JP2002122468A - Method and device for acquiring wheel weight maldistribution degree, rolling stock, and maintenance method of rolling stock and railway - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a method and device for acquiring the wheel weight maldistribution degree of a wheel set having a maximum wheel weight maldistribution degree of wheel sets every truck in an optional measuring position for an optional truck in real time in traveling and also easily even in stopping. SOLUTION: A first coefficient as the average value of the wheel weight maldistribution degree of each wheel set 11 every truck 16 is determined on the basis of the internal pressure values of air springs 13 and 13, and a second coefficient as the maximum value of the dispersion width of the wheel weight maldistribution degree of each wheel set 11 is further determined, whereby the wheel weight maldistribution degree of the wheel set 11 having the maximum wheel weight maldistribution degree every truck 16 that is the index of derailment danger judgment can be determined on the basis of these coefficients.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a method and an apparatus for obtaining a degree of uneven distribution of wheel loads, a railway vehicle, a railway vehicle, and a method of maintaining a track.

[0002]

2. Description of the Related Art A running railway vehicle is subject to various influences such as centrifugal force, crosswind, track deviation and the like during cant and curve running, and the wheel load of a wheel axle is greatly changed. If the balance of the wheel load of the wheel set in the vehicle width direction collapses beyond a predetermined range during traveling, that is, if the wheel load unevenness of the wheel set becomes extremely large, the risk of derailment increases.

Here, a specific method of calculating the wheel load reduction rate generally used as the wheel load uneven distribution will be described. The ideal axle weight w of a normal bogie with four axles is 1/1 of the vehicle weight.
4, and the axle weight w is the sum of the loads that the left and right wheels bear on one axis, so the ideal load that one wheel bears is w / 2. In addition, the actual wheel load reduction PL of the left wheel
Is (the load that the right wheel bears-the load that the left wheel bears)
/ 2. Therefore, the wheel load reduction rate is PL / (w /
2), which is equivalent to (the difference between left and right wheel loads / the sum of left and right wheel loads).

[0004] For the sake of safety, the magnitude of the wheel weight reduction rate is 0.6 or less when stopped (static wheel weight reduction rate) and 0.8 or less when running (dynamic wheel weight reduction rate). When the magnitude of the wheel weight reduction rate reaches 1, there is a risk of derailment.

Conventionally, such a wheel load uneven distribution degree is obtained from measured values of both wheel loads on a wheel axle, and the following two methods are mainly known as methods for measuring the wheel load.
One is a ground-side measurement method in which a strain gauge is installed on a rail and a vehicle is run on the rail to measure the wheel load, and the other is a vehicle-side measurement method in which a strain gauge is installed on a wheel and the wheel load is measured. is there.

[0006]

However, the conventional wheel load measuring method has the following problems. In other words, the ground-side measurement method can measure the wheel load of an arbitrary wheel set, but on the other hand, the measurement point is extremely limited only to the installation point of a wheel load measuring device such as a vehicle drop-in line, and the vehicle travels in various places. Changes in vehicle wheel weight cannot be measured in real time. In addition, the vehicle-side measurement method can measure the wheel weight during traveling in real time, but can measure only the wheel weight of a specific wheelset of a specific bogie because a special wheel is used. As described above, in both the measurement methods, the degree of wheel load unevenness of the wheel set of any truck cannot be easily determined in real time at any measurement location, and the risk of derailment cannot be easily grasped. Further, there is no means for easily obtaining the degree of uneven distribution of the wheel load as an estimated value of the reduction rate of the wheel load.

SUMMARY OF THE INVENTION The present invention has been made in view of the above-mentioned problems, and is intended to determine the wheel load eccentricity of a wheel axle having the largest wheel load eccentricity of each wheel axle for each bogie at an arbitrary measuring place and an arbitrary bogie. , In real time when driving and when stopping,
It is an object of the present invention to provide a method and a device which can be easily obtained, a railway vehicle using the same, and a railway vehicle and a track maintenance method using the same.

[0008]

SUMMARY OF THE INVENTION According to the present invention, there is provided a method for acquiring a wheel load uneven distribution degree, comprising: a bogie having a plurality of wheel sets, traveling on a rail, a vehicle body disposed on the bogie, and a vehicle body supporting the vehicle body on the bogie. A wheel load unevenness acquisition method for a railway vehicle including two pairs of air springs in the width direction, the internal pressure of each pair of two air springs is measured, and the A first coefficient, which is set as an average of the wheel load eccentricity, is determined based on the internal pressure value of each of a pair of two air springs. A second coefficient to be set as the maximum value among the possible variation ranges of the wheel load eccentricity of each wheel set is obtained, and set as the wheel load eccentricity of the wheel set having the largest wheel load eccentricity among the wheel sets for each bogie. The maximum value of the degree of uneven distribution of the wheel load is obtained based on the first coefficient and the second coefficient. It is characterized in.

The first coefficient indicates the effect of the vehicle body supported by the air spring, and the second coefficient indicates the effect of the portion below the air spring.

A wheel load unevenness degree obtaining apparatus according to the present invention comprises a bogie having a plurality of wheel sets and running on rails, a vehicle body disposed on the bogie, and a vehicle body supporting the vehicle body on the bogie. In a railway vehicle including a pair of air springs, the pressure measuring means for measuring the internal pressure of each of the pair of air springs, and the average of the wheel load unevenness of each wheel set for each bogie. The first coefficient to be set can be obtained from a first coefficient obtaining means for obtaining based on the internal pressure value of each of a pair of two air springs, and a first coefficient as an average value of the degree of uneven distribution of the wheel load. A second coefficient obtaining means for obtaining a second coefficient which is set as a maximum value among the variation widths of the wheel load eccentricity of each wheel set, and a wheel of the wheel set having the largest wheel load eccentricity among the wheel sets for each bogie. The maximum value of the wheel load eccentricity set as the heavy eccentricity is the first coefficient Characterized in that it comprises a maximum value obtaining means for obtaining, based on the second coefficient.

According to the method and apparatus for obtaining wheel eccentricity according to the present invention, the first coefficient as the average value of the wheel eccentricity of each wheelset for each bogie is determined by the internal pressure value of the air spring. Further, by obtaining a second coefficient as the maximum value of the variation width of the wheel load uneven distribution degree of each wheel set, the maximum of each truck as an index of derailment risk determination based on these coefficients The wheel eccentricity of the wheel set having the wheel eccentricity is determined.

Here, the second coefficient is preferably a coefficient proportional to the first coefficient. Thereby, the second coefficient is easily obtained.

[0013] The present invention may further comprise speed detecting means for detecting the traveling speed, and the second coefficient may be a coefficient proportional to both the first coefficient and the traveling speed. Thus, the influence of the traveling speed is taken into account in obtaining the second coefficient.

[0014] The vehicle may further include a traveling position recognizing means for recognizing the traveling position, wherein the second coefficient is a coefficient selected from a set of coefficients set for each traveling position corresponding to the recognized traveling position. Good. Thereby, the second position depending on the traveling position
The coefficients are obtained.

Further, the railway vehicle according to the present invention includes a monitoring means for monitoring the maximum value of the wheel load unevenness degree obtained by the maximum value obtaining means in real time, a notifying means for issuing a warning to the crew, and a maximum value obtaining means. And a drive control means for controlling the drive of the notifying means when the maximum value of the obtained wheel load uneven distribution degree exceeds a predetermined value. With this, when the maximum value of the wheel load uneven distribution exceeds a predetermined value,
The crew is automatically notified that there is a risk of derailment.

Further, speed control means for controlling the vehicle speed, monitoring means for monitoring the maximum value of the wheel load unevenness obtained by the maximum value obtaining means in real time, and wheel load unevenness obtained by the maximum value obtaining means A control means for controlling the speed control means when the maximum value of the degree exceeds a predetermined value may be provided. Thereby, when the maximum value of the wheel load uneven distribution exceeds a predetermined value, the vehicle traveling speed is automatically controlled on the assumption that there is a risk of derailment.

Further, a recording means for recording the maximum value of the wheel load unevenness degree obtained by the maximum value obtaining means may be provided. Thereby, the maximum value of the wheel load unevenness degree serving as an index of the derailment risk determination is recorded for each truck.

Further, the maintenance method of a railway vehicle according to the present invention is characterized in that the fact that the maximum value of the wheel load unevenness recorded by the recording means exceeds a predetermined value is used as an index for maintenance inspection of the railway vehicle. Thereby, the bogie abnormality related to the derailment is easily recognized.

The track maintenance method according to the present invention is characterized in that the fact that the maximum value of the wheel load unevenness recorded by the recording means exceeds a predetermined value is used as an index for track maintenance and inspection. Thereby, the trajectory abnormality related to the derailment is easily recognized.

[0020]

BRIEF DESCRIPTION OF THE DRAWINGS FIG.
A preferred embodiment of the present invention will be described in detail. In the description of the drawings, the same or corresponding elements will be denoted by the same reference characters, without redundant description.

FIG. 1 is a front configuration diagram showing a railway vehicle of the present embodiment, and FIG. 2 is a side configuration diagram of the railway vehicle of the present embodiment. The railway vehicle 10 shown in FIGS. 1 and 2 includes two carriages 16 as traveling devices and a vehicle body 12 disposed on the carriage 16.
And an air spring 13 that supports the vehicle body 12 on a carriage 16.

The bogie 16 is a bogie frame 19 forming a bogie.
And two wheel sets 11 having wheels 20 and axles 21;
The axle box 25 for rotatably supporting the axle 21 and the bogie frame 1
9 and a shaft spring 17 interposed therebetween, and travels on a track 15 having rails.

Two air springs 13 are installed on a bogie frame 19 in the vehicle width direction to support the vehicle body 12, and a pressure detector (pressure detecting means) 14 is provided on an upper portion thereof. The internal pressure of the air spring 13 can be measured. As shown in FIG. 1, an air spring differential pressure valve 24 is provided at an intermediate portion between the pair of air springs 13 and the pressure difference between the pair of air springs 13 is predetermined. It is set to be less than the value.

The vehicle body 1 supported by the air spring 13
Reference numeral 2 denotes a rectangular outer shell for accommodating passengers and the like, and one end of the vehicle body 12 is, as shown in FIG. In the crew room 22, there is a mass controller (speed control means) 23 for controlling the traveling of the railway vehicle 10 by a crew operation, an ATS (automatic train stop) signal, or the like.
Warning device (notification means) 26 for notifying the crew of the abnormality
And is installed.

Further, the railway vehicle 10 acquires the maximum value of the wheel load eccentricity set as the wheel load eccentricity of the wheel axle 11 having the maximum wheel load eccentricity among the wheel sets 11 for each bogie 16, A wheel eccentricity acquisition / control device (wheel eccentricity acquisition device) 40 for driving the alarm device 26 and controlling the mass controller 23 based on the maximum value is provided.

As shown in the block diagram of FIG. 3, the wheel load uneven distribution degree acquisition / control device 40 is a control device 1 which is a CPU.
The control device 18 receives the data of the internal pressure value of the pair of air springs 13 detected by the pressure detector 14 and receives the data of the wheel load unevenness of each wheel shaft 11 for each bogie 16. And a first coefficient obtaining unit 18a for obtaining a first coefficient set as an average of the wheel load unevenness, and a variation width of the wheel load unevenness degree of each wheel set 11 that can be taken for the first coefficient as an average value of the wheel load unevenness degree. A second coefficient obtaining means for obtaining a second coefficient to be set as the maximum value, and a wheel set having the largest wheel load unevenness among wheel sets for each bogie based on the first coefficient and the second coefficient. Maximum value obtaining means 18c for obtaining the maximum value of the wheel load eccentricity set as 11 wheel load eccentricity
A monitoring means 18d for monitoring the maximum value of the wheel load eccentricity in real time; and a drive control means 18e for controlling the driving of the alarm device 26 when the maximum value of the wheel load eccentricity exceeds a predetermined value.
And a control means 18f for controlling the mass controller 23 when the maximum value of the degree of uneven distribution of the wheel load exceeds a predetermined value is configured to achieve the same function.

The wheel load unevenness degree acquisition / control device 40
A ROM 32 for storing the processing procedure of the control device 18 in the form of a program, and a RAM for temporarily storing predetermined information
31 are provided. Furthermore, a recording device (recording means) such as a memory card for recording the maximum value of the obtained wheel load uneven distribution degree.
27.

Next, the wheel load unevenness degree acquisition / control device 4 executed in accordance with the program written in the ROM 32
0 will be described with reference to the flowchart shown in FIG.

First, in step 1 (S1), the internal pressure values of a pair of two air springs 13 sent from the pressure detector 14 are acquired. Next, step 2 (S
In 2), based on this internal pressure value, a first set is made as an average of the wheel load unevenness of each wheel set 11 for each truck 16.
A coefficient is obtained (first coefficient acquisition unit 18a). At this time,
The internal pressure value on one side of the pair of air springs 13 composed of these two can be considered to be proportional to the sum of the wheel loads on each side of each wheel shaft 11 of the bogie 16. The first coefficient as an average value of the degree of uneven distribution of all the wheels of the truck 16 can be obtained based on the internal pressure of the vehicle 13. In the present embodiment, a value calculated by the equation (difference between two internal pressure values) / (sum of two internal pressure values) is employed as the wheel load coefficient as the wheel load uneven distribution degree.

Next, in step 3 (S3), the truck 1
The second coefficient to be set as the maximum value of the variation range of the wheel load coefficient of each wheel axle 11 that can be taken with respect to the first coefficient as the average value of the wheel load coefficient of each wheel axle 11 for each 6 is obtained (second
Coefficient obtaining means 18b). The variation range of the wheel load coefficient is
This is due to the expansion and contraction of the shaft spring 17 between the wheel set 11 and the bogie frame 19 due to the curve or turbulence of the track 15, and strictly speaking, the shape and gradient of the track 15 at the place where the vehicle is running. It is necessary to calculate based on. However, the maximum value of the variation width can be considered to be roughly proportional to the first coefficient. For example, FIG.
FIG. 7A is a diagram for explaining how to obtain a coefficient, in which FIG. 7A is a diagram illustrating a change in curvature when the railway vehicle 10 turns a curve, and FIG.
Is a first coefficient P1 when the railway vehicle 10 turns a curve.
FIG. 7 is a graph showing changes in the maximum value P0 of the wheel load coefficient and the value d when the maximum value of the wheel load coefficient is the highest, and the value c of the first coefficient at that time. Is the proportionality constant,
The second coefficient, which is the maximum value of the variation width of the wheel load coefficient with respect to the first coefficient, can be obtained as α times the first coefficient. As described above, if the maximum value of the wheel load coefficient and the first coefficient are obtained in advance by experiments or simulations using a real vehicle, and the proportional constant α is obtained, the second coefficient is α times the first coefficient. Although it is approximate, it can be easily obtained.

Next, in step 4 (S4), the maximum value of the wheel load coefficient, which is set as the wheel load coefficient of the wheel set 11 having the largest wheel load coefficient among the wheel sets 11 for each truck 16, is determined by the first coefficient. And a second coefficient (maximum value acquisition unit 18c). Here, the maximum value of the wheel load coefficient for each bogie 16 can be obtained by adding the first coefficient which is the average value and the second coefficient which is the maximum value of the variation width from the average value.

Next, in step 5 (S5), the risk reference value preset as having a high risk of derailment is compared with the maximum value of the wheel load coefficient (the monitoring means 18).
d). In this comparison, if the maximum value of the wheel weight coefficient is larger than the risk reference value, it is determined that the state of the railway vehicle 10 is dangerous, and in step 6 (S6), the alarm device 26 is driven to notify the crew of the danger ( In step 7 (S7), the drive control means 18e) transmits a control signal to an emergency stop circuit or the like in the master controller 23 to limit the traveling speed of the railway vehicle 10 and automatically perform emergency stop or slow down (control). Means 18f).

In step 8 (S8), the recording device 27 records the maximum value of the wheel load coefficient for each truck 16 together with data such as the running time.

The data of the maximum value of the wheel weight coefficient recorded in the recording device 27 is stored in an external PC when the railway vehicle 10 is inspected.
Etc., and is compared with a maintenance reference value (different from the above-mentioned danger reference value) which is set in advance as a carriage abnormality or track abnormality related to derailment and requires maintenance.

At this time, for example, if there is a maximum value of the wheel load coefficient of a certain truck 16 that is larger than the maintenance reference value, it is determined that there is a possibility that the truck is abnormal, Perform maintenance inspections and parts replacement. Further, for example, when the maximum value of the wheel load coefficients of the plurality of bogies 16 exceeds a maintenance reference value near a certain time, it is determined that there is a possibility of a track abnormality, and at that time, the railway vehicle 10
Detailed maintenance and inspection of the track 15 near the place where
Exchange and so on.

As described above, in the present embodiment, the first coefficient as the average value of the wheel load coefficients of the respective wheel sets 11 for each truck 16 is obtained based on the internal pressure value of the air spring 13, and The second as the maximum value of the variation width of the wheel load coefficient
Since the coefficients are determined based on the first coefficients, the bogie 1 is used as an index for determining the risk of derailment based on these coefficients.
Since the wheel load coefficient of the wheel set 11 having the maximum wheel load coefficient for each 6 is obtained, the risk of derailment of the railway vehicle 10 in any measurement place and any bogie 16 in real time during running and even when stopped, Can be easily grasped.

The controller 18 monitors the maximum value of the wheel load coefficient in real time, and controls the driving of the alarm device 26 when the maximum value of the wheel load coefficient exceeds the risk reference value. The danger is automatically notified to the crew, and the crew can immediately recognize that the railway vehicle 10 is in a dangerous state.

Further, the controller 18 monitors the maximum value of the wheel load coefficient in real time, and sends a control signal to the master controller 23 when the maximum value of the wheel load coefficient exceeds the risk reference value. When there is a danger, the traveling speed of the railway vehicle 10 is automatically controlled to slow down or stop, thereby enhancing safety.

Further, the maximum value of the wheel load coefficient of each truck 16 is recorded by the recording device 27, and the fact that the recorded maximum value of the wheel load coefficient exceeds the maintenance reference value is used as an index for maintenance and inspection. The existence of the bogie 16 and the track 15 having an abnormality that may cause derailment can be easily recognized, and the maintenance work can be performed efficiently and the safety has been improved.

Next, a description will be given of a second processing procedure of the control device 18 for obtaining the second coefficient in consideration of the traveling speed of the railway vehicle 10. Here, as shown in FIG.
A vehicle speed detector (speed detecting means) 28 for detecting the speed of the railway vehicle 10 is installed in the vehicle, and as shown in FIG.
The second coefficient is obtained by taking in the data of No. 8 (second coefficient obtaining means 18b). The flow of the second processing procedure is as shown in FIG.
At 0 (S10), the speed data sent from the vehicle speed detector 28 is obtained, and at step 11 (S11), the second coefficient set as the maximum value of the variation width of the wheel load coefficient of each wheel set 11 is obtained. are doing.

In the method of calculating the second coefficient, not only is the proportion proportional to the first coefficient, but also the effect of the traveling speed is taken into account.
Here, the maximum value of the variation width of the wheel load coefficient is shown in FIG.
As shown in (1), even when traveling on the same curve, the traveling speed becomes larger as the traveling speed increases. Therefore, the maximum value of the variation width of the wheel load coefficient can be considered, for example, roughly, to be proportional to the speed, and by setting the second coefficient to a coefficient proportional to both the first coefficient and the traveling speed, The accuracy of the second coefficient can be improved. Specifically, the second coefficient is obtained as being proportional to the first coefficient by a proportional constant α and proportional to the traveling speed by a proportional constant β. The proportional constant β relating to the traveling speed can be obtained in the same manner as the proportional coefficient α by an experiment using an actual vehicle, a simulation, or the like.

By adopting such a second processing procedure, the influence of the traveling speed is taken into account in obtaining the second coefficient, and the second coefficient can be obtained with high accuracy.

Next, a third processing procedure of the control device 18 for obtaining the second coefficient corresponding to the traveling position of the railway vehicle 10 will be described. Here, as shown in FIG.
At 0, a travel position recognition device (travel position recognition means) 29 for recognizing the current travel position is installed. Then, as shown in FIG. 3, second coefficient data for each position (set of coefficients) 30 which is a table of the maximum value of the variation width of the wheel load coefficient set in advance according to the curve or gradient for each position on the track 15. Is prepared, and based on the current position information recognized by the traveling position recognition device 29, a coefficient corresponding to the position is selected from the position-specific second coefficient data 30 and used as a second coefficient (the second coefficient acquisition unit 18b). ).

The flow of the third processing procedure is as shown in FIG. 8, in which the current position recognized by the traveling position recognition device 29 in step 21 (S21) is obtained, and step 22 (S22). In), the coefficient corresponding to the current position is selected as the second coefficient from the position-specific second coefficient data 30 which is a set of coefficients associated with the current position. The second coefficient data 30 for each position is easily created by calculating the value of (maximum value P0 of wheel load coefficient)-(first coefficient P1) at each point from the experimental value of an actual vehicle or the result of simulation. be able to.

By adopting such a third processing procedure, a second coefficient depending on the traveling position is obtained, and a high-precision curve relating to the curve and gradient of the track 15 where the railway vehicle 10 is traveling is obtained. The second coefficient can be obtained. In this case, it is also possible to acquire the vehicle traveling speed data as in the second processing procedure and add the influence of the traveling speed when acquiring the second coefficient, thereby further improving the accuracy. be able to.

It should be noted that the present invention is not limited to the embodiments described in the above embodiments, and various modifications can be made according to other conditions and the like. For example, in the above embodiment, the control device 18 and the master controller 23 are separate devices, but all the processes may be performed by the CPU of the master controller 23.

In the above embodiment, the wheel load coefficient obtained as (difference between two internal pressure values) / (sum of two internal pressure values) is adopted as the wheel load uneven distribution degree. Other indices, such as the ratio of, may be employed.

In the above embodiment, the change in the pressure receiving area of the air spring 13 is not taken into account in obtaining the first coefficient, but the change in the pressure receiving area based on the change in the height and the lateral displacement of the air spring 13 is considered. By taking into account the force applied to the air spring 13 with high accuracy, the first coefficient with higher accuracy may be obtained.

[0049]

As described above, according to the present invention,
A first coefficient as an average value of the wheel load eccentricity of each wheel set for each bogie is determined based on the internal pressure value of the air spring, and a second coefficient as a maximum value of the variation width of the wheel load eccentricity of each wheel set is obtained. By calculating, the wheel load eccentricity of the wheel set having the maximum wheel load eccentricity for each truck which is used as an index of the derailment risk judgment based on these coefficients is obtained, so that any measurement location, any truck In, when driving, in real time,
Further, even at the time of a stop, the danger of vehicle derailment can be easily grasped.

[Brief description of the drawings]

FIG. 1 is a front view showing the configuration of a railway vehicle according to an embodiment.

FIG. 2 is a side view of the configuration of the railway vehicle according to the embodiment;

FIG. 3 is a block diagram illustrating a wheel load unevenness degree acquisition / control device of the railway vehicle according to the present embodiment.

FIG. 4 is a flowchart showing a first processing procedure in a control device in FIG. 3;

FIGS. 5A and 5B are diagrams for explaining how to obtain a second coefficient in the first processing procedure. FIG. 5A is a diagram showing a curvature change when a railway vehicle turns a curve, and FIG. The first coefficient (P1) and the maximum value (P
It is a change figure of 0).

FIG. 6 is a diagram showing a maximum value of a wheel load coefficient when a railway vehicle turns a curve, using the vehicle speed as a parameter.

FIG. 7 is a flowchart illustrating a second processing procedure in the control device in FIG. 3;

FIG. 8 is a flowchart showing a third processing procedure in the control device in FIG. 3;

[Explanation of symbols]

DESCRIPTION OF SYMBOLS 10 ... railway vehicle, 11 ... wheel axle, 12 ... body, 13 ... air spring, 14 ... pressure detector (pressure measuring means), 15 ... track, 16 ... bogie, 18 ... control device, 18a ... first coefficient acquisition means, 18b: second coefficient acquisition means, 18c: maximum value acquisition means, 18d: monitoring means, 18e: drive control means, 1
8f: control means, 23: mass control (speed control means), 2
6 alarm device (notifying device), 27 recording device (recording device), 28 vehicle speed detector (speed detecting device), 29 traveling position recognition device (travel position recognition device), 30 second position-specific
Coefficient data (set of coefficients), 40... Wheel eccentricity acquisition / control device (wheel eccentricity acquisition device).

Claims (10)

[Claims] 1. A pair of air springs having a plurality of wheel sets and traveling on a rail, a vehicle body disposed on the truck, and two air springs supporting the vehicle body on the truck in a vehicle width direction. A method for obtaining the degree of eccentricity of a wheel load in a railway vehicle, comprising: measuring the internal pressures of a pair of air springs composed of the two, and setting an average of the eccentricity of the wheel load of each wheel set for each bogie. A first coefficient to be calculated based on the internal pressure value of each of the pair of two air springs, and a wheel weight uneven distribution of each wheelset that can be taken with respect to the first coefficient as an average value of the wheel load uneven degree. A second coefficient to be set as the maximum value of the degree of dispersion of the degree is obtained, and the maximum of the wheel load eccentricity set as the wheel load eccentricity of the wheelset having the largest wheel load eccentricity among the wheel sets for each bogie is determined. Determining a value based on the first coefficient and the second coefficient Wherein, the wheel load unevenly distributed degree acquisition method. 2. A pair of air springs each having a plurality of wheel sets and traveling on a rail, a vehicle body disposed on the carriage, and two air springs supporting the vehicle body on the carriage in a vehicle width direction. And a pressure measuring means for measuring the internal pressure of each of the pair of two air springs, and averaging the wheel load eccentricity of each wheel set for each bogie. First coefficient obtaining means for obtaining a first coefficient to be set based on the internal pressure value of each of the pair of air springs, and a first coefficient as an average value of the wheel load unevenness degree A second coefficient obtaining means for obtaining a second coefficient which is set as a maximum value of the variation width of the wheel load unevenness degree of each wheel axle that can be taken with respect to the vehicle; Eccentricity of a wheelset with a degree set as its eccentricity Maximum value of, characterized in that it comprises a maximum value obtaining means for obtaining, a on the basis of the second coefficient and the first coefficient, the wheel load unevenly distributed degree obtaining device. 3. The apparatus according to claim 2, wherein the second coefficient is a coefficient proportional to the first coefficient. 4. The apparatus according to claim 2, further comprising speed detection means for detecting a traveling speed, wherein said second coefficient is a coefficient proportional to both said first coefficient and said traveling speed.
The wheel load uneven distribution degree acquisition device according to 4. 5. A travel position recognizing means for recognizing a travel position, wherein the second coefficient is a coefficient selected from a set of coefficients set for each travel position in accordance with the recognized travel position. A wheel load uneven distribution degree acquisition device according to claim 2, characterized in that: 6. A railway vehicle equipped with the wheel load eccentricity acquiring device according to claim 2, wherein a maximum value of the wheel load eccentricity acquired by the maximum value acquiring means is monitored in real time. Monitoring means, a notifying means for issuing an alarm to a crew member, and a drive control means for controlling the driving of the notifying means when the maximum value of the wheel load unevenness degree obtained by the maximum value obtaining means exceeds a predetermined value. A railway vehicle, comprising: 7. A railway vehicle equipped with the wheel load unevenness degree acquisition device according to claim 2, wherein a speed control unit for controlling a vehicle speed, and a wheel acquired by the maximum value acquisition unit. Monitoring means for monitoring the maximum value of the heavy eccentricity in real time, and control means for controlling the speed control means when the maximum value of the wheel eccentricity degree obtained by the maximum value obtaining means exceeds a predetermined value. A railway vehicle, comprising: 8. A railway vehicle equipped with the wheel load eccentricity acquisition device according to claim 2, wherein a record for recording the maximum value of the wheel load eccentricity acquired by the maximum value acquiring means. A railway vehicle comprising means. 9. A maintenance method for a railway vehicle provided with the wheel load eccentricity acquisition device according to claim 8, wherein the railway vehicle determines that the maximum value of the wheel load eccentricity recorded by the recording means exceeds a predetermined value. A maintenance method for a railway vehicle, wherein the method is used as an index for maintenance and inspection of railway vehicles. 10. A maintenance method for a track on which a railway vehicle travels provided with the wheel load unevenness acquisition device according to claim 8, wherein a maximum value of the wheel load unevenness recorded by the recording means exceeds a predetermined value. A track maintenance inspection method, wherein the index is used as an index of the track maintenance inspection.