CN106515791B - Analysis system for traffic safety of rail vehicle - Google Patents
Analysis system for traffic safety of rail vehicle Download PDFInfo
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- CN106515791B CN106515791B CN201610754550.1A CN201610754550A CN106515791B CN 106515791 B CN106515791 B CN 106515791B CN 201610754550 A CN201610754550 A CN 201610754550A CN 106515791 B CN106515791 B CN 106515791B
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
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- Electric Propulsion And Braking For Vehicles (AREA)
- Machines For Laying And Maintaining Railways (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention provides an analysis system for the driving safety of a rail vehicle, which is used for calculating the upper limit value of the driving speed of the rail vehicle, the upper limit value of the ground surface acceleration relative to the rail vehicle or the upper limit value of the wind speed relative to the rail vehicle according to a rail parameter, a vehicle parameter, a wind power parameter and a seismic power parameter so as to ensure the driving safety of the rail vehicle and avoid derailment accidents.
Description
Technical field
The present invention relates to a kind of analysis system of traffic safety, more particularly to a kind of analysis of the traffic safety of railroad vehicle
System.
Background technology
Railway transportation has many advantages, such as that quick, freight volume is big and is not easy congestion, in a short time can largely transport kinds of goods
It send to destination, makes that smooth flow of goods and promotes livehood economy, railway transportation can also provide the service of carrying, and handling capacity of passengers is occupied
Indispensable role is played the part of in TaiWan, China communications and transportation, and the existing passenger trains of TaiWan, China include TaiWan, China railway, height
Fast railway and rapid transit.
However, also risky property exists for railway transportation, by taking the railway transportation of countries in the world as an example, the train was derailed and causes to multiply
The example of objective injures and deaths is not within minority, for example, Japan's JR good fortune in 2005 knows the quick electric car of mountain line and causes to take off for hypervelocity of coming at the right time
Rail is unexpected, causes 107 passenger's death, 562 passenger's injuries；TaiWan, China Alishan mini train in 2014 is made because derailing is unexpected
Into；The underground station of Chicago,U.S International airport in 2014 occurs subway and derails at station, at least causes 32 people injured, all such
Class, it is too numerous to enumerate.
The content of the invention
In view of this, it is an object of the invention to propose a kind of analysis system of the traffic safety of railroad vehicle.
In the first embodiment, the analysis system of the traffic safety of railroad vehicle includes railcar and processor.Railcar
It runs on track, abovementioned rails have friction coefficient μ and sweep R, and the extension line of the wheel tread of railcar and level
There is wheel rim angle θ between face.Processor to according to the following formula with consider climb up type derailing risk come calculate the driving of railcar speed
The upper limit value of rate, compared with the upper limit value of acceleration surface PGA of railcar or the upper limit value of wind speed Vw compared with railcar.
In the first embodiment, the analysis system of traffic safety further includes a detector, to detect gauge G, superelevation Ca,
Wind speed Vw, coefficient of wind pres Cp and acceleration surface PGA.Processor immediately generates driving speed in vehicle track running when on track
The upper limit value of rate V, compared with the upper limit value of acceleration surface PGA of railcar or the upper limit of wind speed Vw compared with railcar
Value.
In the first embodiment, consider and slide onto type derailing risk, processor is to according to the following formula to calculate the row of railcar
The upper limit value of speed rate V, compared with railcar acceleration surface PGA upper limit value or compared with railcar wind speed Vw it is upper
Limit value.
In a second embodiment, the analysis system of the traffic safety of railroad vehicle includes railcar and processor.Railcar
It runs on track, abovementioned rails have friction coefficient μ and sweep R, and the wheel tread of railcar includes taper tread, recessed
Face and smooth tread, between taper tread and smooth tread, the extension line of smooth tread is stepped on concave surface adjacent to taper for concave surface
There is Equivalent conicity angle θ between the extension line in faceec.Processor to consider climbing up type derailing risk and calculate rail according to the following formula
The upper limit value of the driving speed V of road vehicle, compared with railcar acceleration surface PGA upper limit value or the wind compared with railcar
The upper limit value of fast Vw.
In a second embodiment, the analysis system of traffic safety further includes a detector, to detect gauge G, superelevation Ca,
Wind speed Vw, coefficient of wind pres Cp and acceleration surface PGA.Processor immediately generates driving speed in vehicle track running when on track
The upper limit value of rate V, compared with the upper limit value of acceleration surface PGA of railcar or the upper limit of wind speed Vw compared with railcar
Value.
In a second embodiment, consider and slide onto type derailing risk, processor is to according to the following formula to calculate the row of railcar
The upper limit value of speed rate V, compared with railcar acceleration surface PGA upper limit value or compared with railcar wind speed Vw it is upper
Limit value.
It, can be with by the railcar for being equipped with processor in conclusion the analysis system of traffic safety according to the present invention
Slowed down ahead of time in operation according to seismic force parameter, that is, wind-force parameter, to avoid meaning of derailing caused by when the natural disaster
Outside, furthermore, be equipped with the railcar of processor also can avoid being negligent of conserving rail because artificial by orbit parameter and vehicle parameter
The factor of road and rail vehicle and caused by derail unexpected, and then Lifting Convey stability, and can be according to this as after track engineering
Continuous operation is planned adjustment and is used.
Below in conjunction with the drawings and specific embodiments, the present invention will be described in detail, but not as a limitation of the invention.
Description of the drawings
Fig. 1 is the schematic diagram according to the first embodiment of the analysis system of the traffic safety of the railroad vehicle of the present invention；
Fig. 2 runs on the schematic diagram on track for the wheel of the railcar of Fig. 1；
Fig. 3 is the wheel of Fig. 2 and the enlarged diagram of track；
Fig. 4 is the Equivalent conicity angle according to the second embodiment of the analysis system of the traffic safety of the railroad vehicle of the present invention
Schematic diagram.
Wherein, reference numeral
10 railcars
101 wheels
1011 taper wheel rims
1012 smooth treads
1013 concave surfaces
1014 taper treads
11 detectors
111 track detecting devices
112 seismic sensors
113 weather detectors
12 processors
13 tracks
131 inner tracks
132 outer side tracks
14 internets
15 servomechanisms
The extension line of the smooth treads of L1
Extension line of the L2 concave surfaces at taper tread
θ wheel rims angle
θecEquivalent conicity angle
H heights of C.G.
G gauges
Ca superelevation
Specific embodiment
In the content recorded in present embodiment, the unit of driving speed V is km/hr, gauge G, height of C.G. H and super
The unit of high Ca is mm, and the unit of sweep R is m, and the unit of wheel rim angle θ is degree, and the unit of axis weight W is metric ton, wind pressure system
The unit of number Cp is kgf/m2, the unit of wind speed Vw is m/s, and the unit of wind area A is m2-, the unit of atmospheric density ρ is kg/
m3, the unit of acceleration surface PGA is gal, and the unit of gravity acceleration g is m/s2。
Fig. 1 is refer to, is according to the schematic diagram of the first embodiment of the analysis system of the traffic safety of the present invention, discloses one
The analysis system of the traffic safety of kind railroad vehicle.The analysis system of the traffic safety of railroad vehicle mainly comprising railcar 10,
Processor 12 and track 13.Railcar 10 belongs to railroad vehicle, has wheel 101 and runs on track 13, and the present embodiment
It is that processor 12 can be used to calculate pacifies on the driving of railcar 10 so that railcar 10 runs on the track 13 with double track as an example
To avoid railcar 10 derailing occurs for the upper limit value of complete each parameter surprisingly, maintains traffic safety.
Railcar 10 can be the track of TaiWan, China Railway Bureau, TaiWan, China high ferro, Taibei masses' rapid transit or Kaohsiung rapid transit
Compartment.Processor 12 can be microprocessor, central processor controller or the microcontroller of tool operational capability.On the implementation, may be used
Processor 12 is installed in the electronic devices such as computer, tablet computer or computer, and by the electronic device with processor 12
It is arranged in railcar 10, program language, software or application program is performed by processor 12 by electronic device
(application；APP) upper limit value of foregoing each parameter is calculated.
Processor 12 is the upper limit value that each parameter is calculated according to formula, since railcar 10 may be subject to respectively between operation
Kind external force influences, such as：Frictional force, railcar 10 between the wheel 101 of railcar 10 and track 13 run on curved rail
Centrifugal force caused by road 13 and the wind-force and seismic force related with natural disaster, also, when railcar 10 runs on anxious song
During trajectory 13, wheel 101 is fitted closely with track 13, is easily climbed up type at this time and is derailed, therefore the traffic safety of railcar 10
Each parameter upper limit value it is related with above-mentioned factor.In addition, railcar 10 and the specification of track 13 can also influence foregoing upper limit value.
Therefore, the vertical stress component for the various external force for acting on wheel 101 and the relation with joint efforts of horizontal component are considered to generate formula 1.1 such as
Under：
In formula 1.1, gauge G, superelevation Ca, sweep R and friction coefficient μ are related with the specification of track 13 and belong to
Orbit parameter；Wheel rim angle θ, axis weight W, height of C.G. H and weight-loss ratio γ are related with the specification of railcar 10 and belong to vehicle parameter；
Coefficient of wind pres Cp, wind speed Vw, wind area A and atmospheric density ρ are related with the Cross Wind Force suffered by railcar 10 and belong to wind-force
Parameter；Acceleration surface PGA and earthquake force amplifying coefficient α is related with the seismic force for acting on railcar 10 and belongs to seismic force ginseng
Number.It is further detailed below for each parameter.
Schematic diagram on track 13 is run on referring to the wheel 101 for the railcar 10 that Fig. 2 and Fig. 3, Fig. 2 are Fig. 1,
Enlarged diagram of the wheel 101 with track 13 that Fig. 3 is Fig. 2.
As shown in Fig. 2, gauge G represents the spacing of double track, unit is millimeter (mm).The track 13 of double track includes interior siding track
Road 131 and outer side track 132, when railcar 10 runs on non-directional track 13, the title of track 13 of neighbouring curvature circle-center
For inner track 131, the title of track 13 away from curvature circle-center is outer side track 132, and in this, superelevation Ca represents outer side track
Difference in level between 132 and inner track 131, unit are millimeter (mm).Height of C.G. H represents the center of gravity of railcar 10
With the air line distance between 101 bottom of wheel, unit is millimeter (mm).
Sweep R represents the bending degree of track 13, and unit is meter (m).Friction coefficient μ represents track 13 and vehicle
Frictional force between wheel 101 is with acting on the ratio of the vertical force on track 13 without unit, it is however generally that, coefficient of friction
μ is main related with the smooth degree of track 13, for example, the friction coefficient μ of dry track 13 is about 0.33, the rail of moistening
The friction coefficient μ in road 13 is about 0.24, and the friction coefficient μ of the track 13 of lubrication is about 0.13, the friction system of the track 13 to get rusty
Number μ is about 0.6.
Contact surface between the wheel 101 of railcar 10 and track 13 claims to be wheel tread, as shown in figure 3, wheel 101 wraps
Taper wheel rim 1011 containing protrusion, the angle between the extension line and horizontal plane of the wheel tread of taper wheel rim 1011 are wheel rim angle
The unit of θ, wheel rim angle θ are degree.Axis weight W represents the weight of the wheel hub of railcar 10, and unit is ton (T).Weight-loss ratio γ
Representing when railcar 10 is shaken the head, waved, sidewindered, creep, crawls and floated when behaviors when operation reduces the weight of wheel 101
Percentage, therefore weight-loss ratio γ do not have unit.In general, weight-loss ratio γ is about 0.1, if railcar 10, which is carried, has sky
When the shock absorber system of gas spring and its air spring damage, weight-loss ratio γ is about 0.6, that is to say, that when keeping away for railcar 10
Shaking effect, then weight-loss ratio γ is smaller better.
Coefficient of wind pres Cp represents the pressure size that wind-force grants the side compartment of railcar 10, coefficient of wind pres Cp and wind-force etc.
Related, the unit kgf/m of grade2.The unit of wind speed Vw is m/s.Wind area A represents the wind surface of the side of railcar 10
Product, unit m2.The unit of atmospheric density ρ is kg/m3, atmospheric density ρ is typically about 1.2kg/m3And it can be considered definite value.
The unit of acceleration surface PGA is gal；Earthquake force amplifying coefficient α is related with the mounting structures of track 13, to adjust
Whole acceleration surface PGA does not have unit to seismic force caused by railcar 10, earthquake force amplifying coefficient.For example, position
It is 1 in the 13 corresponding earthquake force amplifying coefficient α of track of ground and underground, amplifies positioned at overhead 13 corresponding seismic force of track
Factor alpha is 1.478, in this, when an earthquake occurs, by taking identical acceleration surface PGA as an example, is acted on positioned at overhead track
13 seismic force compared to positioned at the seismic force of ground and the track 13 of underground be 1.478 times.The unit of gravity acceleration g is m/
s2。
Furthermore the unit for the driving speed V being commonly used is considered as km/hr, therefore the coefficient 3.6 in formula 1.1 is km/
Generated correction term between hr and m/s conversions.
Please referring again to Fig. 1, in the first embodiment, the analysis system of traffic safety according to the present invention further includes detection
Device 11, internet 14 and servomechanism 15.Detector 11 includes track detecting device 111, seismic sensor 112 and weather detector
113.Processor 12 14 links to servomechanism 15, track detecting device 111, seismic sensor 112 and meteorological detection via internet
Device 113.Track detecting device 111, seismic sensor 112 and weather detector 113 also 14 link to servomechanism 15 via internet.
Track detecting device 111 is installed in track by track detecting device 111 for detecting the gauge G of track 13 and superelevation Ca
The bottom of vehicle 10, first running track vehicle 10 is without carrying, to detect the rail of traffic route upper rail 13 by track detecting device 111
It is pre-stored in away from G and superelevation Ca, and by gauge G along the line and superelevation Ca in servomechanism 15.
Alternatively, in other embodiment aspects of the present embodiment, also can directly be measured with manual type or auto-measuring technology
Gauge G and superelevation Ca, and be pre-stored in servomechanism 15.
It is about 1067mm that its gauge G can be measured by taking the railway of TaiWan, China railway as an example, after actual motion railcar 10,
The superelevation Ca of curved section and straightway respectively may be about 111.37mm and 2mm.In the present embodiment, track detecting device 111 can be sharp
Photodetector, track detecting device 111 detect gauge G and superelevation Ca by transmitting laser light.
Weather detector 113 is arranged on railcar 10 by weather detector 113 for detecting coefficient of wind pres Cp and wind speed Vw
Wind-engaging power effect side compartment on, with immediately when railcar 10 run detection coefficient of wind pres Cp and wind speed Vw, and pass through because
Special net 14 is sent to processor 12.
Seismic sensor 112 is for detecting acceleration surface PGA, by seismic sensor 112 according to the operation road of railcar 10
It is set along line, to detect acceleration surface PGA immediately, and passes through internet 14 and be sent to processor 12.Seismic sensor 112
Quantity how much can be adjusted according to cost.
Furthermore the wind area A of wind-force suffered by the heavy W of wheel rim angle θ, axis, the height of C.G. H and its side compartment of railcar 10
It can be obtained according to the specification of railcar 10.By taking the Electric Multiple Unit model EMU-500 of TaiWan, China railway as an example, wheel rim angle θ, axis weight
W, height of C.G. H and wind area A is respectively 68 degree, 16T, 1700mm and 50m2。
Although however, its wheel rim angle θ according to the specification of railcar 10, since railcar 10 may be because of every day operation
Make to often rub against between its wheel 101 and track 13 and consume the wheel tread of its wheel 101, wheel rim angle θ is caused to change, therefore
Daily, weekly or monthly a wheel 101 can be measured by manual type or auto-measuring technology to obtain wheel rim angle θ.Also,
By time-based maintenance railcar 10, to promote the accuracy of wheel rim angle θ.
The friction coefficient μ of track 13 can according to running track vehicle 10 be used for carrying when weather and track 13 maintenance shape
Condition is adjusted immediately, for example, friction coefficient μ can be adjusted to 0.24 if weather is the rainy day, if it is the rainy day that weather is non-
Friction coefficient μ can be adjusted to 0.33, if track 13 does not maintain and causes to get rusty, friction coefficient μ can be adjusted to 0.6.Seismic force
Amplification coefficient α can be positioned at ground, underground according to track 13 or overhead be adjusted immediately.Weight-loss ratio γ can be according to railcar 10
Whether carrying have air spring shock absorber system set, using the Electric Multiple Unit model EMU-500 of TaiWan, China railway as
Example, weight-loss ratio γ are 0.1.
Sweep R can be in advance measured from or in combination manually according to the carrying running route of railcar 10
Manage information system (Geographic Information System；GIS) by the space information inquiry related data of train operation
Storehouse and obtain, and the sweep R of gained is pre-stored in servomechanism 15.With the curved section and straightway of TaiWan, China railway
Exemplified by, sweep R is respectively 400m and 9000m.
According in the different embodiment aspects of the present embodiment, processor 12 is counted after being transplanted according to formula 1.1 via parameter
Calculate driving speed V upper limit value, compared with railcar 10 acceleration surface PGA upper limit value or compared with railcar 10
The upper limit value of wind speed Vw, and the present invention is not limited, processor 12 can also calculate the upper limit of other parameter according to formula 1.1
Value, such as coefficient of wind pres Cp, gauge G, superelevation Ca etc..Base this, in actual application, using foregoing upper limit value as driving speed V
Upper limit value exemplified by, GPS (Global positioning system can be installed in railcar 10；GPS)
With the current location of the immediate updating railcar 10 when carrying is run, and 14 transported immediately via internet according to current location
Gauge G, superelevation Ca and the sweep R of track 13 in row, then received immediately from seismic sensor 112 by internet 14
And coefficient of wind pres Cp, wind speed Vw and the acceleration surface PGA that weather detector 113 detects, processor 12 is in terms of according to formula 1.1
Calculate the upper limit value of driving speed V.By taking the curved section (R=400m) of TaiWan, China railway as an example, as coefficient of wind pres Cp, wind speed Vw and
Acceleration surface PGA is respectively 2kgf/m2, 1.78m/s and 250gal when, the upper limit value of driving speed V is 80km/hr.
Base this, the driver of railcar 10 or be equipped with train automatic controlling system (automatic train
control；ATC railcar 10) obtains the driving speed V according to foregoing upper limit value limitation railcar 10, is less than driving speed V
80km/hr is to ensure traffic safety.
In other embodiment aspects of the present embodiment, track detecting device 111 also can when running track vehicle 10 is with carrying by
It detects gauge G and superelevation Ca immediately by track detecting device 111 and passes through internet 14 and be sent to processor 12.Processor 12 can be
When according to track detecting device 111, seismic sensor 112 and weather detector 113 detect gauge G, superelevation Ca, acceleration surface
PGA, coefficient of wind pres Cp, wind speed Vw generate the upper limit value of driving speed V.
Alternatively, processor 12 can also be not required to by weather detector 113 and seismic sensor 112 come detect wind-force parameter and
Earthquake force parameter, processor 12 can the 14 zonal wind pressure systems to be provided according to the database of the Central Meteorological Observatory via internet
Cp, wind speed Vw and acceleration surface PGA are counted to calculate the upper limit value of driving speed V.
In an embodiment aspect of the present embodiment, driving speed V is instant driving when railcar 10 runs on track 13
Rate, processor 12 can decide whether to send warning signal according to the upper limit value of instant driving speed and driving speed V, work as processing
When device 12 judges that instant driving speed is greater than or equal to upper limit value, processor 12 immediately sends warning signal, and makes railcar 10
Driver slow down to ensure traffic safety.Come automatically alternatively, processor 12 can perform foregoing train automatic controlling system
Control instant driving speed, that is to say, that when instant driving speed is more than its upper limit value, train automatic controlling system can basis
Caution signal starts automatic retarding mechanism, so that the railcar 10 is slowed down or is stopped by brake equipment and makes instant driving speed small
Limit value thereon.
In addition, in the embodiment aspect of the present invention, processor 12 can be calculated according to formula 1.1 compared with railcar 10
Wind speed Vw upper limit value, that is to say, that when railcar 10 runs on track 13, wind speed Vw in formula 1.1 is railcar
The ambient wind velocity of 10 running environment, what processor 12 can be provided according to weather detector 113 or the database of the Central Meteorological Observatory
Data decide whether to send warning signal according to this to obtain ambient wind velocity；When ambient wind velocity is upper more than or equal to wind speed Vw
During limit value, processor 12 sends warning signal；When ambient wind velocity is less than the upper limit value of wind speed Vw, processor 12 does not give a warning
Signal.For example, when vehicle track running is in 80km/hr, the upper limit value of wind speed Vw is 1.78m/s, when weather detector 113
When the ambient wind velocity detected is greater than or equal to 1.78m/s, processor 12 sends warning signal.
Also, in some embodiment aspects of the present invention, processor 12 can be also calculated according to formula 1.1 compared with track
The upper limit value of the acceleration surface PGA of vehicle 10, that is to say, that when railcar 10 runs on track 13, the earth's surface in formula 1.1
Acceleration PGA be railcar 10 running environment environment acceleration surface, processor 12 can according to seismic sensor 112 or in
The data that the database of meteorological observatory provides are entreated to obtain environment acceleration surface, and decide whether to send warning signal according to this；When
When environment acceleration surface is greater than or equal to the upper limit value of acceleration surface PGA, processor 12 sends warning signal；When environment
When table acceleration is less than upper limit value, processor 12 does not send warning signal.For example, when railcar 10 runs on 80km/hr
When, the upper limit value of acceleration surface PGA is 250gal, be more than when the environment acceleration surface that seismic sensor 112 detects or
During equal to 250gal, processor 12 sends warning signal.
Thus, the driver of railcar 10 or be equipped with train automatic controlling system (automatic train
control；Railcar 10 can be slowed down or stopped according to caution signal by railcar 10 ATC), by natural disaster to that may draw
The injury risen minimizes.
In addition to considering and climbing up type derailing risk, when 101 taking of curves track 13 of wheel, uneven centrifugal force makes wheel
101 slide to smooth tread 1012 by taper tread 1014, if when wheel rim angle θ increases at this time and friction coefficient μ reduction, wheel 101
Type derailing is easily slid onto, accordingly, it is considered to act on the vertical stress component of each active force of wheel 101 and the pass of making a concerted effort of horizontal hydraulic
It is to generate formula 1.2.Formula 1.2 is as follows：
Base this, processor 12 can according to formula 1.2 calculate railcar 10 driving speed V upper limit value, compared with track
The upper limit value of the acceleration surface PGA of vehicle 10 occurs compared with the upper limit value of the wind speed Vw of railcar 10 to avoid railcar 10
Derailing is unexpected, maintains traffic safety.
It, can be with by the railcar for being equipped with processor in conclusion the analysis system of traffic safety according to the present invention
Slowed down ahead of time in operation according to seismic force parameter, that is, wind-force parameter, to avoid meaning of derailing caused by when the natural disaster
Outside, furthermore, be equipped with the railcar of processor also can avoid being negligent of conserving rail because artificial by orbit parameter and vehicle parameter
The factor of road and rail vehicle and caused by derail unexpected, and then Lifting Convey stability, and can be according to this as after track engineering
Continuous operation is planned adjustment and is used.
Refer to Fig. 4, be according to the present invention railroad vehicle traffic safety analysis system second embodiment etc.
Imitate the schematic diagram of taper angle.The difference of second embodiment and first embodiment is, the formula 1.1 and wheel rim angle θ in formula 1.2
It can be with Equivalent conicity angle θecSubstitute and generate formula 1.3 and formula 1.4.Formula 1.3 is as follows respectively with formula 1.4：
The wheel 101 of railcar 10 generates abrasion because long-play due on track 13, if not in due course rotary cut modifies it
Wheel tread and with concave surface 1013, as shown in Figure 4, the wheel tread of railcar 10 include taper tread 1014, concave surface 1013 with
Smooth tread 1012, concave surface 1013 are located between taper tread 1014 and smooth tread 1012, the extension line of smooth tread 1012
L1 and concave surface 1013 form Equivalent conicity angle θ between the extension line L2 of taper tread 1014ec.When wheel 13 is with concave surface 1013
It, should be by Equivalent conicity angle θ when running on track 13ecSubstitute wheel rim angle θ.Formula 1.3 and remaining parameter and first in formula 1.4
Embodiment is roughly the same, is repeated no more in this.
In the present embodiment, track detecting device 111 also can detect Equivalent conicity angle θec, alternatively, the side via manual measurement
Formula obtains Equivalent conicity angle θec.In this, processor 12 can calculate the driving speed V of railcar 10 based on formula 1.3 and formula 1.4
Upper limit value, compared with the upper limit value of acceleration surface PGA of railcar 10 or the upper limit of wind speed Vw compared with railcar 10
To avoid railcar 10 derailing occurs for value surprisingly, maintains traffic safety.
Be in the contained formula 1.1 to 1.4 of above example using act on 10 gravity, wind-force, seismic force of railcar as
Example, but the present invention is not limited, and also visual demand adds in other outer force parameters to adjust in formula 1.1 to 1.4, institute after adjustment
The formula 1.1 to 1.4 obtained can transplant via parameter calculate the upper limit value of other foregoing outer force parameters to carry out traffic safety
Analysis.
It, can be with by the railcar for being equipped with processor in conclusion the analysis system of traffic safety according to the present invention
Slowed down ahead of time in operation according to seismic force parameter, that is, wind-force parameter, to avoid meaning of derailing caused by when the natural disaster
Outside, furthermore, be equipped with the railcar of processor also can avoid being negligent of conserving rail because artificial by orbit parameter and vehicle parameter
The factor of road and rail vehicle and caused by derail unexpected, and then Lifting Convey stability, and can be according to this as after track engineering
Continuous operation is planned adjustment and is used.
Certainly, the present invention can also have other various embodiments, without deviating from the spirit and substance of the present invention, ripe
It knows those skilled in the art and makes various corresponding changes and deformation, but these corresponding changes and change in accordance with the present invention
Shape should all belong to the protection domain of appended claims of the invention.
Claims (11)
1. a kind of analysis system of the traffic safety of railroad vehicle, which is characterized in that including：
One railcar, to run on a track, which has a friction coefficient μ and a sweep R, the railcar
There is a wheel rim angle θ between the extension line and horizontal plane of wheel tread；And
One processor, the driving speed V to calculate the railcar according to the following formula, the earth's surface acceleration compared with the railcar
Spend a upper limit value of the PGA or wind speed Vw compared with the railcar：
<mrow>
<mfrac>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
</mrow>
<mrow>
<mn>2</mn>
<mo>&times;</mo>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
</mrow>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mfrac>
<mn>1</mn>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mi>C</mi>
<mi>p</mi>
<mo>&times;</mo>
<msup>
<mi>&rho;Vw</mi>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>A</mi>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mi>&alpha;</mi>
<mo>&times;</mo>
<mfrac>
<mi>W</mi>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mfrac>
<mrow>
<mi>P</mi>
<mi>G</mi>
<mi>A</mi>
</mrow>
<mn>100</mn>
</mfrac>
<mo>)</mo>
</mrow>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>-</mo>
<mo>(</mo>
<mfrac>
<mrow>
<mi>&gamma;</mi>
<mo>&times;</mo>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mrow>
<mo>(</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
<mo>-</mo>
<mfrac>
<mrow>
<mi>C</mi>
<mi>a</mi>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mi>G</mi>
</mfrac>
<mo>)</mo>
</mrow>
<mo>&times;</mo>
<mi>H</mi>
</mrow>
<mrow>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>G</mi>
</mrow>
</mfrac>
</mrow>
</mfrac>
<mo>-</mo>
<mfrac>
<mrow>
<mi>t</mi>
<mi>a</mi>
<mi>n</mi>
<mi>&theta;</mi>
<mo>-</mo>
<mi>&mu;</mi>
</mrow>
<mrow>
<mn>1</mn>
<mo>+</mo>
<mrow>
<mo>(</mo>
<mi>&mu;</mi>
<mo>&times;</mo>
<mi>tan</mi>
<mi>&theta;</mi>
<mo>)</mo>
</mrow>
</mrow>
</mfrac>
<mo>></mo>
<mn>0</mn>
</mrow>
A gauge, the Ca that wherein G represents the track represent a superelevation of the track, Cp represents a coefficient of wind pres, ρ represents an air
Axis weight, the A that density, W represent the wheel of the railcar represent the wind area of the railcar, α represents an earthquake force amplifying coefficient,
G represents acceleration of gravity, γ represent the wheel of the railcar by external force influenced and caused by a weight-loss ratio and H represent the railcar
A height of C.G..
2. a kind of analysis system of the traffic safety of railroad vehicle, which is characterized in that including：
One railcar, to run on a track, which has a friction coefficient μ and a sweep R, the railcar
Wheel tread includes a taper tread, a concave surface and a smooth tread, the concave surface and is located between the taper tread and the smooth tread,
The extension line of the smooth tread and the concave surface have an equivalent taper angle θ between the extension line of the taper treadec；And
One processor, the driving speed V to calculate the railcar according to the following formula, the earth's surface acceleration compared with the railcar
Spend a upper limit value of the PGA or wind speed Vw compared with the railcar：
<mrow>
<mfrac>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
</mrow>
<mrow>
<mn>2</mn>
<mo>&times;</mo>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
</mrow>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mfrac>
<mn>1</mn>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mi>C</mi>
<mi>p</mi>
<mo>&times;</mo>
<msup>
<mi>&rho;Vw</mi>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>A</mi>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mi>&alpha;</mi>
<mo>&times;</mo>
<mfrac>
<mi>W</mi>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mfrac>
<mrow>
<mi>P</mi>
<mi>G</mi>
<mi>A</mi>
</mrow>
<mn>100</mn>
</mfrac>
<mo>)</mo>
</mrow>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>-</mo>
<mo>(</mo>
<mfrac>
<mrow>
<mi>&gamma;</mi>
<mo>&times;</mo>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mrow>
<mo>(</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
<mo>-</mo>
<mfrac>
<mrow>
<mi>C</mi>
<mi>a</mi>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mi>G</mi>
</mfrac>
<mo>)</mo>
</mrow>
<mo>&times;</mo>
<mi>H</mi>
</mrow>
<mrow>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>G</mi>
</mrow>
</mfrac>
</mrow>
</mfrac>
<mo>-</mo>
<mfrac>
<mrow>
<msub>
<mi>tan&theta;</mi>
<mrow>
<mi>e</mi>
<mi>c</mi>
</mrow>
</msub>
<mo>-</mo>
<mi>&mu;</mi>
</mrow>
<mrow>
<mn>1</mn>
<mo>+</mo>
<mrow>
<mo>(</mo>
<mi>&mu;</mi>
<mo>&times;</mo>
<msub>
<mi>tan&theta;</mi>
<mrow>
<mi>e</mi>
<mi>c</mi>
</mrow>
</msub>
<mo>)</mo>
</mrow>
</mrow>
</mfrac>
<mo>></mo>
<mn>0</mn>
</mrow>
A gauge, the Ca that wherein G represents the track represent a superelevation of the track, Cp represents a coefficient of wind pres, ρ represents an air
Axis weight, the A that density, W represent the wheel of the railcar represent the wind area of the railcar, α represents an earthquake force amplifying coefficient,
G represents acceleration of gravity, γ represent the wheel of the railcar by external force influenced and caused by a weight-loss ratio and H represent the railcar
A height of C.G..
3. a kind of analysis system of the traffic safety of railroad vehicle, which is characterized in that including：
One railcar, to run on a track, which has a friction coefficient μ and a sweep R, the railcar
There is a wheel rim angle θ between the extension line and horizontal plane of wheel tread；And
One processor, the driving speed V to calculate the railcar according to the following formula, the earth's surface acceleration compared with the railcar
Spend a upper limit value of the PGA or wind speed Vw compared with the railcar：
<mrow>
<mfrac>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
</mrow>
<mrow>
<mn>2</mn>
<mo>&times;</mo>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
</mrow>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mfrac>
<mn>1</mn>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mi>C</mi>
<mi>p</mi>
<mo>&times;</mo>
<msup>
<mi>&rho;Vw</mi>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>A</mi>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mi>&alpha;</mi>
<mo>&times;</mo>
<mfrac>
<mi>W</mi>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mfrac>
<mrow>
<mi>P</mi>
<mi>G</mi>
<mi>A</mi>
</mrow>
<mn>100</mn>
</mfrac>
<mo>)</mo>
</mrow>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>-</mo>
<mo>(</mo>
<mfrac>
<mrow>
<mi>&gamma;</mi>
<mo>&times;</mo>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mrow>
<mo>(</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
<mo>-</mo>
<mfrac>
<mrow>
<mi>C</mi>
<mi>a</mi>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mi>G</mi>
</mfrac>
<mo>)</mo>
</mrow>
<mo>&times;</mo>
<mi>H</mi>
</mrow>
<mrow>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>G</mi>
</mrow>
</mfrac>
</mrow>
</mfrac>
<mo>-</mo>
<mfrac>
<mrow>
<mi>t</mi>
<mi>a</mi>
<mi>n</mi>
<mi>&theta;</mi>
<mo>+</mo>
<mi>&mu;</mi>
</mrow>
<mrow>
<mn>1</mn>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mi>&mu;</mi>
<mo>&times;</mo>
<mi>t</mi>
<mi>a</mi>
<mi>n</mi>
<mi>&theta;</mi>
<mo>)</mo>
</mrow>
</mrow>
</mfrac>
<mo>></mo>
<mn>0</mn>
</mrow>
A gauge, the Ca that wherein G represents the track represent a superelevation of the track, Cp represents a coefficient of wind pres, ρ represents an air
Axis weight, the A that density, W represent the wheel of the railcar represent the wind area of the railcar, α represents an earthquake force amplifying coefficient,
G represents acceleration of gravity, γ represent the wheel of the railcar by external force influenced and caused by a weight-loss ratio and H represent the railcar
A height of C.G..
4. a kind of analysis system of the traffic safety of railroad vehicle, which is characterized in that including：
One railcar, to run on a track, which has a friction coefficient μ and a sweep R, the railcar
Wheel tread includes a taper tread, a concave surface and a smooth tread, the concave surface and is located between the taper tread and the smooth tread,
The extension line of the smooth tread and the concave surface have an equivalent taper angle θ between the extension line of the taper treadec；And
One processor, the driving speed V to calculate the railcar according to the following formula, the earth's surface acceleration compared with the railcar
Spend a upper limit value of the PGA or wind speed Vw compared with the railcar：
<mrow>
<mfrac>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
</mrow>
<mrow>
<mn>2</mn>
<mo>&times;</mo>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
</mrow>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mfrac>
<mn>1</mn>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mi>C</mi>
<mi>p</mi>
<mo>&times;</mo>
<msup>
<mi>&rho;Vw</mi>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>A</mi>
<mo>)</mo>
<mo>+</mo>
<mo>(</mo>
<mi>&alpha;</mi>
<mo>&times;</mo>
<mfrac>
<mi>W</mi>
<mn>2</mn>
</mfrac>
<mo>&times;</mo>
<mfrac>
<mrow>
<mi>P</mi>
<mi>G</mi>
<mi>A</mi>
</mrow>
<mn>100</mn>
</mfrac>
<mo>)</mo>
</mrow>
<mrow>
<mo>(</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>-</mo>
<mo>(</mo>
<mfrac>
<mrow>
<mi>&gamma;</mi>
<mo>&times;</mo>
<mi>W</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mn>2</mn>
</mfrac>
<mo>)</mo>
<mo>+</mo>
<mfrac>
<mrow>
<mi>W</mi>
<mo>&times;</mo>
<mrow>
<mo>(</mo>
<msup>
<mi>V</mi>
<mn>2</mn>
</msup>
<mo>-</mo>
<mfrac>
<mrow>
<mi>C</mi>
<mi>a</mi>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>g</mi>
</mrow>
<mi>G</mi>
</mfrac>
<mo>)</mo>
</mrow>
<mo>&times;</mo>
<mi>H</mi>
</mrow>
<mrow>
<msup>
<mn>3.6</mn>
<mn>2</mn>
</msup>
<mo>&times;</mo>
<mi>R</mi>
<mo>&times;</mo>
<mi>G</mi>
</mrow>
</mfrac>
</mrow>
</mfrac>
<mo>-</mo>
<mfrac>
<mrow>
<msub>
<mi>tan&theta;</mi>
<mrow>
<mi>e</mi>
<mi>c</mi>
</mrow>
</msub>
<mo>+</mo>
<mi>&mu;</mi>
</mrow>
<mrow>
<mn>1</mn>
<mo>-</mo>
<mrow>
<mo>(</mo>
<mi>&mu;</mi>
<mo>&times;</mo>
<msub>
<mi>tan&theta;</mi>
<mrow>
<mi>e</mi>
<mi>c</mi>
</mrow>
</msub>
<mo>)</mo>
</mrow>
</mrow>
</mfrac>
<mo>></mo>
<mn>0</mn>
</mrow>
A gauge, the Ca that wherein G represents the track represent a superelevation of the track, Cp represents a coefficient of wind pres, ρ represents an air
Axis weight, the A that density, W represent the wheel of the railcar represent the wind area of the railcar, α represents an earthquake force amplifying coefficient,
G represents acceleration of gravity, γ represent the wheel of the railcar by external force influenced and caused by a weight-loss ratio and H represent the railcar
A height of C.G..
5. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
Driving speed V is an instant driving speed of the vehicle track running when track, when the instant driving speed is more than or waits
When the upper limit value, which sends a caution signal.
6. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
Acceleration surface PGA is an environment acceleration surface of the running environment of the railcar, when the environment acceleration surface is more than
Or during equal to the upper limit value, which sends a caution signal.
7. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
Wind speed Vw is an ambient wind velocity of the running environment of the railcar, should when the ambient wind velocity is greater than or equal to the upper limit value
Processor sends a caution signal.
8. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
The analysis system of the traffic safety further includes a detector, to detect the gauge, the superelevation, wind speed Vw, the coefficient of wind pres
And acceleration surface PGA.
9. the analysis system of the traffic safety of railroad vehicle according to claim 8, which is characterized in that the detector includes
One laser detector, to detect the gauge and the superelevation.
10. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
The track is an aerial conveyor or a planar tracks, and the corresponding earthquake force amplifying coefficient of the aerial conveyor is more than the planar tracks
The corresponding earthquake force amplifying coefficient.
11. the analysis system of the traffic safety of railroad vehicle according to any one of claim 1 to 4, which is characterized in that
The processor immediately generates the upper limit value when vehicle track running is in the track.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| TW104130008A TWI551492B (en) | 2015-09-10 | 2015-09-10 | Analysis system of safe driving for rail vehicle |
| TW104130008 | 2015-09-10 |
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| Publication Number | Publication Date |
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| CN106515791A CN106515791A (en) | 2017-03-22 |
| CN106515791B true CN106515791B (en) | 2018-05-29 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201610754550.1A Active CN106515791B (en) | 2015-09-10 | 2016-08-29 | Analysis system for traffic safety of rail vehicle |
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| Country | Link |
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| CN (1) | CN106515791B (en) |
| TW (1) | TWI551492B (en) |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112231834B (en) * | 2020-10-16 | 2022-05-13 | 湖北文理学院 | Rail-based anti-derailing method and device, rail vehicle and storage medium |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5786750A (en) * | 1996-05-10 | 1998-07-28 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
| JP2006182261A (en) * | 2004-12-28 | 2006-07-13 | Railway Technical Res Inst | Collision overturning prevention device for vehicle |
| JP2012019570A (en) * | 2010-07-06 | 2012-01-26 | Central Japan Railway Co | Rolling-stock traveling safety system |
| EP2532787A1 (en) * | 2011-06-08 | 2012-12-12 | Rousseau | Safety barrier for roads and method for improving the absorption of energy from a light vehicle crashing into such a barrier |
| CN205344912U (en) * | 2015-12-30 | 2016-06-29 | 中车长江车辆有限公司 | Derailment inspection equipment based on bear saddle location |
| CN205344911U (en) * | 2015-12-30 | 2016-06-29 | 中车长江车辆有限公司 | Anticreep rail bogie based on bear saddle location detection |
Family Cites Families (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102006005258B4 (en) * | 2006-02-02 | 2011-01-20 | Litef Gmbh | Method for determining loads / damages of a mechanical structure |
| WO2009088946A1 (en) * | 2008-01-03 | 2009-07-16 | Iwapi, Inc. | Integrated rail efficiency and safety support system |
| CN201548697U (en) * | 2009-12-06 | 2010-08-11 | 董长军 | Great earthquake prediction instrument of flutter kinetic energy principle of magnetic suspension heavy hammer |
-
2015
- 2015-09-10 TW TW104130008A patent/TWI551492B/en active
-
2016
- 2016-08-29 CN CN201610754550.1A patent/CN106515791B/en active Active
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US5786750A (en) * | 1996-05-10 | 1998-07-28 | The United States Of America As Represented By The Secretary Of The Navy | Pilot vehicle which is useful for monitoring hazardous conditions on railroad tracks |
| JP2006182261A (en) * | 2004-12-28 | 2006-07-13 | Railway Technical Res Inst | Collision overturning prevention device for vehicle |
| JP2012019570A (en) * | 2010-07-06 | 2012-01-26 | Central Japan Railway Co | Rolling-stock traveling safety system |
| EP2532787A1 (en) * | 2011-06-08 | 2012-12-12 | Rousseau | Safety barrier for roads and method for improving the absorption of energy from a light vehicle crashing into such a barrier |
| CN205344912U (en) * | 2015-12-30 | 2016-06-29 | 中车长江车辆有限公司 | Derailment inspection equipment based on bear saddle location |
| CN205344911U (en) * | 2015-12-30 | 2016-06-29 | 中车长江车辆有限公司 | Anticreep rail bogie based on bear saddle location detection |
Also Published As
| Publication number | Publication date |
|---|---|
| TW201710125A (en) | 2017-03-16 |
| TWI551492B (en) | 2016-10-01 |
| CN106515791A (en) | 2017-03-22 |
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