the number of passengers). As shown in FIGS. 16 to 19, the calculation results of the number of moving passengers are all larger than the actual number of moving passengers. This indicates that the air pressure fluctuations caused by factors other than the movement of passengers are large, and corrections are required to suppress these effects in order to calculate the number of moving passengers more accurately.

[0029] In the load movement estimation device and the load movement estimation method of the present embodiment, two types of corrections, namely time correction and cant correction, which will be described below, are performed. The time correction is a correction (delay correction) based on the difference between the timing at which the leading vehicle (Mc car) passes through the same location on the track and the timing at which the following vehicle (Tc car) passes through. The time correction is performed, for example, by delaying the air pressure data of the leading vehicle by a predetermined time considering the running speed of the train and the distance between the leading vehicle and the following vehicle. This delay time is extended in accordance with the decrease in the running speed of the train.

[0030] The cant correction is a correction for suppressing the influence of the cant (track surface inclination) when the train passes through a curve (transition curve and circular curve). For example, in a two-car train, the vertical load acting sequentially on the four air springs of the No. 1 car (leading vehicle) is F 1Then, F 1 can be expressed by Equation 2 during driving. F 1 = F 10 + ΔF 1 (Equation 2) Here, F 10 is the vertical load when the vehicle is stationary on a horizontal track, and ΔF 1 is the variation during driving on a banked track. The No. 2 vehicle (the following vehicle) can also be expressed by Equation 3 in the same way. F 2 = F 20 + ΔF 2 (Equation 3) F 10 = M 1 g, and F 20 = M 2 g. Here, M 1 , M 2 are the vehicle body masses of the No. 1 vehicle and the No. 2 vehicle respectively, and g is the acceleration due to gravity.

[0031] ΔF during driving on a banked curve 1 and ΔF 2 can be expressed by Equations 4 and 5. ΔF 1 = (M 1 g·cosθ + M 1 ·a c ·sinθ) - M 1 g (Equation 4) ΔF 2 = (M 2 g·cosθ + M 2 ·a c ·sinθ) - M 2 g (Equation 5) Here, the inclination angle θ of the track can be expressed by Equation 6. θ = tan -1 (C / G) [rad] (Equation 6) C: Cant (height difference between inner and outer tracks), G: Gauge Also, the centripetal acceleration ac can be expressed by Equation 7. a c = V 2 / R [m / s 2 (Equation 7) V: Travel speed, R: Radius of curvature When traveling on the same curve at the same speed, θ and a c are common to both vehicles.

[0032] Combining Equations 4 and 5 with M 1 g, M 2 and g, they can be transformed into Equations 8 and 9. ΔF 1 = M 1 (g·cosθ + a c ·sinθ - g) (Equation 8) ΔF 2 = M 2 (g·cosθ + a c ·sinθ - g) (Equation 9) ΔF 1 and ΔF 2 The ratio of can be expressed by Equation 10. ΔF 1 / ΔF 2 = M 1 / M 2 (Equation 10) Therefore, it is possible to correct the variation by only considering the mass ratio of the two.

[0033] What can actually be observed is the pressure P of the air spring. Considering that F is proportional to P, the difference in the pressure change amounts of the two vehicles can be expressed by the following evaluation formula f (Equation 11). f = (P 1 - P 10 ) - (P 2 - P 20 ) × P 10 / P 20 [kPa] (Equation 11) Here, P 1 , P 2: Total air spring pressure value of each vehicle (sequentially observed value) P 10 ,P 20 : Total air spring pressure value when each vehicle is in a horizontal state Thus, it is possible to accurately estimate the number of moving people from the value of f.

[0034] The following explains the estimation results of the number of moving people when time correction and cant correction are performed. Figure 20 is a diagram showing the estimation results of the number of moving people when 9 people move while traveling on a transition curve at 10 km / h. Figure 21 is a diagram showing the estimation results of the number of moving people when 9 people move while traveling on a straight line at 10 km / h. Figure 22 is a diagram showing the estimation results of the number of moving people when no passengers move while traveling on a transition curve at 10 km / h. Figure 23 is a diagram showing the estimation results of the number of moving people when no passengers move while traveling on a straight line at 10 km / h. Figure 24 is a diagram showing the estimation results of the number of moving people when 9 people move while traveling on a transition curve at 30 km / h. Figure 25 is a diagram showing the estimation results of the number of moving people when 9 people move while traveling on a straight line at 30 km / h. Figure 26 is a diagram showing the estimation results of the number of moving people when no passengers move while traveling on a transition curve at 30 km / h. Figure 27 is a diagram showing the estimation results of the number of moving people when no passengers move while traveling on a straight line at 30 km / h. Figure 28 is a diagram showing the estimation results of the number of moving people when 4 people move while traveling on a transition curve at 10 km / h. Figure 29 is a diagram showing the estimation results of the number of moving people when 4 people move while traveling on a straight line at 10 km / h. Figure 30 is a diagram showing the estimation results of the number of moving people when 4 people move while traveling on a transition curve at 30 km / h. Figure 31 is a diagram showing the estimation results of the number of moving people when 4 people move while traveling on a straight line at 30 km / h.

[0035] In each figure, data without time correction and cant correction is indicated by a solid line, data with only time correction is indicated by a dashed line, and data with both time correction and cant correction is indicated by a dash-dotted line. As shown in each figure, by performing time correction and cant correction, the estimation accuracy of the number of moving passengers can be improved compared to the case where these corrections (compensations) are not performed.

[0036] Figure 32 is a flowchart showing the method for estimating the loaded weight movement of the embodiment. Hereinafter, the process will be described step by step. <Step S01: Obtain the pressure values of the four air springs> The air pressure measurement unit 110 of the loaded weight movement estimation device 100 obtains the pressure values of the air springs of the bolster spring devices 25 and 35 of a pair of directly connected railway vehicles. Thereafter, the process proceeds to Step S02.

[0037] <Step S02: Smooth each pressure value> The data processing unit 120 of the loaded weight movement estimation device 100 performs low-pass filter processing such as moving average processing on the pressure values obtained in Step S01 to smooth the history of the pressure values. Thereafter, the process proceeds to Step S03.

[0038] <Step S03: Time correction processing according to the running speed> The data processing unit 120 of the loaded weight movement estimation device 100 performs the above-described time correction processing according to the running speed of the train. Thereafter, the process proceeds to Step S04.

[0039] <Step S04: Pressure correction processing during curve running> When the train is running on a curve, the data processing unit 120 of the loaded weight movement estimation device 100 performs correction processing of the pressure value considering the above-described cant correction. Thereafter, the process proceeds to Step S05.

[0040] <Step S05: Calculate the number of passengers moving between vehicles> In steps S03 and S04, the pressure values subjected to correction processing are integrated into the data integration unit 130. Based on the pressure values integrated in the data integration unit 130, the passenger movement estimation unit 140 calculates the number of passengers moving between the leading vehicle and the following vehicle. For example, using the change amount of the difference value between the pressure values of the leading vehicle (e.g., Mc vehicle) and the following vehicle (e.g., Tc vehicle), the number of passengers moving can be calculated by a previously prepared mathematical formula. Thereafter, the process proceeds to step S06.

[0041] <Step S06: Passenger Movement Number Judgment> The passenger movement estimation unit 140 compares the number of passengers moving obtained in step S05 with a preset predetermined threshold value. If the number of passengers moving is equal to or greater than the threshold value, the process proceeds to step S07; otherwise, the series of processes ends (returns).

[0042] <Step S07: Alert Notification> The passenger movement estimation unit 140 issues an alert (warning) to an external information output device on the assumption that abnormal passenger movement has been estimated. Thereafter, the series of processes ends.

[0043] According to the embodiment described above, the following effects can be obtained. (1) By estimating the movement of the load carried between the leading vehicle and the following vehicle according to the change in the internal pressure of the air springs of the leading vehicle and the following vehicle, it is possible to appropriately estimate the movement of the load carried between the vehicles even while the train is running. (2) By converting the movement of the load carried between the vehicles into the number of moving persons, it is possible to estimate the number of moving persons between the leading vehicle and the following vehicle. This enables the estimation of abnormal passenger movements even in vehicles without in-vehicle cameras, etc., leading to the prevention of the spread of damage. It can also be used as a trigger for real-time monitoring of in-train video and audio, or to confirm whether passengers are evacuating in the correct direction during a train fire. Furthermore, by recording these passenger movements in chronological order, it can be utilized as a reference material when considering countermeasures from the hardware and software aspects of the vehicle after an incident occurs. (3) By performing time correction to delay the air pressure of the air springs of the leading vehicle by a predetermined delay time, the influence of the time difference when the leading vehicle and the following vehicle pass the same point can be suppressed, and the estimation accuracy of the load movement can be improved. (4) By extending the delay time of the time correction in response to the decrease in the running speed of the train, the above-described effects can be appropriately obtained. (5) By performing cant correction, the influence of the pressure change of the air spring due to the influence of the cant when the train passes through a curved section with a cant can be suppressed, and the estimation accuracy of the load movement can be improved. (6) By providing a low-pass filter that reduces a predetermined harmonic component from the air pressure history, the influence of pressure fluctuations not related to the load movement in the train can be suppressed, and the estimation accuracy of the load movement can be improved.

[0044] (Other Embodiments) Note that the present invention is not limited to only the above-described embodiments, and various applications and modifications are conceivable. (1) The specific configurations of the load movement estimation device and the load movement estimation method are not limited to the above-described embodiments and can be appropriately changed. Also, the configurations of the railway vehicles and trains to which the present invention is applied are not particularly limited. (2) In the embodiment, as an example, a two-car train was described, but the present invention is not limited to this and can also be applied to trains with three or more cars. In this case, the same processing as in the embodiment can be performed for each pair of directly connected two cars. (3) In the embodiment, the transfer of the load carried between vehicles is grasped as the movement of the passengers. However, the present invention is not limited to this, and it can also be applied to estimating the transfer of loads other than passengers.

Explanation of Signs

[0045] 1 Vehicle 10 Car body 20 First bogie 21 Bogie frame 22 Axle 23 Axle box 24 Axle box support device 25 Pillow spring device 30 Second bogie 31 Bogie frame 32 Axle 33 Axle box 34 Axle box support device 35 Pillow spring device 100 Load transfer estimation device 110 Pneumatic pressure measurement unit 120 Data processing unit 130 Data integration unit 140 Passenger movement estimation unit

Claims

1. A load movement estimation device for estimating load movement between a first vehicle and a second vehicle that run on a railroad track and are coupled to each other, comprising: a first internal pressure detection unit that detects an internal pressure of an air spring that supports a body of the first vehicle as a first internal pressure; a second internal pressure detection unit that detects an internal pressure of an air spring that supports a body of the second vehicle as a second internal pressure; a load movement estimating unit that estimates the load movement according to a change in a difference between the first internal pressure and the second internal pressure; A load movement estimating device comprising:

2. a moving passenger number conversion unit that converts the moving load estimated by the moving load estimating unit into the number of moving passengers between the first vehicle and the second vehicle; The load movement estimating device according to claim 1 .

3. The first vehicle travels ahead of the second vehicle, a delay correction unit that delays the first internal pressure by a predetermined delay time with respect to the second internal pressure, The load movement estimating unit estimates the load movement according to a change in a difference between the first internal pressure and the second internal pressure after a delay by the delay correcting unit.

3. The load movement estimating device according to claim 1 or 2, characterized in that:

4. The delay correction unit extends the delay time in response to a decrease in the traveling speed of the first vehicle and the second vehicle. The load movement estimating device according to claim 3 .

5. The load movement estimating unit includes a track cant correcting unit that corrects an effect of a cant of the railway track based on a mass ratio between the first vehicle and the second vehicle.

3. The load movement estimating device according to claim 1 or 2, characterized in that:

6. a low-pass filter that reduces predetermined harmonic components from the history of the first internal pressure and the history of the second internal pressure; 3. The load movement estimating device according to claim 1 or 2, characterized in that:

7. 1. A method for estimating a load movement between a first vehicle and a second vehicle traveling on a railroad track and coupled to each other, comprising: Detecting an internal pressure of an air spring supporting a body of the first vehicle as a first internal pressure; detecting an internal pressure of an air spring supporting a body of the second vehicle as a second internal pressure; estimating the load movement according to a change in a difference between the first internal pressure and the second internal pressure; A method for estimating load movement, comprising:

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