Railway vehicle safety evaluation system, railway vehicle safety evaluation method, and railway vehicle safety evaluation program

Abstract

To provide a railway vehicle safety evaluation system which can grasp an effect of a cross wind on traveling of the railway vehicle at an arbitrary location.SOLUTION: In this disclosure, a safety evaluation system of a railway vehicle comprises a detection unit constituted to detect information of a truck of a traveling railway vehicle and a calculation unit constituted to calculate a wheel weight decrement rate based on information detected by the detection unit and to calculate a turnover danger rate in which an effect of an excess centrifugal force is subtracted from the wheel weight decrement rate.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a railway vehicle safety evaluation system, a railway vehicle safety evaluation method, and a railway vehicle safety evaluation program. [Background technology]

[0002] In the field of railway safety management, a method is known in which wind speed is measured using anemometers installed along the railway line and operation restrictions are imposed based on the measurement results to prevent railway vehicles from overturning or derailing due to crosswinds (see Patent Document 1).

[0003] Also, a method has been proposed for extracting locations on a route where strong winds will occur by simulation analysis using meteorological data (see Non-Patent Document 1). [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2013-159259 A [Non-patent literature]

[0005] [Non-Patent Document 1] Araki, et al., "Method of extracting strong wind locations along railway lines using numerical analysis," Railway Technical Research Institute Report, May 2010, Vol. 24, No. 5, pp. 29-34 Summary of the Invention [Problem to be solved by the invention]

[0006] The above-mentioned method using an anemometer cannot evaluate the wind speed in detail in sections where an anemometer is not installed. Also, the above-mentioned method using meteorological data cannot estimate the location of strong winds because the available data is limited to data from a certain period in the past and there are not always observation points near the tracks.

[0007] One aspect of the present disclosure aims to provide a railway vehicle safety evaluation system that can grasp the effect of crosswinds on the running of a railway vehicle at any point. [Means for solving the problem]

[0008] One aspect of the present disclosure is a railway vehicle safety evaluation system that includes a detection unit configured to detect information about a bogie in a traveling railway vehicle, and a calculation unit configured to calculate a wheel load reduction rate based on the information detected by the detection unit, and to calculate a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate.

[0009] With this configuration, the wheel load reduction rate is calculated from the information on the bogie of the running railway vehicle, and the overturning risk rate due to crosswinds can be calculated by removing the effect of excess centrifugal force on curved roads. Therefore, the effect of crosswinds on the running of railway vehicles can be grasped at any point on the route. In addition, the evaluation can be performed taking into account the effect of railway structures such as embankments and viaducts, and buildings around the tracks.

[0010] In one aspect of the present disclosure, the detection unit may be configured to detect pressures of a plurality of air springs arranged between the carbody and the bogie of the railcar. The calculation unit may be configured to calculate the wheel load reduction rate from the balance of the pressures of the plurality of air springs. With this configuration, the rollover risk rate can be calculated using the pressures of the air springs detected for brake control, thereby reducing the equipment required for evaluation.

[0011] In one aspect of the present disclosure, the detection unit may be configured to detect pressure of an air spring disposed between the car body and the bogie of the railcar. The calculation unit may be configured to calculate the wheel load reduction rate from the amount of fluctuation in the pressure of the air spring. Even with this configuration, the rollover risk rate can be calculated using the pressure of the air spring detected for brake control, thereby reducing the equipment required for evaluation.

[0012] According to one aspect of the present disclosure, the vehicle may further include an extraction unit configured to extract a crosswind warning area on a line on which the railcar travels, based on the overturning risk rate calculated by the calculation unit. With this configuration, the crosswind warning area can be updated based on the latest running information.

[0013] One aspect of the present disclosure may further include an evaluation unit configured to evaluate the running safety of the railway vehicle or the measurement environment of the anemometer by comparing the rollover risk rate calculated by the calculation unit with a predicted rollover risk rate calculated by a theoretical formula from wind speeds measured by an anemometer installed on the railway vehicle track. With such a configuration, the running safety of the railway vehicle can be improved. Also, the anemometer can be arranged in a position suitable for evaluating safe running.

[0014] Another aspect of the present disclosure is a method for evaluating safety of a railway vehicle, comprising the steps of detecting information about a bogie of a traveling railway vehicle, calculating a wheel load reduction rate based on the detected information, and calculating a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate.

[0015] Another aspect of the present disclosure is a railway vehicle safety evaluation program that causes a computer to calculate a wheel load reduction rate based on bogie information detected from a traveling railway vehicle, and calculate a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate.

[0016] According to such a configuration, the effect of crosswinds on the running of railway vehicles can be grasped at any point on the track. [Brief description of the drawings]

[0017] [Figure 1] FIG. 1A is a block diagram showing the schematic configuration of a railway vehicle safety evaluation system in an embodiment, FIG. 1B is a schematic front view of a railway vehicle, and FIG. 1C is a schematic plan view showing a bogie and air spring of the railway vehicle. [Diagram 2] FIG. 2 is a graph showing an example of extraction of a crosswind caution area. [Diagram 3]FIG. 3 is a schematic diagram showing the arrangement of anemometers. [Figure 4] FIG. 4 is a graph showing an example of an evaluation of the running safety of railway vehicles. [Diagram 5] FIG. 5 is a flow diagram of a railway vehicle safety evaluation method according to an embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0018] Hereinafter, embodiments to which the present disclosure is applied will be described with reference to the drawings. [1. First embodiment] [1-1. Railway vehicle safety evaluation system] A railway vehicle safety assessment system 1 shown in Fig. 1A (hereinafter also simply referred to as "safety assessment system 1") assesses the safety of a railway vehicle 100 shown in Fig. 1B against crosswinds. The safety assessment system 1 includes a detection unit 2 and a calculation device 3.

[0019] <Railway vehicles> As shown in FIGS. 1B and 1C, the railway vehicle 100 has a car body 10, a bogie 11, a wheel set 12, a first air spring 21, a second air spring 22, a third air spring 23, and a fourth air spring 24.

[0020] The first air spring 21, the second air spring 22, the third air spring 23, and the fourth air spring 24 are each disposed between the car body 10 and the bogie 11. The air springs 21, 22, 23, and 24 are configured to be expandable and contractible in the vertical direction, and support the car body 10 on the bogie 11 in the vertical direction.

[0021] The first air spring 21 and the third air spring 23 are disposed on the right side in the traveling direction of the railway vehicle 100. The second air spring 22 and the fourth air spring 24 are disposed on the left side in the traveling direction of the railway vehicle 100. The first air spring 21 and the second air spring 22 are disposed next to each other in the rail width direction but apart from each other. Furthermore, the third air spring 23 and the fourth air spring 24 are disposed next to each other in the rail width direction but apart from each other.

[0022] The bogie 11 is composed of a bogie frame, a vehicle height adjustment device, etc. A first air spring 21, a second air spring 22, a third air spring 23, and a fourth air spring 24 are attached to the upper surface of the bogie 11. A wheel set 12 is attached to the lower surface of the bogie 11.

[0023] When the car body 10 is subjected to a load in the rail width direction due to centrifugal force, cross wind, etc. and tilts relative to the bogie 11, the pressure difference between the first air spring 21 and the second air spring 22 (i.e., pressure imbalance) and / or the pressure difference between the third air spring 23 and the fourth air spring 24 becomes large.

[0024] <Detection unit> The detection unit 2 is configured to detect information about the bogie 11 of the railcar 100 while it is running.

[0025] In this embodiment, the detection unit 2 detects the pressure of each of the first air spring 21, the second air spring 22, the third air spring 23, and the fourth air spring 24 as information about the bogie 11. The detection unit 2 is configured by a known pressure sensor attached to the car body 10 or the bogie 11.

[0026] <Arithmetic device> The calculation device 3 calculates the effect of crosswinds on the railway vehicle 100 based on the pressure detected by the detection unit 2.

[0027] The arithmetic device 3 is configured by, for example, a computer having a processor such as a CPU (Central Processing Unit), a storage unit such as a memory, and input / output units such as a keyboard and a display.

[0028] The computer performs at least the following operations using a railway vehicle safety evaluation program: calculating the wheel load reduction rate based on information about the bogie 11 detected from the traveling railway vehicle 100, and calculating the rollover risk rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate.

[0029] The arithmetic device 3 is disposed in the ground facility, and receives information such as the pressures of the air springs 21, 22, 23, and 24 detected by the detection unit 2, for example, via wireless communication. The arithmetic device 3 includes a calculation unit 4, an extraction unit 5, and an evaluation unit 6.

[0030] Note that a part of the arithmetic device 3 may be installed in the railway vehicle 100. For example, the calculation unit 4 may be installed in the railway vehicle 100, and the rollover risk rate Dw and position information linked to the rollover risk rate Dw may be transmitted from the railway vehicle 100 to the extraction unit 5 and the evaluation unit 6 arranged in the ground equipment.

[0031] (Calculation section) The calculation unit 4 is configured to calculate the wheel load reduction rate D from the balance of pressures of the multiple air springs 21, 22, 23, 24 detected by the detection unit 2, and to calculate a rollover risk rate Dw by subtracting the excess centrifugal force from the wheel load reduction rate D.

[0032] The wheel load reduction rate D is the percentage reduction from the wheel load when stationary. The wheel load is the vertical component of the force acting on the wheel from the rail. The excess centrifugal force is the difference between the centrifugal force and the centripetal force caused by the cant.

[0033] The wheel load reduction rate D is calculated, for example, by the following formula (1). AS is calculated by any one of formulas (2-1), (2-2), and (2-3).

[0034]

number

[0035] In the above formula (1), V is the traveling speed of the railway vehicle 100. R is the radius of curvature of the track on which the railway vehicle 100 is traveling. Θ is the inclination angle (i.e., the cant angle) of the track surface A2 with respect to the ground surface A1.

[0036] S1, S2, and S3 are each coefficients resulting from the specifications of the railway vehicle 100. These coefficients are set, for example, by comparing the wheel load reduction rate D calculated by the formula (1) with a wheel load reduction rate calculated by another method.

[0037] In the above formula (2-1), formula (2-2) and formula (2-3), p 21 is the pressure of the first air spring 21 detected by the detection unit 2, p 22 is the pressure of the second air spring 22 detected by the detection unit 2, p 23 is the pressure of the third air spring 23 detected by the detection unit 2, p 24 is the pressure of the fourth air spring 24 detected by the detection unit 2, p 20 is the average of the pressures of the first air spring 21, the second air spring 22, the third air spring 23, and the fourth air spring 24.

[0038] Equation (2-1) utilizes the imbalance in pressure between two air springs arranged side by side in the rail width direction. In equation (2-1), the pressures of the third air spring 23 and the fourth air spring 24 may be used instead of the pressures of the first air spring 21 and the second air spring 22.

[0039] Equation (2-2) utilizes the pressure imbalance in the four air springs. Equation (2-3) utilizes the imbalance in pressure of one air spring relative to the average of the four air springs. In equation (2-3), the pressure of the second air spring 22, the pressure of the third air spring 23, or the pressure of the fourth air spring 24 may be used instead of the pressure of the first air spring 21.

[0040] The calculation unit 4 may calculate the wheel load reduction rate D from the amount of fluctuation in pressure of any one of the multiple air springs 21, 22, 23, and 24. The amount of fluctuation in pressure is the deviation of the pressure of one air spring detected by the detection unit 2 from the reference pressure of the same air spring.

[0041] The reference pressure is the average value of the pressure of one air spring previously measured in a section where the railway vehicle 100 is not subject to external influences such as crosswinds, excessive centrifugal force, etc. The amount of pressure fluctuation can be found, for example, by dividing the difference between the reference pressure and the pressure of the air spring detected by detection unit 2 by the reference pressure.

[0042] The capsize risk rate Dw is calculated, for example, by the following formula (3). Dw = D E (3)

[0043] In the above formula, E is the effect of excess centrifugal force, and is the first term on the right-hand side of the following formula (4) (the so-called "Kunieda formula").

[0044]

number

[0045] In formula (4), h G * is the effective height of the center of gravity of the railway vehicle 100, and is, for example, 1.25 times the height of the center of gravity of the railway vehicle 100 from the track surface A2. b is half the distance between the contact points of the wheel and the rail, and α u is the excess centrifugal acceleration, and g is the acceleration of gravity. The effect of excess centrifugal force E is h G * The ratio of b divided by α u This is obtained by multiplying this by the ratio obtained by dividing by g.

[0046] In addition, in formula (4), m B is the weight of half the car body (i.e. half of car body 10), m T is the weight of the cart 11, h GT is the height of the center of gravity of the bogie 11 from the track surface A2, α y is the lateral vibration acceleration of the vehicle body.

[0047] h BC * is the effective height of the wind pressure center, which is, for example, 1.25 times the height of the wind pressure center from the track plane A2. S F S =1 / 2 C sρu 2 The aerodynamic force is represented by S. s is the aerodynamic coefficient, ρ is the air density, u is the wind speed, and S is the half-body side area.

[0048] The wheel load reduction rate D includes the effect of excess centrifugal force E, as well as the effects of imbalance and vibration inherent to the vehicle caused by uneven loading of passengers and loaded items. However, these values ​​are sufficiently small compared to the effects of excess centrifugal force and crosswinds.

[0049] Therefore, even if the effects of unbalance and vibration are included in the rollover risk rate Dw, the impact on the safety assessment is small. However, for example, the wheel load reduction rate calculated on a straight line inside a tunnel (i.e., a situation where there are no effects of excess centrifugal force or crosswinds) may be used as the vehicle-specific unbalance value, and this unbalance value may be subtracted from the wheel load reduction rate D when calculating the rollover risk rate Dw.

[0050] The overturning risk rate Dw indicates the degree of the possibility of the railway vehicle 100 overturning due to a cross wind. The maximum value of the overturning risk rate Dw is 1. The calculation unit 4 calculates the overturning danger rate Dw whenever a certain time elapses or a certain distance is traveled while the railway vehicle 100 is traveling.

[0051] The calculation unit 4 stores or outputs the calculated rollover risk rate Dw in association with the traveling position where the pressure of the air springs 21, 22, 23, and 24 was detected. Furthermore, the calculation unit 4 associates the wind speed measured by an anemometer monitoring the traveling position where the pressure of the air springs 21, 22, 23, and 24 was detected with the rollover risk rate Dw.

[0052] (Extraction part) The extraction unit 5 is configured to extract a crosswind warning area on the line on which the railway vehicle 100 runs, based on the overturning risk rate Dw calculated by the calculation unit 4.

[0053] Specifically, as shown in Fig. 2, the extraction unit 5 plots the relationship between the traveling position X and the overturning risk rate Dw on a two-dimensional graph. A position where the overturning risk rate Dw has a large value is determined to be a crosswind warning area where caution is required in the operation of the railway vehicle 100.

[0054] (Evaluation Department) The evaluation unit 6 is configured to evaluate the running safety of the railway vehicle 100 by comparing the overturning risk rate Dw calculated by the calculation unit 4 with a predicted overturning risk rate De calculated by a theoretical formula from the wind speed measured by an anemometer 300 installed on the track 200 of the railway vehicle 100 shown in Figure 3.

[0055] The theoretical formula for calculating the predicted risk of overturning De is a theoretical formula used when designing the railway vehicle 100, and for example, formula (4) can be used. S is proportional to the square of the wind speed, so as shown in Figure 4, the predicted capsize risk De obtained by the theoretical formula increases quadratically as the wind speed W increases.

[0056] The evaluation unit 6 plots, on the graph of this theoretical formula, the overturning risk rate Dw calculated by the calculation unit 4 when the vehicle passes the anemometer installation point, for each wind speed W at the time of detecting the pressure of the air springs 21, 22, 23, 24 or when the vehicle passes the anemometer installation point. If the overturning risk rate Dw does not exceed the predicted overturning risk rate De, it can be evaluated that there is no problem with the running safety of the railway vehicle 100.

[0057] If the overturning risk rate Dw exceeds the predicted overturning risk rate De, a warning regarding the operation of the railway vehicle 100 can be issued based on the possibility that the wind speed has not been properly acquired, the possibility that an abnormality has occurred in the bogie 11 of the railway vehicle 100, etc.

[0058] The evaluation unit 6 is also configured to evaluate the measurement environment of the anemometer 300 (i.e., the validity of the wind speed measured by the anemometer 300) by comparing the capsize risk rate Dw with the predicted capsize risk rate De. The measurement environment of the anemometer 300 includes the installation position of the anemometer 300 and the surrounding environment of the anemometer 300 (e.g., the presence or absence of an obstacle that blocks the wind).

[0059] Specifically, the evaluation unit 6 first determines the maximum capsize risk rate Dw occurring within a measurement range Am (see FIG. 3) covered by one anemometer 300 as the monitored risk rate. Next, the evaluation unit 6 checks the maximum measured wind speed within a certain time period (e.g., 10 minutes) before and after the time when the monitored risk rate occurred within this measurement range Am.

[0060] If there is an anemometer 300 whose capsize risk rate Dw at the same wind speed has a large relative deviation from the other anemometers 300, the evaluation unit 6 determines that this anemometer 300 is not capturing the appropriate wind speed and that the measurement environment is not appropriate.

[0061] By correcting the installation position of the anemometer 300 or the surrounding environment (for example, changing the position of the anemometer 300, removing obstacles, etc.) based on the evaluation by the evaluation unit 6, the anemometer 300 can capture an appropriate wind speed. This makes it possible to prevent the occurrence of a malfunction in which the wind speed cannot be obtained appropriately when there is no problem with the railway vehicle 100.

[0062] [1-2. Railway vehicle safety evaluation methods] The railway vehicle safety evaluation method shown in FIG. 5 includes a detection step S10, a calculation step S20, and an extraction and evaluation step S30.

[0063] <Detection process> In this step, for example, detection unit 2 of FIG. 1A is used to detect information about bogie 11 of railcar 100 during travel.

[0064] <Calculation process> In this process, for example, using the calculation unit 4 in FIG. 1A, the wheel load reduction rate is calculated based on the information of the detected bogie 11, and the overturning risk rate is calculated by subtracting the effect of excess centrifugal force from the wheel load reduction rate.

[0065] <Extraction and evaluation process> In this step, for example, using the extraction unit 5 in FIG. 1A, a crosswind warning area on the line on which the railcar 100 runs is extracted based on the risk of overturning.

[0066] In addition, in this process, for example, evaluation unit 6 in FIG. 1A is used to compare the overturning risk rate with a predicted overturning risk rate calculated by a theoretical formula from the wind speed measured by an anemometer 300 installed on the route of railway vehicle 100, thereby evaluating the running safety of railway vehicle 100 or the measurement environment of anemometer 300.

[0067] [1-3. Effects] According to the embodiment described above in detail, the following effects can be obtained. (1a) The wheel load reduction rate is calculated from information on the bogie 11 of the railcar 100 while it is running, and the risk of overturning due to a crosswind can be calculated by removing the effect of excess centrifugal force on curved roads. Therefore, the effect of a crosswind on the running of the railcar 100 at any point on the route can be grasped. Also, an evaluation can be performed taking into account the effects of railroad structures such as embankments and viaducts, buildings around the tracks, etc.

[0068] (1b) The rollover risk rate can be calculated using the pressure of the air springs 21, 22, 23, and 24 detected for brake control, so that the equipment required for evaluation can be reduced. (1c) Since the crosswind warning area is extracted based on the rollover risk rate calculated by the calculation unit 4, the crosswind warning area can be updated based on the latest driving information.

[0069] (1d) By performing an evaluation using the wind speed measured by the anemometer 300 and the theoretical formula, it is possible to improve the running safety of the railway vehicle 100. In addition, the anemometer 300 can be disposed in a position suitable for evaluating safe running.

[0070] 2. Other embodiments Although the embodiments of the present disclosure have been described above, it goes without saying that the present disclosure is not limited to the above-described embodiments and can take various forms.

[0071] (2a) In the railway vehicle safety evaluation system and safety evaluation method of the above embodiment, the wheel load reduction rate does not necessarily have to be calculated from the pressure of the air spring. For example, the wheel load of the bogie may be directly detected and the wheel load reduction rate may be calculated from the detected wheel load.

[0072] (2b) The function of one component in the above embodiments may be distributed among multiple components, or the functions of multiple components may be integrated into one component. In addition, a part of the configuration of the above embodiments may be omitted. In addition, at least a part of the configuration of the above embodiments may be added to or substituted for the configuration of another of the above embodiments. Note that all aspects included in the technical idea identified from the wording of the claims are embodiments of the present disclosure. [Explanation of symbols]

[0073] 1...Railway vehicle safety evaluation system, 2...detection unit, 3...arithmetic device, 4...calculation unit, 5...extraction unit, 6...evaluation unit, 10...car body, 11...bogie, 12...wheel set, 21...first air spring, 22...second air spring, 23...third air spring, 24...fourth air spring, 100...railway vehicle, 200...line, 300...anemometer.

Claims

1. A detection unit configured to detect pressures of a plurality of air springs disposed between a carbody and a bogie of a traveling railway vehicle as information of the bogie of the railway vehicle; a calculation unit configured to calculate a wheel load reduction rate based on the balance of pressures of the plurality of air springs detected by the detection unit, and to calculate a rollover risk rate by subtracting an effect of an excessive centrifugal force from the wheel load reduction rate; an extraction unit configured to extract a crosswind warning area on a line on which the railway vehicle runs, based on the overturning risk rate calculated by the calculation unit; A railway vehicle safety evaluation system comprising:

2. A detection unit configured to detect pressure of an air spring disposed between a body and a bogie of a traveling railway vehicle as information on the bogie of the railway vehicle; a calculation unit configured to calculate a wheel load reduction rate based on the amount of change in pressure of the air spring detected by the detection unit, and to calculate a rollover risk rate by subtracting an effect of an excessive centrifugal force from the wheel load reduction rate; an extraction unit configured to extract a crosswind warning area on a line on which the railway vehicle runs, based on the overturning risk rate calculated by the calculation unit; A railway vehicle safety evaluation system comprising:

3. A detection unit configured to detect pressures of a plurality of air springs arranged between a body and a bogie of a traveling railway vehicle as information on the bogie of the railway vehicle; a calculation unit configured to calculate a wheel load reduction rate based on the balance of pressures of the plurality of air springs detected by the detection unit, and to calculate a rollover risk rate by subtracting an effect of an excessive centrifugal force from the wheel load reduction rate; an evaluation unit configured to evaluate the running safety of the railway vehicle or a measurement environment of the anemometer by comparing the overturning risk rate calculated by the calculation unit with a predicted overturning risk rate calculated by a theoretical formula from wind speeds measured by an anemometer installed on a track of the railway vehicle; A railway vehicle safety evaluation system comprising:

4. A detection unit configured to detect pressure of an air spring disposed between a body and a bogie of a traveling railway vehicle as information of the bogie of the railway vehicle; a calculation unit configured to calculate a wheel load reduction rate based on the amount of change in pressure of the air spring detected by the detection unit, and to calculate a rollover risk rate by subtracting an effect of an excessive centrifugal force from the wheel load reduction rate; an evaluation unit configured to evaluate the running safety of the railway vehicle or a measurement environment of the anemometer by comparing the overturning risk rate calculated by the calculation unit with a predicted overturning risk rate calculated by a theoretical formula from wind speeds measured by an anemometer installed on a track of the railway vehicle; A railway vehicle safety evaluation system comprising:

5. detecting pressures of a plurality of air springs disposed between a carbody and a bogie of a traveling railway vehicle as information of the bogie of the railway vehicle; calculating a wheel load reduction rate from the balance of pressures of the plurality of air springs, and calculating a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate; extracting a crosswind warning area on a line on which the railway vehicle runs based on the calculated overturning risk rate; A railway vehicle safety evaluation method comprising:

6. A method for detecting a pressure of an air spring disposed between a body and a bogie of a traveling railway vehicle as information on the bogie of the traveling railway vehicle; calculating a wheel load reduction rate from the amount of change in pressure of the air spring, and calculating a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate; extracting a crosswind warning area on a line on which the railway vehicle runs based on the calculated overturning risk rate; A railway vehicle safety evaluation method comprising:

7. A method for detecting pressures of a plurality of air springs arranged between a body and a bogie of a running railway vehicle as information on the bogie of the running railway vehicle; calculating a wheel load reduction rate from the balance of pressures of the plurality of air springs, and calculating a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate; a step of evaluating the running safety of the railway vehicle or the measurement environment of the anemometer by comparing the calculated overturning risk rate with a predicted overturning risk rate calculated by a theoretical formula from wind speeds measured by an anemometer installed on a line of the railway vehicle; A railway vehicle safety evaluation method comprising:

8. A method for detecting a pressure of an air spring disposed between a body and a bogie of a traveling railway vehicle as information on the bogie of the traveling railway vehicle; calculating a wheel load reduction rate from the amount of change in pressure of the air spring, and calculating a rollover risk rate by subtracting an effect of excess centrifugal force from the wheel load reduction rate; a step of evaluating the running safety of the railway vehicle or the measurement environment of the anemometer by comparing the calculated overturning risk rate with a predicted overturning risk rate calculated by a theoretical formula from wind speeds measured by an anemometer installed on a track of the railway vehicle; A railway vehicle safety evaluation method comprising:

9. A railway vehicle safety evaluation program that causes a computer to execute the following operations: calculate a wheel load reduction rate based on the balance of pressure of a plurality of air springs arranged between the carbody and bogie of a traveling railway vehicle, as information on the bogie detected from the railway vehicle while the railway vehicle is in motion; calculate a rollover risk rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate; and extract a crosswind warning area on the line on which the railway vehicle is traveling based on the rollover risk rate.

10. A railway vehicle safety evaluation program that causes a computer to perform the following operations: calculate a wheel load reduction rate based on the amount of pressure fluctuation in an air spring arranged between the carbody and bogie of a traveling railway vehicle, as information on the bogie detected from the railway vehicle while the railway vehicle is in motion; calculate a rollover risk rate from the wheel load reduction rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate; and extract a crosswind warning area on the route on which the railway vehicle is traveling based on the rollover risk rate.

11. A railway vehicle safety evaluation program which causes a computer to execute the following: calculate a wheel load reduction rate based on the balance of pressure of a plurality of air springs arranged between the carbody and bogie of a traveling railway vehicle, as information on the bogie detected from the railway vehicle while the vehicle is in motion; calculate a rollover risk rate from the wheel load reduction rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate; and compare the rollover risk rate with a predicted rollover risk rate calculated using a theoretical formula from the wind speed measured by an anemometer installed on the railway vehicle's route, thereby evaluating the running safety of the railway vehicle or the measurement environment of the anemometer.

12. A railway vehicle safety evaluation program which causes a computer to execute the following: calculate a wheel load reduction rate based on the amount of pressure fluctuation in an air spring arranged between the carbody and bogie of a traveling railway vehicle as information on the bogie detected from the railway vehicle; calculate a rollover risk rate from the wheel load reduction rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate; and compare the rollover risk rate with a predicted rollover risk rate calculated using a theoretical formula from the wind speed measured by an anemometer installed on the railway vehicle's route, thereby evaluating the running safety of the railway vehicle or the measurement environment of the anemometer.

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