JP2017017904A - Train monitoring system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a train monitoring system in which continuous data consolidation for the whole of one train formation can be implemented while improving maintenance performance.SOLUTION: A train monitoring system comprises substations SS1, SS2, SS3, SS4, which are installed at plural platform cars B1, B2, B3, B4, of railway vehicles T1, T2, and detect abnormality of the vehicles or a railroad by processing platform car information detected by sensors, and a main station MS which is coupled with these substations through a wireless multiple hop network. The platform car information and the abnormality information upon detecting abnormality at each substation are integrated to and recorded by the main station through plural substations, the carrier sense time of the substation detecting abnormality is shortened, and the abnormality information is transmitted before the platform car information of the adjacent substation.SELECTED DRAWING: Figure 1

Description

  The present invention relates to a train monitoring system that attaches various sensors to a bogie of a railway vehicle and monitors the status of the vehicle and the track based on information from these sensors.

Conventionally, in this type of train monitoring system, data detected by a sensor attached to a carriage is collected on the vehicle by wired communication, and data is continuously collected. However, if the carriage and the vehicle are connected by wire, it is necessary to remove the cable when separating the vehicle body and the carriage during maintenance inspection. Further, when the vehicle body and the carriage are combined after the inspection, it is necessary to route the cable, which reduces the maintenance efficiency.
Therefore, for example, Patent Document 1 discloses a technique for sending data of a sensor attached to a carriage to the vehicle by wireless communication.

Special table 2009-521902

  However, since the technique of Patent Document 1 collects data by intermittent wireless communication, there is a problem that it is difficult to continuously collect data for the entire train composition.

  The present invention has been made in view of the circumstances as described above, and the object of the present invention is to provide a train that can continuously collect data for one entire train set while improving maintainability. To provide a monitoring system.

  The train monitoring system of the present invention is installed on a plurality of carriages of a railway vehicle, and processes slave truck information detected by sensors to detect a vehicle or track abnormality, and these slave stations are coupled by a wireless multi-hop network. The master station is connected to the main station via a plurality of slave stations and the abnormality information when the abnormality is detected at each slave station is recorded and the carrier sense of the slave station detecting the abnormality. The time information is shortened, and the abnormality information is transmitted before the information of the cart of the adjacent slave station.

  According to the present invention, a main station and a plurality of slave stations are coupled by a multi-hop wireless network, so that the vehicle and the carriage can be freely separated in maintenance inspection, and no cable routing is required when combining them. Maintainability can be improved. In addition, data from sensors installed on multiple trolleys is collected by multiple slave stations, and each slave station is sequentially transmitted to the master station for recording. Can be aggregated. In addition, when an abnormality is detected at a slave station, the carrier sense time of the slave station is shortened, and the abnormality information is transmitted before the information of the adjacent slave station vehicle, giving priority to the information of the slave station where the abnormality has occurred. To the main station.

1 is a schematic configuration diagram of a train monitoring system according to an embodiment of the present invention. It is a block diagram which shows the structural example of the main station in the train monitoring system of FIG. It is a block diagram which shows the structural example of the slave station which transmits temperature, acceleration, and derailment coefficient data in the train monitoring system of FIG. It is a block diagram which shows the structural example of the slave station which transmits temperature and acceleration data in the train monitoring system of FIG. It is the schematic which shows the data transmission from each slave station to the master station in the train monitoring system of FIG. It is a schematic diagram showing a data structure of a packet transmitted from the master station to the slave station and a data structure of a packet transmitted from the slave station to the master station. It is the schematic which shows transmission of the derailment coefficient data in the train monitoring system of FIG. It is a flowchart which shows transmission operation | movement of the derailment coefficient data shown in FIG. It is the schematic which shows transmission of the temperature and acceleration data in the train monitoring system of FIG. 10 is a flowchart showing a temperature and acceleration data transmission operation shown in FIG. 9. It is a flowchart of the abnormality information transmission subroutine in FIG. It is a flowchart of the normal data transmission subroutine in FIG. It is a schematic diagram which shows the transmission operation | movement of abnormality information, when abnormality of temperature or acceleration data is detected in the slave station. It is a schematic diagram for demonstrating the transmission operation | movement of the abnormality information in FIG. 13, and the information of a trolley | bogie. It is a flowchart which shows the data reception operation | movement by a main station. It is a flowchart of the data duplication determination subroutine in FIG. It is a schematic diagram for demonstrating equalization of the data amount between slave stations by control of a data transmission period.

Embodiments of the present invention will be described below with reference to the drawings.
As shown in FIG. 1, the train monitoring system according to the present embodiment is configured by connecting a master station MS and a plurality of slave stations SS1, SS2, SS3, SS4,. The master station MS is installed, for example, in the cab of the leading vehicle T1, and the slave stations SS1, SS2, SS3, SS4,... Are installed in the vehicles B1, B2, B3, B4,. .

  Each of the slave stations SS1, SS2, SS3, SS4,... Wirelessly transmits information on the carts B1, B2, B3, B4,. Abnormality of the track RL is determined, and abnormality information is wirelessly transmitted. The master station MS receives and collects information on the carts B1, B2, B3, B4,... And abnormality information in each slave station SS1, SS2, SS3, SS4,. To record.

  Although it is conceivable that each slave station SS1, SS2, SS3, SS4,... Directly communicates with the master station MS by radio, the use of such strong radio waves is restricted by the Radio Law, and in this embodiment, it is regulated. It uses weak radio waves that are not affected and communicates via multiple slave stations.

  As shown in FIG. 2, the main station MS includes a control / processing device 1, a wireless modem (wireless device) 2, a power supply unit 3, and the like housed in a wireless housing 4 and installed on a vehicle. A speedometer 6 is provided on the lower part of the vehicle outside the wireless housing 4, and a GPS 7, a mobile phone modem 8, a power source 9, and the like are provided on the vehicle. Antennas 2a, 7a, 8a, and 8b are connected to the wireless modem 2, the GPS 7, and the mobile phone modem 8, respectively. Then, power is supplied from the power source 9 to each device and each device via the power source unit 3.

  The control / processing device 1 incorporates a recording unit 5 having a storage device such as a semiconductor memory. In this recording unit 5, in addition to information on each of the vehicles B1, B2, B3, B4,... And abnormality information when abnormality is detected, speed information from the speedometer 6 and position information from the GPS 7 are recorded in association with each other. Is done. The information recorded in the recording unit 5 is transmitted from the mobile phone modem 8 to the ground device through the mobile phone network. In this example, a storage device in the control / processing device 1 is used as the recording unit 5, but various other recording devices can be used.

  The slave station SS1 shown in FIG. 3 transmits temperature, acceleration, and derailment coefficient data to the master station MS. This slave station SS1 is installed in a carriage within a distance that can be directly transmitted to the master station MS without passing through another slave station, and is provided in only one carriage for one train train. Here, the example provided in the cart B1 closest to the main station MS is shown.

  The slave station SS1 includes a control / processing device 11, a radio modem (vehicle radio) 12, a radio modem (orbit radio) 13, an A / D converter (ADC) 14, a power supply unit 15, a battery 16, and the like. 17 and installed in the carriage B1. An acceleration sensor 18 is provided in the vicinity of the coil spring Bb of the carriage frame Ba, a temperature sensor 19 is provided in the axle box Bc, and a P / Q sensor (lateral pressure sensor and wheel load sensor) 20 is provided on the wheel shaft. Yes.

  Outputs (analog signals) of the sensors 18 to 20 are input to the A / D converter 14 via the connector 21 provided in the wireless housing 17. Data of each of the sensors 18 to 20 is analog / digital converted by the A / D converter 14 and processed by the control / processing device 11. The control / processing device 11 has both functions of a track processing device that processes information detected by the P / Q sensor 20 and a vehicle processing device that processes information detected by the temperature sensor and the acceleration sensor. Here, the control / processing device 11 is used for the track and the vehicle, but a dedicated control / processing device 11 may be provided for each.

  The processing result of the control / processing device 11 is recorded in a temporary recording unit 22 including a storage device such as a semiconductor memory built in the control / processing device 11. The wireless modems 12 and 13 receive period information indicating a period for performing data transmission from the main station MS, and transmit a processing result by the control / processing device 11. That is, the master station MS schedules the data transmission timing of the slave station SS1, and the slave station SS1 transmits data based on the period information scheduled by the master station MS.

  The temperature and acceleration data recorded in the temporary recording unit 22 is transmitted from the wireless modem 12 via the antenna 12a at a data transmission cycle indicated by the cycle information. Further, the derailment coefficient data calculated by the control / processing device 11 from the output of the P / Q sensor 20 is transmitted from the wireless modem 13 via the antenna 13a at the data transmission cycle indicated by the cycle information from the main station MS. Is done.

  In this example, the power required for the operation of the slave station SS1 is covered by the axle generator 23, and the power generated by the axle generator 23 is supplied to each device and each device via the power supply unit 15. When the amount of power generated by the axle generator 23 is insufficient, such as when the vehicles T1, T2,. On the other hand, when there is a margin in the power generation amount of the axle generator 23, the battery 16 is charged via the power supply unit 15.

  The acceleration sensor 18 is for monitoring the vibration of the carriage B1, and the temperature sensor 19 is for monitoring the axle temperature. The P / Q sensor 20 is for monitoring the state of the track RL by measuring the wheel load and the lateral pressure applied to the wheel on the vehicle side, and the control / processing device 11 calculates the derailment coefficient from the wheel load and the lateral pressure. calculate. Then, two types of data, temperature and acceleration data and derailment coefficient data, are transmitted from the slave station SS1 to the master station MS.

  The temperature and acceleration data and the derailment coefficient data differ in sampling period and data amount per sampling. The derailment coefficient data needs to be recorded in the main station MS almost in real time. For this reason, if transmission of derailment coefficient data and transmission of temperature and acceleration data are performed with one wireless device, there is a possibility that interruptions and the like frequently occur. Therefore, using two wireless modems 12 and 13, temperature and acceleration data are transmitted from the wireless modem 12 via the antenna 12a, and derailment coefficient data is transmitted from the wireless modem 13 via the antenna 13a.

  The slave station SS2 shown in FIG. 4 transmits temperature data and acceleration data to the master station MS via the slave station SS1, and is installed in the carriage B2. Here, the slave station SS2 is representatively shown, but the slave stations SS3, SS4,... Provided in each of the trucks B3, B4,. Temperature and acceleration data are transmitted and collected in the main station MS.

The slave station SS2 has a configuration in which the wireless modem 13, the antenna 13a, and the P / Q sensor 20 in the slave station SS1 are removed. The data transmission timing of the slave station SS2 is scheduled by the master station MS, and the temperature and acceleration data are transmitted based on the scheduled period information.
Since the other basic configuration is the same as that of the slave station SS1, the same parts are denoted by the same reference numerals and detailed description thereof is omitted.

  Next, data transmission in the train monitoring system configured as described above will be described. Assuming that the number of slave stations is six for simplicity of explanation, as schematically shown in FIG. 5, two radio channels are used for data transmission from each slave station SS1 to SS6 to the master station MS. . The first radio channel transmits derailment coefficient data from the slave station SS1 to the master station MS, and is intended only for the carriage B1 adjacent to the master station MS. The second radio channel transmits temperature and acceleration data from each slave station SS6, SS5,... Sequentially to the slave station in the previous stage, and transmits all the data to the master station MS finally for all the carriages. .

  Note that transmission of cycle information for instructing a data transmission cycle from the master station MS to the slave station SS1 is performed using the first radio channel for derailment coefficient data. Further, the transmission of the cycle information instructing the data transmission cycle from the master station MS to each of the slave stations SS1 to SS6 is performed by sequentially transmitting to the subsequent slave station using the second radio channel for temperature and acceleration data. To the slave station SS6.

  FIG. 6A shows a data structure of a packet transmitted from the master station MS to each of the slave stations SS1 to SS6. In this example, one packet is a network ID (1 byte), a transmission address (1 byte), a reception address ( 1 byte) and cycle information (3 bytes).

  FIG. 6B shows a data structure of a packet transmitted from the slave station SS1 to the master station MS through the first radio channel. In this example, one packet includes a network ID (1 byte), a transmission address (1 byte), The reception address (1 byte), derailment coefficient (2 bytes), time stamp (4 bytes), and abnormality determination flag (1 bit) are included.

FIG. 6C shows a data structure of a packet transmitted from the slave stations SS6 to SS1 to the master station MS through the second radio channel. In this example, one packet includes a network ID (1 byte) and a transmission address (1 byte). ), Reception address (1 byte), temperature (2 bytes), acceleration (2 bytes), time stamp (4 bytes), and abnormality determination flag (1 bit).
Here, the derailment coefficient, temperature, and acceleration are actual data detected by the sensor, and the abnormality determination flag corresponds to abnormality information when an abnormality is detected.

  As shown in FIG. 7, when transmitting derailment coefficient data from the slave station SS1 to the master station MS, the first radio channel is used. The derailment coefficient data transmitted to the main station MS is recorded in the recording unit 5 together with the speed information from the speedometer 6 and the position information from the GPS 7.

  FIG. 8 is a flowchart showing a transmission operation of the derailment coefficient data shown in FIG. First, the lateral pressure and wheel load are sampled by the P / Q sensor 20 installed on the carriage B1 (step S1), and these lateral pressure data and wheel load data are converted from analog to digital by the A / D converter 14 (step S2). . Subsequently, data processing is performed by the control / processing device 11, and a derailment coefficient (Q / P) is calculated from the values of the lateral pressure Q and the wheel load P at the same time (step S3). In the next step S4, the time and the calculated derailment coefficient data (calculated value) are recorded in the temporary recording unit 22 (accumulated in the storage device).

  Next, it is determined whether or not the data recorded in the temporary recording unit 22 has accumulated a predetermined amount, in other words, whether or not the accumulated data amount exceeds the amount that can be transmitted in one packet (step S5). When the predetermined amount is accumulated (when the amount that can be transmitted in one packet is exceeded), the calculated derailment coefficient data is transmitted from the radio modem 13 of the slave station SS1 to the master station MS (step S6). Then, it is determined whether or not an acknowledgment (ACK) from the main station MS has been received (step S7). If it has been received, the process ends. If not, the process returns to step S6 to retransmit the data.

  On the other hand, if the predetermined amount is not accumulated in step S5, the process returns to step S1, the lateral pressure and the wheel load are sampled, the data processing is performed, and accumulation of the derailment coefficient data is continued.

  The second radio channel transmits temperature and acceleration data from the slave stations SS6 to SS1 to the master station MS. For example, the temperature and acceleration data of the slave station SS6 are sequentially transmitted to adjacent slave stations by the wireless multi-hop network, as shown in FIGS. Then, it is transmitted from the slave station SS1 to the master station MS and recorded in the recording unit 5 together with the speed information from the speedometer 6 and the position information from the GPS 7. 9A shows how the data of the slave station SS6 is transmitted to the slave station SS5, and FIG. 9B shows how the data of the slave station SS6 transmitted to the slave station SS5 is transmitted to the slave station SS4. (C) shows how the data of the slave station SS6 transmitted to the slave station SS4 is transmitted to the slave station SS3. The data of the slave station SS6 is transmitted to the master station MS in the same manner.

  FIG. 10 is a flowchart showing the transmission operation of the temperature and acceleration data shown in FIG. First, the temperature and acceleration are sampled by the temperature sensor 19 and the acceleration sensor 18 installed on the carriage B6 (step S11), and the detected temperature and acceleration data are converted from analog to digital by the A / D converter 14 (step S12). In the next step S13, the time, temperature, and acceleration data are recorded in the temporary recording unit 22, that is, stored in a storage device (storage).

  Subsequently, it is determined whether or not the temperature and acceleration data values recorded in the temporary recording unit 22 are larger than preset threshold values (step S14). The threshold values of the temperature and acceleration data can be set in advance by the user from the master station MS to the control / processing devices 11 of the slave stations SS1 to SS6. If the temperature and acceleration data values are greater than or equal to the threshold values, an abnormal information transmission subroutine is executed (step S15). If the temperature and acceleration data values are smaller than the threshold values, the normal data (cart information) transmission subroutine is executed. Execute (step S16).

  As shown in FIG. 11, the abnormality information transmission subroutine performs a short-time carrier sense and determines whether there is radio wave radiation of the same channel within a predetermined time (step S21). Here, the carrier sense time is determined by the wireless communication standard to be applied, and “short time” means the minimum time specified.

  When the radio wave radiation of the same channel is not detected, abnormality information is generated, and this abnormality information is issued from the wireless modem 12 to the main station MS (step S22). When radio wave radiation is detected, carrier sense is repeated until no radio wave is detected. In the next step S23, it is determined whether or not an acknowledgment (ACK) from the main station MS has been received. If it has been received, the process returns to step S15 and ends. If not, the process returns to step S22 to retransmit the data. .

  In the normal data transmission subroutine, as shown in FIG. 12, it is first determined whether or not the time of the period information given from the main station MS has been reached (step S31). When the time is reached, the data in the temporary recording unit 22 is divided into an amount that can be transmitted in one packet (step S32), and then the data including the time is applied to the format (step S33). On the other hand, if the time has not been reached, it waits until the time of the period information is reached. In the next step S34, carrier sense (long time) is performed, and it is determined whether there is radio wave emission of the same radio channel within a predetermined time.

  Here, “long time” means a time sufficiently longer than “short time”, specifically about 10 times longer. Assuming that the minimum carrier sense time defined by the wireless communication standard is 128 μs, the long time is 1.28 ms. If there is no radio wave emission of the same radio channel, data (cart information) is transmitted from the radio modem 12 to the main station MS (step S35), and carrier sense is repeated until no radio wave emission is detected.

  In the next step S36, it is determined whether or not an acknowledgment (ACK) from the main station MS has been received. If it has been received, the process returns to step S16 and ends. If not, the process returns to step S34 and the radio waves of the same radio channel are received. Retransmit data in the absence of radiation.

  FIG. 13 shows an operation of transmitting abnormality information when abnormality of at least one of temperature and acceleration data is detected in the slave station SS4. Here, E1 indicates the operation and timing for transmitting the abnormality information from the slave station SS4 to the slave station SS3 with the passage of time, and E2 indicates the operation and timing for transmitting the abnormality information from the slave station SS3 to the slave station SS2 with the passage of time. .

  The transmission of the abnormality information from the slave station SS4 is performed by shortening the carrier sense time of the slave station SS4 that has detected the abnormality, so that the carrier sense time (long time) of the adjacent slave station SS3 has elapsed and normal data (cart information) Is transmitted from the slave station SS4 to the slave station SS3. That is, short-time carrier sense is performed (step S41), abnormality information is transmitted from the slave station SS4 to the slave station SS3 (step S42), and the process waits until an acknowledgment (ACK) is returned from the slave station SS3 (step S43).

  The slave station SS3 interrupts transmission of normal data to confirm radio wave emission from the slave station SS4 during carrier sense (step S44), and receives this abnormality information before transmitting the normal data to the slave station SS2 (step S44). S45). In the next step S46, an acknowledgment (ACK) is transmitted to the slave station SS4, and transmission of the abnormality information received from the slave station SS4 is started (step S47). When the slave station SS4 receives an affirmative response (ACK) (step S48), it resumes transmission of normal data (step S49).

  Transmission of abnormality information from the slave station SS3 to the slave station SS2 is performed by first performing a short-time carrier sense (step S50), transmitting the abnormality information from the slave station SS3 to the slave station SS2 (step S51), and an acknowledgment (ACK) from the slave station SS2 Waits until it returns (step S52). Then, when an acknowledgment (ACK) from the slave station SS2 returns, transmission of normal data is resumed (step S53).

  In the slave station SS2, in order to confirm the radio wave emission from the slave station SS3 during the carrier sense, the transmission of the normal data is interrupted, and this abnormal information is received before the normal data is transmitted to the slave station SS1 (step S54). The transmission operation to the slave station in the previous stage is sequentially repeated up to the master station MS.

  FIG. 14 is a schematic diagram for explaining the transmission operation of the abnormality information and the cart information in FIG. As shown in FIG. 14A, when an abnormality is detected in the slave station SS4, the carrier sense time of the slave station SS4 is set to a time t2 shorter than a normal time t1 (when no abnormality is detected). Because the carrier sense time is short, before the slave station SS3 passes the carrier sense time, the abnormality information ER can be transmitted to the slave station SS3. As indicated by the solid arrows, the abnormality information ER includes the slave station SS2 and the slave station SS1. Are sequentially transmitted to the main station MS.

  On the other hand, the normal data ND of the slave station SS3 is indicated by a dashed arrow at the next timing (after one cycle) because the abnormality information ER of the slave station SS4 has been transmitted first, as shown in FIG. 14B. The slave station SS2 and the slave station SS1 are sequentially transmitted to the master station MS.

  FIG. 15 is a flowchart showing a data reception operation by the main station MS, and performs data duplication determination. The data transmitted from the wireless modems 12 of the slave stations SS6 to SS1 may reach not only the adjacent slave station but also the next slave station. This is because a margin is expected in order to ensure stable and reliable communication between the slave stations SS6 to SS1. For example, a communicable radio wave is transmitted over a distance of at least about twice the distance between the slave stations SS1 to SS6. In such a case, the main station MS may receive the same data transmitted through different paths. Therefore, when the main station MS receives the same data, the main station MS suppresses erroneous determination by discarding the duplicate data.

  The master station MS starts transmission of period information to each of the slave stations SS1 to SS6 (step S61), and upon receiving an acknowledgment (ACK) from each of the slave stations SS1 to SS6 (step S62), ends the transmission of the period information. (Step S63). Then, reception of temperature and acceleration data from each of the slave stations SS1 to SS6 is started (step S64). When temperature and acceleration data are received in the next step S65, a data duplication determination subroutine is executed (step S66).

  In the data duplication determination subroutine, as shown in FIG. 16, it is determined whether or not the received data matches the data stored in the recording unit 5 (step S71). The verification of the received data and the stored data is based on the data transmitted from the same slave station by determining the match of the network ID, transmission address, reception address, and time stamp when the data bodies match. Make sure that there is. If they match, the data is duplicated, so the received data is discarded (step S72). If they do not match, the received data is accumulated (step S73), and the process returns to step S66.

  In step S67, it is determined whether or not a predetermined amount of data has been accumulated in the recording unit 5. If it is determined that the data has been accumulated, reception of data from the sensor is terminated (step S68). Continue accumulating data until a predetermined amount is reached. Then, the period information is updated according to the data amount from each of the slave stations SS1 to SS6 (step S69).

  In the update of the cycle information in step S69, the data amount between slave stations is equalized by controlling the data transmission cycle. That is, since the period information of each of the slave stations SS1 to SS6 is different, for example, as shown in FIG. 17, the amount of data stored for each slave station varies with time. Further, when data is transmitted from the last slave station SS6, it takes time to transmit because the slave stations SS5 to SS1 are sequentially transmitted. Since the data is accumulated in each of the slave stations SS5 to SS1 during this delay time, the amount of transmission data varies greatly.

  Therefore, by changing the data transmission cycle of each of the slave stations SS1 to SS6 according to the data amount, shortening the data transmission cycle of the slave station having a small data amount and increasing the data transmission cycle of the slave station having a large data amount, each slave station SS1. Control is performed so that the data amount of .about.SS6 is as equal as possible.

  According to the train monitoring system configured as described above, since the master station MS and the slave stations SS1, SS2, SS3, SS4,... Are coupled by the multi-hop wireless network, the vehicles T1, T2,. , B2, B3, B4,... Can be freely separated, and when they are combined, maintenance of the cable can be improved since no cable routing is required.

  Further, data of the sensors 18, 19, 20 installed on the carts B1, B2, B3, B4,... Are collected by the slave stations SS1, SS2, SS3, SS4,. By transmitting and recording, data can be continuously collected for one entire train. In addition, the data recording unit 5 need only be provided at one location of the master station MS for one train, and the temporary recording units 22 of the slave stations SS1, SS2, SS3, SS4,. Just do it.

When an abnormality is detected in the slave stations SS1, SS2, SS3, SS4,..., An abnormality occurs by shortening the carrier sense time of the slave station and transmitting the abnormality information before the information of the adjacent slave station carriage. The slave station information can be notified to the master station MS with priority.
Furthermore, when a plurality of identical data arrives, the status of the vehicle and the track can be reliably monitored even if radio waves are received through a plurality of different routes by discarding the overlapping data.

In addition, by uniformizing the amount of data between slave stations by controlling the data transmission cycle, it is possible to monitor the vehicle status under substantially the same conditions for the entire train set.
Further, since each slave station SS1, SS2, SS3, SS4,... Is operated by the electric power generated by the axle generator 23, a power line for supplying power from the vehicle is unnecessary. As a result, power generation, sensing, and wireless communication are completed in each of the carts B1, B2, B3, B4,.

  In addition, when the vehicle body and the carriage are separated and the combination is changed, it is necessary to rebuild the network. In this case, a new network is constructed as follows.

First, the master station MS stores in advance both the network ID and the number of organization of each slave station. Then, a packet is transmitted from the master station MS and a slave station that can be received is searched. The slave station that receives the packet from the master station MS is incorporated into the network of the master station MS. A packet is also transmitted from a slave station incorporated in the network, and a slave station that can receive the packet is searched. When a slave station that can be received is found, it is incorporated into the network, and the same operation is repeated to increase slave stations. Such a search is repeated until the slave station is equal to twice the number of vehicles.
By doing in this way, even if the combination of a vehicle body and a trolley is changed, a network of one train can be easily reconstructed.

  The configurations, operation procedures, and the like described in the above embodiments are merely schematically shown to the extent that the present invention can be understood and implemented. Therefore, the present invention is not limited to the described embodiments, and can be modified in various forms without departing from the scope of the technical idea shown in the claims.

  DESCRIPTION OF SYMBOLS 1,11 ... Control and processing apparatus, 2 ... Wireless modem (radio | wireless machine), 2a, 7a, 8a, 8b ... Antenna, 3,15 ... Power supply part, 4,17 ... Wireless housing | casing, 5 ... Recording part, 6 ... Speedometer, 7 ... GPS, 8 ... cell phone modem, 9 ... power supply, 12 ... wireless modem (vehicle radio), 13 ... wireless modem (orbital radio), 14 ... A / D converter (ADC), 15 DESCRIPTION OF SYMBOLS ... Power supply part, 16 ... Battery, 18 ... Acceleration sensor, 19 ... Temperature sensor, 20 ... P / Q sensor (lateral pressure sensor and wheel load sensor), 21 ... Connector, 22 ... Temporary recording part, 23 ... Axle generator, T1, T2 ... Railway vehicles (vehicles), B1-B4 ... Bogie, MS ... Master station, SS1-SS4 ... Slave station, RL ... Track, ND ... Normal data (cart information), ER ... Abnormal information

Claims (8)

A slave station installed on a plurality of trucks of a railway vehicle, which processes the information of the truck detected by the sensor to detect an abnormality in the vehicle or the track, and a master station coupled with these slave stations through a wireless multi-hop network,
Abnormal information at the time of detecting the information and abnormality of the carriage in each slave station is recorded in the master station via a plurality of slave stations,
A train monitoring system, characterized in that a carrier sense time of a slave station that has detected an abnormality is shortened, and the abnormality information is transmitted before information on the cart of an adjacent slave station.   The master station is installed on the vehicle of the vehicle, records information on the carriage received from each slave station, and is configured and stored to transmit period information indicating a data transmission period to each slave station. The train monitoring system according to claim 1, wherein a data transmission cycle of a slave station having a large amount of information on the carriage is lengthened and a data transmission cycle of a slave station having a small amount of information on the carriage is shortened.   The sensor includes a wheel load sensor and a lateral pressure sensor for monitoring the state of the track by measuring the wheel load and the lateral pressure applied to the wheel on the vehicle side, a temperature sensor for monitoring the temperature of the axle, and a carriage. The train monitoring system according to claim 1, further comprising an acceleration sensor for monitoring the vibration of the train. The plurality of slave stations transmit the wheel load sensor and the lateral pressure sensor, a track processing device that processes information detected by the wheel load sensor and the lateral pressure sensor, and a processing result by the track processing device, A trajectory monitoring device comprising a trajectory radio that receives periodic information from the main station;
The temperature sensor, the acceleration sensor, a vehicle processing device that processes information detected by the temperature sensor and the acceleration sensor, a processing result by the vehicle processing device, and a period information from the main station The train monitoring system according to claim 3, comprising a plurality of vehicle monitoring devices including a vehicle radio device. The trajectory monitoring device is installed on a carriage within a distance that can be transmitted to the master station without passing through another slave station, and the derailment coefficient data calculated from the wheel weight and the lateral pressure detected by the wheel weight sensor and the lateral pressure sensor. Transmit to the main station with the orbital radio,
5. The train monitoring system according to claim 4, wherein the plurality of vehicle monitoring devices are installed in a plurality of carriages, and transmit temperature data and acceleration data obtained from the temperature sensor and the acceleration sensor by the vehicle radio device.   The derailment coefficient data, the temperature data, and the acceleration data are configured so that threshold values can be set in advance, and when the threshold values are exceeded, the abnormality information is issued from the track radio or vehicle radio of each slave station. The train monitoring system according to claim 5.   The vehicular radio can transmit and receive data for a distance of at least twice the distance between the slave stations, and the master station discards duplicate data when receiving the same data. The train monitoring system according to any one of claims 4 to 6.   The train monitoring system according to any one of claims 5 to 7, wherein each of the data includes a network ID, a transmission address, a reception address, actual data, a time stamp, and an abnormality determination flag.