JP5629619B2 - Railcar rolling over prevention device - Google Patents

Description

  The present invention relates to a rollover prevention device that prevents a railcar from rolling over due to strong winds or the like.

  When a railway vehicle receives a strong wind from the side, a drag (lateral force) due to wind pressure is generated on the vehicle body. When the wind speed is high, the lateral force for overturning the vehicle increases, and when the wind speed exceeds a certain limit wind speed, the vehicle overturns and derails. In this way, many derailment overturning accidents of railway vehicles, which are thought to be caused by strong winds, have occurred since the opening of railways in Japan.

In order to prevent such an accident, if the extension amount of the pillow spring between the body of the railway vehicle and the bogie is detected and an elongation exceeding a certain threshold is detected, the hook provided on the bogie is hooked on the rail. A technique for preventing rolling over of a railway vehicle has been proposed (Patent Document 1).
However, this method may cause the hook to damage the rail.

A method for obtaining a braking force by an electromagnet fixed to a vehicle body of a railway vehicle has been proposed (Patent Document 2).
However, in this method, since the electromagnet is fixed to the vehicle body, there is a large gap between the rail and the electromagnet, and a sufficient attractive force cannot be obtained.
In addition, the electromagnet disclosed in this method requires an electromagnet having a width approximately equal to the distance between the left and right rails. However, it cannot be said that a sufficient attractive force is obtained with respect to the size of the electromagnet.

There has been proposed a technology for adding a function of preventing a rollover to an external force by providing a rail current collector contact at the center lower part of a battery-type LRV (Light Rail Vehicle) carriage frame and using this as a rail brake (see FIG. Patent Document 3).
Neither Patent Document 2 nor Patent Document 3 discloses what kind of control is performed under what conditions, specifically, when the current is applied to the electromagnet.

JP 2010-070075 A JP 2006-306357 A JP 2007-068241 A

  The present invention has been made in view of such a situation, and provides a rollover prevention device for a railway vehicle that can safely prevent rollover and derailment even in a strong wind without damaging equipment such as rails. For the purpose.

  Hereinafter, the present invention will be described with reference numerals. However, the reference numerals are for reference, and the present invention is not limited to the embodiments.

  1st invention which concerns on this application is a rollover prevention apparatus of the rail vehicle 1, Comprising: It corresponds to the rail 4 on either side, respectively, The several magnet currently hold | maintained within the vehicle limit at the time of normal driving, and the said magnet are moved Steering means 7 and control means 35 for controlling the operation of the steering means 7 are provided, and the steering means 7 moves the corresponding magnets to the left and right rails 4 in response to a command from the control means 35. An apparatus for preventing rollover of a railway vehicle, wherein an attractive force is generated between the magnet and the rail 4.

  According to a second aspect of the present invention, the magnet is the electromagnet 2, the control means 35 further controls the magnetic force generated by the electromagnet 2, and the steering means 7 is moved to the left and right according to a command from the control means 35. The rolling-over prevention device for a railway vehicle is characterized in that the corresponding electromagnets 2 are moved to the rails 4 and the electromagnets 2 are excited to generate an attractive force between the electromagnets 2 and the rails 4. is there.

  In addition, the third invention according to the present application further includes posture detection means 36 for outputting a parameter relating to the posture of the railway vehicle 1, and the control means 35 is configured such that the parameter output by the posture detection means 36 satisfies a predetermined condition. When it is satisfied, it is determined that the risk of rollover of the railway vehicle 1 has increased, and the control means 35 moves the control means 7 to the left and right rails until the electromagnets 2 respectively correspond to the rails, An apparatus for preventing rollover of a railway vehicle, wherein the electromagnet 2 is attracted to a rail by exciting the electromagnet 2.

  Further, according to a fourth aspect of the present invention, even when the parameter does not satisfy a predetermined condition, the steering means 7 controls the corresponding electromagnets 2 respectively to the left and right rails according to a command from the control means 35. The control means 35 controls the magnetic force generated by the electromagnet 2 by controlling the power supplied to the electromagnet 2 in accordance with the parameters output from the attitude detection means 36. An apparatus for preventing rollover of a railway vehicle, characterized in that the attraction force to the rail 4 is adjusted and the running stability of the railway vehicle 1 is maintained.

  The fifth invention according to the present application further includes a rollover direction determination unit 362 that determines whether the rollover is likely to be performed on the right rail side or the left rail side, and the maneuvering operation according to a command from the control unit 35. The means 7 moves the electromagnet 2 corresponding to the rail 4 opposite to the direction determined by the rollover direction determination means 362, and the control means 35 excites the electromagnet 2 to attract the electromagnet 2 to the rail 4. This is an apparatus for preventing rollover of the railway vehicle 1.

  The predetermined condition can include a case where the amount of extension of the pillow spring 61 becomes a predetermined value or more.

Wherein the predetermined condition may include a case where the pressure difference between the air spring 123 is equal to or above a prescribed value.

  The predetermined condition may include a case where the difference between the output values of the air pressure sensors 62 on the left and right side surfaces of the vehicle body 11 is equal to or greater than a predetermined value.

  The predetermined condition may include a case where the wheel load is equal to or less than a predetermined value.

  The predetermined condition may include a case where the lateral vibration acceleration is equal to or greater than a predetermined value.

  The electromagnet 2 can be attached to the vehicle body 11 of the railway vehicle 1.

  Further, the electromagnet 2 can be attached to the carriage 12 of the railway vehicle 1.

  With this configuration, even if the railway vehicle 1 is likely to be derailed and overturned by an external force as in a strong wind, the railroad vehicle 1 can be safely overturned without damaging various facilities including the rail 4.・ Derailment can be prevented.

Side view of a railway vehicle equipped with a rollover prevention device according to the present invention Front view of a railway vehicle equipped with a rollover prevention device according to the present invention Bottom view of a railway vehicle equipped with a rollover prevention device according to the present invention The figure showing the structural example at the time of applying the rollover prevention apparatus which concerns on this invention to a vehicle The figure showing the trolley | bogie of the railway vehicle carrying the rollover prevention apparatus which concerns on this invention. The figure showing the structural example at the time of applying the rollover prevention apparatus which concerns on this invention to a trolley | bogie. The figure showing operation | movement when the railway vehicle carrying the rollover prevention apparatus which concerns on this invention receives a strong wind. The figure explaining operation | movement of the rollover prevention apparatus which concerns on this invention The figure explaining the input parameter of the rollover prevention device according to the present invention Configuration diagram for explaining input parameters of rollover prevention device according to the present invention The figure explaining operation | movement of the modification of the rollover prevention apparatus which concerns on this invention The figure explaining operation | movement of the electromagnet of the rollover prevention apparatus which concerns on this invention

  Embodiments of the present invention will be described with reference to the drawings.

[First Embodiment]
First, an example in which the rollover prevention device according to the present invention is mounted on the vehicle body 11 of the railway vehicle 1 will be described.

[(1) Appearance]
FIG. 1 is a side view of a railway vehicle 1 equipped with a rollover prevention device according to the present invention. Although an example of the leading vehicle is shown, the present invention is also applicable to an intermediate vehicle. The vehicle 1 includes a vehicle body 11, a carriage 12, and a coupler 13. The wheels 1 provided on the carriage 12 transmit power to the rail 4, so that the vehicle 1 travels on the rail 4. In addition, various underfloor devices are mounted on the bottom surface of the vehicle, but are omitted.
The electromagnet 2 constituting the present invention is mounted on a vehicle body. In this embodiment, the electromagnet 2 is mounted on the front end, the center, and the rear end of the vehicle body.

FIG. 2 is a front view of the railway vehicle 1 equipped with the rollover prevention device according to the present invention. Although an example of the leading vehicle is shown, the present invention is also applicable to an intermediate vehicle. The vehicle 1 includes a vehicle body 11, a coupler 13, and an obstacle device 14. In FIG. 2, the carriage 12 is omitted. In addition, for ease of viewing, the obstacle device 14 is indicated by a broken line.
As shown in FIG. 2, in the present embodiment, the electromagnets 2 constituting the present invention are respectively disposed immediately above the left and right rails. The electromagnet 2 immediately above the right rail is an electromagnet 2 corresponding to the right rail. The electromagnet 2 immediately above the left rail is an electromagnet 2 corresponding to the left rail.

  Here, in general, in the railway field, left and right are represented by left and right when starting from the back and facing the end.

FIG. 3 is a bottom view of the railway vehicle 1 equipped with the rollover prevention device according to the present invention. A carriage 12 and a coupler 13 are mounted on the bottom surface of the vehicle. In addition, various underfloor devices are mounted on the bottom surface of the vehicle, but are omitted. In the present embodiment, the electromagnets 2 constituting the present invention are arranged at the front end, the center, and the rear end of the vehicle body, and a pair of electromagnets 2 corresponding to the left and right rails are mounted at each position. ing.
The electromagnet 2 according to the present invention is housed within the vehicle limit during normal travel (no driving regulations are issued) (FIGS. 1 (a) and 2 (a)). When there is a possibility that the railway vehicle 1 may overturn, such as during a strong wind, the electromagnet 2 moves to the rail 4 (FIG. 1 (b), FIG. 2 (b)).

  Here, the vehicle limit means a limit that the outline of the cross-sectional shape of the railway vehicle must not exceed.

[(2) Configuration]
FIG. 4 is a diagram illustrating a configuration example when the rollover prevention device according to the present invention is applied to a vehicle.
In the present embodiment, a railway vehicle 1 traveling in a DC section will be described as an example. The overhead line 31 is a feed line for supplying electric power from the substation to the railway vehicle 1, and is applied with a direct current of 1500 V. The pantograph 32 receives power supplied from the substation. The DC power received by the pantograph 32 is supplied to the inverter 33 via a circuit breaker (not shown) and a rectifier (not shown). The inverter 33 converts DC power into three-phase AC and drives an electric motor (motor). The inverter 33 also plays a role of supplying electric power for operating equipment (auxiliary equipment) other than the electric motor.

  The converter 34 converts the power supplied from the inverter 33 into DC power and supplies it to the control means 35.

  The control means 35 gives a command to the control means 7 to move the electromagnet 2 to the rail 4 when there is a possibility that the railway vehicle will overturn, such as during a strong wind.

  In FIG. 4, the steering means 7 that moves the electromagnet 2 to the rail 4 rotates the drive shaft 24 by the motor 25, and the connecting bracket 22 moves to the left and right, so that the electromagnet 2 connected to the other end of the connecting rod 23 is moved. It can be made to operate.

Specifically, the drive rod 24 is provided with a spiral groove. A hole through which the drive rod 24 is passed is formed in the connection fitting 22, and a spiral convex portion is formed at the same pitch as the spiral groove inside the hole. In the motor side half and the distal end side half of the drive rod 24, the same pitch of spiral groove, if the direction opposite, two connecting fitting 22, by driving Dobo 24 rotates, the right or left And move away from each other. By this operation, the angle formed by the connecting rod 23 connected to the connecting fitting 22 and the electromagnet 2 connected to the other end changes, and as a result, the electromagnet 2 moves up and down.
Therefore, the control means 35 can move the electromagnet 2 to the rail 4 or move it away from the rail 4 by controlling the rotation of the motor 25 provided in the steering means 7.

  If there is no space for installing the steering means 7 as shown in FIG. 4, the actuator 26 can be used as the steering means 7 as shown in FIG. 6.

[Second Embodiment]
Next, an example in which the rollover prevention device according to the present invention is mounted on the carriage 12 of the railway vehicle 1 will be described.

[(1) Appearance]
FIG. 5 is a diagram showing the carriage 12 of the railway vehicle 1 equipped with the rollover prevention device according to the present invention. The carriage 12 includes wheels 121, a carriage frame 122, an air spring 123, and an axle 124. In addition, the carriage is equipped with an electric motor and a brake device, which are omitted here. The wheels 121 provided on the carriage 12 transmit power to the rail 4, so that the railway vehicle 1 travels on the rail 4.
As shown in the bottom view of the carriage 12 (FIG. 5C), the electromagnet 2 constituting the present invention is mounted on the carriage frame 122 so as to be positioned on a line connecting the front and rear wheels 121. The electromagnet 2 on the right rail corresponds to the right rail, and similarly the electromagnet 2 on the left rail corresponds to the left rail.

  The electromagnet 2 according to the present invention is housed within the vehicle limit during normal travel (no driving regulations are issued) (FIG. 5 (a)). When there is a possibility that the railway vehicle may overturn, such as during strong winds, a command is issued to the steering means 7 to move the electromagnet 2 to the rail 4. (FIG. 5B).

[(2) Configuration]
In FIG. 6, the structural example at the time of applying the rollover prevention apparatus which concerns on this invention to the trolley | bogie 12 is shown. In the present embodiment, a railway vehicle 1 traveling in a DC section will be described as an example. Since the configuration and the respective roles are the same as those in FIG. 4 (first embodiment), the description thereof is omitted.

  When the rollover prevention device according to the present invention is mounted on the bogie 12 of the railway vehicle 1, the bogie 12 needs to house an apparatus necessary for driving the railway vehicle 1 in a limited space. Space to install is limited. Therefore, a device capable of operating even in a limited space such as the actuator 26 is used as the steering means 7.

[Operation of the Overturn Prevention Device According to the Present Invention]
Next, operations common to the first embodiment and the second embodiment of the rollover prevention device according to the present invention will be described.

[(1) Detection of fear of rollover]
As shown in FIGS. 4 and 6, the rollover prevention device according to the present invention can include posture detection means 36 in order to detect the possibility that the railcar will roll over.
Attitude detection means 36 calculates parameters relating to the attitude of the railway vehicle. The posture detection unit 36 includes a parameter calculation unit 361. When these parameters satisfy predetermined conditions, the control means 35 determines that there is a possibility that the railway vehicle may overturn, and issues a command to the steering means 7 to operate the electromagnet 2.

[(2) Judgment of rollover direction]
The rollover direction determination means 362 determines whether the rollover direction is more likely to occur on the right rail side or the left rail side using the parameter output from the parameter calculation unit 361.
When these parameters satisfy predetermined conditions and the rollover direction determining means 362 determines that the rollover direction is to be rolled over to the right rail, the control unit 35 moves the electromagnet 2 corresponding to the left rail to the left rail. The steering means 7 for operating the electromagnet 2 on the left rail side is controlled so as to move. On the other hand, when the rollover direction determination unit 362 determines to roll over to the left rail side, a command is issued to the right control unit 7 to move the electromagnet 2 corresponding to the right rail to the right rail.

The reason for such an operation is that the rollover phenomenon of the railway vehicle 1 is a rotation phenomenon in which the contact point of the wheel / rail on the rollover side is the rotation center. In other words, considering the case of overturning in the right direction, even if an attractive force is generated between the right wheel and the right rail by the electromagnet 2, it is an action at the center of rotation, so that the rotation phenomenon cannot be prevented.
Therefore, the control means 35 moves the corresponding electromagnet 2 to the steering means 7 to the rail 4 on the opposite side to the direction determined by the rollover direction determination means 362.

[(3) Application of current to electromagnet]
When there is a possibility that the railway vehicle may overturn, such as during a strong wind, the control means 35 issues a command to the control means 7 to move the electromagnet 2 to the rail 4 and to pass current through the electromagnet 2 to generate magnetic force. Then, an attractive force is generated between the electromagnet 2 and the rail 4.
In this case, the rolling over of the railway vehicle can be prevented by the attractive force between the electromagnet 2 and the rail 4.

  In addition, when the electromagnet 2 and the rail 4 are attracted to each other, a braking force and a force that decreases the speed of the railway vehicle 1 are applied to the traveling railway vehicle 1, and the speed of the railway vehicle 1 is reduced, so that the railway vehicle 1 The possibility of capsizing can be reduced. This is because, in the overturning phenomenon of the railway vehicle 1 due to strong winds, there is a positive correlation between the traveling speed of the railway vehicle 1 and the wind speed at which the train is overturned. This is because it becomes difficult to overturn.

[Specific example when applied to vehicle rollover prevention during strong winds]
Next, a specific example when the rollover prevention device according to the present invention is applied to prevent rollover of the railway vehicle 1 due to strong wind will be described.

[(1) Rollover phenomenon of railway vehicles]
As shown in FIG. 7A, the railway vehicle 1 travels without tilting the vehicle body 11 unless it receives external force such as strong wind. Here, FIG. 7 is a view when the railway vehicle 1 is viewed from the front, and the distracter 14 is omitted for explanation.

When the railway vehicle 1 receives a strong wind from the side, an aerodynamic force due to the wind acts on the side surface of the vehicle body 11 and a force is applied so that the railway vehicle 1 rolls over to the leeward side. In this case, the vehicle body is inclined as shown in FIG. When the force exceeds a certain value, the railcar 1 rolls over to the leeward side and derails. How much of the wind, is whether the railway vehicle 1 is overturned, the shape of the car body 11, the shape of the running speed and the line structures (embankments, bridges, etc.), believed to be affected by factors such as the direction blows wind ing.

  When the railway vehicle 1 receives strong wind from the side, the vehicle body 11 is inclined according to the wind speed. As the vehicle body 11 is inclined, the pillow spring on the windward side of the pillow spring (secondary spring) between the carriage 12 and the vehicle body 11 is extended. Here, many of railway vehicles 1 in recent years employ air springs as pillow springs.

  Alternatively, when the vehicle body 11 is inclined, the wheel load of the windward wheel (pressure transmitted to the rail via the wheel) is reduced.

  Alternatively, if the acceleration sensor 64 is attached to the vehicle body 11, the inclination of the vehicle body 11 can be detected.

  In addition, when the railway vehicle 1 receives strong wind from the side, the air pressure on the side surface of the vehicle body 11 is higher on the windward side than on the leeward side. The vehicle body 11 is tilted according to the pressure difference (that is, the magnitude of the wind speed).

[(2) Description of the specific example using a flowchart]
Next, the operation of the rollover prevention device according to the present invention when the risk of derailment rollover increases in the railway vehicle due to strong wind will be described with reference to the flowchart of FIG.

-Parameter output When the control of the rollover prevention device is started, the posture detection means 36 continues to calculate parameters relating to the posture of the railway vehicle at a predetermined cycle (for example, 100 Hz) (S1). Examples of the parameters related to the attitude of the railway vehicle include the following.
-Extension amount of the pillow spring disposed between the vehicle body 11 and the carriage 12-If the pillow spring is the air spring 123, the pressure difference between the left and right air springs 123-The air pressure on the left and right side surfaces of the vehicle body 11 The wheel load applied to the rail 4 through the wheel 121 The measured value of the acceleration sensor 64 provided in the vehicle body 11 Other than these, parameters relating to the attitude of the railway vehicle, for example, a combination of a plurality of the above parameters or a plurality of the above parameters An index calculated using as a variable is also within the scope of the present invention.
The wind speed at which the railcar 1 rolls over is determined according to the vehicle speed, linearity, and the shape of the track structure. Therefore, not only from the above parameters, but also a combination of a plurality of parameters, vehicle speed, linearity, and the shape of the rail structure as variables The calculated index can be used as a parameter calculated by the posture detection means 36.

Condition Determination The parameters calculated by the posture detection means 36 are sent to the control means 35. The control means 35 determines whether or not the parameter satisfies a predetermined condition (S2). When the predetermined condition is satisfied, the predetermined condition is set in advance so as to indicate that the railcar 1 may be derailed and overturned. When the parameter calculated by the attitude detection unit 36 satisfies the predetermined condition, the control unit 35 determines that there is a possibility that the railcar 1 may overturn (S2).
On the other hand, if the predetermined condition is not satisfied, it is determined that there is no possibility that the railcar 1 will capsize, and the flow returns to the parameter calculation step (S1).

-Operation | movement of the electromagnet 2 When the control means 35 judges that there is a possibility that the railcar 1 may be overturned, it instructs the control means 7 to move the electromagnet 2 to the rail 4 (S3). At the same time, a predetermined current is applied to the electromagnet 2 to attract the electromagnet 2 and the rail 4 (S4). FIG. 7 (C-1) shows the time when the electromagnet 2 is moved to the rail 4.
If a force to attract between the electromagnet 2 on the leeward side and the rail 4 is applied, it is possible to prevent the railcar 1 from overturning to the leeward side.
Further, if the electromagnet 2 is attracted to the rail 4, the railway vehicle 1 is braked and the traveling speed is reduced, and as a result, the wind speed for overturning the railway vehicle 1 is increased. Therefore, it is possible to prevent the railcar 1 from overturning.

A step (S2-2) of determining the rollover direction by the rollover direction determining means 362 can be provided before the operation of the electromagnet 2 in S3 after the railcar 1 is determined to rollover in S2.
When the rollover direction determination means 362 determines to roll over to the right rail side, the electromagnet 2 on the left rail side is operated so as to move the electromagnet 2 corresponding to the left rail to the left rail (S3). On the other hand, when the rollover direction determination means 362 determines to roll over to the left rail side, the electromagnet 2 corresponding to the right rail is moved to the right rail (S3). FIG. 7C-2 shows the case where only the electromagnet 2 on the opposite side to the rollover direction is moved to the rail 4.

-Posture control Next, the posture detection means 36 calculates parameters relating to the posture of the railway vehicle 1 while traveling with the electromagnet 2 in contact with the rail 4 (the train is not yet stopped) (S5). If it is determined from the calculated parameters that the vehicle body 11 is tilted to the left or right and the posture needs to be adjusted (Yes in S6), the control unit 35 changes the magnetic force of the electromagnet 2 so that the tilt is restored. Adjust (S7). Then, the posture detection means 36 calculates the parameter again (S5).

  If the vehicle body 11 is not tilted and adjustment of the posture is not necessary (No in S6), the control unit 35 re-determines whether the parameter satisfies a predetermined condition (S8). If the predetermined condition is satisfied, it is determined that the vehicle may be overturned (has not yet taken out of a dangerous state), and the posture-related parameter by the posture detecting means 36 is maintained while the electromagnet 2 is energized. (S8 is yes).

  If the parameter calculated in S5 does not satisfy a predetermined condition (there is no risk of rollover) (no in S8), whether or not the railway vehicle 1 has stopped (whether the speed has become 0 km / h). Determine (S9). When the railway vehicle 1 is not stopped (S9 is no), the posture detection means 36 again calculates parameters related to the posture (S5).

  On the other hand, when the railway vehicle 1 is stopped (Yes in S8), it is already determined in S8 that the parameter does not satisfy the predetermined condition, so the strong wind is settled and the vehicle body 1 is not inclined. . Therefore, the control means 35 ends the excitation of the electromagnet 2 (S10), and issues a command to the control means 7 to store the electromagnet 2 (S11).

[(3) Input parameter and condition judgment]
The configuration of parameters and predetermined conditions calculated by the posture detection means 36 will be described.

-Pillow spring extension amount A pillow spring (secondary spring) is disposed between the vehicle body 11 and the carriage 12 at the upper part near the center of the left and right carriage frames for the purpose of reducing the impact transmitted from the carriage 12 to the vehicle body 11. The The extension amount of the pillow spring is one of the parameters related to the posture of the railway vehicle 1. That is, when the vehicle body 11 is inclined by receiving strong wind from the side, the pillow spring on the windward side of the pillow spring expands. The case where the windward pillow spring extension amount is equal to or greater than a predetermined reference value can be set as a predetermined condition. FIG. 9A shows a configuration when a pillow spring extension amount detection unit 611 that detects the extension amount of the pillow spring 61 is provided. The pillow spring extension amount detection unit 611 measures the extension amount of the pillow spring 61 and sends it to the parameter calculation unit 361 of the posture detection means 36 ((1) in FIG. 10). The parameter calculation unit 361 compares the extension amount of the pillow spring with a reference value. Reference value, the shape of the car body 11, the weight, etc., previously calculated using simulation in advance and because a different value for each type of vehicle.

-Pressure difference between left and right air springs 123 In recent railway vehicles, air springs 123 are the mainstream of pillow springs. The air spring 123 obtains a buffering action by compressed air. The pressure difference between the air springs 123 disposed on the left and right is one of the parameters relating to the attitude of the railway vehicle 1. That is, when the vehicle body 11 is inclined by receiving strong wind from the side, the pressure difference between the left and right air springs 123 increases. The case where the pressure difference between the left and right air springs 123 is equal to or greater than a predetermined reference value can be set as a predetermined condition. FIG. 9B shows a configuration when an air spring pressure detection unit 612 that detects the pressure of the air spring 123 is provided. The air spring pressure detector 612 measures the pressures of the left and right air springs 123 and sends them to the parameter calculator 361 of the attitude detector 36 ((1) in FIG. 10). The parameter calculation unit 361 calculates the pressure difference between the left and right air springs 123 and compares it with a reference value. Since the reference value varies depending on the type of the carriage 12 and the type of the air spring, it is calculated in advance using a simulation or the like.

The difference in air pressure between the left and right side surfaces of the vehicle body The difference in air pressure between the left and right side surfaces of the vehicle body 11 is one of the parameters related to the attitude of the railway vehicle 1. The air pressure on the side surface of the vehicle body can be measured with a pressure gauge installed on the side surface of the vehicle body 11. For example, by installing the pressure measuring unit 621 of the air pressure sensor 62 on the left and right side surfaces of the vehicle body 11, the dynamic pressure on the left and right side surfaces of the vehicle body can be measured. The case where the difference in pressure obtained from the air pressure sensor 62 installed on the left and right side surfaces of the vehicle body 11 is equal to or greater than a predetermined reference value can be set as a predetermined condition. That is, when the vehicle body 11 receives strong wind from the side, the pressure on the windward side is larger than that on the leeward side . The pressure difference between the left and right side surfaces of the vehicle body 11 corresponds to the lateral drag acting on the vehicle body 11 as it is, and it can be said that there is a risk that the railcar 1 may be overturned if this pressure difference exceeds a reference value. FIG. 9C shows a configuration in which an air pressure sensor 62 that measures the air pressure on the left and right side surfaces of the vehicle body 11 is provided. The air pressure sensor 62 measures the air pressures on the left and right vehicle body sides, and sends them to the parameter calculation unit 361 of the posture detection means 36 ((1) in FIG. 10). The parameter calculation unit 361 calculates a difference in air pressure between the left and right side surfaces of the vehicle body and compares it with a reference value. Reference value, the shape of the car body 11, the weight, etc., previously calculated using simulation in advance and because a different value for each type of vehicle.

The wheel load related to the rail 4 through the wheel 121 The wheel load related to the rail 4 through the wheel 121 is one of the parameters related to the posture of the railway vehicle 1. That is, when the vehicle body 11 is inclined by receiving strong wind from the side, the wheel load of the windward wheel 121 is reduced. The case where the windward side wheel load becomes a certain reference value or less can be set as a predetermined condition. Alternatively, a predetermined condition can be set when the windward side wheel load / the leeward side wheel load is equal to or less than a reference value. FIG. 9D shows a configuration in the case where a wheel load detector 63 for measuring the left and right wheel loads is provided. The wheel load sensor 631 measures the left and right wheel loads and sends a signal to the wheel load detector 63. The wheel load detection unit 63 sends the wheel load measurement result to the parameter calculation unit 361 of the posture detection means 36 ((1) in FIG. 10). The parameter calculation unit 361 compares the left and right wheel loads with a reference value.

Measurement value of acceleration sensor 64 provided in the vehicle body The measurement value of the acceleration sensor 64 provided in the vehicle body 11 is one of the parameters relating to the attitude of the railway vehicle 1. That is, when the vehicle body 11 is tilted by strong wind from the side, the acceleration sensor 64 provided in the vehicle body 11 measures vibration acceleration. A case where the measured vibration acceleration is equal to or greater than a predetermined reference value can be set as a predetermined condition. FIG. 9E shows a configuration in the case where an acceleration sensor 64 that measures vibration acceleration of the vehicle body 11 is provided. The acceleration sensor 64 measures the vibration acceleration of the vehicle body 11 and sends it to the parameter calculation unit 361 of the posture detection means 36 ((1) in FIG. 10). The parameter calculation unit 361 compares the measured value of vibration acceleration with a reference value. Reference value, the shape of the car body 11, the weight, etc., previously calculated using simulation in advance and because a different value for each type of vehicle.

-Other parameters The rolling speed of the railway vehicle 1 that is traveling at a certain wind speed varies depending on the type and shape of the track structure where the vehicle 1 is traveling and the traveling speed of the vehicle 1. Therefore, in addition to the parameters described above, based on the track structure shape and traveling speed, it can be reset severely or loosely by multiplying a predetermined reference value by a certain ratio. . The track structure shape can be read from the track structure recording unit 51 that records the track structure shape for each kilometer of the track based on the travel position of the railway vehicle 1. FIG. 10 shows a configuration in the case where the track structure shape and the vehicle speed are used as input information for the parameter calculation unit 361. The line structure shape is stored in the line structure shape recording unit 51. The current position of the railway vehicle 1 can be obtained by a signal from the ATS ground unit. In (1) of FIG. 10, parameters relating to the posture of the vehicle body 11 are input.

[Modification 1]
Even if the railway vehicle 1 stops, if the stopped position is a place other than the station or the stop, the passengers and crew members cannot be rescued safely unless the railway vehicle 1 moves to the station or stop.
By the way, although there are different restrictions on the operation in strong winds depending on the line section, it is `` suppression '' that completely cancels train operation when strong winds exceed the specified deterrence wind speed, and strong winds that exceed the specified slow wind speed. When the speed is below the regulation wind speed, there are two stages of “slow speed” that permits travel at slow speed.

If the parameters related to the posture calculated by the posture detection means 36 satisfy a predetermined condition, it is considered that a strong wind is blowing that may cause the railcar 1 to overturn with a strong wind. The train must stop.
On the other hand, in the case of “slowing”, although the train is allowed to travel at a predetermined slowing speed or less, it is under a windy weather condition, so that the running railway vehicle 1 is unstable due to strong winds. There is a risk. Further, there is a higher possibility that a strong wind that causes the railway vehicle 1 to capsize even during the “slow speed” regulation than when the wind is weak.
Therefore, during slow speed regulation, the electromagnet 2 is fixed at a predetermined height on the rail 4, and the railway vehicle 1 is caused to travel while generating an attractive force between the rail 4 and the railway vehicle due to a sudden strong wind. 1 rollover can be prevented.

This will be specifically described with reference to the flowchart of FIG.
When the railway vehicle 1 stops (yes in S9), the driving regulation type at that time is determined (S21). When no driving regulation is issued (regulation release), normal running is possible, so the excitation of the electromagnet 2 is terminated (S221), the electromagnet 2 is stored (S231), and the normal running is resumed ( Processing Exit).

When the driving regulation is “suppressed”, the railway vehicle 1 cannot travel, so it waits as it is ( S223 ) and waits for the driving regulation to be released or to change to “slow down”.

When the driving regulation is “slowing”, the railcar 1 is allowed to travel if it is below a predetermined slowing speed, so the electromagnet 2 (FIG. 12A) that has been in contact with the rail 4 is moved to a predetermined speed on the rail 4. It is moved to a height and fixed as shown in FIG. 12B (S222). The predetermined height is such a height that a necessary attractive force is generated between the rail 4 and the electromagnet 2 when the electromagnet 2 is excited.
After fixing the electromagnet 2 to a predetermined height, the railway vehicle 1 resumes traveling at a speed lower than the slow speed (S232). Next, the posture detection unit 36 calculates a parameter related to the posture (S242), and the control unit 35 determines whether or not the magnetic force generated by the electromagnet 2 needs to be adjusted using the calculated parameter (S252). If there is no need for adjustment, it is determined whether or not the driving regulation is released (S272). When the magnetic force adjustment is necessary, the current supplied to the electromagnet 2 is adjusted (S262), and then it is determined whether or not the operation restriction is released (S272). If the driving restriction has not been released, the process returns to the parameter calculation by the posture detection means 36 again (S242) . If the operation restriction has been canceled, the control means 35 ends the excitation (S221), issues a command to store the electromagnet 2 to the control means 7 (S231), and the process ends.
Even in the middle of the process shown in FIG. 11, when the parameters related to the posture calculated by the posture detecting means 36 satisfy a predetermined condition (S2), the electromagnet 2 is moved to the rail (S3) and attracted. (S4) Return to processing.

  Here, it is assumed that the process after the railway vehicle 1 is stopped (S9 in FIG. 8), but even if the railway vehicle 1 is not stopped, the operation described in the flowchart of FIG. Is possible. In other words, when the wind is strengthened and the “slow speed” operation restriction is issued, the control may be performed from S222 in the flowchart of FIG.

[Modification 2]
In the case of knitting configured by connecting a plurality of railway vehicles 1, if any one of the cars during knitting satisfies a predetermined condition (S2 in FIG. 8) It is possible to adopt a configuration in which the electromagnet 2 is moved to the rail 4 (S3 in FIG. 8) in all railway vehicles 1 that are being organized.
By doing so, it is possible to prevent the brake from being applied only to one of the railway vehicles 1 being knitted and to prevent the running stability of the other railway vehicles 1 being knitted from being impaired.

1 vehicle 11 vehicle body 12 bogie 121 wheel 122 bogie frame 123 air spring 124 axle 13 connector 14 Haishouki 2 electromagnets
22 connecting bracket 23 connecting rod 24 driving rod 25 motor 26 actuator 31 overhead wire 32 pantograph 33 inverter 34 converter 35 control means 36 attitude detection means 361 parameter calculation part 362 rollover direction determination means 4 rail 51 line structure shape recording part 52 speed detection part 61 Pillow spring 611 Pillow spring extension detection unit 612 Air spring pressure detection unit 62 Air pressure sensor 621 Pressure measurement unit 63 Wheel load detection unit 631 Wheel load sensor 64 Acceleration sensor 7 Steering means

Claims (9)

A rolling over prevention device for a railway vehicle,
A plurality of electromagnets that correspond to the left and right rails and are kept within the vehicle limits during normal driving,
Steering means for moving the magnet;
Control means for controlling the operation of the steering means and for controlling the magnetic force generated by the electromagnet ;
Posture detection means for calculating parameters relating to the posture of the railway vehicle ,
The control means determines that the risk of rollover of the railway vehicle has increased when the parameter calculated by the attitude detection means satisfies a predetermined condition. Each of the electromagnets corresponding to the rail is moved until it contacts the rail, and the railcar is deterred by attracting the electromagnet to the rail by exciting the electromagnet.
Even if the parameter does not meet the predetermined condition,
In response to a command from the control means, the control means fixes the corresponding electromagnets at predetermined positions on the left and right rails, and the control means supplies power to the electromagnets according to parameters calculated by the attitude detection means. Controlling the magnetic force generated by the electromagnet by controlling the rail, and adjusting the attractive force to the rail to slow down the railway vehicle ,
An apparatus for preventing rollover of a railway vehicle. The rollover prevention device for a railway vehicle according to claim 1,
A rollover direction determining means for determining whether the rollover is likely to occur on the right rail side or the left rail side;
In response to a command from the control means, the steering means moves the electromagnet corresponding to the rail opposite to the direction determined by the rollover direction determination means, and the control means excites the electromagnet to turn the electromagnet into the rail. Adsorbing,
An apparatus for preventing rollover of a railway vehicle. The amount of expansion and contraction of the pillow spring of the vehicle is used as input information to the posture detection means,
The predetermined condition includes a case where the amount of extension of the pillow spring becomes a predetermined value or more,
The rollover prevention device for a railway vehicle according to claim 1 or 2 . The pressure difference between the left and right air springs of the carriage is used as input information to the posture detection means,
The predetermined condition includes a case where a pressure difference of the air spring becomes a predetermined value or more,
The rollover prevention device for a railway vehicle according to any one of claims 1 to 3 . The output value of the air pressure sensor provided on the left and right sides of the vehicle body is used as input information to the posture detection means,
The predetermined condition includes a case where the difference between the output values of the left and right air pressure sensors is a predetermined value or more,
The rollover prevention device for a railway vehicle according to any one of claims 1 to 4. The wheel weight measured by the wheel weight sensor provided on the wheel is used as input information to the posture detection means,
The predetermined condition includes a case where the wheel load becomes a predetermined value or less,
The rollover prevention device for a railway vehicle according to any one of claims 1 to 5 . The lateral vibration acceleration and roll acceleration of the vehicle body measured by the acceleration sensor provided in the vehicle body are input information to the posture detection means,
The predetermined condition includes a case where the lateral vibration acceleration is a predetermined value or more,
The rolling-over prevention device for a railway vehicle according to any one of claims 1 to 6 . The electromagnet is attached to the body of a railway vehicle;
The rolling-over prevention device for a railway vehicle according to any one of claims 1 to 7 . The electromagnet is attached to a railcar bogie;
The railcar rollover prevention device according to any one of claims 1 to 8 .

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