JP7623210B2 - Railway vehicle safety evaluation system, railway vehicle safety evaluation method, and railway vehicle safety evaluation program - Google Patents

Description

This disclosure relates to a railway vehicle safety evaluation system, a railway vehicle safety evaluation method, and a railway vehicle safety evaluation program.

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).

A method has also been proposed for extracting locations along routes where strong winds are likely to occur through simulation analysis using meteorological data (see Non-Patent Document 1).

JP 2013-159259 A

Araki, et al., "Method of extracting strong wind locations along railway lines using numerical analysis techniques," Railway Technical Research Institute Report, May 2010, Vol. 24, No. 5, pp. 29-34

The method using an anemometer as described above does not allow for a detailed evaluation of wind speed in sections where anemometers are not installed. In addition, the method using meteorological data as described above limits the available data to data from a certain period in the past, and since there are not necessarily observation points near the tracks, it can be difficult to estimate where strong winds are occurring.

One aspect of the present disclosure aims to provide a railway vehicle safety evaluation system that can grasp the effect of crosswinds on railway vehicle operation at any point.

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 the effect of excess centrifugal force from the wheel load reduction rate.

With this configuration, the wheel load reduction rate can be calculated from information on the bogies of a running railway vehicle, and the risk of overturning due to crosswinds can be calculated by removing the effects of excess centrifugal force on curved roads. This makes it possible to grasp the effect of crosswinds on the running of railway vehicles at any point on the route. In addition, it is possible to perform an evaluation that takes into account the effects of railway structures such as embankments and viaducts, and buildings around the tracks.

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

In one aspect of the present disclosure, the detection unit may be configured to detect the 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 air spring pressure. Even with this configuration, the rollover risk rate can be calculated using the air spring pressure detected for brake control, thereby reducing the equipment required for evaluation.

One aspect of the present disclosure may further include an extraction unit configured to extract a crosswind warning area on a line on which the railway vehicle 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 travel information.

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's track. With such a configuration, the running safety of the railway vehicle can be improved. In addition, the anemometer can be placed in a position suitable for evaluating safe running.

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

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

With this configuration, it is possible to grasp the effect of crosswinds on the running of railway vehicles at any point on the route.

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. FIG. 2 is a graph showing an example of extraction of a crosswind caution area. FIG. 3 is a schematic diagram showing the arrangement of anemometers. FIG. 4 is a graph showing an example of an evaluation of the running safety of a railway vehicle. FIG. 5 is a flow diagram of a railway vehicle safety evaluation method according to an embodiment.

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 evaluation system 1 shown in Fig. 1A (hereinafter also simply referred to as "safety evaluation system 1") evaluates the safety of a railway vehicle 100 shown in Fig. 1B against crosswinds. The safety evaluation system 1 includes a detection unit 2 and a calculation device 3.

<Railway vehicles>
As shown in Figures 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.

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 in the vertical direction on the bogie 11.

The first air spring 21 and the third air spring 23 are disposed on the right side of the railway vehicle 100 in the direction of travel. The second air spring 22 and the fourth air spring 24 are disposed on the left side of the railway vehicle 100 in the direction of travel. The first air spring 21 and the second air spring 22 are disposed side by side in the rail width direction, but at a distance from each other. The third air spring 23 and the fourth air spring 24 are disposed side by side in the rail width direction, but at a distance from each other.

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.

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.

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

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 with a known pressure sensor attached to the car body 10 or the bogie 11.

<Calculation 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.

The computing device 3 is composed of a computer having, for example, 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.

The computer uses a railway vehicle safety evaluation program to calculate the wheel load reduction rate based on information about the bogie 11 detected from the railway vehicle 100 while it is in motion, and at least calculates the rollover risk rate by subtracting the effect of excess centrifugal force from the wheel load reduction rate.

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

Note that a part of the calculation 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 the position information linked to the rollover risk rate Dw may be transmitted from the railway vehicle 100 to the extraction unit 5 and evaluation unit 6 arranged in the ground equipment.

(Calculation section)
The calculation unit 4 is configured to calculate the wheel load reduction rate D from the balance of pressure 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.

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 cant.

The wheel load reduction rate D is calculated, for example, by the following formula (1): D _AS in formula (1) is calculated by any one of formulas (2-1), (2-2), and (2-3).

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.

_S1 , _S2 , and _S3 are each a coefficient 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.

In the above formulas (2-1), (2-2), and (2-3), _p21 is the pressure of the first air spring 21 detected by the detection unit 2, _p22 is the pressure of the second air spring 22 detected by the detection unit 2, _p23 is the pressure of the third air spring 23 detected by the detection unit 2, _p24 is the pressure of the fourth air spring 24 detected by the detection unit 2, and _p20 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.

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.

Equation (2-2) utilizes the pressure imbalance in the four air springs.
Equation (2-3) utilizes the imbalance in the 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.

The calculation unit 4 may calculate the wheel load reduction rate D from the amount of pressure fluctuation of any one of the multiple air springs 21, 22, 23, and 24. The amount of pressure fluctuation 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.

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

The capsize risk rate Dw is calculated, for example, by the following formula (3).
Dw=DE...(3)

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").

In formula (4), _hG ^* 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 from the track surface A2 of the railway vehicle 100. b is half the distance between the contact points of the wheel and the rail, _αu is the excess centrifugal acceleration, and g is the acceleration due to gravity. The effect E of the excess centrifugal force is obtained by multiplying the ratio of _hG ^* divided by b and the ratio of _αu divided by g.

In addition, in equation (4), _{m_B} is the weight of the half carbody (i.e., half of the carbody 10), _{m_T} is the weight of the bogie 11, _{h_GT} is the height of the center of gravity of the bogie 11 from the track surface A2, and _{α_y} is the lateral vibration acceleration of the carbody.

_hBC ^* is the effective height of the wind pressure center, and is, for example, 1.25 times the height of the wind pressure center from the track surface A2. _Fs is the aerodynamic force expressed as _Fs = 1/ ^2·Csρu2S _, where _Cs is the aerodynamic force coefficient, ρ is the air density, u is the wind speed, and S is the half-car body side area.

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 cargo. However, these figures are sufficiently small compared to the effects of excess centrifugal force and crosswinds.

Therefore, even if the rollover risk rate Dw includes the effects of unbalance and vibration, 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.

The overturning risk rate Dw indicates the degree of the possibility of overturning of the railway vehicle 100 due to a crosswind. The maximum value of the overturning risk rate Dw is 1.
The calculation unit 4 calculates the overturn risk rate Dw every time a certain time elapses or a certain distance is traveled while the railway vehicle 100 is traveling.

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

(Extraction section)
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.

Specifically, as shown in FIG. 2, the extraction unit 5 plots the relationship between the running position X and the rollover risk rate Dw on a two-dimensional graph. A position where the rollover risk rate Dw has a large value is determined to be a crosswind warning area where caution is required when operating the railway vehicle 100.

(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.

The theoretical formula for calculating the predicted overturning risk De is a theoretical formula used when designing the railway vehicle 100, and for example, formula (4) can be used. Since F _S in formula (4) is proportional to the square of the wind speed, the predicted overturning risk De obtained by the theoretical formula increases quadratically as the wind speed W increases, as shown in Fig. 4 .

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

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.

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 obstacles that block the wind).

Specifically, the evaluation unit 6 first determines the maximum capsize risk rate Dw that occurs within the measurement range Am (see FIG. 3) that one anemometer 300 is responsible for measuring as the monitored risk rate. Next, the evaluation unit 6 checks the maximum measured wind speed within this measurement range Am within a certain time period (e.g., 10 minutes) before and after the time when the monitored risk rate occurs.

If there is an anemometer 300 whose capsize risk rate Dw at the same wind speed is significantly different 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.

By modifying the installation position of the anemometer 300 or the surrounding environment (e.g., changing the position of the anemometer 300, removing obstacles, etc.) based on the evaluation by the evaluation unit 6, the anemometer 300 can capture the appropriate wind speed. This makes it possible to prevent the occurrence of problems where the wind speed cannot be obtained appropriately when there is no problem with the railway vehicle 100.

[1-2. Railway vehicle safety evaluation method]
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.

<Detection process>
In this process, for example, the detection unit 2 in FIG. 1A is used to detect information about the bogie 11 of the railcar 100 while it is running.

<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 detected information of the bogie 11, and a rollover risk rate is calculated by subtracting the effect of excess centrifugal force from the wheel load reduction rate.

<Extraction and evaluation process>
In this process, for example, the extraction unit 5 in FIG. 1A is used to extract a crosswind warning area on the line on which the railcar 100 runs, based on the risk of overturning.

In addition, in this process, for example, the 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 the railway vehicle 100, thereby evaluating the running safety of the railway vehicle 100 or the measurement environment of the anemometer 300.

[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 track can be grasped. In addition, an evaluation can be performed taking into account the effects of railroad structures such as embankments and viaducts, buildings around the track, etc.

(1b) The risk of rollover 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.

(1d) By using the wind speed measured by the anemometer 300 and the theoretical formula to perform an evaluation, the running safety of the railway vehicle 100 can be improved. In addition, the anemometer 300 can be placed in a position suitable for evaluating safe running.

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.

(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 air spring pressure. For example, the wheel load of the bogie may be detected directly, and the wheel load reduction rate may be calculated from the detected wheel load.

(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, part of the configuration of the above embodiments may be omitted. In addition, at least part of the configuration of the above embodiments may be added to or substituted for the configuration of another of the above embodiments. All aspects included in the technical idea identified from the wording of the claims are embodiments of the present disclosure.

1 ... Railway vehicle safety evaluation system, 2 ... Detection unit, 3 ... Calculation 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 (12)

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: A detection unit configured to detect a pressure of an air spring 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 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 : a detection unit configured to detect pressures of a plurality of air springs disposed between a carbody and a bogie of the railcar as information on the bogie of the railcar while the railcar is running;
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 : A detection unit configured to detect a pressure of an air spring 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 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 : 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: detecting a pressure of an air spring 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 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: 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;
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: detecting a pressure of an air spring 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 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 line of the railway vehicle;
A railway vehicle safety evaluation method comprising: 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. A railway vehicle safety evaluation program that causes a computer to execute 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 railway vehicle as information on the bogie detected from the railway vehicle while it 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. 1. A railway vehicle safety evaluation program that 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 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 by 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. 1. A railway vehicle safety evaluation program that 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 railway vehicle as information on the bogie detected from the railway vehicle while it is in motion; calculate a rollover risk 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 by 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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