JP2012019570A - Rolling-stock traveling safety system - Google Patents

Abstract

There is provided a railway vehicle safety traveling system capable of ensuring appropriate traveling safety.
An initial average wheel load that is an average of wheel loads applied to the left and right wheels when the speed of the railway vehicle becomes an initial value from a stopped state is calculated (S115), and the speed of the railway vehicle is equal to or higher than the initial value. The running wheel weight difference applied to the left and right wheels during running is calculated (S125), and the estimated wheel weight difference that will be applied to the left and right wheels at the running position of the railway vehicle based on the speed of the railway vehicle and the state of the track. (S145), and a value obtained by subtracting the initial average wheel weight calculated in S115 and the estimated wheel weight difference calculated in S145 from the running wheel weight difference calculated in S125 is calculated as a disturbance value applied to the railway vehicle (S150). Then, a risk factor that is a ratio of the running wheel weight difference calculated in S125 to the initial average wheel load calculated in S115 is calculated (S155), and the risk factor becomes equal to or greater than the predetermined risk factor. The case, reducing the speed of the rail vehicle.
[Selection] Figure 3

Description

  The present invention relates to a railway vehicle traveling safety system for ensuring rollover safety against disturbances such as crosswinds in a railway vehicle.

  Conventionally, wind regulation using a ground anemometer has been performed in order to prevent rolling over of a railway vehicle. In other words, the wind speed measured by the ground anemometer installed along the railway is applied to the general formula for calculating the rollover limit wind speed (Kunieda's formula), and the rollover limit wind speed is calculated. It is carried out.

  Taking an example of the overturning of the inner rail due to the crosswind, there are three forces that have a great influence on the overturning of a railway vehicle: (1) wind pressure, (2) excess centrifugal force, and (3) left-right vibration inertia force. Yes, it is considered in the safety design to satisfy the current regulated wind speed.

  In addition, the internal pressure of the air spring of the bogie of the railway vehicle is measured in real time, and based on the measured value, the average value of the wheel load unevenness of each wheel axle and the maximum value of the variation width of the wheel load unevenness are obtained. There is a technique for grasping the risk of derailment of a railway vehicle in real time from the obtained average value of the wheel load uneven distribution degree and the maximum value of the variation width (see, for example, Patent Document 1).

JP 2002-122468 A

  However, among the parameters in the above-mentioned Kunieda equation, in particular, wind pressure (air resistance) is affected by the shape of the vehicle body and how the wind strikes (angle), and various studies including wind tunnel experiments using a scale model are conducted. However, there is a limit to reflect vehicle conditions (shape, speed, knitting configuration, etc.) and ground conditions (banking, elevated, bridge, etc.).

  The anemometer that is the basis of the regulation is based on the anemometer installed on the ground, but since the anemometer is scattered along the railway line, the entire line along the railway is covered by the scattered data, and it is a limit to use as a parameter. There is.

  Therefore, in reality, assuming that the regulation by wind is too late, it becomes a regulation with a higher safety factor, and safety may be prioritized more than necessary, and in that case, it may become a wasteful regulation as a result. There was a possible problem.

  Also, the risk factor of derailment of the railway vehicle varies depending on the initial state of the wheel load applied to the axle depending on the number of passengers and the cargo load when the railway vehicle leaves the station. In other words, the railcar is stable if the load when the train departs the station is large, and unstable if the load is small. Therefore, the initial state of wheel load affects the risk factor.

  However, in the method of grasping the risk factor of derailment from the average value of the wheel load unevenness and the maximum value of the variation width in the above-mentioned cart, the risk factor is calculated based on the data obtained from the air pressure of the cart while the railway vehicle is running. However, since the risk factor was not calculated in consideration of the initial state of wheel load, it was not possible to grasp an appropriate risk factor.

  Moreover, although the technique of the said patent document 1 can ensure the driving | running | working safety of only the own vehicle, the danger of derailment is transmitted to another vehicle or a command center, and the railway vehicle operation system including the other vehicle Overall driving safety could not be ensured.

  The present invention has been made in view of these problems, and an object of the present invention is to provide a railway vehicle traveling safety system that can ensure appropriate traveling safety.

  In this column, in order to facilitate understanding of the invention, the reference numerals used in the “Mode for Carrying Out the Invention” column are attached as necessary, which means that the scope of claims is limited by this reference numeral. is not.

  In order to solve the problem described in the above-mentioned “Problem to be Solved by the Invention”, the invention described in claim 1 includes a speed detection means (10), a load detection means (20, 21), a control means (80 ) And a notification means (60).

  The speed detecting means (10) detects the traveling speed of the railway vehicle (3), and the load detecting means (20, 21) is applied to the left and right wheels with respect to the traveling direction of the carriage (3b) of the railway vehicle (3). Detect wheel load.

The control means (80) calculates the risk factor by the initial wheel weight calculation step (S115), the running wheel weight difference calculation step (S125), and the risk factor calculation step (S155).
In the initial wheel load calculation step (S115), the load detection means (20, 21) detects when the speed of the railway vehicle (3) detected by the speed detection means (10) becomes a predetermined value from the stop state. An initial average wheel load that is an average wheel load applied to the left and right wheels is calculated.

  In the running wheel weight difference calculating step (S125), the left and right detected by the load detecting means (20, 21) while the speed of the railway vehicle (3) detected by the speed detecting means (10) is traveling at a predetermined value or more. The running wheel weight difference applied to the wheel is calculated.

  In the risk factor calculation step (S155), a risk factor that is a ratio of the traveling wheel weight difference calculated in the traveling wheel weight difference calculation step (S125) to the initial average wheel weight calculated in the initial wheel weight calculation step (S115) is calculated. .

Further, the notification means (60) notifies the crew member of the railway vehicle (3) of the risk factor calculated by the risk factor calculation means (80, S155).
In such a railway vehicle travel safety system (1), an initial average wheel load, which is an average of the wheel loads when the speed of the railway vehicle (3) becomes a predetermined value from the stop state, is calculated. Here, if the predetermined value is a value immediately after the railway vehicle (3) departs, for example, 5 [km / h], the initial average wheel load at the departure is calculated. That is, the load capacity of passengers and cargo can be calculated for each station.

  Therefore, the risk factor for the initial average wheel weight during traveling calculated by the traveling wheel weight difference calculating means (80, S125) is notified to the crew in real time according to the loading amount of the railway vehicle.

For example, even when the wind speed is the same, when the initial average wheel load at departure from a certain station is large, the notified risk factor is smaller than when the initial average wheel load at departure is small.
Therefore, since the crew member should just drive a rail vehicle (3) according to the danger rate alert | reported in real time, it can ensure driving | running | working safety efficiently. That is, the railway vehicle safety traveling system that can ensure appropriate traveling safety can be (1).

  Further, the traveling wheel weight difference calculated during the traveling of the railway vehicle (3) includes the gradient of the railway (2), the state of the railway (2) such as the radius of curvature of the railway (2) and the cant, and the railway vehicle (3). And the speed of the crosswind applied to the railway vehicle (3).

  Therefore, as described in claim 2, the vehicle is provided with a position detection means (30) and a track state acquisition means (40), and the control means (80) includes an initial wheel weight calculation step (S115) and an estimated wheel weight difference calculation step. (S145) The disturbance value may be displayed in the disturbance calculation step (S150) and the disturbance value display step (S165).

  The position detection means (30) detects the travel position of the railway vehicle (3), and the track state acquisition means (40) detects the travel position of the railway vehicle (3) detected by the position detection means (30) (2 ) Status.

In the initial wheel load calculation step (S115), the load detection means (20, 21) detects when the speed of the railway vehicle (3) detected by the speed detection means (10) becomes a predetermined value from the stop state. Calculate the initial wheel load difference, which is the wheel load difference applied to the left and right wheels,
In the estimated wheel load difference calculating step (S145), the railway vehicle is based on the speed of the railway vehicle (3) detected by the speed detecting means (10) and the state of the track (2) acquired by the track state acquiring means (40). The estimated wheel load difference that will be applied to the left and right wheels at the travel position of (3) is calculated.

  In the disturbance calculating step (S150), the initial average wheel weight and estimated wheel weight difference calculating step (S145) calculated in the initial wheel weight calculating step (S115) from the driving wheel weight difference calculated in the traveling wheel weight difference calculating step (S125). The value obtained by subtracting the estimated wheel load difference calculated in step) is calculated as the value of the disturbance applied to the railway vehicle (3).

In the disturbance value display step (S165), the disturbance value calculated in the disturbance calculation step (S150) is displayed on the display means (60).
In this case, the state of the track (2) is detected by, for example, an ATC device using a speed generator attached to the wheel shaft of the carriage (3a) of the railway vehicle (3) or a position detection means (30) such as GPS. If the traveling position of the railway vehicle (3) is known, it can be acquired from the track state acquisition means (40) such as a database storing the state of the track (2), for example. Further, the speed of the railway vehicle (3) can be detected by the speed detecting means (10).

  Therefore, the wheel load difference that varies depending on the state and speed of the track (2) can be estimated in real time by the estimated wheel load difference calculating step (S145) (estimated wheel load difference). Then, when the initial average wheel weight difference and the estimated wheel weight difference are subtracted from the traveling wheel weight difference calculated in the traveling wheel weight difference calculating step (S125), a disturbance value applied to the railway vehicle (3) such as a cross wind is obtained.

  Therefore, if the calculated disturbance value is displayed, the crew can know how much disturbance such as crosswind is applied to the railway vehicle (3). Therefore, since the railway vehicle (3) can be traveled based on the displayed disturbance value, travel safety can be ensured.

  In addition, as described in claim 3, at least one of the risk factor calculated in the risk factor calculation step (S155) in the control means (80) or the disturbance value calculated in the disturbance calculation step (S150) is applied to the railway. It is good to provide the transmission means (70) which transmits to the exterior of a vehicle (4).

  This is because the disturbance value calculated in the disturbance calculation step (S150) is a disturbance value applied to the railway vehicle (3) in real time. Therefore, when the value is transmitted to the outside of the railway vehicle (3) by the transmission means (70), for example, at the command station (5) and the subsequent railway vehicle (3), the traveling position of the preceding railway vehicle (4). It is possible to know the value of disturbance such as crosswind in real time.

  Therefore, if a necessary travel command such as deceleration or stop is given from the command station (5) to each rail vehicle traveling on the route (6) using the value of the disturbance, the subsequent train Since the vehicle (4) can take safety measures such as decelerating or stopping according to the travel command, travel safety can be ensured.

  In addition, if the subsequent vehicle (3) directly receives the disturbance, the subsequent rail vehicle (3) can take safety measures such as decelerating and stopping, thus ensuring driving safety. be able to.

  Further, the calculated disturbance value is a disturbance value applied to a certain railway vehicle (4) (for example, the preceding railway vehicle (4)) in real time. Therefore, as described in claim 4, the receiving means (50) for receiving the risk factor or disturbance value of the other railway vehicle (4) transmitted by the transmitting means (70) of the other railway vehicle (4). In the control means (80), when the predicted risk rate calculated by the predicted wheel weight difference calculating step (S210) and the predicted risk rate calculating step (S215) is equal to or higher than a predetermined risk rate, the railway vehicle The speed of (3) may be reduced.

  In the predicted wheel weight difference calculating step (S210), the traveling wheel weight difference calculated in the traveling wheel weight difference calculating step (S125) when the receiving means (50) receives the disturbance value of the other railway vehicle (4). From the initial average wheel weight calculated in the initial wheel weight calculation step (S115) and the estimated difference of the estimated wheel weight calculated in the estimated wheel weight difference calculation step (S145), the other means received by the receiving means (50). The estimated wheel load difference is calculated by adding the disturbance value of the vehicle (4).

  In the predicted risk factor calculating step (S215), a risk factor that is a ratio of the predicted traveling wheel weight difference calculated in the predicted traveling wheel weight difference calculating step (S210) to the initial average wheel weight calculated in the initial wheel weight calculating step (S115). Is calculated.

  In this way, the disturbance value calculated in a certain railway vehicle (4) (for example, the preceding railway vehicle (4)) is received by the other railway vehicle (3) (for example, the subsequent railway vehicle (3)), and Using the disturbance value, it is possible to predict the wheel load difference when the subsequent rail vehicle (3) reaches the travel position of the preceding rail vehicle (4) (predicted wheel weight difference).

  That is, when the receiving means (50) receives the disturbance value of the other railway vehicle (4), the initial wheel weight calculating step (S115) is calculated from the traveling wheel weight difference calculated in the traveling wheel weight difference calculating step (S125). The value of the disturbance of the other railway vehicle (4) received by the receiving means (50) to the value obtained by subtracting the estimated wheel weight difference calculated in the initial average wheel weight and estimated wheel weight difference calculating step (S145) Addition is performed to calculate a predicted wheel load difference.

  Then, the ratio of the predicted wheel load difference with respect to the initial average wheel load is calculated as a predicted risk rate, and when the calculated risk rate is equal to or greater than a predetermined risk rate, the control means (80) Since the speed is reduced, traveling safety can be ensured in advance.

1 is a block diagram showing a schematic configuration of a railway vehicle travel safety system 1. FIG. 1 is a diagram illustrating a schematic configuration of a railway vehicle 3. FIG. It is a flowchart which shows the flow of the calculation control process in 1st Embodiment. It is a flowchart which shows the flow of the calculation control process in 2nd Embodiment. It is a figure which shows the mode of operation | movement of the rail vehicle travel safety system 1 in 2nd Embodiment.

Embodiments to which the present invention is applied will be described below with reference to the drawings. The embodiment of the present invention is not limited to the following embodiment, and can take various forms as long as they belong to the technical scope of the present invention.
[First Embodiment]
(Configuration of railway vehicle travel safety system 1)
A configuration of the railway vehicle travel safety system 1 will be described with reference to FIGS. 1 and 2. FIG. 1 is a block diagram showing a schematic configuration of a railway vehicle travel safety system 1 to which the present invention is applied, and FIG. 2 is a diagram showing a schematic configuration of a rail vehicle 3.

  As shown in FIG. 1, the railway vehicle travel safety system 1 includes a speed sensor 10, load sensors 20 and 21, a position detector 30, a track database 40, a receiver 50, a notification device 60, a transmitter 70, and a control device 80. I have.

  The speed sensor 10 is a sensor that detects the traveling speed of the railway vehicle 3, and corresponds to the rotational speed of the wheel shaft 3 e per unit time from a speed generator attached to the wheel shaft 3 e portion of the carriage 3 b of the railway vehicle 3 ( For example, the traveling speed is detected by detecting a proportional voltage.

Usually, the traveling speed detected by the speed sensor 10 is displayed on a speed display unit (not shown) attached to the cab.
The load sensors 20 and 21 are sensors that detect wheel loads (P _L , P _R ) applied to the left and right wheels with respect to the traveling direction of the carriage 3b of the railway vehicle 3. As shown in FIG. It is installed on the carriage 3b and is installed so as to detect the internal pressures of the air springs 3c, 3d that support the vehicle body 3a placed on the carriage 3b.

  Since two air springs 3c and 3d supporting the vehicle body 3a are installed in the width direction of the vehicle body 3a, the load sensor 20 and the load sensor 21 are also installed in the width direction of the vehicle body 3a. The load sensor attached to the air spring 3c on the right side of the vehicle body 3a (right side in FIG. 2) is the load sensor 20 toward the traveling direction of the railway vehicle 3, and the air spring on the left side of the vehicle body 3a (left side in FIG. 2). The load sensor attached to 3d is the load sensor 21.

  The position detector 30 is a device that detects the traveling position of the railway vehicle 3, and takes in speed information output from a speed generator attached to the wheel shaft 3e of the carriage 3b into an ATC (abbreviation of Auto Train Controller) device, In the ATC device, the travel position is calculated based on the speed information.

  Here, when the state of the track 2 is, for example, when it is raining, the wheel may slip or slide, and the travel position calculation in the ATC device may be inaccurate. Therefore, in the ATC device, accurate travel position calculation is performed by performing position correction based on information from the ground device installed on the ground at predetermined intervals.

  The track database 40 is a database in which track data for acquiring the status of the track 2 at the travel position of the railcar 3 detected by the position detector 30 is stored. The track database 40 is a control transmission system connected to the ATC device described above. It is housed inside the device (control transmission central device).

  Here, the control transmission system is a system for transmitting a command (power running command, brake command, etc.) output from the driver's cab in the first vehicle (the first vehicle) or the last vehicle of the train to each vehicle. Usually, it is comprised from the control transmission center apparatus installed in the 1st car or the last vehicle, the control transmission terminal apparatus installed in each car, and the bus line which connects them (not shown).

In the line data, as the data indicating the state of the line 2, the gradient of the line 2, the radius of curvature, and the inclination (cant) in the left-right direction of the line 2 are stored.
The receiver 50 is a device that receives the risk factor or disturbance value of the other railway vehicle 4 transmitted by the transmitter 70 of the other railway vehicle 4, and includes an antenna and a receiving unit (not shown).

  The notification device 60 is a device that notifies the crew member of the railway vehicle 3 of the risk factor calculated in the risk factor calculation process in the control device 80, and displays the disturbance value calculated in the disturbance calculation process. And an acoustic unit.

  The display unit is a liquid crystal panel, an organic EL panel, a CRT, and the like. The risk factor calculated in the risk factor calculation process, the disturbance value calculated in the disturbance calculation process, and the other rail vehicles 4 received by the receiver 50 are displayed. The risk factor and disturbance value are displayed as numbers.

  In addition, the sound unit indicates that when the risk factor calculated in the risk factor calculation process is equal to or higher than a predetermined value, the risk factor or the risk factor is higher than a specified value due to sound such as a beep or voice. Notify crew members such as drivers and conductors.

  The transmitter 70 is a device that transmits at least one of the risk factor calculated in the risk factor calculation process or the disturbance value calculated in the disturbance calculation process to the outside of the railway vehicle 3, and is integrated with the receiver 50. The antenna of the receiver 50 is shared.

  The control device 80 includes a CPU, a ROM, a RAM, and an I / O (not shown), and performs processing (calculation control processing) described in (a) to (f) below by a program stored in the ROM.

Wheel load applied to the left and right wheels detected by the load sensor 20, 21 when the speed of the rail vehicle 3 detected by (a) speed sensor 10 is changed from the stop state to a predetermined value (initial value) (P _L, P _The initial average wheel weight (P _st ) and the initial wheel weight difference (ΔP _st ), which are the average of _R ), are calculated (initial average wheel weight calculation processing).

(A) The traveling wheel weight difference (ΔP _real ) applied to the left and right wheels detected by the load sensors 20 and 21 while the speed of the railway vehicle 3 detected by the speed sensor 10 is traveling at a predetermined value (initial value) or more. Calculate (traveling wheel weight difference calculation processing).

(C) Based on the speed of the railway vehicle 3 detected by the speed sensor 10 and the state of the track 2 acquired from the track database 40, the estimated wheel load difference (ΔP) that will be applied to the left and right wheels at the travel position of the railway vehicle 3 _est ) is calculated (estimated wheel load difference calculation processing).

(D) From the running wheel weight difference (ΔP _real ) calculated in the running wheel weight difference calculating process, the initial wheel weight difference (ΔP _st ) calculated in the initial average wheel weight calculating process and the estimation calculated in the estimated wheel weight difference calculating process A value obtained by subtracting the wheel load difference (ΔP _est ) is calculated as a disturbance value applied to the railway vehicle 3 (disturbance calculation process).

(E) A risk factor that is a ratio of the traveling wheel weight difference (ΔP _real ) calculated in the traveling wheel weight difference calculating process to the initial average wheel weight (P _st ) calculated in the initial average wheel weight calculating process is calculated (danger Rate calculation process).

(F) When the risk factor calculated in the risk factor calculation process is equal to or higher than a predetermined risk factor, the speed of the railway vehicle 3 is reduced (control process).
(Description of calculation control processing)
Next, a calculation control process executed by the control device 80 will be described with reference to FIG. FIG. 3 is a flowchart showing a flow of calculation control processing in the first embodiment. The calculation control process is stored as a program in a ROM (not shown) of the control device 80, and is read and executed by a CPU (not shown).

In the calculation control process, as shown in FIG. 3, the traveling speed of the railway vehicle 3 is acquired from the speed sensor 10 in S100.
In continuing S105, it is determined whether the traveling speed of the rail vehicle 3 acquired in S100 is more than a predetermined value. The predetermined value in S105 is an initial value for indicating a state in which the speed of the railway vehicle 3 starts running from a stop state at a station or the like, and is a value immediately after the railway vehicle 3 departs, for example, 5 [km / h. ].

  When it is determined that the traveling speed is equal to or higher than the initial value (S105: Yes), the process proceeds to S110, and when it is determined that the traveling speed is less than the initial value (S105: No), the process is returned to S100. The vehicle is in a standby state until the traveling speed is equal to or higher than the initial value, that is, until the railcar 3 enters the departure state.

In S110, loads applied to the left and right wheels of the railway vehicle 3 from the load sensors 20 and 21 (hereinafter also referred to as wheel loads (P _L , P _R )) are acquired.
In subsequent S115, the average wheel load and the wheel load difference are calculated from the left and right wheel loads (P _L , P _R ) acquired in S110. The average wheel weight here is the average value of the left wheel weight (P _L ) and the right wheel weight (P _R ), and this value is the average wheel weight immediately after the departure of the railway vehicle 3, and therefore the initial average wheel weight. Called (P _st ). Further, since the wheel weight difference is a wheel weight difference immediately after departure, it is called an initial wheel weight difference (ΔP _st ).

In the subsequent S120, the left and right wheel loads (P _L , P _R ) are acquired from the load sensors 20, 21, and in the subsequent S125, the difference between the left and right wheel loads acquired in S120 is calculated. This wheel weight difference is called a traveling wheel weight difference (ΔP _real ) because it is a wheel weight difference during travel of the railway vehicle 3.

  In subsequent S130, the travel position of the railway vehicle 3 is acquired from the position detector 30, and in subsequent S135, the state of the track 2 at the travel position of the railcar 3 acquired in S130 is acquired from the track database 40. As the state of the track 2, the gradient at the traveling position, the radius of curvature, and the inclination (cant) of the track 2 in the left-right direction with respect to the traveling direction are acquired.

In subsequent S <b> 140, the traveling speed of the railway vehicle is acquired from the speed sensor 10.
Subsequently, in S145, the wheel load difference at the travel position of the railway vehicle 3 is calculated. Since this wheel weight difference is a wheel weight difference estimated from the state of the track 2, it is called an estimated wheel weight difference (ΔP _est ).

The estimated wheel load difference (ΔP _est ) is the slope of the track 2 acquired in S135, the radius of curvature and the tilt of the track 2 in the horizontal direction (kant), the travel speed acquired in S140, and the initial average wheel calculated in S115. It is calculated based on the weight (P _st ) and the initial wheel weight difference (ΔP _st ).

That is, if the initial average wheel load (P _st ), the traveling speed at a certain point, the gradient, the radius of curvature, and the inclination (cant) in the horizontal direction of the track 2 are known, as shown in FIG. From the balance between the weight of the vehicle body 3a and the lateral force such as centrifugal force, the wheel weights of the left and right wheels can be calculated.

In subsequent S150, the disturbance (T) is calculated. The disturbance (T) is calculated by subtracting the traveling wheel weight difference (ΔP _real ) calculated in S125 from the estimated wheel weight difference (ΔP _est ) calculated in S145 (T = ΔP _est −ΔP _real ).

That is, as shown in FIG. 2, since a load including disturbance (T) is applied to the left and right wheels at a certain point, the running wheel weight difference (ΔP _real ) calculated in S125 is T). On the other hand, the estimated wheel load difference (ΔP _est ) calculated in S145 is a value that does not include disturbance (T).

Therefore, the disturbance (T) can be obtained by subtracting the estimated wheel weight difference (ΔP _est ) from the traveling wheel weight difference (ΔP _real ). As shown in FIG. 2, this disturbance (T) is considered to be wind pressure applied from the side surface mainly in the traveling direction of the railway vehicle 3.

In subsequent S155, the risk factor (D) is calculated. The risk factor (D) is a value obtained by dividing the running wheel weight difference (ΔP _real ) calculated in S125 by the initial average wheel weight (P _st ) calculated in S115 (D = ΔP _real / P _st / 2). is there.

  In subsequent S160, it is determined whether or not the risk factor (D) calculated in S155 is equal to or greater than a specified value. Here, if the risk factor (D) is 1, there is a risk of derailment, so a value obtained by multiplying the safety factor (for example, 0.8) becomes the specified value.

  When it is determined that the risk factor (D) is greater than or equal to the specified value (S160: Yes), the process proceeds to S165, and when it is determined that the risk factor (D) is less than the specified value (S160: No), the process returns to S120. It is.

  In S165, the notification device 60 notifies that the risk rate is equal to or higher than a specified value. At this time, when notifying by voice, the value of the risk factor calculated in S155 may be notified by voice synthesized voice or the like.

In subsequent S170, the disturbance (T) calculated in S150 and the risk factor (D) calculated in S155 are transmitted via the transmitter 70.
In subsequent S175, a signal for decreasing the traveling speed is transmitted to the speed control device 90 (see FIG. 1) provided in the railway vehicle 3, and in subsequent S180, the traveling speed of the railway vehicle 3 is determined from the speed sensor 10. To be acquired.

  In subsequent S185, it is determined whether or not the traveling speed acquired in S180 is equal to or less than a predetermined value. If it is determined that the traveling speed is greater than the predetermined value (S185: No), the process proceeds to S120. On the other hand, when it is determined that the traveling speed is equal to or less than the specified value (S185: Yes), the process is returned to S100, and the calculation control process is repeated.

(Characteristics of the railway vehicle travel safety system 1)
In the railway vehicle traveling safety system 1 described above, the initial average wheel load, which is the average of the wheel loads (P _L , P _R ) when the speed of the railway vehicle 3 becomes an initial value from a stop state at a station or the like. (P _st ) and the initial wheel weight difference (ΔP _st ) are calculated. That is, the loading capacity of passengers and cargo can be calculated for each stop station.

Therefore, the risk factor for the initial average wheel weight (P _st ) during traveling calculated by the traveling wheel weight difference calculation process is notified to the crew in real time according to the loading amount of the railway vehicle.
For example, when the initial average wheel load (P _st ) at departure at a certain station is large, even if the cross wind applied to the railway vehicle 3 during traveling is not so strong, the danger rate to be notified becomes large, When the initial average wheel load (P _st ) is small, even if the cross wind becomes somewhat strong during traveling, the notified risk factor is small.

  Therefore, since the crew only has to run the railway vehicle 3 in accordance with the risk rate that is notified in real time, the traveling safety can be efficiently ensured. That is, the railway vehicle traveling safety system 1 can ensure appropriate traveling safety.

Moreover, the wheel load difference which changes with the state and speed of the track 2 can be estimated in real time by the estimated wheel load difference calculation process (estimated wheel load difference (ΔP _est )). Then, if the initial wheel weight difference (ΔP _st ) and the estimated wheel weight difference (ΔP _est ) are subtracted from the traveling wheel weight difference (ΔP _real ) calculated in the traveling wheel weight difference calculation process, a crosswind or the like is added to the rail vehicle 3. The value of disturbance.

  Therefore, if the calculated disturbance value is displayed, the crew can know how much disturbance such as crosswind is applied to the railway vehicle 3. Therefore, since the railway vehicle 3 can travel based on the displayed disturbance value, traveling safety can be ensured.

  Further, the disturbance value calculated in the disturbance calculation process is a disturbance value applied to the railway vehicle 4 in real time. Therefore, when the value is transmitted to the outside of the railway vehicle 4 by the transmitter 70, the command station 5 and the subsequent railway vehicle 3 know in real time the disturbance value such as a cross wind at the traveling position of the preceding railway vehicle 4. Can do.

Therefore, using the value of the disturbance, the command station 5 gives necessary travel commands such as deceleration and stop to each rail vehicle traveling on the route 6, and in the subsequent rail vehicle 3, Since it is possible to take safety measures such as decelerating and stopping, driving safety can be ensured.
[Second Embodiment]
Next, a second embodiment in which the contents of the calculation control process of the first embodiment are partly changed will be described with reference to FIG. FIG. 4 is a flowchart showing a flow of calculation control processing in the second embodiment.

  In the second embodiment, the same processing as the calculation control processing in the first embodiment is executed in S100 to S150. In subsequent S200, the disturbance calculated in S150 is transmitted to the outside via the transmitter 70.

In the subsequent S205, the disturbance value transmitted from the other rail vehicle 4 (the preceding rail vehicle 4) is acquired from the receiver 50, and in the subsequent S210, the predicted wheel load difference is calculated.
That is, the initial wheel weight difference (ΔP _st ) and S145 (estimated wheel weight) calculated in S115 (initial average wheel weight calculation process) from the running wheel weight difference (ΔP _real ) calculated in S125 (traveling wheel weight difference calculating process). The estimated wheel load difference is calculated by adding the disturbance value of the other rail vehicle 4 received by the receiver 50 to the value obtained by subtracting the estimated wheel load difference (ΔP _est ) calculated in the difference calculation process (prediction). Wheel weight difference calculation processing).

In the subsequent S215, a predicted risk rate ( _Dest ) is calculated based on the disturbance acquired in S210. That is, instead of the running wheel weight difference (ΔP _real ), the predicted risk factor (D _est ) with respect to the initial average wheel weight (P _st ) is calculated using the predicted wheel weight difference calculated in the predicted wheel weight difference calculation process of S210. Is calculated in the same manner as S155 (predicted risk factor calculation processing).

In subsequent S160 to S185, the same processing as in the first embodiment is executed except that the processing in S170 is deleted.
Next, the features of the railway vehicle travel safety system 1 when the calculation control process in the second embodiment is used will be described with reference to FIGS. 2 and 5. FIG. 5 is a diagram illustrating an operation state of the railway vehicle travel safety system 1 according to the second embodiment.

  In the railway vehicle traveling safety system 1 according to the second embodiment, when a disturbance is applied to the preceding railway vehicle 4 traveling on the route 6, the disturbance in the preceding railway vehicle 4 is calculated (see FIG. 2). Then, as shown in FIG. 5, the calculated disturbance is transmitted through the transmitter 70 to the following railway vehicle 3 traveling on the route 6 (route indicated by “A” in FIG. 5) and the command station 5 (in FIG. 5). (Route indicated by “B”).

In the subsequent railway vehicle 3, the disturbance transmitted from the preceding railway vehicle 4 is received by the receiver 50, the predicted wheel weight difference is calculated using the received disturbance, and the predicted risk factor (based on the calculated predicted wheel weight difference ( D _est ) is calculated.

  Thus, according to the calculation control processing in the second embodiment, the disturbance value calculated in a certain railway vehicle 4 (preceding railway vehicle 4) is received by another railway vehicle 3 (following railway vehicle 3), and the disturbance Can be used to predict the wheel load difference when the subsequent railway vehicle 3 reaches the travel position of the preceding railway vehicle 4 (predicted wheel load difference).

Then, the ratio of the predicted wheel load difference with respect to the initial average wheel load (P _st ) is calculated as the predicted risk rate (D _est ), and when the calculated risk rate becomes a predetermined risk rate or higher, the control device 80 Since the speed of the railway vehicle 3 is reduced, traveling safety can be ensured in advance.
[Other Embodiments]
As mentioned above, although embodiment of this invention was described, this invention is not limited to this embodiment, A various aspect can be taken.

  (1) In the above embodiment, a differential pressure sensor that detects the differential pressure between the two air springs 3c and 3d may be used to detect the wheel load. The wheel load may be detected from the displacement of the air springs 3c and 3d.

  (2) In the above embodiment, as the position detection 30, the travel position calculation is performed based on the speed information output from the speed generator attached to the wheel shaft 3e of the carriage 3b. The travel position can be detected.

  The GPS vehicle-mounted device includes an antenna (not shown) and a control unit. The antenna is attached to the upper surface of the vehicle body 3a of the railway vehicle 3, and the control unit is mounted on a cab inside the railway vehicle 3 or the like.

The GPS on-vehicle device receives radio waves transmitted from the four GPS satellites with an antenna, and the control unit detects the traveling position of the railway vehicle 3 from the difference in arrival times of the radio waves.
(3) Also, instead of storing the line data in the line database 40 inside the device of the control transmission system connected to the ATC device, the data transmitted from the command center is received by the receiver 50, and the HDD or It may be updated by being stored in a storage device such as a DVD.

  (4) In the second embodiment, the disturbance value is transmitted and received between the preceding railway vehicle 4 and the succeeding railway vehicle 3, but in addition to the preceding railway vehicle 4 and the succeeding railway vehicle 3, between the command station 5 Alternatively, transmission / reception may be performed via the command station 5 (route indicated by “C” in FIG. 5).

  DESCRIPTION OF SYMBOLS 1 ... Railway vehicle travel safety system, 2 ... Track, 3 ... Railway vehicle (following railway vehicle), 3a ... Body, 3b ... Bogie, 3c, 3d ... Air spring, 3e ... Wheel axle, 4 ... Railway vehicle (preceding railway vehicle) 5 ... Command station, 6 ... Route, 10 ... Speed sensor, 20, 21 ... Load sensor, 30 ... Position detector, 40 ... Line database, 50 ... Receiver, 60 ... Notification device, 70 ... Transmitter, 80 ... Control device, 90... Speed control device.

Claims (4)

Speed detecting means for detecting the traveling speed of the railway vehicle;
Load detecting means for detecting wheel load applied to the left and right wheels with respect to the traveling direction of the bogie of the railway vehicle;
Control means for calculating a risk factor of the railway vehicle based on the travel speed detected by the speed detection means and the wheel load applied to the left and right wheels detected by the load detection means;
Informing means for informing the crew member of the railway vehicle of the risk factor calculated by the control means;
With
The control means includes
An initial average wheel load that is an average wheel load applied to the left and right wheels detected by the load detection unit when the speed of the railway vehicle detected by the speed detection unit becomes a predetermined value from a stopped state is calculated. An initial wheel load calculation process;
A running wheel weight difference calculating step of calculating a running wheel weight difference applied to the left and right wheels detected by the load detecting means while the speed of the railway vehicle detected by the speed detecting means is running at a predetermined value or more;
A risk factor calculating step of calculating a risk factor that is a ratio of the traveling wheel weight difference calculated in the traveling wheel weight difference calculating step to the initial average wheel weight calculated in the initial wheel weight calculating step;
The railway vehicle traveling safety system is characterized in that the risk factor is calculated by: The railway vehicle travel safety system according to claim 1,
Position detecting means for detecting a traveling position of the railway vehicle;
Track state acquisition means for acquiring the state of the track at the travel position of the railway vehicle detected by the position detection means;
Display means;
With
The control means includes
In the initial wheel load calculating step, the difference in wheel load applied to the left and right wheels detected by the load detecting means when the speed of the railway vehicle detected by the speed detecting means has become a predetermined value from a stopped state. Calculate an initial wheel load difference,
Further, based on the speed of the railway vehicle detected by the speed detection means and the state of the railroad track acquired by the track status acquisition means, an estimated wheel load difference that will be applied to the left and right wheels at the travel position of the railcar An estimated wheel weight difference calculating step for calculating
A value obtained by subtracting the initial wheel weight difference calculated in the initial wheel weight calculation step and the estimated wheel weight difference calculated in the estimated wheel weight difference calculation step from the traveling wheel weight difference calculated in the traveling wheel weight difference calculation step A disturbance calculation step for calculating the value of the disturbance applied to the railway vehicle;
A disturbance value display step of displaying the disturbance value calculated in the disturbance calculation step on the display means;
A railway vehicle running safety system characterized by displaying a disturbance value. In the rail vehicle traveling safety system according to claim 1 or 2,
A transmission means is provided for transmitting at least one of the risk factor calculated in the risk factor calculation step or the disturbance value calculated in the disturbance calculation step in the control means to the outside of the railway vehicle. Railway vehicle running safety system. In the rail vehicle traveling safety system according to claim 3,
Receiving means for receiving a risk factor or disturbance value of another railway vehicle transmitted by the transmission means of the other railway vehicle;
The control means includes
When the receiving means receives a disturbance value of another railway vehicle, the initial average wheel weight calculated in the initial wheel weight calculation step and the estimation are calculated from the traveling wheel weight difference calculated in the traveling wheel weight difference calculation step. A predicted wheel weight difference calculating step of calculating a predicted wheel weight difference by adding the disturbance value of the other railway vehicle received by the receiving means to a value obtained by subtracting the estimated wheel weight difference calculated in the wheel weight difference calculating step; ,
A predicted risk factor calculating step of calculating a risk factor that is a ratio of the predicted traveling wheel weight difference calculated in the predicted traveling wheel weight difference calculating step to the initial average wheel weight calculated in the initial wheel weight calculating step;
A railway vehicle traveling safety system, wherein the speed of the railway vehicle is reduced when the predicted risk factor calculated in the predictive risk factor calculation step exceeds a predetermined risk factor.