JP2017073908A - On-vehicle control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technology for achieving individual and proper operation regulation of a railway vehicle while getting a wind condition at a travel position of the railway vehicle.SOLUTION: In an on-vehicle control device 10, a natural wind data calculation part 23 calculates a natural wind direction and a natural wind speed from a measured wind direction and a measured wind speed which are acquired by a measurement wind data acquisition part 22 and from a travel speed which is acquired by a travel speed acquisition part 21. An overturn limit wind speed calculation part 24 calculates an overturn limit wind speed according to the natural wind direction calculated by the natural wind data calculation part 23 and the travel speed acquired by the travel speed acquisition part 21. A start control part 26 for operation regulation control executes predetermined operation regulation control when an operation regulation condition, which an operation regulation condition determination part 25 determines based on the overturn limit wind speed, is satisfied.SELECTED DRAWING: Figure 3

Description

  The present invention relates to an on-board control device that performs control for safety operation regulation against rolling over of a railway vehicle by wind.

  When a railway vehicle receives wind from the side, a drag (lateral force) due to wind pressure is generated in the vehicle. When the wind speed is high, the lateral force for overturning the vehicle increases, and the vehicle may overturn and derail when a wind blows beyond a certain limit wind speed.

  In order to prevent such accidents from occurring, there are regulations that restrict wind speed by monitoring wind with an anemometer installed along the railway line, or restricting traveling speed. For example, Patent Document 1 discloses a technique in which a wind direction anemometer is installed along a railroad and the operation is regulated in a strong wind in consideration of the wind direction and the wind speed.

JP 2013-159259 A

  The operation regulation is normally issued to a rail vehicle traveling in the restricted section based on the measured value of an anemometer installed along the railway in the restricted section. An anemometer is installed in a place where strong winds are most likely to be blown in a section where operation regulation can be issued. However, the wind speed at the location where the anemometer is installed does not always match the wind speed around the railway vehicle that is subject to operation restrictions. Therefore, for example, strong winds are blowing locally only around the location where the anemometer is installed, and strong winds that require driving regulation may not be blowing at the actual travel position. However, in the past, even in such a case, since the operation restriction was issued for the entire target section, it was a factor causing disturbance of the operation schedule.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a technique for realizing individual and appropriate driving regulation of a railway vehicle by capturing a wind condition at a traveling position of the railway vehicle. And

The first invention for solving the above-described problems is
A calculation unit (for example, “natural wind speed”) that calculates the wind speed of natural wind (for example, “natural wind speed”) using the measured wind direction and the measured wind speed measured by an anemometer provided in the railway vehicle and the traveling speed of the railway vehicle. , Natural wind data calculation unit 23) of FIG.
To determine whether or not a given operation regulation condition that is a condition for subjecting the rolling over of the railway vehicle to a safety operation regulation is satisfied using the natural wind speed, and to restrict the operation of the railway vehicle when the condition is satisfied An activation control unit (for example, the rollover limit wind speed calculation unit 24, the operation restriction condition determination unit 25, and the operation restriction control activation control unit 26 in FIG. 3) that executes the predetermined operation restriction control.
Is an on-vehicle control device.

  According to the first aspect of the present invention, it is possible to calculate the natural wind speed using the traveling speed of the railway vehicle after measuring the wind acting on the traveling railway vehicle with the wind direction anemometer provided in the railway vehicle. Then, it is determined whether or not a given operation regulation condition is satisfied using the natural wind speed, and when the condition is satisfied, predetermined operation regulation control can be executed. Therefore, it is possible to realize individual and appropriate driving regulation of the railway vehicle by capturing the wind condition at the traveling position. According to this, it is possible to improve the stability of transportation by suppressing the disturbance of the operation schedule while ensuring the safety against the overturn of the railway vehicle.

The second invention is the on-board control device of the first invention,
The calculation unit further calculates a wind direction of natural wind (hereinafter referred to as “natural wind direction”) using the measured wind direction, the measured wind speed, and the traveling speed,
The activation control unit determines the driving restriction condition using the natural wind direction and the traveling speed, and determines whether the driving restriction condition is satisfied using the natural wind speed;
It is an on-vehicle control device.

  According to the second aspect, after calculating the natural wind direction, it is possible to determine the driving regulation condition using the natural wind direction and the traveling speed. Then, it is possible to determine whether or not the determined operation regulation condition is satisfied using the natural wind speed.

The third invention is an on-vehicle control device of the second invention,
The activation control unit determines, as the operation restriction condition, that the natural wind speed satisfies a given approach condition with respect to the capsize limit wind speed determined according to the natural wind direction and the traveling speed.
It is an on-vehicle control device.

  According to the third aspect of the present invention, when the natural wind speed approaches the overturning limit wind speed according to the natural wind direction and the traveling speed, it becomes possible to activate the operation restriction control.

A fourth invention is an on-vehicle control device according to any one of the first to third inventions,
The activation control unit assumes that the traveling speed is a given reduction speed, and the natural wind speed calculated using the measured wind direction and the measured wind speed (hereinafter referred to as “natural wind speed assumed value”) satisfies the operation restriction condition. The upper limit speed of the reduced speed that is not satisfied is determined, and control for reducing the traveling speed to be equal to or lower than the upper limit speed is executed as the operation restriction control (for example, the operation restriction control activation control unit in FIG. 3). 26, steps A116, A119) of FIG.
It is an on-vehicle control device.

  According to the fourth aspect of the invention, it is possible to determine the upper limit speed among the reduced speeds that do not satisfy the driving restriction condition using the natural wind speed assumption value, and to perform control for reducing the traveling speed to the upper limit speed or less. be able to. According to this, even when speed regulation for limiting the traveling speed is necessary, it is possible to prevent a situation where the speed is reduced more than necessary.

  In addition, the fifth invention is measured by a measuring instrument provided on a railway vehicle for measuring the wheel load of the railway vehicle or an index value corresponding to the wheel load (hereinafter collectively referred to as “wheel load index value”). By using an index value (for example, wheel load sensors 81 to 84 in FIG. 7), it is determined whether or not a given driving regulation condition that is a condition for applying a driving regulation for safety against the overturning of the railway vehicle is satisfied. The vehicle on-board control device executes predetermined driving control for limiting driving of the railway vehicle when satisfied (for example, the driving control control activation control unit 35 in FIG. 7).

  According to the fifth aspect of the invention, the wheel load index value of the running railway vehicle can be measured by the measuring instrument provided in the railway vehicle. Then, it is determined whether or not a given driving regulation condition is satisfied using the wheel load index value, and when it is satisfied, predetermined driving regulation control can be executed. Therefore, it is possible to realize individual and appropriate driving regulation of the railway vehicle by capturing the wind condition at the traveling position. According to this, it is possible to improve the stability of transportation by suppressing the disturbance of the operation schedule while ensuring the safety against the overturn of the railway vehicle.

The sixth invention is an on-vehicle control device of the fifth invention,
A calculation unit that calculates a change in the index value during traveling based on the stationary index value that is the wheel load index value when the railcar is positioned on a flat track in a stopped state (for example, FIG. 7 index value fluctuation calculation unit 33),
It is determined whether or not the driving regulation condition is satisfied using the variation, and an activation control unit (for example, the driving regulation control activation control unit 35 in FIG. 7) that executes the driving regulation control when the fluctuation is satisfied,
Is an on-vehicle control device.

  According to the sixth aspect of the invention, it is possible to calculate the fluctuation of the wheel load index value based on the stationary index value. Then, the operation regulation condition is determined using the calculated fluctuation, and it can be determined whether or not the operation regulation condition is satisfied.

The seventh invention is the on-vehicle control device of the sixth invention,
In the driving regulation condition, a threshold condition for the variation is determined for each of a plurality of regulated speeds.
The activation control unit executes the operation restriction control based on the highest restriction speed among the threshold conditions that are not satisfied even if a predetermined margin value is expected for the fluctuation (for example, the operation restriction in FIG. 7). Control activation control unit 35, steps A231 to A233 in FIG.
It is an on-vehicle control device.

  According to the seventh aspect of the invention, the driving restriction control can be executed based on the highest restriction speed among the restriction speeds that are not satisfied even if a predetermined margin value is expected in the fluctuation of the wheel load index value. . According to this, even when speed regulation for limiting the traveling speed is necessary, it is possible to prevent a situation where the speed is reduced more than necessary.

The figure which shows the relationship between the wind which acts on a railway vehicle, and a natural wind. The figure which shows an example of the relationship between the wind direction angle and travel speed of natural wind, and a capsize limit wind speed. The block diagram which shows the function structural example of the on-vehicle control apparatus in 1st Embodiment. The flowchart explaining the flow of the driving | running | working control issuing process in 1st Embodiment. The figure explaining the determination method of the reduction speed in the modification 1. FIG. The flowchart explaining the flow of the driving | operation control issuing process in the modification 1. The block diagram which shows the function structural example of the on-vehicle control apparatus in 2nd Embodiment. The flowchart explaining the flow of the driving | running | working control issuing process in 2nd Embodiment. The figure explaining the determination method of the control speed in the modification 2. FIG. 10 is a flowchart for explaining a flow of operation restriction issuing processing in the second modification.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. It should be noted that the present invention is not limited to the embodiments described below, and modes to which the present invention can be applied are not limited to the following embodiments. In the description of the drawings, the same parts are denoted by the same reference numerals.

[First Embodiment]
When natural wind (lateral wind) from the side acts on the railway vehicle, a lateral force due to the wind is generated in the railway vehicle. When the crosswind is weak, the railway vehicle can travel safely without overturning. However, when the crosswind is strong, the wheel load on the windward side, that is, the vertical downward force that the rail receives from the wheel is reduced. When the wind speed increases, the windward wheel load further decreases, and when the wind speed reaches a certain wind speed, there is a possibility that the windward wheel is lifted off the rail and the railcar is overturned and derailed. The minimum value of the wind speed at which the possibility of rollover and derailment occurs is called the rollover limit wind speed.

  FIG. 1 is a diagram showing the relationship between wind acting on the railway vehicle 1 and natural wind. Here, the wind direction that the wind makes with the track direction is called the wind direction angle. As shown in FIG. 1, let us consider a case in which the traveling direction of the railway vehicle 1 is 0 [°] and natural wind is blowing with a wind direction angle of α with the railway vehicle 1 based on the traveling direction. When traveling in a windless state, the railway vehicle 1 receives wind in the opposite direction at the same magnitude as the traveling speed. Therefore, for the railway vehicle 1 traveling in the natural wind with the wind direction angle α, the combined wind of the inverse vector −v of the traveling speed v and the natural wind vector w generated by the traveling is generated by the railway vehicle. The wind direction angle formed by the synthetic wind vector u and the railway vehicle 1 is an angle β.

  By the way, the above-mentioned rollover limit wind speed can be determined by the wind direction angle α of the natural wind and the traveling speed v. FIG. 2 is a diagram illustrating an example of the relationship between the wind direction angle α and the traveling speed v of the natural wind and the overturning limit wind speed. Focusing on the wind direction angle α, the overturning limit wind speed becomes a small value when the wind direction angle α, which is a cross wind, is in the vicinity of 90 °. On the contrary, although not shown, since the wind direction angle α is near 0 [°] or near 180 [°], it becomes a headwind or a tailwind, so the overturning limit wind speed is a large value (theoretically infinite). Focusing on the traveling speed v, the capsize limit wind speed is smaller as the traveling speed v is higher and is larger as the traveling speed v is lower. This overturning limit wind speed can be represented by a function Wc (α, v) [m / s] having the wind direction angle α (wind direction of natural wind) and the traveling speed v as variables.

  Therefore, if the wind direction and wind speed of the wind acting on the railway vehicle 1 are measured, the natural wind vector w can be obtained from the synthetic wind vector u determined by these values and the inverse vector -v determined by the traveling speed. Natural wind direction (natural wind direction) and wind speed (natural wind speed) can be calculated. Then, from the relationship shown in FIG. 2 (function Wc (α, v)), the overturning limit wind speed according to the natural wind direction and the traveling speed can be calculated.

  Therefore, in the first embodiment, the wind direction anemometer is installed in the railway vehicle to measure the wind direction and the wind speed at any time, and the measured wind direction (measured wind direction) and wind speed (measured wind speed) and traveling of the railway vehicle acquired separately are measured. The natural wind direction and natural wind speed are calculated from the speed. Then, based on the natural wind direction and the traveling speed, the capsizing limit wind speed is calculated in the above manner to determine the driving regulation condition, and when the natural wind speed satisfies the driving regulation condition, the predetermined regulation for regulating the operation of the railway vehicle is determined. Perform control for operation restriction.

  In general, the driving regulation includes driving inhibition that completely cancels driving and speed regulation that limits the traveling speed to a predetermined speed or less. In the first embodiment, an approach condition corresponding to these two types of driving regulations is determined.

First, the approach condition for operation inhibition is “the difference from the capsize limit wind speed has approached the first approach value or less”, and the first approach value is determined in advance (assumed to be “5”). Then, during operation, the natural wind direction and the natural wind speed are calculated periodically, the capsizing limit wind speed is calculated each time, and the wind speed obtained by subtracting the first approach value “5” from the calculated capsizing limit wind speed is set to the threshold value w for driving inhibition. Set as _R1 . Thereafter, when the natural wind speed has reached the operation restraining threshold w _R1, it executes a predetermined operation restricting control. By doing so, determine that approach satisfying for driving deterrence as operating regulatory requirements, operating suppression when operating regulations condition is satisfied (if the natural wind speed reaches the operation restraining threshold w _R1) operating The control for regulation can be activated.

Next, the approach condition for speed regulation is “although the difference from the capsize limit wind speed has not approached to the first approach value or less, but has approached to the second approach value or less” (first approach Value <second approach value), and the second approach value is determined in advance (assumed to be “10”). Then, periodically the wind speed obtained by subtracting the second proximity value "10" from the calculated the overturning limit wind speed, is set as the speed regulating threshold w _R2 during operation. Then, if they reached the speed regulating threshold w _R2 of those natural wind speed does not reach the operation restraining threshold w _R1, it executes a predetermined operation restricting control. Such an approach satisfy conditions for speed control and as an operation control conditions by, the operation of the speed control when the operation restriction condition is satisfied (if the natural wind speed reaches the speed regulating threshold w _R2) The control for regulation can be activated.

  FIG. 3 is a block diagram illustrating a functional configuration example of the on-vehicle control device 10 according to the first embodiment. The on-board control device 10 is mounted on a railway vehicle. As shown in FIG. 3, the on-board control device 10 includes an operation unit 101, a display unit 103, a sound output unit 105, a communication unit 107, a processing unit 20, and a storage unit 40. The computer is connected to an anemometer 70, a brake mechanism (braking device) 109, and the like, and is provided at an appropriate position of a railway vehicle such as a driver's cab.

  The operation unit 101 is an input device realized by, for example, a keyboard, a mouse, a touch panel, various switches, and the like, and outputs an operation signal corresponding to the operation input to the processing unit 20. The display unit 103 is a display device realized by an LCD or the like, for example, and performs display according to a display signal from the processing unit 20. The sound output unit 105 is a sound output device realized by a speaker or the like, for example, and outputs a sound according to the sound signal from the processing unit 20. The communication unit 107 is a wired or wireless communication device realized by, for example, a wireless communication module, a router, a modem, a TA, a wired communication cable jack, a control circuit, and the like, and is installed in an external device (for example, a command office). The train operation control device).

  The on-board controller 10 is connected to an anemometer 70 provided on, for example, a roof of a railway vehicle, and the measured wind direction and the measured wind speed are input to the processing unit 20 from time to time. The

  The processing unit 20 is realized by an arithmetic device such as a CPU, for example, and is based on a program or data stored in the storage unit 40, an operation signal from the operation unit 101, an instruction signal from an external device via the communication unit 107, or the like. Instructions and data are transferred to each part constituting the on-board control device 10 and the operation of the on-board control device 10 is comprehensively controlled. The processing unit 20 includes a traveling speed acquisition unit 21, a measured wind data acquisition unit 22, a natural wind data calculation unit 23 as a calculation unit, an overturn limit wind speed calculation unit 24, an operation regulation condition determination unit 25, and an activation. And an operation restriction control activation control unit 26 as a control unit.

  The traveling speed acquisition unit 21 acquires the traveling speed of the railway vehicle as needed, for example, by inputting the traveling speed from the cab. The travel speed is not limited to the configuration obtained by input from the driver's cab, but the rotation detection of a pulse generator or a speed generator that is provided in a main motor that rotationally drives the axle of a railway vehicle and detects the rotation of the drive shaft. It may be obtained from the detector detection signal. For example, a configuration may be adopted in which the shaft speed is detected based on the PG signal that is a detection signal of the pulse generator and is acquired as the traveling speed.

  The measured wind data acquisition unit 22 acquires the measured wind direction and the measured wind speed input from the wind direction anemometer 70 as needed.

  The natural wind data calculation unit 23, in the manner described with reference to FIG. 1, uses the measured wind direction and the measured wind speed acquired by the measured wind data acquisition unit 22 and the travel speed acquired by the travel speed acquisition unit 21 and the natural wind direction and Calculate the natural wind speed.

  The capsize limit wind speed calculation unit 24 calculates the capsize limit wind speed according to the natural wind direction calculated by the natural wind data calculation unit 23 and the travel speed acquired by the travel speed acquisition unit 21. For example, the rollover limit wind speed is calculated by substituting the natural wind direction and the traveling speed into the function Wc (α, v) described with reference to FIG. Data of the function Wc (α, v) is stored in advance in the storage unit 40 as the rollover limit wind speed calculation formula 43.

  Here, the rollover limit wind speed actually varies depending not only on the natural wind direction and traveling speed but also on the specifications of the railway vehicle. Therefore, the function Wc (α, v) is determined in advance according to the specifications of the railway vehicle on which the on-vehicle control device 10 is mounted. In addition, the rollover limit wind speed may fluctuate depending on the travel position such as the linearity of the track to be traveled, the geographical conditions along the railway line, and the track structure (for example, whether it is a viaduct). The travel position may be taken into consideration.

  The data of the function Wc (α, v) is stored and the data table defining the relationship between the natural wind direction and the rollover limit wind speed for each traveling speed is not limited to the configuration for calculating the rollover limit wind speed. It is good also as a structure which memorize | stores and reads the overturn limit wind speed according to the natural wind direction and travel speed from the said data table. At that time, if the value of the capsize limit wind speed in the data table is discrete, the value of the capsize limit wind speed corresponding to the natural wind direction and the traveling speed is appropriately interpolated using an insertion method such as nearest neighbor insertion method. It is also possible to ask.

The driving restriction condition determination unit 25 sets the driving restriction threshold w _R1 based on the driving restriction approach condition, and determines the driving restriction condition by setting the speed restriction threshold w _R2 based on the speed restriction approach condition. To do. Threshold data (specifically, the first approach value and the second approach value) regarding each approach condition for driving inhibition and speed regulation is stored in advance in the storage unit 40 as the approach condition data 42.

  The driving regulation control activation control unit 26 is a functional unit that executes the driving regulation control when the driving regulation condition is satisfied. As the control for driving restriction, in the case of driving inhibition, the brake mechanism 109 is driven to automatically stop the running of the railway vehicle. In place of this, a predetermined message is displayed on the display unit 103 or a warning sound is output from the sound output unit 105 to stop the travel of the railway vehicle, and a driver is informed of a driving suppression instruction. The control to be performed may be executed as the operation restriction control. In this case, the driver confirms the message and the warning sound and manually controls the brake mechanism 109 by the manual control unit 111, so that the traveling of the railway vehicle is stopped.

  On the other hand, in the case of speed regulation, the driving regulation control activation control unit 26 performs control for driving the brake mechanism 109 to reduce the traveling speed to a predetermined slow speed as the driving regulation control. In place of this, as in the case of driving suppression, control for notifying the driver of speed regulation by displaying a message on the display unit 103 or outputting a warning sound from the sound output unit 105 is used for driving regulation. You may perform as control. In this case, the driver confirms the message and warning sound, and manually controls the brake mechanism 109 by the manual control unit 111, so that the traveling speed of the railway vehicle is reduced to the above-mentioned slow speed.

  The storage unit 40 is realized by a storage medium such as an IC (Integrated Circuit) memory, a hard disk, or an optical disk. The storage unit 40 stores in advance a program for operating the on-board control device 10 and realizing various functions of the on-board control device 10, data used during the execution of the program, or the like. Stored temporarily for each process.

  The storage unit 40 stores a first operation restriction processing program 41, approach condition data 42, rollover limit wind speed calculation formula 43, wind direction wind speed data 44, and operation restriction condition data 45.

  The processing unit 20 reads the first operation restriction processing program 41 from the storage unit 40 and executes it to thereby execute the traveling speed acquisition unit 21, the measured wind data acquisition unit 22, the natural wind data calculation unit 23, and the overturn limit wind speed calculation unit 24. The functions of the driving regulation condition determining unit 25, the driving regulation control activation control unit 26, and the like are realized.

  The wind direction wind speed data 44 includes the measured wind data 441 that stores the measured wind direction and the measured wind speed acquired by the measured wind data acquisition unit 22 in time series, and the natural wind direction and the natural wind speed that are calculated by the natural wind data calculation unit 23. Natural wind data 443 stored in series.

The driving regulation condition data 45 is rewritten and holds the driving inhibition threshold w _R1 and the speed regulating threshold w _R2 that are set when the driving regulation condition determination unit 25 determines the driving regulation condition.

  FIG. 4 is a flowchart for explaining the flow of the operation restriction issuing process in the first embodiment. This operation regulation issuing process is repeated while the railway vehicle is traveling. This process can be realized by the processing unit 20 reading and executing the first operation restriction processing program 41 from the storage unit 40.

  First, the traveling speed acquisition unit 21 acquires the traveling speed of the railway vehicle (step S101). Subsequently, the measured wind data acquisition unit 22 acquires the measured wind direction and the measured wind speed measured by the wind direction anemometer 70 (step S103). Then, the natural wind data calculation unit 23 calculates the natural wind direction and the natural wind speed from the measured wind direction and the measured wind speed calculated in step S103 and the travel speed acquired in step S101 (step S105).

Subsequently, the capsize limit wind speed calculation unit 24 substitutes the natural wind direction calculated in step S105 and the travel speed acquired in step S101 into the function Wc (α, v) according to the capsize limit wind speed calculation formula 43, and the capsize limit wind speed is calculated. The wind speed is calculated (step S107). Then, the driving regulation condition determination unit 25 sets the driving suppression threshold w _R1 according to the first approach value of the approach condition data 42 based on the capsize limit wind speed calculated in step S107, and the second approach The speed regulation threshold value w _R2 is set according to the value (step S109).

Thereafter, the operation restriction control activation control unit 26 determines whether or not the measured wind speed calculated in step S105 satisfies the operation restriction condition. That is, first, the driving regulation control activation control unit 26 determines whether or not the measured wind speed has reached the speed regulating threshold value _wR2 , and if not (step S111: YES), the driving regulation level is set to normal operation. (Step S113), the process proceeds to Step S125.

Further, when the measured wind speed has reached the speed regulation threshold value w _R2 (step S111: NO), the driving regulation control activation control unit 26 determines whether the measured wind speed has reached the driving inhibition threshold value w _R1 . Determine. If not reached (step S115: YES), the operation restriction level is set to speed restriction (step S117), and speed restriction operation restriction control is executed (step S119).

On the other hand, when the measurement wind speed has reached the operation restraining threshold w _R1 (step S115: NO), the operation restricting control implementation control unit 26, and the operation restriction level and operating suppression (step S121), the operation deterrence Operation restriction control is executed (step S123).

  In step S125, the operation restriction control activation control unit 26 performs processing for transmitting the operation restriction level of the train to the command via the communication unit 107.

In addition, when the driving | running | working control control for driving | running | working suppression is issued in step S123 and driving | running | working suppression driving | running | working control is instruct | indicated, after repeating a predetermined | prescribed standby | waiting time, after repeating a driving | running | working control instruction | indication process, it restarts. . For example, it is preferable to restart the operation restriction issuing process after a predetermined time (for example, 30 minutes) has elapsed after issuing the operation restriction for driving suppression. As a result, if the determined natural wind <speed limit threshold w _R2 at step S111 is weakened wind at the stop position, the operation restriction level is normally operated, operation regulations becomes released. Further, even if reached natural wind speed to the speed regulating threshold w _R2, it does not reach the operation restraining threshold w _R1 (Step S115: YES), the operation restriction is relaxed operation restriction level is the speed limitation . Still if the natural wind speed strong wind reaches the operation restraining threshold w _R1 (step S115: NO), operation regulation level will remain the driving deterrence, and to wait again.

Further, when the speed regulation operation restriction control is executed in step S119 and the speed restriction operation restriction is issued, the operation restriction level is set to the normal operation for a predetermined holding time (for example, 15 minutes). It is preferable to repeat the operation regulation issuing process. Specifically, when the speed restriction operation restriction control is executed in step S119 and the speed restriction operation restriction is issued, the determination process in step S111 is skipped for a predetermined holding time, and step S109 is performed. After the process of step S115, the process of step S115 is executed. By doing so, at the minimum, the speed regulation operation restriction control is executed during the predetermined holding time, and if the natural wind speed reaches the driving inhibition threshold w _R1 during the holding time. (Step S115: NO), the operation restriction control for inhibiting operation is executed.

As described above, according to the first embodiment, the rollover limit wind speed can be accurately calculated by considering the natural wind direction and the traveling speed. When the natural wind speed approaches the capsize limit wind speed, the operation restriction can be issued. More specifically, when the operation inhibition threshold w _R1 and the speed regulation threshold w _R2 are set so as to decrease stepwise with respect to the capsize limit wind speed, and the natural wind speed reaches the speed regulation threshold w _R2. the operating regulations speed limit, If it is judged in operation restraining threshold w _R1 can be issued the operating regulations of operation deterrence. Therefore, it is possible to determine the driving regulation conditions by capturing the wind conditions at the running position of the railway vehicle, so that the strong wind around the railway vehicle is overlooked and the driving regulation is not issued. Although it is not blowing, it is possible to prevent a situation in which the driving regulation is issued, and it is possible to realize individual and appropriate driving regulation control of the railway vehicle. Moreover, even if it is outside the regulation area where a strong wind is expected, the control for driving regulation can be appropriately activated. On the other hand, when relaxing or canceling the operation restriction, it is possible to determine again whether or not the operation restriction condition is satisfied after calculating the capsize limit wind speed, and the operation restriction can be relaxed or released appropriately. According to this, it is possible to increase the stability of transportation by minimizing the disturbance of the operation schedule while ensuring the safety against rolling over of the railway vehicle.

[Modification 1]
In the first embodiment, control for decelerating to a predetermined slow speed is performed at the time of speed regulation operation regulation. On the other hand, it is good also as a structure which determines the upper limit speed of a reduction speed from the relationship between a capsize limit wind speed and driving speed, and performs control for decelerating to below the determined upper limit speed as operation control control of speed control.

  FIG. 5 is a diagram for explaining a method for determining the reduction speed in the first modification, and shows an example of the relationship between the traveling speed in a certain natural wind direction and the rollover limit wind speed. This relationship can be obtained from the function Wc (α, v) of the capsize limit wind speed. FIG. 5 also shows the wind speed threshold value set for each traveling speed in Modification 1.

  In the first modification, a first approach value for determining whether or not driving regulation is necessary and a second approach value for calculating a wind speed threshold value are determined in advance. The first approach value and the second approach value may be different values or the same value. For example, it is assumed that all are “5”. During operation, the wind speed obtained by subtracting the first approach value “5” from the capsize limit wind speed according to the natural wind direction and the traveling speed is set as the necessity determination threshold value. And when natural wind speed has reached the necessity determination threshold value, it determines with driving | operation regulation being required.

  When it is determined that the operation regulation is necessary, as illustrated in FIG. 5, the relationship between the traveling speed in the natural wind direction and the capsize limit wind speed is obtained, and the second approach value is obtained from the capsize limit wind speed at each travel speed. By subtracting, a wind speed threshold is set for each traveling speed. The traveling speed at which the natural wind speed reaches the corresponding wind speed threshold satisfies the driving restriction condition, and the traveling speed at which the natural wind speed does not reach the wind speed threshold does not satisfy the driving restriction condition, as it does not satisfy the driving restriction condition. Of the traveling speeds, the highest speed is determined as the upper limit speed.

  For example, it is assumed that the operation regulation is necessary and the relationship of FIG. 5 is obtained from the natural wind direction at that time, and the natural wind speed is “30”. At this time, assuming that the traveling speed is 40 [km / h], the natural wind speed is lower than the corresponding wind speed threshold “31”, and the driving restriction condition is not satisfied. The same applies to each traveling speed of 30 [km / h] or less. On the other hand, when the traveling speed is 50 [km / h], the natural wind speed reaches the wind speed threshold value “29”, and thus satisfies the driving regulation condition. Therefore, in this example, the traveling speed may be reduced to 40 [km / h] or less, and 40 [km / h] is determined as the upper limit speed.

  Here, as in the first embodiment, when the speed restriction operation restriction control that uniformly restricts the speed as the predetermined slow speed is executed, the slow speed is, for example, 10 [km / h] in consideration of safety. The reduction rate is sufficiently low. If it does in this way, even if the upper limit speed which does not satisfy driving | running | working control conditions is 40 [km / h] like this example, a traveling speed will be controlled to low speed from it. On the other hand, in the modified example 1, since the upper limit speed of the reduced speed that does not satisfy the operation regulation condition can be determined from the relationship between the traveling speed and the capsize limit wind speed, the train operation can be performed while ensuring the safety. It is possible to further improve the stability of transportation by minimizing the disturbance.

  FIG. 6 is a flowchart for explaining the flow of the operation restriction issuing process in the first modification. In FIG. 6, the same steps as those in the first embodiment are denoted by the same reference numerals.

  In the first modification, after the rollover limit wind speed is calculated in step S107, the necessity determination threshold is set from the rollover limit wind speed according to the first approach value (step A108). If the natural wind speed calculated in step S105 does not reach the necessity determination threshold value, it is determined that the operation restriction is unnecessary (step A109: NO), and the process proceeds to step S113.

  On the other hand, when the natural wind speed has reached the necessity determination threshold value (step A109: YES), the traveling speed and capsize in the natural wind direction calculated in step S105 according to the rollover limit wind speed function Wc (α, v). A relationship with the limit wind speed is obtained (step A114). α can be obtained by calculating the natural wind direction, changing v stepwise, and substituting each value into the function Wc (α, v). Subsequently, a wind speed threshold is set for each traveling speed in accordance with the second approach value (step A115). Then, the traveling speed at which the natural wind speed calculated in step S105 does not satisfy the driving regulation condition (does not reach the wind speed threshold calculated in step A115) is specified, and the upper limit speed is determined (step A116).

  Thereafter, the type of operation regulation to be issued is determined. Specifically, assuming that the upper limit speed determined in step A116 is 0 [km / h] or that the traveling speed is 0 [km / h] from the relationship calculated in step A114 as a result of step A116. If the driving regulation condition is also satisfied, the driving regulation to be issued is determined to be driving inhibition (step A117: YES). In this case, the process proceeds to step S121.

  On the other hand, when the upper limit speed determined in step A116 is not 0 [km / h], it is determined that the speed is restricted (step A117: NO), and the operation restriction level is set as the speed restriction (step A118). Then, control for decelerating the traveling speed to be equal to or lower than the upper limit speed determined in step A116 is performed as operation restriction control for speed restriction (step A119).

  In the first embodiment and the first modification described above, the function Wc (α, v) representing the relationship between the natural wind direction and traveling speed and the capsize limit wind speed is determined, and the calculated natural wind direction and acquired. The structure which calculates the capsize limit wind speed according to traveling speed was illustrated. On the other hand, the rollover limit wind speed does not necessarily have to be a value considering the natural wind direction. For example, the relationship between the travel speed and the capsize limit wind speed may be determined in advance, and the capsize limit wind speed may be calculated from the acquired travel speed.

[Second Embodiment]
In the second embodiment, instead of the rollover limit wind speed described in the first embodiment, the wheel load or an index value corresponding to the wheel load (hereinafter collectively referred to as “wheel load index value”) is used. Then, it is determined whether or not the driving regulation condition is satisfied. As described above, when crosswind acts on the railway vehicle, the wheel load on the windward side decreases. Conversely, the wheel load increases on the leeward side opposite to the leeward side. Therefore, it is possible to determine whether or not driving regulation is necessary from the wheel load index value.

Several methods are conceivable as a method for constantly measuring the wheel load index value, and a known method can also be applied.
For example, a method of measuring the wheel load on the vehicle using a load cell mounted on the axle box support device, a method of measuring the wheel load indirectly using the internal pressure of the air spring, and measuring the spring length of the shaft spring Thus, a method for indirectly measuring the wheel load is conceivable. More specifically, as a method of using the internal pressure of the air spring, the internal pressure of the air spring that supports the vehicle body interposed between the railway vehicle body and the carriage (cart frame) is used as the wheel load index value. Can do.

Since the wheel load index value itself varies depending on the railway vehicle, the wheel load index value decrease rate is calculated from the measured wheel load index value and used to determine the driving restriction condition. The wheel load index value decrease rate _DF can be obtained from the wheel load index value P and the stationary index value P ₀ by the following equation (1). Resting index value P ₀ is determined in advance based on the value of the wheel load index value P when positioned in a stopped state on a flat line. For example, the wheel load index value P when the vehicle is idle or stationary is measured on a flat track, and the value is set as the stationary index value P ₀ .
D _F = (P−P ₀ ) / P ₀ (1)

During traveling, it is determined whether or not the driving restriction condition is satisfied using the driving inhibition threshold value _DFR1 and the smaller speed restriction threshold value _DFR2 . In the second embodiment, wheel load sensors for constantly measuring wheel load index values are provided on the left front side, right front side, left rear side, and right rear side of a railway vehicle. For each wheel weight sensor, when one of the wheel load index value decrease rates _DF of the wheel load index value calculated from the measured wheel load index value has reached the driving suppression threshold D _FR1 It is determined that the driving regulation condition is satisfied, and the driving regulation control for driving inhibition is executed. In addition, even when the threshold value D _FR1 for driving suppression is not reached but the threshold value D _FR2 for speed regulation is reached, it is determined that the driving regulation condition is satisfied. In this case, the speed regulation driving regulation control is executed. The threshold value D _FR1 for driving suppression is a value of the wheel load index value decrease rate _DF that requires driving suppression, and the threshold value D _FR2 for speed control is set in advance as the value of the wheel load index value decreasing rate _DF that requires speed control. It is decided.

  FIG. 7 is a block diagram illustrating a functional configuration example of the on-board controller 10a according to the second embodiment. As illustrated in FIG. 7, the on-board control device 10 a includes an operation unit 101, a display unit 103, a sound output unit 105, a communication unit 107, a processing unit 30, and a storage unit 50. The computer is connected to a brake mechanism (braking device) 109 and the like, and is provided at an appropriate position of a railway vehicle such as a driver's cab.

  The on-board control device 10a is connected to wheel weight sensors 81, 82, 83, 84 provided on the left front side, right front side, left rear side, and right rear side of the railway vehicle. From 81, 82, 83, 84, the measured wheel load index value is input to the processing unit 30 as needed.

  The processing unit 30 includes a wheel load index value acquisition unit 31, an index value variation calculation unit 33 as a calculation unit, and a driving regulation control activation control unit 35 as an activation control unit.

  The wheel load index value acquisition unit 31 acquires the wheel load index values of the left front side, the right front side, the left rear side, and the right rear side of the railway vehicle that are input from the wheel load sensors 81, 82, 83, and 84 as needed.

  The index value fluctuation calculation unit 33 follows the above formula (1), and each wheel load index on the left front side, the right front side, the left rear side, and the right rear side of the railway vehicle measured by the wheel weight sensors 81, 82, 83, 84. The wheel load index value decrease rate of the value is calculated.

The driving regulation control activation control unit 35 executes the driving regulation control when the driving regulation condition is satisfied. Data related to the driving restriction conditions (specifically, the driving inhibition threshold value D _FR1 and the speed restriction threshold value D _FR2 ) are stored in advance in the storage unit 50 as the driving restriction condition data 53.

  The storage unit 50 stores a second driving restriction processing program 51, driving restriction condition data 53, wheel load index value data 55, and wheel load index value decrease rate data 57.

  The processing unit 30 reads out and executes the second driving restriction processing program 51 from the storage unit 50, and thereby functions of the wheel load index value acquiring unit 31, the index value fluctuation calculating unit 33, the driving restriction control activation control unit 35, and the like. Is realized.

  The wheel load index value data 55 stores the wheel load index values of the left front side, the right front side, the left rear side, and the right rear side acquired by the wheel load index value acquisition unit 31 in time series. Further, the wheel load index value decrease rate data 57 indicates the wheel load index value decrease rate of each wheel load index value calculated by the index value fluctuation calculation unit 33 on the left front side, the right front side, the left rear side, and the right rear side. Remember in series.

  FIG. 8 is a flowchart for explaining the flow of the operation restriction issuing process in the second embodiment. This operation restriction issuing process is repeatedly performed while the railway vehicle is traveling, as in the case of the first embodiment. This processing can be realized by the processing unit 30 reading and executing the second operation restriction processing program 51 from the storage unit 50.

  First, the wheel load index value acquisition unit 31 acquires the wheel load index values measured by the wheel load sensors 81, 82, 83, and 84 (step S201). Then, the index value fluctuation calculation unit 33 calculates the wheel load index value decrease rate from each wheel load index value acquired in step S201 (step S203).

Thereafter, the driving regulation control activation control unit 35 determines whether or not the wheel load index value reduction rate calculated in step S203 satisfies the driving regulation condition. That is, first, the driving restriction control activation control unit 35 uses the speed restriction threshold value _DFR2 of the driving restriction condition data 53, and compares the wheel weight index value decrease rate of each wheel weight index value with the threshold value. If none of the wheel load index value reduction rates has reached the speed restriction threshold value _DFR2 (step S205: NO), the operation restriction level is set to normal operation (step S207), and the process proceeds to step S219.

Further, when any wheel load index value decrease rate has reached the speed restricting threshold value _DFR2 (step S205: YES), the driving restriction control activation control unit 35 determines that the wheel load index value decrease rate is It is determined whether or not the threshold value for driving suppression _DFR1 has been reached. If not reached (step S209: NO), the operation restriction level is set to speed restriction (step S211), and speed restriction operation restriction control is executed (step S213). For example, as in the first embodiment, control for reducing the traveling speed to a predetermined slow speed is performed. On the other hand, when the wheel load index value reduction rate has reached the threshold value _DFR1 for driving inhibition (step S209: YES), the control activation control unit 35 for driving restriction sets the driving restriction level to driving inhibition (step S215). ), Control for restricting driving is executed (step S217).

  In addition, when the control for driving restriction is executed in step S217 and the driving restriction for driving restriction is issued, the restricted state is maintained for a predetermined waiting time as described in the first embodiment. It is preferable to restart the operation regulation issuing process after maintaining the above. In addition, when the speed restriction operation restriction control is executed in step S213 and the speed restriction operation restriction is issued, the operation restriction level is set to normal during the predetermined holding time as in the first embodiment. It is preferable to repeat the operation regulation issuing process without operating.

As described above, according to the second embodiment, when the wheel load index value is acquired at any time and the speed restriction threshold value _DFR2 determined as the driving restriction condition is reached in advance, the speed restriction driving restriction is achieved. The control for driving restriction can be activated when the threshold value for driving inhibition _DFR1 is reached. Therefore, it is possible to realize individual and appropriate control for driving regulation of the railway vehicle by capturing the state of the wind at the traveling position of the railway vehicle (exactly whether crosswind is received), which is the first embodiment. The same effect can be achieved.

[Modification 2]
In the second embodiment, control for decelerating to a predetermined slow speed is performed at the time of operation restriction of speed restriction. On the other hand, as the operation restriction control for speed restriction, the speed restriction operation restriction control is executed based on the restriction speed specified from the relationship between the predetermined restriction speed and the wheel load index value reduction rate threshold. It is good as well.

  FIG. 9 is a diagram for explaining a method for determining the restriction speed in the second modification, and shows an example of a relationship between a restriction speed that is determined in advance and a wheel load index value decrease rate threshold value. In Modification 2, as shown in FIG. 9, a threshold table in which a wheel load index value reduction rate threshold is set as a threshold condition for each of a plurality of regulated speeds assumed as reduction speeds is prepared in advance.

  On the other hand, while driving, the expected value obtained by adding a predetermined margin value to the wheel load index value decrease rate calculated at any time is used, and the regulation speed at which the expected value reaches the corresponding wheel load index value decrease rate threshold is determined by the threshold condition. The control speed for which the expected value does not reach the wheel load index value reduction rate threshold value does not satisfy the threshold condition, and the control for driving control is performed based on the highest speed control speed that does not satisfy the threshold condition. Execute. According to this, when issuing a speed regulation operation restriction, even if a predetermined margin value is expected for the wheel load index value reduction rate, it is based on the highest regulation speed among the regulation speeds that do not satisfy the corresponding threshold condition. Operation regulation control can be executed.

  FIG. 10 is a flowchart for explaining the flow of the operation restriction issuing process in the second modification. In FIG. 10, the same steps as those in the second embodiment are denoted by the same reference numerals.

  In the modified example 2, after setting the driving restriction level to speed restriction in step S211, a predetermined margin value is added to the wheel load index value reduction rate calculated in step S203 with reference to a threshold table prepared in advance. The highest regulated speed among the regulated speeds whose expected value does not satisfy the threshold condition is specified (step A231). Then, for example, control for decelerating the traveling speed to be equal to or lower than the regulation speed specified in Step A231 is performed as speed regulation operation regulation control (Step A233).

  In the second embodiment and the second modification described above, whether the wheel load index value decrease rate is once obtained from the wheel load index value and then the driving restriction condition is satisfied using the wheel load index value decrease rate. It was decided to judge. On the other hand, instead of calculating the wheel load index value reduction rate, it may be determined whether the measured wheel load index value is subjected to threshold processing (comparison operation processing with a threshold) to satisfy the driving regulation condition. . In this case, the threshold value for driving suppression and the threshold value for speed regulation of the wheel load index value are determined in advance.

  Also, as a method for measuring the wheel load index value, a method of measuring a load acting on the shaft spring (shaft spring acting load) or a vehicle body roll angle that supports the axle box interposed between the carriage frame and the axle is adopted. For example, it is possible to determine whether or not the driving regulation condition is satisfied by performing threshold processing using these values of the axial spring action load and the vehicle body roll angle as wheel load index values. In this case, the threshold value for driving suppression and the threshold value for speed regulation of the shaft spring acting load, the vehicle body roll angle are determined in advance.

In the second embodiment described above, the wheel load index value decrease rate of any wheel load index value among the wheel load index values measured by each of the plurality of wheel load sensors disposed in the railway vehicle. _Has reached the driving restriction threshold D _FR1 or the speed restriction threshold D _FR2 , the driving restriction condition is satisfied. On the other hand, the difference between the wheel load index values of the pair of left and right wheel load sensors or the difference between the two wheel load sensors may be calculated, and the calculated difference may be subjected to threshold processing to determine whether or not the driving regulation condition is satisfied. Good. When the difference is large, it is considered that the railway vehicle is receiving a crosswind from the right or left side. In this case, a threshold value for driving suppression and a threshold value for speed regulation are determined in advance for the difference in wheel load index value or the difference in fluctuation.

  In addition, a threshold value process is performed on the wheel load index value of one of the left and right wheel load sensors (for example, the two wheel load sensors on the left front side and the left rear side) or its variation to determine whether or not the driving regulation condition is satisfied. You may go. In that case, if you set the upper and lower thresholds of the threshold when the wheel load index value or the cross wind that the fluctuation is large and the threshold when the cross wind is small, set the driving regulation condition Good. For example, when the wheel weight index value of the left wheel weight sensor is small, the wheel weight index value of the right wheel weight sensor is large, and conversely, when the right is small, the left is large. The wheel load index value or the like may be the monitoring target. Of course, the threshold value condition for the driving restriction condition is set such that the upper and lower threshold values for the speed restriction threshold value are set between the upper and lower threshold values for the driving inhibition threshold value.

DESCRIPTION OF SYMBOLS 10,10a On-board controller 20,30 Processing part 21 Traveling speed acquisition part 22 Measurement wind data acquisition part 23 Natural wind data calculation part 24 Overturn limit wind speed calculation part 25 Operation regulation condition determination part 26 Operation control control activation control part 31 Wheel load index value acquisition unit 33 Index value fluctuation calculation unit 35 Operation control control activation control unit 40, 50 Storage unit 41, 51 First and second operation control processing program 42 Approach condition data 43 Overturn limit wind speed calculation formula 44 Wind direction wind speed Data 45, 53 Operation restriction condition data 55 Wheel load index value data 57 Wheel load index value decrease rate data

Claims (7)

A calculation unit that calculates a wind speed of natural wind (hereinafter referred to as “natural wind speed”) using a measured wind direction and a measured wind speed measured by an anemometer provided in the railway vehicle, and a traveling speed of the railway vehicle;
To determine whether or not a given operation regulation condition that is a condition for subjecting the rolling over of the railway vehicle to a safety operation regulation is satisfied using the natural wind speed, and to restrict the operation of the railway vehicle when the condition is satisfied An activation control unit for executing predetermined driving regulation control;
On-vehicle control device with The calculation unit further calculates a wind direction of natural wind (hereinafter referred to as “natural wind direction”) using the measured wind direction, the measured wind speed, and the traveling speed,
The activation control unit determines the driving restriction condition using the natural wind direction and the traveling speed, and determines whether the driving restriction condition is satisfied using the natural wind speed;
The on-vehicle control device according to claim 1. The activation control unit determines, as the operation restriction condition, that the natural wind speed satisfies a given approach condition with respect to the capsize limit wind speed determined according to the natural wind direction and the traveling speed.
The on-vehicle control device according to claim 2. The activation control unit assumes that the traveling speed is a given reduction speed, and the natural wind speed calculated using the measured wind direction and the measured wind speed (hereinafter referred to as “natural wind speed assumed value”) satisfies the operation restriction condition. Determining an upper limit speed of the reduced speed that is not satisfied, and executing control for reducing the traveling speed to be equal to or lower than the upper limit speed as the operation restriction control;
The on-vehicle control device according to any one of claims 1 to 3.   Using the wheel load index value measured by a measuring instrument that measures the wheel load of the railway vehicle provided on the rail vehicle or an index value corresponding to the wheel load (hereinafter collectively referred to as “wheel load index value”), It is determined whether or not a given operation regulation condition that is a condition for applying a safety operation regulation to the overturning of the railway vehicle is satisfied, and a predetermined operation regulation control for regulating the operation of the railway vehicle when satisfied Car on-board control device. A calculation unit that calculates a change in the index value during traveling based on a stationary index value that is the wheel load index value when the railway vehicle is positioned on a flat track in a stationary state;
An activation control unit that determines whether or not the driving regulation condition is satisfied using the fluctuation, and executes the driving regulation control when the fluctuation is satisfied,
The on-vehicle control device according to claim 5, comprising: In the driving regulation condition, a threshold condition for the variation is determined for each of a plurality of regulated speeds.
The activation control unit executes the operation restriction control based on the highest restriction speed among the threshold conditions that are not satisfied even if a predetermined margin value is expected for the fluctuation.
The on-vehicle control device according to claim 6.

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