JP2010282069A - Method for evaluating riding quality of railroad vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method for evaluating riding quality, in which the tiredness or sense of discomfort of passengers when held within a crowded train in time series, and based on the result, the vibration intensity of a railroad vehicle, the congestion rate of passengers in the railroad vehicle, and the boarding time of passengers are taken into consideration. <P>SOLUTION: In the method for evaluating the riding quality of a railroad vehicle, the vibration intensity of the railroad vehicle, the congestion rate of passengers in the railroad vehicle and the boarding time of passengers are measured to calculate a riding quality evaluation value R. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a method for evaluating the riding comfort of a railway vehicle.

  In urban areas in Japan, the congestion rate of passengers in railway vehicles during commuting hours is still high. Although Japan's population will decline in the future, it is expected that this will continue in the future as population concentration in urban areas is expected to continue. Although it is qualitatively mentioned that being pushed into a crowded train contributes to the commuting burden of passengers (see Non-Patent Document 1 below), passengers in passenger cars and passengers in railway vehicles There are very few examples of systematic surveys of the congestion rate, so a quantitative understanding is not sufficient. In addition, although the example which investigated the congestion rate systematically about the influence of the brake in riding comfort is seen (refer the following nonpatent literature 2), the influence of boarding time is not examined at all.

Supervised by the Railway Bureau of the Ministry of Land, Infrastructure, Transport and Tourism, "Railway 2008 in Numbers", Japan Transport Policy Research Organization, 2008 Komi Omino, Hiroaki Shirato, Hiroharu Endo, “Exploring the relationship between congestion and ride comfort”, RRR, June 2008 issue, pp. 26-29, 2008 Railway Technical Research Institute, “Conventional Railway Driving Speed Improvement Test Manual / Commentary”, May 1993 Hiroaki Shirato, Chizuru Nakagawa, Hiroaki Suzuki, “Development and application of in-vehicle comfort simulator”, Railway Research Institute report, Vol. 18, no. 2, pp. 5-8, 2004

  In view of the above situation, the present invention examines fatigue and discomfort when passengers are restrained in a crowded train in a time series, and based on the results, vibration strength of railway vehicles, passengers in railway vehicles It is an object of the present invention to provide a method for evaluating the riding comfort of a railway vehicle in consideration of the congestion rate of passengers and the ride time of passengers.

In order to achieve the above object, the present invention provides
[1] In the method for evaluating the riding comfort of a railway vehicle, the ride strength evaluation value R is calculated by measuring the vibration intensity of the railway vehicle, the congestion rate of passengers in the railway vehicle, and the boarding time of passengers. .

  [2] In the riding comfort evaluation method according to [1] above, the riding comfort evaluation value R is R = a × Ln (t) + b [Ln: natural logarithm, a, b: model coefficient, t: Time (minutes)].

  [3] In the riding comfort evaluation method for a railway vehicle according to [2], the riding comfort evaluation value R is a first level at which there is no problem in riding comfort, a second level at which riding comfort is concerned, and a riding comfort. Is classified into a third level which is unpleasant but acceptable, and a fourth level where the riding comfort is unacceptable.

  ADVANTAGE OF THE INVENTION According to this invention, it contributes to realization of the comfortable boarding environment of a railway vehicle by measuring the vibration intensity of a railway vehicle, the congestion rate of the passenger in a railway vehicle, and a passenger's boarding time, and performing riding comfort evaluation. it can.

It is a figure which shows the isosensory curve of the old JNR which concerns on this invention. It is a figure which shows the riding comfort evaluation experiment scenery by the vehicle interior comfort simulator which concerns on this invention. It is a figure which shows the time-dependent change of the ride comfort evaluation of the passenger by the test subject in the ride comfort evaluation experiment according to the present invention.

  The method for evaluating the riding comfort of a railway vehicle according to the present invention measures the vibration strength of the railway vehicle, the congestion rate of passengers in the railway vehicle, and the boarding time of passengers, and calculates a riding comfort evaluation value R. .

  Hereinafter, embodiments of the present invention will be described in detail.

  First, the riding comfort level of a railway vehicle will be described based on Non-Patent Document 3.

In general, the magnitude of vibration acceleration of the vehicle body increases as the speed increases, but the human sense of vibration differs depending not only on the magnitude of vibration acceleration but also on the frequency of the vibration. Therefore, to measure the vehicle body vibration acceleration in the vertical and horizontal-longitudinal direction, through a correction circuit which matches the equal sensation curve showing the output in Figure 1, further obtains the effective value of corrected vibration acceleration, the reference rate of 10 ^{- A} ride log level L _T (dB) is displayed as a natural logarithm as ⁵ m / s ² , and the ride comfort level L _T is used to evaluate whether the ride quality is good or not. Vehicle vibration characteristics—Measurement method (according to JIS E4023; 1990) ”.

  The standard is to obtain the ride comfort level calculated by the above procedure within about 3 ± 2 minutes, and the ride comfort is evaluated according to the categories in Table 1 below. In high-speed passenger trains, it is desirable that the ride comfort level is not more than the numerical value in the range of vibration category (2) in Table 1.

In the present invention, fatigue and discomfort when passengers are restrained in a crowded train are examined in time series according to the above-mentioned vibration categories, and based on the results, the congestion rate of passengers in passenger cars and passenger boarding We propose a method for calculating the ride comfort value considering time.

  First, an experiment was conducted to reproduce the interior of a crowded vehicle using an in-vehicle comfort simulator (see Non-Patent Document 4 above) and evaluate the ride comfort.

  FIG. 2 is a diagram showing a ride comfort evaluation experiment using the in-vehicle comfort simulator according to the present invention.

  As shown in FIG. 2, a partition (congested space) having a width of 1.5 m, a depth of 1.2 m and a height of 1.8 m is provided in the passenger compartment of the in-vehicle comfort simulator, and the subject is packed therein to reproduce the congestion. . When the number of subjects to be packed is 9 as shown in FIG. 2 (a), the congestion rate is 150%, and when 12 people are used as shown in FIG. 2 (b), the congestion rate is 200%, as shown in FIG. 2 (c). In addition, 12 subjects were packed into a narrow congested space filled with polystyrene foam (width 0.3 m × depth 1.2 m × height 1.8 m) into the vehicle, thereby reproducing a congestion rate of 250%.

  The subjects were 113 adult males, the average age of the subjects was 39.0 ± standard deviation 10.8 years old, the average height was 170.9 ± standard deviation 6.0 cm, and the weight was average 70.5 ± standard deviation 10. 0 kg, BMI (Body Mass Index; weight index) averaged 24.2 ± standard deviation 3.7.

Under the congestion situation of the railway vehicle reproduced in this way, the vibration when the train is traveling in a straight section is simulated, and the ride level L _T of the left and right vibration (Non-Patent Document 3) is determined. It was set in two stages of vibration classification (refer to Table 1). Here, the riding comfort level when the vehicle vibration is moderate is L _T = 88 dB (vibration classification (3)), and the riding comfort level when the vehicle vibration is strong is L _T = 98 dB (vibration classification (5)). As an experiment. The ride level of vertical vibration was unified to 88 dB.

  All the subjects were standing and standing in a direction perpendicular to the traveling direction of the train. In this case, the left-right vibration of the train acts on the human body in the front-rear direction. In order to consider under the most unfavorable conditions, there was no support such as a suspension handrail.

  The experiment was conducted under the above conditions, and the ride comfort was evaluated by the subjects. Riding comfort evaluation (intensity of vibration, contact with surrounding people, strength of pressure, riding comfort, fatigue, subjective symptoms, etc.) is performed in a form that is recorded on a questionnaire form, after the subject gets on the train It was performed at the timing after 1, 10, 20, 30, 40, 50, 60 minutes. However, since it is physically impossible to fill out the questionnaire form under crowded conditions, it was allowed to temporarily leave the crowded space.

FIG. 3 is a diagram showing a change over time in ride comfort evaluation by a subject in a ride comfort evaluation experiment according to the present invention. FIG. 3A shows a case where the vehicle vibration is moderate [ride comfort level L _T = 88 dB [vibration classification (3)], FIG. 3 (b) shows a case where the vibration of the vehicle is strong [riding comfort level L _T = 98 dB [vibration classification (5)].

  As shown in FIG. 3A, when the vibration of the vehicle is gentle, the ride quality evaluation by the subject deteriorates in a saturation curve with time, and the deterioration in the first 20 minutes is particularly remarkable. On the other hand, as shown in FIG. 3 (b), when the vibration of the vehicle was strong, the riding comfort evaluation was bad from the initial stage of the ride, which was worse than the case where the subject got on for 60 minutes under mild vibration conditions. Instead, the extent of passenger comfort in the railway vehicle increases and the degree of deterioration in ride quality with the passage of passenger ride time remains small. This is thought to be due to the fact that the uncomfortable ride is close to saturation from the early stage of the ride.

  From the above results, based on the approximate curve shown in FIG. 3, it is considered that the ride comfort evaluation value with respect to running vibration under the congestion condition of the subject can be obtained by the following equation.

R = a × Ln (t) + b
However, R: Riding comfort evaluation value, Ln: Natural logarithm, a, b: Model coefficient, t is time (minutes).

  Table 2 shows the model coefficients a and b.

For example, the riding comfort evaluation value R when the passenger gets on a train with a congestion rate of 200% and a riding comfort level L _T = 88 dB for 15 minutes is:
R = 0.18 × Ln (15) +1.48
= 0.18 x 2.71 + 1.48
= 1.97
Is calculated.

At this time, the ride comfort level L _T = 88 dB corresponds to the vibration category (3), and therefore the ride comfort evaluation is roughly equivalent to “worried” in light of FIG.

  In addition, this invention is not limited to the said Example, Based on the meaning of this invention, a various deformation | transformation is possible and these are not excluded from the scope of the present invention.

  The riding comfort evaluation method of the present invention can be used as a tool for accurately evaluating the riding comfort of passengers and contributing to comfortable riding environment management of railway vehicles.

Claims (3)

  In a method for evaluating a ride quality of a railway vehicle, a ride quality evaluation value R is calculated by measuring a vibration intensity of the railway vehicle, a congestion rate of passengers in the railway vehicle, and a passenger ride time, and calculating a ride comfort evaluation value R. Riding comfort evaluation method.   2. The riding comfort evaluation method for a railway vehicle according to claim 1, wherein the riding comfort evaluation value R is R = a * Ln (t) + b [Ln: natural logarithm, a, b: model coefficient, t: time (minutes). ] A ride comfort evaluation method for a railway vehicle, characterized by:   3. The riding comfort evaluation method for a railway vehicle according to claim 2, wherein the riding comfort evaluation value R is a first level at which there is no problem in riding comfort, a second level at which riding comfort is a concern, and an uncomfortable riding comfort but acceptable. A method for evaluating the ride quality of a railway vehicle, characterized in that the ride level is classified into a third level where the ride quality is acceptable and a fourth level where the ride quality is unacceptable.