JP2013086722A - Device and method for calculating wind velocity of vehicle rollover limit - Google Patents

Abstract

PROBLEM TO BE SOLVED: To efficiently calculate a rollover limit wind velocity, and thereby more realistically regulate operations.SOLUTION: A rollover limit wind velocity calculation device 1 includes: a calculation object line section setting unit 2 for setting a calculation object line section; a small section setting unit 3 for setting small sections in which the calculation object line section is sectioned into a plurality of sections; a kilometer distance setting unit 4 for setting the representative point of the small section as a kilometer distance; a track specification acquisition unit 5 for acquiring the track specification of a line in the set kilometer distance; a structure specification acquisition unit 6 for acquiring the structure specification of the line in the set kilometer distance; a traveling vehicle setting unit 7 for setting a vehicle to travel through the small section; a vehicle specification acquisition unit 8 for acquiring the vehicle specification of the set vehicle; and a rollover limit wind velocity calculation processing unit 9 for calculating a rollover limit wind velocity and an allowable operation speed. Then, the rollover limit wind velocity calculation processing part 9 calculates small section rollover limit wind velocities in the small sections, and defines the lowest wind velocity among all the small section vehicle rollover limit wind velocities as the vehicle rollover limit wind velocity in the calculation object line section.

Description

  The present invention relates to a vehicle rollover limit wind speed calculation device and a vehicle rollover limit wind speed calculation method for calculating a vehicle rollover limit wind speed based on aerodynamic force of natural wind.

  There is a conventional operation regulation that relies on Kunieda's formula described in Non-Patent Document 1, and as an example of this, the vehicle's capsizing limit wind speed is designed to be 30 m / s or more, and the natural wind When the wind speed reached 25 m / s, the operation speed of the vehicle was limited, and when the natural wind speed reached 30 m / s, the operation of the vehicle was stopped. However, in reality, the aerodynamic force of the natural wind changes due to differences in vehicle shape, topography, structure, and wind direction. Therefore, Non-Patent Document 2 and the like have proposed a method of calculating a capsize limit wind speed in accordance with vehicle specifications, structure specifications, wind direction, and the like, using an aerodynamic coefficient obtained in a wind tunnel experiment.

Railway Technical Research Report “Mechanical Theoretical Analysis on Rolling Out of Railway Vehicles”, NO. 793, Vehicle edition 221 pp. 177-186, February 1972 Railway Research Institute "Static Analysis Method for Vehicle Overturning Limit Wind Speed", Vol. 17, No. 4, pp. 39-44, April 2003

  However, since enormous calculation is required to apply to actual operation regulation, the operation regulation based on the capsize limit wind speed calculated by such a method has not yet been realized.

  Accordingly, an object of the present invention is to provide a capsize limit wind speed calculation device and a capsize limit wind speed calculation method capable of efficiently calculating the capsize limit wind speed and realizing more realistic operation regulation. To do.

  A vehicle rollover limit wind speed calculation device according to the present invention is a vehicle rollover limit wind speed calculation device that calculates a vehicle rollover limit wind speed based on aerodynamic force of a natural wind, and has a plurality of calculation target line sections for calculating a vehicle rollover limit wind speed. The vehicle rollover limit wind speed for calculating the vehicle rollover limit wind speed using the aerodynamic coefficient obtained based on the information on the track structure of the small section and the information on the vehicle traveling in the small section It has a calculation means, It is characterized by the above-mentioned.

  According to the vehicle rollover limit wind speed calculation device according to the present invention, the vehicle rollover limit wind speed is calculated for each small section using the aerodynamic coefficient obtained based on the information on the track structure and the information on the vehicle traveling in the small section. By calculating, it is possible to efficiently obtain the vehicle rollover limit wind speed suitable for the actual situation. As a result, it is possible to achieve operation regulation according to the actual rollover strength of the vehicle.

  In the present invention, it is preferable that the vehicle rollover limit wind speed calculating means sets the lowest vehicle rollover limit wind speed among the vehicle rollover limit wind speeds of all small sections as the vehicle rollover limit wind speed in the calculation target line section. In this way, among the vehicle rollover limit wind speeds calculated for each small section, the lowest vehicle rollover limit wind speed is set as the vehicle rollover limit wind speed in the calculation target section, thereby realizing operation regulation that allows easy handling of workers. can do.

  In the present invention, it is preferable that the vehicle rollover limit wind speed calculating means calculates the vehicle rollover limit wind speed at a point where the influence of the aerodynamic force of the natural wind is the largest in the small section as the vehicle rollover limit wind speed in the small section. By doing in this way, the reliability of a vehicle rollover limit wind speed can be improved.

  In the present invention, the calculation target line section is preferably a line section between adjacent stations. By doing in this way, since the vehicle overturn limit wind speed between stations can be calculated | required, the rule of operation control can be simplified.

  The present invention further includes recording means for recording an aerodynamic coefficient in a predetermined condition, and the vehicle rollover limit wind speed calculating means linearly interpolates the aerodynamic coefficient recorded in the recording means, so It is preferable to determine the aerodynamic coefficient. The aerodynamic coefficient can be obtained by wind tunnel experiment. By doing so, the aerodynamic coefficient can be obtained without conducting the wind tunnel experiment for all conditions, so the vehicle rollover limit wind speed can be calculated efficiently. can do.

  In the present invention, the vehicle rollover limit wind speed calculating means calculates the vehicle rollover limit wind speed by changing the vehicle speed condition for each small section, and sets the lowest vehicle rollover limit wind speed in each speed condition to the vehicle rollover limit in the small section. The wind speed is preferred. Thus, by changing the vehicle speed condition, the vehicle rollover limit wind speed at various speeds can be obtained.

  Further, the present invention is based on information on the track structure of the small section and information on a vehicle traveling in the small section for each small section in which the calculation target line section for calculating the vehicle rollover limit wind speed is divided into a plurality of sections. Using the required aerodynamic coefficient, calculate the allowable operating speed that allows the vehicle to run without overturning at the predetermined wind speed, and calculate the lowest allowable operating speed of all the small sections as the allowable operating speed in the calculation target line section. It is preferable to further have a permissible operating speed calculation means. In this way, by calculating the allowable driving speed, it is possible to know the allowable speed at which the vehicle can be driven when the vehicle rollover limit wind speed is lower than the wind speed that is a condition for stopping the operation. Can be realized.

  In the present invention, it is preferable that the allowable operating speed calculation means sets the lowest allowable operating speed among the allowable operating speeds of all the small sections as the allowable operating speed in the calculation target line section. In this way, by setting the lowest allowable driving speed among the allowable driving speeds calculated for each small section as the allowable driving speed in the calculation target line section, it is possible to realize operation regulation that allows easy handling of workers. it can.

  A vehicle rollover limit wind speed calculation method according to the present invention is a vehicle rollover limit wind speed calculation method for calculating a vehicle rollover limit wind speed based on aerodynamic force of a natural wind, and includes a plurality of calculation target line segments for calculating a vehicle rollover limit wind speed. For each subsection divided into two, the vehicle rollover limit wind speed is calculated using an aerodynamic coefficient determined based on information on the track structure of the subsection and information on a vehicle traveling in the subsection. To do.

  According to the vehicle rollover limit wind speed calculation method according to the present invention, the vehicle rollover limit wind speed is calculated for each small section using the aerodynamic coefficient obtained based on the information on the track structure and the information on the vehicle traveling in the small section. By calculating, it is possible to efficiently obtain the vehicle rollover limit wind speed suitable for the actual situation. As a result, it is possible to achieve operation regulation according to the actual rollover strength of the vehicle.

  According to the present invention, the capsize limit wind speed can be efficiently calculated, and more realistic operation regulation can be realized.

It is a block block diagram which shows roughly the rollover limit wind speed calculation apparatus which concerns on this embodiment. It is a figure which shows an aerodynamic coefficient database. It is a flowchart which shows the operation | movement of a rollover limit wind speed calculation process. It is a flowchart which shows a rollover limit wind speed calculation process. It is a flowchart which shows a rollover limit wind speed calculation process. It is the figure which showed the example of an output of overturn limit wind speed and permissible operation speed.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of a vehicle rollover limit wind speed calculation device and a vehicle rollover limit wind speed calculation method according to the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals.

Before describing the vehicle rollover limit wind speed calculation device according to the present embodiment, the vehicle rollover limit wind speed calculation method described in Non-Patent Document 2 will be briefly described. In addition, the code | symbol used for the following description is as follows.
F _S : Natural wind lateral force (N)
_FL : Natural wind lift (N)
F _u : excess centrifugal force acting on the vehicle body (N)
F _u ': Excess centrifugal force acting on the carriage (N)
m _B : Half body mass (kg)
m _T : Bogie mass (kg)
μ: Bogie / half-body mass ratio (m _T / m _B )
g: Gravity acceleration (m / s ² )
v: Traveling speed (m / s) (v = V / 3.6, V: Traveling speed (km / h))
α _y : vehicle body lateral vibration acceleration (m / s ² )
α _u : excess centrifugal acceleration (m / s ² )
P ₀ : Static load (N) (P ₀ ≡ (m _B + B _T ) g / 2)
P _L : Wheel weight (N) of the left wheel (windward wheel)
P _R: right wheel of (leeward side wheel) wheel load (N)
h _GB : Height of vehicle center of gravity (on rail surface) (m)
h _GT : Bogie center of gravity height (on rail surface) (m)
h _G : Vehicle center-of-gravity height (on rail surface) (m)
h _BC : Wind pressure center height (on rail surface) (m)
e: Distance between vehicle body center of gravity and wind pressure center (m)
G: Wheel / rail contact conversion distance (m)
ρ: air density (kg / m ³ )
u: Wind speed (m / s)
h _B1 : Vehicle center height (on rail surface) (m)
h _B2 : Body height (m)
S _A : Semi-car body side area (m ₂ )
R: Curve radius (m)
c: Kant (m)
F _B : Left / right force acting on half car body (N)
M _B : Moment around the center of gravity of the car body acting on the half car body (Nm)
y _B : Left-right displacement of the center of gravity of the vehicle body (m)
φ _B : Roll displacement around the center of gravity of the vehicle body (rad)
h ₁ : Distance between vehicle body center of gravity and axle center (m)
h ₂ : Distance between the center of gravity of the vehicle body and the center of the air spring (m)
h ₃ : Distance between the center of gravity of the vehicle body and the center of the left-right motion stopper (m)
y _s : Left-and-left motion stopper clearance (m)
z _s : Vertical movement stopper gap (m)
2b: Wheel / rail contact point distance (m)
2b ₁ : Distance between left and right axial spring centers (m)
2b _2: right and left air springs center distance (m)
2b ₃ : Distance between center of left and right vertical stopper (m)
k ₁ : Shaft spring vertical spring constant / shaft box (N / m)
k ₂ : Air spring vertical spring constant / cart one side (N / m)
k _y : air spring left and right spring constant / cart one side (N / m)
k _ys : Left-right motion stopper rubber spring constant / 1 set (N / m)
k _zs : _Vertical movement stopper rubber spring constant / 1 set (N / m)
k _r : rotation spring constant of anti-roll device (Nm / rad)

  Out of the external forces acting on the traveling vehicle, the external force that has a great influence on rollover is the three forces of natural wind aerodynamic force, excess centrifugal force when passing a curve, and left-right vibration inertia force.

The natural wind aerodynamic force can be expressed by using the aerodynamic coefficients of the lateral force coefficient C _S , lift coefficient C _L and moment coefficient C _MR , and the natural wind lateral force F _S , lift force _FL and wind pressure center height H _BC is expressed by the following equations (1) to (3). These aerodynamic coefficients are determined by a wind tunnel test using a scale model.

The excess centrifugal force F _u acting on the center of gravity of the vehicle body, the excess centrifugal force F _u ′ acting on the center of gravity of the carriage, and the excess centrifugal acceleration α _u are expressed by the following equations (4) and (5).

F _u (N) = m _B α _u (4)

F _u ′ (N) = m _T α _u (5)

The left-right vibration inertia force F _v (N) is expressed by the following equation (6).

F _v (N) = m _B α _y (6)

Considering these three forces, the risk factor D (wheel weight reduction rate) is expressed by the following formula (7) or formula (8).

  When the risk factor D calculated by the equation (7) or the equation (8) becomes 1.0 (when the windward wheel load becomes 0%), the vehicle rolls over. Therefore, in the present embodiment, if the risk factor D calculated by the equation (7) or the equation (8) exceeds a predetermined set value, it is determined that there is a risk of vehicle rollover, and the wind speed at this time is determined as the vehicle speed. The overturn limit wind speed is assumed. The set value of the risk factor D may be 1.0 or a value smaller than 1.0.

  Next, the configuration of the rollover limit wind speed calculation device 1 according to the present embodiment will be described.

  FIG. 1 is a block configuration diagram schematically showing a rollover limit wind speed calculating apparatus according to the present embodiment. As shown in FIG. 1, the rollover limit wind speed calculation device 1 includes a calculation target line section setting unit 2, a small section setting unit 3, a kilometer setting unit 4, a track specification acquisition unit 5, and a structure specification. An acquisition unit 6, a traveling vehicle setting unit 7, a vehicle specification acquisition unit 8, and a rollover limit wind speed calculation processing unit 9 are provided. The rollover limit wind speed calculation device 1 is mainly configured by a computer including a CPU, a ROM, and a RAM, for example.

  The calculation target line section setting unit 2 sets a calculation target line section for calculating the capsize limit wind speed. In other words, the calculation target line section setting unit 2 selects a calculation target line for calculating the capsize limit wind speed from routes laid throughout the country, and further selects a calculation target line section for calculating the capsize limit wind speed in this calculation target line. Set. The calculation target line section may be an arbitrary position on the route. Therefore, the calculation target line segment may be, for example, a line segment between adjacent stations, or a line segment obtained by equally dividing the calculation target route at a certain distance.

  The small section setting unit 3 sets a small section obtained by dividing the calculation target line section set by the calculation target line section setting section 2 into a plurality of sections. The small section may be any distance from the calculation target line section. Therefore, the small section may be, for example, a section obtained by equally dividing the calculation target line section at a constant distance, or may be a section obtained by dividing the calculation target line section according to the topography or the like.

  The kilometer setting unit 4 sets the representative point of the small section set by the small section setting unit 3 as a kilometer. As will be described later, in this embodiment, in order to calculate the rollover limit wind speed at only one point in one small section, the kilometer setting unit 4 sets the rollover limit wind speed for each small section set by the small section setting unit 3. Set the kilometer to calculate.

  Here, an example of selection criteria of kilometer for calculating the capsize limit wind speed will be described.

  Since the kilometer set by the kilometer setting unit 4 is a representative location for calculating the capsize limit wind speed in the small section, the point having the greatest influence of natural wind is selected as the kilometer. For example, a place where a building dense area is not continuous is selected rather than a place where a building dense area is continuous. In addition, the embankment is selected from the foundation, the bridge (overpass) is selected from the low embankment, and the high embankment is selected from the bridge (overpass). Also, a curve is selected rather than a straight line. In addition, a location where the cant is larger than a location where the cant is small is selected. Also, a straight line having no buildings around is selected rather than a curve having buildings around. And the kilometer setting part 4 makes the point where the influence of the natural wind is the largest among the small sections set by the small section setting unit 3 based on such selection criteria as the kilometer for calculating the capsize limit wind speed. Set. In addition, such a kilometer selection may be manually performed by an operator, or may be automatically performed by a computer based on various information on the route.

  The track specification acquisition unit 5 acquires track specifications of the track in the kilometer set by the kilometer setting unit 4. Examples of the track specifications include a straight line and a curve, a curve radius of a curved line, and a cant. The trajectory specifications are not necessarily limited to these pieces of information, but may be other pieces of information.

  Therefore, a trajectory specification database in which these trajectory specifications are registered is created in advance, and the created trajectory specification database is stored in a storage device (not shown) accessible to the rollover limit wind speed calculation device 1. . Then, when the kilometer setting is specified by the kilometer setting unit 4, the track specification acquisition unit 5 sets the kilometer by extracting the track specifications of the track in the designated kilometer from the track specification database. The track specifications of the track in the kilometer set by the section 4 are acquired. If there is no such track specification database, the track track specifications in the kilometer set by the kilometer setting unit 4 can be acquired by manual input of the track specifications by the operator.

  The structure specification acquisition unit 6 acquires the structure specifications of the track in the kilometer set by the kilometer setting unit 4. The structure specification is information on the track structure, and is information for calculating the aerodynamic coefficient. Examples of the structure specifications include the type of structure, the height of a bridge girder, and the presence or absence of a windbreak fence. As a kind of structure, a single track bridge, a double track viaduct, a single track embankment, etc. are mentioned, for example. Note that the structural specifications are not necessarily limited to these pieces of information, but may be other pieces of information.

  Therefore, a structure specification database in which these structure specifications are registered is created in advance, and the created structure specification database is stored in a storage device (not shown) accessible to the rollover limit wind speed calculation device 1. Keep it. And the structure specification acquisition part 6 will extract the structure specification of the track | line in this designated kilometer distance from a structure specification database, if the kilometer distance is designated by the kilometer setting part 4, The structural specifications of the track in the kilometer range set by the kilometer setting unit 4 are acquired. If there is no such structure specification database, it is possible to obtain the structure specifications of the track in the kilometer set by the kilometer setting unit 4 by manual input of the structure specifications by the operator. it can.

  The traveling vehicle setting unit 7 sets all the vehicles that travel on the calculation target line section set by the calculation target line section setting unit 2. For example, the vehicle is set by inputting the type of the vehicle. If the type of vehicle body is classified by cross-sectional shape, it is generally classified as a commuting suburb vehicle, a limited express vehicle, a two-story vehicle, or a sleeper passenger car. It can also be input as a 485 system shape for a limited express vehicle, a 285 system shape for a two-story vehicle, and a 24 system shape for a sleeper passenger car.

  The vehicle specification acquisition unit 8 acquires the vehicle specification of each vehicle set by the traveling vehicle setting unit 7. The vehicle specification is information about the vehicle, and is information for calculating the aerodynamic coefficient and the risk factor D. As vehicle specifications, for example, body weight, bogie mass, car body center of gravity height, car body center of gravity height, wheel radius, air spring center height, left and right moving stopper mounting height, left and right moving stopper interval, vertical moving stopper interval, Axle spring left and right mounting spacing, air spring left and right mounting spacing, vertical stopper left and right mounting spacing, shaft spring stiffness, air spring vertical stiffness, air spring left and right stiffness, left and right motion stopper stiffness, vertical motion stopper stiffness, vehicle body height from the rail surface Vehicle body length, cross-sectional shape, and the like.

  These vehicle specifications basically correspond to the type of vehicle. Therefore, a vehicle specification database in which vehicle types and vehicle specifications are associated with each other is created in advance, and this created vehicle specification database is stored in a storage device (not shown) accessible by the capsize limit wind speed calculation device 1. Record it. When the vehicle type is input by the traveling vehicle setting unit 7, the vehicle specification acquisition unit 8 extracts the vehicle specification corresponding to the input type of vehicle from the vehicle specification database. The vehicle specifications of each vehicle set by the vehicle setting unit 7 are acquired. In addition, when there is no such vehicle specification database, the vehicle specification of the set vehicle can be acquired by manual input of the vehicle specification by an operator.

  The rollover limit wind speed calculation processing unit 9 calculates the vehicle rollover limit wind speed in the calculation target line section by using the above-described equation (7) or equation (8).

  The rollover limit wind speed calculation processing unit 9 has a function of calculating the aerodynamic coefficient in the kilometer set by the kilometer setting unit 4 for each small section set by the small section setting unit 3.

  As described above, the aerodynamic coefficient can be obtained by a wind tunnel test using a scale model. However, in practice, it is not realistic to conduct wind tunnel experiments under all conditions. Therefore, a wind tunnel experiment is performed only for a predetermined condition to obtain an aerodynamic coefficient, and the capsize limit wind speed calculation processing unit 9 linearly interpolates the aerodynamic coefficient obtained from the wind tunnel experiment, so that the specifications of the structure are obtained. The aerodynamic coefficient in the structure specifications set by the acquisition unit 6 is calculated.

  More specifically, for example, there are three types of structures: single-line bridge, double-line viaduct, and single-line embankment. In single-line bridges, the ground height is 21.6 m and the girder height is 1 m, 2 m, 3.5 m. In the double track viaduct, the wind tunnel experiment is conducted with the ground height set to 20, 2 m and the girder height set to 1 m, 3.5 m, and 6 m. Then, as shown in FIG. 2, the aerodynamic coefficients (lateral force coefficient, lift coefficient, rolling moment coefficient) under each condition are registered in the aerodynamic coefficient database. FIG. 2 is a diagram showing an aerodynamic coefficient database, and this aerodynamic database is recorded in a storage device (not shown) accessible by the rollover limit wind speed calculating device 1.

  When the rollover limit wind speed calculation processing unit 9 determines that the structure specifications acquired by the structure specification acquisition unit 6 are the same as the conditions registered in the aerodynamic coefficient database, the aerodynamic coefficient obtained by the wind tunnel experiment is determined. Is the aerodynamic coefficient in kilos. On the other hand, if the rollover limit wind speed calculation processing unit 9 determines that the structure item acquired by the structure item acquiring unit 6 is different from the condition registered in the aerodynamic coefficient database, the rollover limit wind speed calculation processing unit 9 sets the conditions in the aerodynamic coefficient database. The aerodynamic coefficient in the kilometer is calculated by linearly interpolating the corresponding aerodynamic coefficient. For example, when the digit height is 1.5 m, the aerodynamic coefficient with a digit height of 1.5 m is calculated by linear interpolation between the aerodynamic coefficient with a digit height of 1 m and the aerodynamic coefficient with a digit height of 2 m. In addition, when the type of the structure is a base, the base aerodynamic coefficient is calculated by linear interpolation that eliminates the effect of wind convergence on the embankment with respect to the aerodynamic coefficient of the embankment. For example, when the embankment with a wind direction angle of 90 ° is 1.6, the aerodynamic coefficient of the substrate is calculated by linear interpolation with the substrate being 1.0. And when the windbreak fence is installed, the influence of a windbreak fence is considered by multiplying the coefficient of less than 1 by the calculated aerodynamic coefficient.

  Further, the rollover limit wind speed calculation processing unit 9 calculates the rollover limit speed in the kilometer set by the kilometer setting unit 4 for each small section set by the small section setting unit 3 based on the calculated aerodynamic coefficient. It has a function to do. That is, the rollover limit wind speed calculation processing unit 9 is based on the calculated aerodynamic coefficient, the track specifications acquired by the track specification acquisition unit 5, and the vehicle specifications acquired by the vehicle specification acquisition unit 8. The risk factor D is calculated while changing the wind direction angle of the natural wind, and the wind speed when the risk factor D falls below the set value is defined as the capsize limit wind speed in the small section.

  Further, the capsize limit wind speed calculation processing unit 9 has a function of setting the lowest vehicle capsize limit wind speed among the vehicle capsize limit wind speeds of all small sections as the vehicle capsize limit wind speed in the calculation target line section.

  Further, the capsize limit wind speed calculation processing unit 9 calculates an allowable operating speed that allows the vehicle to run without capsize at a predetermined wind speed by using the above-described formula (7) or formula (8).

  The rollover limit wind speed calculation processing unit 9 has a function of fixing the wind speed and calculating the allowable operating speed of the kilometer set by the kilometer setting unit 4 for each small section set by the small section setting unit 3. ing. For example, if the wind speed at which the operation of the vehicle is stopped is 30 m / s, the capsize limit wind speed calculation processing unit 9 sets the predetermined wind speed to 20 m / s, 25 m / s, and 30 m / s. Then, the rollover limit wind speed calculation processing unit 9 includes the aerodynamic coefficient in the kilometer, the track specifications in the kilometer acquired by the track specification acquisition unit 5, and the vehicle specifications acquired by the vehicle specification acquisition unit 8. Based on the above, the risk factor D is calculated while changing the wind direction angle of the natural wind, and the speed when the risk factor D falls below the set value is set as the allowable operation speed in the small section.

  Further, the capsize limit wind speed calculation processing unit 9 has a function of setting the lowest allowable operation speed among the allowable operation speeds of all the small sections as the allowable operation speed in the calculation target line section.

  Next, the overturn limit wind speed calculation method by the overturn limit wind speed calculation apparatus 1 will be described.

  FIG. 3 is a flowchart showing the operation of the rollover limit wind speed calculation process. As shown in FIG. 3, first, the rollover limit wind speed calculation device 1 sets a calculation target line section that is a calculation target of the rollover limit wind speed by the calculation target line section setting unit 2 (step S <b> 1).

  Next, the rollover limit wind speed calculation device 1 divides the calculation target line section set in step S1, and sets a plurality of small sections that are targets for calculation of the rollover limit wind speed (step S2).

  Next, the capsize limit wind speed calculation device 1 sets the kilometer for calculating the capsize limit wind speed for all the small sections set in step S2 (step S3).

  Next, the rollover limit wind speed calculation device 1 acquires the trajectory specifications of the track in all the kilometers set in step S3 (step S4).

  Next, the rollover limit wind speed calculating device 1 acquires the structural features of the track in all the kilometres set in step S3 (step S5).

  Next, the rollover limit wind speed calculation device 1 sets all the vehicles that travel on the calculation target line set in step S1 (step S6).

  Next, the rollover limit wind speed calculation device 1 acquires the vehicle specifications of each vehicle set in step S6 (step S7).

  Next, the rollover limit wind speed calculating device 1 calculates the aerodynamic coefficient in all kilometers set in step S3 (step S8). In step S8, the aerodynamic coefficient corresponding to the structural item acquired in step S5 is calculated by linearly interpolating the aerodynamic coefficient registered in the aerodynamic coefficient database. Then, the calculated aerodynamic coefficient is set as an aerodynamic coefficient in each kilometer.

  Next, the capsize limit wind speed calculation device 1 performs the capsize limit wind speed calculation processing by the capsize limit wind speed calculation processing unit 9 (step S9).

  4 and 5 are flowcharts showing the rollover limit wind speed calculation processing.

  As shown in FIGS. 4 and 5, in the rollover limit wind speed calculation process, first, the calculation target line section set in step S1 is selected (step S11).

  Next, one kilometer is selected from the plurality of kilometers set in step S3 (step S12). When a plurality of kilometers is set in step S3, the process returns from step S33 to be described later to step S12, and step S12 is repeated by the number of kilometers set in step S3. Therefore, in step S12, every time processing is performed, the smaller kilometer is selected in order from the larger kilometer.

  Next, one vehicle is selected from the vehicles set in step S6 (step S13). When a plurality of vehicles are set in step S6, the process returns from step S32 to be described later to step S13, whereby step S13 is repeated by the number of vehicles set in step S6. Therefore, in step S13, different vehicles are sequentially selected each time the process is performed.

  Next, the vehicle speed is selected (step S14). In step S14, each time the process is performed, the vehicle speed is sequentially selected at a predetermined speed from 0 km / h to the maximum speed allowed for the vehicle selected in step S13 in the kilometer selected in step S12. Go. For example, when the maximum speed is 100 km / h and the change width is 5 km / h, in step S14, the vehicle speed is increased from 0 km / h to 100 km / h in increments of 5 km / h every time processing is performed. Select sequentially.

  Next, the wind direction angle of natural wind is selected (step S15). In step S15, every time processing is performed, the wind direction angle is sequentially selected from 0 ° to 90 ° for each predetermined angle. For example, considering the case where the change width is 10 °, in step S15, the wind direction angle is sequentially selected in increments of 10 ° from 0 ° to 90 ° every time processing is performed.

  Next, the wind speed of natural wind is selected (step S16). In step S16, each time processing is performed, the wind speed is sequentially selected from a safe wind speed to a dangerous wind speed for each predetermined speed. For example, considering a case where the wind speed safe for traveling is 10 m / s, the wind speed dangerous for traveling is 60 m / s, and the change width is 0.01 m / s, in step S16, the wind speed is increased to 10 m every time processing is performed. The selection is made in steps of 0.01 m / s from / s to 60 m / s.

  Next, the risk factor D is calculated (step S17). In step S17, first, the aerodynamic coefficient in the kilometer selected in step S12 is calculated by linearly interpolating the aerodynamic coefficient registered in the aerodynamic coefficient database for each structure condition. Moreover, while acquiring the track | orbit specification of the track in the kilometer selected by step S12, the vehicle specification of the vehicle selected by step S13 is acquired. Then, the calculated aerodynamic coefficient, the track trajectory specifications in the kilometer selected in step S12, the vehicle specifications of the vehicle selected in step S13, the vehicle speed selected in step S14, and the selection in step S15. The risk factor D is calculated on the condition of the wind direction angle and the wind speed selected in step S16.

Here, when the track in the kilometer selected in step S12 is a curve, the risk factor D varies depending on whether the vehicle rolls outward or rolls inward due to natural wind. Therefore, in step S17, when the track in the kilometer selected in step S12 is a curve, when the vehicle rolls outward by natural wind (hereinafter referred to as "outside rollover") and when it rolls inward The risk factor D is calculated for both (hereinafter referred to as “inside rollover”). In this case, the risk factor D of the outer rollover and the risk factor D of the inner rollover can be calculated by switching the sign of the excess centrifugal force F _u (n) expressed by the equation (4).

  Next, it is determined whether or not the risk factor D calculated in step S17 is larger than a set value (step S18). In step S17, when the risk ratio D of outward rollover and the risk ratio D of inward rollover are calculated, the higher risk ratio D is set as a determination target, and either the outer rollover or the internal rollover is selected. Record whether or not it was judged. If it is determined that the risk factor D is equal to or less than the set value (step S18: NO), the process returns to step S16, a natural wind speed is newly selected, and steps S16 to S18 are repeated again. On the other hand, if it is determined that the risk factor D is greater than the set value (step S18: YES), the process proceeds to step S19.

  Next, the minimum value of the rollover limit wind speed for each angle is determined (step S19). In step S19, the wind speed selected in step S16 when it is determined in step S18 that the risk factor D is greater than the set value is used as the minimum value of the per-angle rollover limit wind speed at the wind direction angle selected in step S15. Is determined. Then, the overturning limit wind speed for each angle determined to be the minimum value is recorded. In step S18 described above, when it is determined that the risk factor D is not more than the set value even when the maximum wind speed is selected in step S16, the maximum wind speed is set for each angle without returning to step S16. Judged as the minimum value of the rollover limit wind speed.

  Next, it is determined whether or not the wind direction angle selected in step S15 is 90 ° (step S20). If it is determined that the wind direction angle is not 90 ° (step S20: NO), the process returns to step S15, a new wind direction angle of natural wind is selected, and steps S15 to S20 are repeated again. On the other hand, if it determines with this wind direction angle being 90 degrees (step S20: YES), it will progress to step S21.

  Next, it is determined whether or not the vehicle speed selected in step S14 is the maximum speed (step S21). If it is determined that the vehicle speed is not the maximum speed (step S21: NO), the process returns to step S14, a new vehicle speed is selected, and steps S14 to S21 are repeated. On the other hand, if it determines with this vehicle speed being the maximum speed (step S21: YES), it will progress to step S22.

  Next, the small section rollover limit wind speed is determined (step S22). In step S22, the lowest wind speed among the rollover limit wind speeds for each angle recorded in step S19 is set as the kilooverturn limit wind speed in kilometer in the kilometer selected in step S12. Is determined as the small section capsize limit wind speed of the small section including Then, the determined small section rollover limit wind speed is recorded. In addition, when the small section rollover limit wind speed determined in step S22 is equal to or greater than a predetermined threshold (for example, 30 m / s adopted as an example of the maximum wind speed selected in step S16 or the operation stop condition). The processes in steps S23 to S30 described later may be omitted.

  Next, a natural wind speed is selected (step S23). The wind speed set in step S23 is a wind speed for calculating the allowable operation speed. In the present embodiment, the wind speed is set to 20 m / s, 25 m / s, and 30 m / s as an example. In step S23, these wind speeds are sequentially set every time processing is performed.

  Next, the wind direction angle of natural wind is selected (step S24). In step S24, as in step S15, each time processing is performed, the wind direction angle is sequentially selected from 0 ° to 90 ° for each predetermined angle.

  Next, the vehicle speed is selected (step S25). In step S25, as in step S14, every time the process is performed, the vehicle speed is set to a predetermined speed from 0 km / h to the maximum speed allowed for the vehicle selected in step S13 in the kilometer selected in step S12. Select each one in turn. However, in step S25, since the vehicle speed is selected to calculate the allowable driving speed, the change width is preferably smaller than that in step S14. For example, every time processing is performed, the vehicle speed is sequentially selected in increments of 1 km / h.

  Next, the risk factor D is calculated (step S26). In step S26, the aerodynamic coefficient calculated in step S17, the track trajectory specifications in the kilometer selected in step S12, the vehicle specifications of the vehicle selected in step S13, the wind speed selected in step S23, The risk factor D is calculated on the condition of the wind direction angle selected in S24 and the vehicle speed selected in Step S25. In step S26, when the track in the kilometer selected in step S12 is a curve, the risk factor D is calculated for both outward rollover and inward rollover.

  Next, it is determined whether or not the risk factor D calculated in step S26 is larger than a set value (step S27). In step S26, when the risk ratio D of outward rollover and the risk ratio D of inward rollover are calculated, the higher risk ratio D is set as a determination target, and either the outer rollover or the inner rollover is selected. Record whether or not it was judged. If it is determined that the risk ratio D is equal to or less than the set value (step S27: NO), the process returns to step S25, a new vehicle speed is selected, and steps S25 to S27 are repeated again. On the other hand, if it is determined that the risk factor D is greater than the set value (step S27: YES), the process proceeds to step S28.

  Next, the maximum value of the allowable operating speed for each wind speed / angle is determined (step S28). In step S28, the vehicle speed selected in step S25 when the risk factor D is determined to be greater than the set value in step S27, the wind speed selected in step S23 and the wind direction selected in step S24. Judged as the maximum value of the permissible operating speed at each angle of wind speed and angle. And the permissible operating speed for each wind speed / angle determined as the maximum value is recorded. In step S27 described above, if it is determined that the danger rate D is equal to or less than the set value even when the maximum speed is selected in step S25, the maximum speed is set to the wind speed / speed without returning to step S25. It is determined as the maximum value of the permissible operating speed for each angle.

  Next, it is determined whether or not the wind direction angle selected in step S24 is 90 ° (step S29). If it is determined that the wind direction angle is not 90 ° (step S29: NO), the process returns to step S24, a new natural wind direction angle is selected, and steps S24 to S29 are repeated again. On the other hand, if it is determined that the wind direction angle is 90 ° (step S29: YES), the process proceeds to step S30.

  Next, the yield strength at the wind speed selected in step S23 is determined (step S30). The yield strength in step S30 means the speed of the vehicle that can travel without overturning even at a predetermined wind speed. In step S30, when the small section rollover limit wind speed determined in step S22 is less than 30 m / s, it is determined that there is no proof stress, and in the case where the small section rollover limit wind speed determined in step S22 is 30 m / s or more, Determined to have proof stress. And when it determines with having no yield strength (step S30: NO), it will return to step S23, will newly select a wind speed, and will repeat step S23-S30 again. On the other hand, if it determines with having a yield strength (step S30: YES), it will progress to step S31.

  Next, the small section allowable operation speed is determined (step S31). In step S31, the lowest speed among the permissible operating speeds recorded in step S28 for each wind speed / angle is set as the permissible operating speed in kilometers in the kilometer selected in step S12. It is determined as the small section allowable operation speed of the small section including the kilometer. The determined small section allowable operation speed is recorded in association with the wind speed selected in step S23.

  Next, it is determined whether there is another vehicle selected in step S13 (step S32). If it is determined that there is another vehicle (step S32: YES), the process returns to step S13 to select another vehicle, and steps S13 to S32 are repeated again. On the other hand, if it is determined that there is no other vehicle (step S32: NO), the process proceeds to step S33.

  Next, it is determined whether there is another kilometer selected in step S12 (step S33). If it is determined that there is another kilometer (step S33: YES), the process returns to step S12, selects another kilometer, and repeats steps S12 to S33 again. On the other hand, if it is determined that there are no other kilometers (step S33: NO), the process proceeds to step S34.

  Next, the lowest wind speed among the small section rollover limit wind speeds recorded in step S22 is determined as the rollover limit wind speed in the calculation target line section selected in step S11 (step S34).

  Next, the lowest speed among the small section allowable operation speeds recorded in step S31 is determined as the allowable operation speed in the calculation target line section selected in step S11 (step S35). This allowable operation speed is determined in accordance with the wind speed selected in step S23.

  In this way, when the capsize limit wind speed and the allowable operation speed in the calculation target line section are determined, the capsize limit wind speed calculation device 1 displays these pieces of information on paper, a screen, etc. in order to apply to the operation regulation. Output.

  FIG. 6 is a diagram illustrating an output example of the capsize limit wind speed and the allowable operation speed. The display example shown in FIG. 6 includes a common line name through which the calculation target line section passes, station 1 and station 2 that are the start point and end point of the calculation target line section, a kilometer that is the start point and end point of the small section, and the type of structure. , Girder height, aerodynamic coefficient, track alignment, vehicle type, maximum speed of small section, rollover limit wind speed, proof stress are included. Further, when the line alignment is a curve, both outward rollover and inward rollover are conceivable, and therefore, the field of rollover limit wind speed indicates whether the rollover is overturned or inward. Moreover, in the column of proof stress, when it exceeds 30 m / s employ | adopted as an example of driving | running | working stop conditions, it can drive | run without overturning, when the wind speed is 20 m / s, 25 m / s, and 30 m / s. The permissible operating speed is displayed. In addition, in the column of yield strength, it is displayed whether it is an allowable driving speed in the case of outward rollover or inward rollover. Further, although not shown in FIG. 6, the kilometer for calculating the capsize limit wind speed may be displayed.

  As described above, according to the present embodiment, for each small section, it is efficient by calculating the vehicle rollover limit wind speed using the aerodynamic coefficient obtained based on the line structure specifications and the vehicle specifications. In addition, the vehicle rollover limit wind speed suitable for the actual situation can be obtained. As a result, it is possible to achieve operation regulation according to the actual rollover strength of the vehicle.

  In addition, the lowest vehicle rollover limit wind speed calculated for each small section is set as the vehicle rollover limit wind speed in the calculation target line area, thereby realizing operation regulation that allows easy handling of workers. Can do.

  In addition, the reliability of the vehicle rollover limit wind speed can be increased by calculating the vehicle rollover limit wind speed in the kilometer where the influence of the aerodynamic force of the natural wind is the largest in the small section as the small section vehicle rollover limit wind speed.

  Moreover, the rule of operation regulation can be simplified by making calculation object line section between adjacent stations.

  In addition, by linearly interpolating the aerodynamic coefficient registered in the aerodynamic coefficient database, the aerodynamic coefficient can be obtained without conducting wind tunnel experiments for all conditions. Can be calculated.

  Moreover, the vehicle rollover limit wind speed at various speeds can be obtained by changing the vehicle speed condition and calculating the small section vehicle rollover limit wind speed.

  Also, by calculating the allowable driving speed, it is possible to know the allowable speed at which the vehicle can run when the vehicle capsize limit wind speed is lower than the wind speed that is the condition for stopping the operation. be able to.

  In addition, by setting the lowest allowable driving speed among the allowable driving speeds calculated for each small section as the allowable driving speed in the calculation target line area, it is possible to realize operation regulation that allows easy handling of the workers.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above-described embodiment, the vehicle rollover limit wind speed is calculated using Formula (7) or Formula (8). However, the vehicle rollover limit wind speed may be calculated using another method. . Similarly, in the above-described embodiment, the risk factor D is calculated using Equation (7) or Equation (8). However, other methods may be used for the risk factor.

  Further, in the above-described embodiment, the description has been given assuming that the lowest small section vehicle rollover limit wind speed among the vehicle rollover limit wind speeds of all small sections is the vehicle rollover limit wind speed in the calculation target line section. The line section may not be the uniform vehicle rollover limit wind speed, but may be the vehicle rollover limit wind speed for each small section.

  Moreover, although the said embodiment demonstrated as what calculates | requires vehicle overturn limit wind speed and permissible driving speed by the same process, these are good also as what is calculated | required separately.

  DESCRIPTION OF SYMBOLS 1 ... Rollover limit wind speed calculation apparatus, 2 ... Calculation object line section setting part, 3 ... Small section setting part, 4 ... Kilometer setting part, 5 ... Track | orbit specification acquisition part, 6 ... Structure item acquisition part, 7 ... Traveling vehicle setting unit, 8 ... vehicle specification acquisition unit, 9 ... rollover limit wind speed calculation processing unit.

Claims (9)

A vehicle rollover limit wind speed calculation device that calculates a vehicle rollover limit wind speed based on aerodynamic force of natural wind,
For each small section in which the calculation target line section for calculating the vehicle rollover limit wind speed is divided into a plurality of sections, an aerodynamic coefficient obtained based on information on the track structure of the small section and information on a vehicle traveling in the small section is calculated. Vehicle rollover limit wind speed calculating means for calculating vehicle rollover limit wind speed using,
A vehicle rollover limit wind speed calculation device comprising: 2. The vehicle rollover limit wind speed calculation means according to claim 1, wherein the vehicle rollover limit wind speed calculation means sets the lowest vehicle rollover limit wind speed among the vehicle rollover limit wind speeds of all small sections as the vehicle rollover limit wind speed in the calculation target line section. ,
A vehicle rollover limit wind speed calculation device comprising:   The vehicle rollover limit wind speed calculating means calculates a vehicle rollover limit wind speed at a point where the influence of aerodynamic force of the natural wind is the largest in the small section as a vehicle rollover limit wind speed in the small section. The vehicle rollover limit wind speed calculation device according to 1 or 2.   The vehicle rollover limit wind speed calculation device according to any one of claims 1 to 3, wherein the calculation target line section is a line section between adjacent stations. It further has a recording means for recording an aerodynamic coefficient in a predetermined condition,
The vehicle overturn limit wind speed calculation means obtains the aerodynamic coefficient in the small section by linearly interpolating the aerodynamic coefficient recorded in the recording means. The vehicle rollover limit wind speed calculation device according to one item.   The vehicle rollover limit wind speed calculation means calculates the vehicle rollover limit wind speed by changing the vehicle speed condition for each of the small sections, and sets the lowest vehicle rollover limit wind speed in each speed condition as the vehicle rollover limit wind speed in the small section. The vehicle rollover limit wind speed calculation device according to any one of claims 1 to 5, wherein:   For each small section in which the calculation target line section for calculating the vehicle rollover limit wind speed is divided into a plurality of sections, an aerodynamic coefficient obtained based on information on the track structure of the small section and information on a vehicle traveling in the small section is calculated. The vehicle overturn limit wind speed calculation according to any one of claims 1 to 6, further comprising an allowable operation speed calculation unit that calculates an allowable operation speed that can be used without overturning at a predetermined wind speed. apparatus.   8. The vehicle rollover limit wind speed calculation according to claim 7, wherein the allowable driving speed calculation means sets the lowest allowable driving speed among the allowable driving speeds of all small sections as the allowable driving speed in the calculation target line section. apparatus. A vehicle rollover limit wind speed calculation method for calculating a vehicle rollover limit wind speed based on aerodynamic force of natural wind,
For each small section in which the calculation target line section for calculating the vehicle rollover limit wind speed is divided into a plurality of sections, an aerodynamic coefficient obtained based on information on the track structure of the small section and information on a vehicle traveling in the small section is calculated. A vehicle rollover limit wind speed calculation method, characterized in that a vehicle rollover limit wind speed is calculated.

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