GB2554014A

GB2554014A - Status-monitoring device for railroad vehicle, status monitoring system, and train vehicle

Info

Publication number: GB2554014A
Application number: GB1718624.8A
Authority: GB
Inventors: Furutani Ryo; Iwasaki Katuyuki; Watanabe Takao
Original assignee: Hitachi Ltd
Current assignee: Hitachi Ltd
Priority date: 2015-05-14
Filing date: 2015-05-14
Publication date: 2018-03-21
Anticipated expiration: 2035-05-14
Also published as: WO2016181543A1; JPWO2016181543A1; JP6476287B2; GB2554014B; GB201718624D0

Abstract

[Problem] To monitor any abnormal status of a vehicle, and to improve travel safety during vehicle operation. [Solution] A status-monitoring device 100 detects sensor signals 171A-171N for a plurality of vehicles 11A-11N equipped with vibrational acceleration sensors 17A-17N, extracts vehicle data that corresponds to the sensor signals from each of the detected sensor signals, extracts a single reference value on the basis of the extracted vehicle data, calculates the ratio of the vehicle data relative to the reference value, and determines whether or not there is any abnormal status among the vehicles on the basis of this calculation.

Description

(54) Title of the Invention: Status-monitoring device for railroad vehicle, status monitoring system, and train vehicle

Abstract Title: Status-monitoring device for railroad vehicle, status monitoring system, and train vehicle (57) [Problem] To monitor any abnormal status of a vehicle, and to improve travel safety during vehicle operation. [Solution] A status-monitoring device 100 detects sensor signals 171A-171N fora plurality of vehicles 11A-11N equipped with vibrational acceleration sensors 17A-17N, extracts vehicle data that corresponds to the sensor signals from each of the detected sensor signals, extracts a single reference value on the basis of the extracted vehicle data, calculates the ratio of the vehicle data relative to the reference value, and determines whether or not there is any abnormal status among the vehicles on the basis of this calculation.

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103 Amplitude ratio calculation processor

104 Threshold determination processor

105 Alarm generation processor

106 Data recording processor

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DESCRIPTION

Title of Invention: STATE MONITORING DEVICE OF RAILWAY VEHICLE,

STATE MONITORING SYSTEM, AND TRAIN OF VEHICLES

Technical Field [0001]

The present invention relates to a state monitoring device, a state monitoring system, and a train of vehicles, and is favorable to be applied to a state monitoring device and a state monitoring system that monitors a state of a railway vehicle, and a train of vehicles including the state monitoring system.

Background Art [0002]

Conventionally, to confirm traveling safety at the time of traveling of a railway vehicle (at the time of vehicle operation) , prompt detection of abnormality such as derailment, component abnormality, or hunting oscillation is important.

For example, when a motorman or a crew boarding a vehicle feels abnormal vibration, the motorman or the crew brings the traveling of the vehicle to an emergency stop, and confirms a vehicle state as to whether no derailment occurs.

[0003]

PTL 1 discloses a derailment detection device that detects derailment of a railway vehicle that travels on the track. The derailment detection device disclosed in PTL 1 has acceleration detection means installed in respective vehicle bodies of a plurality of vehicles that configures a train of vehicles, extracts a signal of a specific frequency band from an output signal (acceleration information) of the acceleration detection means, repeatedly integrates the signal of the specific frequency band every predetermined time to calculate an integrated value, and determines derailment of a vehicle on the basis of a current integrated value and an integrated value before the predetermined time (threshold determination processing) . According to such a derailment detection device, the threshold determination processing is performed on the basis of the acceleration information obtained for each vehicle and the derailment is determined. Therefore, the derailment detection device solves a problem that the derailment detection is delayed in a vehicle such as an intermediate vehicle that no crew boards is solved, and enables prompt and appropriate derailment detection.

Citation List

Patent Literature [0004]

PTL 1: Japanese Patent Application Laid-Open No.

2002-211400

Summary of Invention

Technical Problem [0005]

However, the derailment detection device disclosed in

PTL1 performs the threshold determination processing based on an absolute value of acceleration in the threshold determination processing for the individual acceleration information detected in each of the vehicles . Therefore, there is a problem that a possibility of not capable of detecting occurrence of an abnormal state at the time of low-speed traveling where the absolute value of the acceleration is relatively small.

[0006]

Further, typically, an infrastructure state (to be specific, a track state, the ground, the climate, and the like) where the vehicles travel is not uniform, and a traveling speed of the vehicle at the time of vehicle operation varies depending on a vehicle operation condition. Therefore, if the derailment detection device disclosed in PTL 1 performs the threshold determination processing in view of such a condition, subdivided threshold conditions need to be set in the infrastructure state, the traveling speed, and the like.

Therefore, there is a problem that the system becomes complicated. In addition, there is also a problem that the time is required to collect the acceleration information to be used for the threshold condition.

[0007]

The present invention has been made in view of the foregoing, and proposes a state monitoring device and a state monitoring system capable of monitoring an abnormal state of a vehicle and improving traveling safety at the time of vehicle operation, and a train of vehicles including the state monitoring system.

Solution to Problem [0008]

To solve the problems, the present invention provides a state monitoring device (for example, a state monitoring device

100 described below) of a railway vehicle, the state monitoring device having sensors (for example, vibration acceleration sensors 17A to 17N described below) respectively mounted on a plurality of vehicles (for example, vehicles 11A to UN described below) that configures a train of vehicles, and which performs state monitoring of the vehicles on the basis of sensor signals (for example, sensor signals 171A to 171N described below) from the respective sensors, the state monitoring device including a signal detection processing unit (for example, a vibration acceleration detection processing unit 101 described below) configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted, a data extraction unit (for example, a filter processing unit 102 described below) configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit, an amplitude ratio arithmetic processing unit (for example, an amplitude ratio arithmetic processing unit 103 described below) configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value, a threshold determination processing unit (for example, a threshold determination processing unit 104 described below) configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit.

[0009]

Further, to solve the problems, the present invention provides a state monitoring system (for example, a state monitoring system 1 of a first embodiment described below) of a railway vehicle including sensors respectively mounted on a plurality of vehicles that configures a train of vehicles, and a state monitoring device communicatively connected with the sensors and configured to perform state monitoring of the vehicles on the basis of sensor signals from the respective sensors, wherein the state monitoring device includes a signal detection processing unit configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted, a data extraction unit configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit, an amplitude ratio arithmetic processing unit configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value, and a threshold determination processing unit configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit.

[0010]

Further, to solve the problems, the present invention provides a train of vehicles (for example, a train of vehicles in a third embodiment described below) configured from a plurality of connected vehicles, the train of vehicles including sensors respectively mounted on the plurality of vehicles that configures the train of vehicles, and a state monitoring device communicatively connected with the sensors and configured to perform state monitoring of the vehicles on the basis of sensor signals from the respective sensors, wherein the state monitoring device includes a signal detection processing unit configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted, a data extraction unit configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit, an amplitude ratio arithmetic processing unit configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value, and a threshold determination processing unit configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit, wherein a determination result of the abnormal state by the threshold determination processing unit is shared by the vehicles of the train of vehicles.

Advantageous Effects of Invention [0011]

The present invention enables monitoring of an abnormal state of a vehicle that no motorman or crew boards, and improves traveling safety at the time of vehicle operation.

Brief Description of Drawings [0012] [FIG. 1] FIG. 1 is a block diagram illustrating an entire configuration example of a state monitoring system of a railway vehicle according to a first embodiment.

[FIG. 2] FIG. 2 is a block diagram illustrating a hardware configuration example of the state monitoring device illustrated in FIG. 1.

[FIG. 3] FIG. 3 is a flowchart illustrating a procedure example of abnormality detection processing in the first embodiment.

[FIG. 4] FIG. 4 is a diagram for describing a processing image of the abnormality detection processing in the first embodiment.

[FIG. 5] FIG. 5 is a block diagram illustrating an entire configuration example of a state monitoring system of a railway vehicle according to a second embodiment.

[FIG. 6] FIG. 6 is a block diagram illustrating a hardware configuration example of the state monitoring device illustrated in FIG. 5.

[FIG. 7] FIG. 7 is a flowchart illustrating a procedure example of abnormality detection processing in the second embodiment.

[FIG. 8] FIG. 8 is a diagram (part 1) for describing an example of amplitude ratio arithmetic processing in the second embodiment.

[FIG. 9] FIG. 9 is a diagram (part 2) for describing an example of the amplitude ratio arithmetic processing in the second embodiment.

[FIG. 10] FIG. 10 is a flowchart illustrating a procedure example of abnormality detection processing by a state monitoring system of a railway vehicle according to a third embodiment.

[FIG. 11] FIG. 11 is a diagram for describing an example of reference value generation processing in the third embodiment.

Description of Embodiments [0013]

Hereinafter, embodiments according to the present invention will be described with reference to the drawings.

Note that, in the drawings, configuration elements having a common function are denoted with the same number, and overlapping description of the configuration elements is omitted.

[0014] (1) First Embodiment (1-1) Configuration of State Monitoring System

FIG. 1 is a block diagram illustrating an entire configuration example of a state monitoring system (state monitoring system 1) of a railway vehicle according to a first embodiment.

[0015]

In FIG. 1, a train of vehicles 10 is configured from a plurality of connected vehicles 11 (11A to UN) . The plurality of vehicles 11 can be divided into a lead vehicle 11A that a motorman 90 boards and performs driving operation, and intermediate vehicles 11B to UN connected to the rear of the lead vehicle 11A. Although not illustrated, the train of vehicles 10 may include a trail vehicle on the tail of the vehicles on the opposite side of the lead vehicle 11A. At this time, the intermediate vehicles 11B to UN are connected (composed) between the lead vehicle 11A and the trail vehicle.

Further, the trail vehicle may be considered to be included in the intermediate vehicles 11B to UN (that is, one of the intermediate vehicles 11B to UN).

[0016]

A configuration of the vehicle 11 will be described using the lead vehicle 11A as an example. According to FIG. 1, the lead vehicle 11A includes a vehicle body 12 and a truck 13, and the vehicle body 12 and the truck 13 are supported by a suspension such as an air spring 14. The truck 13 includes a truck frame corresponding to a frame of the truck 13, and two rotatable wheelsets 16. The lead vehicle 11A is moved as the wheelsets travel on tracks. Note that, in FIG. 1, the wheelsets 16 of the vehicle 11B is illustrated to be on a broken line derailed from the track (the solid line in the horizontal direction).

This illustrates that the vehicle 11B of the train of vehicles is in a derailment state, and the other vehicles 11A, UN, and the like having the wheelsets 16 on the tracks are not detailed.

[0017]

Note that, in the present specification, when describing a configuration of a specific vehicle, the configuration being common to the vehicles 11A to UN, the configuration may be written with the same suffix (alphabet capital letter) as the target vehicle from the vehicles 11A to UN. To be specific, for example, the vehicle body 12 of the lead vehicle 11A can be written as vehicle body 12A, and the vehicle body 12 of the intermediate vehicle 11B can be written as vehicle body 12B.

The same applies to other configurations, and hereinafter, description is omitted.

[0018]

The vehicle body 12A of the lead vehicle 11A is provided with a vehicle cab 18 for operating the train of vehicles 10.

The train of vehicles 10 travels as the motorman 90 boards the lead vehicle 11A and operates the vehicle cab 18. A state in which the train of vehicles 10 is operated by the motorman 90 is called at the time of vehicle operation. Note that the intermediate vehicles 11B to UN have nearly similar configurations to the lead vehicle 11A except that the vehicle cab 18 is not provided.

[0019]

Further, the vehicle body 12A is provided with a vibration acceleration sensor 17A that detects vibration acceleration of the vehicle body 12A in the up and down, right and left, or front and rear directions with respect to a traveling direction of the train of vehicles 10. A detection result by the vibration acceleration sensor 17A is output to a state monitoring device

100 as a sensor signal 171A. FIG. 1 illustrates that the vibration acceleration sensors 17A to 17N are similarly installed on floors of the vehicle bodies 12A to 12N in the vehicles 11A to UN that configure the train of vehicles 10.

Detection results by the vibration acceleration sensors 17A to

17N are output to the state monitoring device 100 as sensor signals 171 (individually, 171A to 171N).

[0020]

Note that FIG. 1 illustrates that the vibration acceleration sensors 17A to 17N are installed on the floors of the vehicle bodies 12A to 12N in the vehicles 11A to UN that configure the train of vehicles 10. However, the installation configuration of the vibration acceleration sensors 17 in the state monitoring system of the present invention is not limited thereto . One or more vibration acceleration sensors 17 may just be installed in each of at least two or more vehicles 11.

Further, an installation position of the vibration acceleration sensor 17 is not limited to the vehicle body 12. For example, the vibration acceleration sensor 17 may be installed in the truck frame 15 of the truck 13 or the wheelset 16, or may be installed in an electrical component or a mechanical component mounted on each vehicle 11. Further, it is favorable to install the vibration acceleration sensor 17 in a place where passengers do not enter, such as a motorman's cab, a crew's room, or an underfloor space).

[0021]

Further, in FIG. 1, the number of installed vibration acceleration sensors 17 is one for each vehicle. However, the present invention is not limited thereto, and a plurality of the vibration acceleration sensors 17 may be installed in one vehicle 11. Note that, in this case, a large processing load in abnormality detection processing (details will be described below) in the state monitoring device 100 is expected if a plurality of the sensor signals is output to the state monitoring device 100 from the same vehicle. Therefore, it is favorable to perform processing of putting together the plurality of sensor signals output in the same vehicle, in the vehicle 11 or the state monitoring device 100.

[0022]

A configuration of the state monitoring device 100 will be described. The state monitoring device 100 is a configuration included in the state monitoring system 1, and is installed in a machine room or an underfloor space of the specific vehicle such as the lead vehicle 11A, for example.

Note that the state monitoring device 100 is not necessarily installed in the train of vehicles 10, and may be installed in a control room that can communicate with the train of vehicles

10, or the like. The state monitoring device 100 includes a vibration acceleration detection processing unit 101, a filter processing unit 102, an amplitude ratio arithmetic processing unit 103, a threshold determination processing unit 104, an alarm generation processing unit 105, and a data recording processing unit 106.

[0023]

Although processing details in the respective processing units that configure the state monitoring device 100 will be described below with reference to FIGS. 3 and 4, an outline of input and output of signals in the state monitoring device 100 is as follows.

[0024]

The vibration acceleration detection processing unit 101 outputs vibration acceleration signals 172 (individually, 172A to 172N) to the filter processing unit 102 on the basis of the sensor signals 171 (individually, 171A to 171N) input from the vibration acceleration sensors 11A to UN. The filter processing unit 102 outputs vibration acceleration signals 173 (individually, 173A to 173N) after filter processing to the amplitude ratio arithmetic processing unit 103 on the basis of the signals input from the vibration acceleration detection processing unit 101. The amplitude ratio arithmetic processing unit 103 outputs amplitude ratio signals 174 (individually, 174B to 174N) to the threshold determination processing unit 104 on the basis of the signals input from the filter processing unit 102. The threshold determination processing unit 104 outputs determination processing result signals 175 (individually, 175Btol75N) to the alarm generation processing unit 105 on the basis of the signals input from the amplitude ratio arithmetic processing unit 103. The alarm generation processing unit 105 outputs an alarm signal 176 to the data recording processing unit 106 and the vehicle cab 18 on the basis of the signals input from the threshold determination processing unit 104. The data recording processing unit 106 then records data on the basis of the signal input from the alarm generation processing unit, and the vehicle cab 18 outputs warning as needed on the basis of the signal input from the alarm generation processing unit.

[0025]

FIG. 2 is a block diagram illustrating a hardware configuration example of the state monitoring device illustrated in FIG. 1. As illustrated in FIG. 2, the state monitoring device 100 mounts a processor 110. The processor

110 is a calculator, and includes a central processing unit (CPU) 111, a random access memory (RAM) 112, an interface 113, a read only memory (ROM) 114, and a card connector 115.

Processing by the processing unit (101 to 106) of the state monitoring device 100 is realized by the processor 110 (mainly by the CPU 111) .

[0026]

The CPU 111 is a central processing unit that controls the inside of the processor 110 with a program, and is connected with the interface 113, the RAM 112, the ROM 114, and the card connector 115 through a bus 116. The RAM 112 and the ROM 114 are storage devices capable of storing data. The interface 113 is connected with the vibration acceleration sensors 17 (17A to 17N) installed in the vehicles 11 (11A to UN) , and is also connected with the vehicle cab 18.

[0027]

To the card connector 115, a memory card 117 as a storage medium is mountable, and the processor 110 (especially, the CPU

111) can store or read data to/from the memory card 117 mounted to the card connector 115. Note that the card connector 115 may be provided at a position where the motorman or the like can directly take out the mounted memory card 117, such as on a surface of the state monitoring device 100. Further, in the configuration example of the state monitoring device 100, the card connector 115 and the memory card 117 are mere examples, and the state monitoring device 100 may just include a configuration to which a storage device capable of storing data is connectable.

[0028]

Further, the state monitoring device 100 may include a display such as a light emitting diode (LED) on the surface to display an operation state of the state monitoring device 100 and a detection result of an abnormal state in the train of vehicles 10. Further, a switch for resetting the state of the state monitoring device 100 may be provided on the surface of the state monitoring device 100, and a connector for connecting a cable for setting various parameters to be applied to processing in the processing units (see FIG. 1) in the state device 100 may be provided.

[0029] (1-2) Abnormal State Detection Processing

FIG. 3 is a flowchart illustrating a procedure example of abnormality detection processing in the first embodiment.

The abnormality detection processing illustrated in FIG. 3 is executed by the processor (110 (mainly, the CPU 111) of the state monitoring device 100 in order to detect an abnormal state of the railway vehicle (the train of vehicles 10 in FIG. 1) .

Hereinafter, the abnormality detection processing will be described in detail with reference to FIG. 3.

[0030]

First, in step S100, the sensor signals 171 (individually,

171A to 171N) are input from the vibration acceleration sensors (17A to 17N) installed in the vehicles 11 (11A to UN) to the vibration acceleration detection processing unit 101.

[0031]

In step S101, the vibration acceleration detection processing unit 101 applies a filter (band-pass filter) that allows a predetermined frequency bandwidth set in advance to pass, to the input sensor signals 171A to 171N to extract the vibration acceleration signals 172 (individually, 172Atol72N) configured from only the predetermined frequency bandwidth, and outputs the signals to the filter processing unit 102.

[0032]

In step S102, the filter processing unit 102 applies a filter (window filter) that extracts a vibration acceleration signal in a fixed data length (time width) set in advance, to the input vibration acceleration signals 172A to 172N to extract the vibration acceleration signals 173 (individually, 173A to

173N) after filter processing, and outputs the signal to the amplitude ratio arithmetic processing unit 103. To avoid mixture with the vibration acceleration signals 172, hereinafter, the vibration acceleration signals 173 after filter processing are called window filtering signals 173.

[0033]

In steps S103 and S104, the amplitude ratio arithmetic processing unit 103 performs amplitude ratio arithmetic processing. First, in step S103, the amplitude ratio arithmetic processing unit 103 calculates a vibration acceleration RMS value (a vibration acceleration RMS value for each vehicle) that is a root mean square (RMS) value for each of the input window filtering signals 173A to 173N. A detailed calculation method of the vibration acceleration RMS values is, for example, setting a plurality of calculation points in a time width of a fixed data length extracted with the window filter, and calculating the RMS values about the vibration acceleration at the plurality of calculation points (to be specific, the RMS values corresponding to RMS values 185A to 185N in FIG. 4 described below, for example).

[0034]

In step S104, the amplitude ratio arithmetic processing unit 103 calculates an amplitude ratio (RMS value amplitude ratio) of each vehicle, using the vibration acceleration RMS value of each vehicle calculated in step S103. To be specific, the amplitude ratio arithmetic processing unit 103 calculates ratios of the respective vibration acceleration RMS values in the other vehicles (intermediate vehicles 11B to UN) , using the vibration acceleration RMS value of the lead vehicle 11A as a reference, for example. The amplitude ratio arithmetic processing unit 103 outputs the amplitude ratio signals 174 (individually, 174B to 174N) based on the RMS value amplitude ratios of the intermediate vehicles 11B to UN to the threshold determination processing unit 104 on the basis of the calculation results. In a case where the vibration acceleration RMS value of the lead vehicle 11A is used as the reference when the total number of vehicles is N, the RMS value amplitude ratio of the vehicle 11A is always 1 without having to perform calculation, and thus does not need to be output to the threshold determination processing unit 104. Therefore, as a result of the calculation processing in step S104, the (N

- 1) amplitude ratio signals 174B to 174N are output to the threshold determination processing unit 104.

[0035]

Note that another example of the calculation processing in step S104 is calculating absolute values of differences between the vibration acceleration RMS values of the other vehicles (intermediate vehicles 11B to UN) and the vibration acceleration RMS value of the lead vehicle 11A as the reference value, and outputting signals based on the calculation results to the threshold determination processing unit 104.

[0036]

Further, in steps S103 and S104 above, the calculation processing example using the vibration acceleration RMS values has been described. However, calculation processing using other than the RMS values may be performed. To be specific, an average value, a maximum value, a median, or an integrated value (area) of power spectrum density (PSD) is calculated on the basis of the window filtering signals 173 input from the filter processing unit 102, and the amplitude ratios of a calculated value of the reference vehicle (for example, the lead vehicle 11A) and calculated values of the other vehicles (intermediate vehicles 11B to UN) may be calculated.

[0037]

In step S105, the threshold determination processing unit

104 executes threshold determination processing based on a threshold set in advance, for the amplitude ratio signals 174 (174B to 174N) input from the amplitude ratio arithmetic processing unit 103. Specific threshold determination processing is, for example, classifying the amplitude ratios into levels, and using a predetermined level as the threshold and determining whether the amplitude ratios exceed the level of the threshold. Further, for example, whether a time exceeding a level of the threshold (threshold exceeding time) exceeds a predetermined time is determined. The threshold determination processing unit 104 then outputs the determination processing result signals 175 (individually,

175B to 175N) based on the determination results for the respective amplitude ratio signals 174, to the alarm generation processing unit 105.

[0038]

In step S106, the alarm generation processing unit 105 executes alarm generation processing of generating warning (alarm) on the basis of the determination processing result signals 175 (175B to 175N) input from the threshold determination processing unit 104 . To generate an alarm in the alarm generation processing, the alarm generation processing unit 105 outputs the alarm signal 176 to the data recording processing unit 106 and the vehicle cab 18.

[0039]

Note that the alarm signal 176 is favorably a notification that can identify a vehicle in which an abnormal state has been detected. More favorably, the alarm signal 176 includes more alarm information. To be specific, for example, information that can identify the intermediate vehicle 11 that is an alarm target (that is, the intermediate vehicle 11 corresponding to the amplitude ratio signal 174 determined to exceed the threshold in the threshold determination processing in step

S105) or vibration acceleration detected in the intermediate vehicle 11 that is the alarm target is expected to be used as the alarm information.

[0040]

When the alarm signal 17 6 is input to the vehicle cab 18, the vehicle cab 18 preforms warning display (alarm display) to notify the motorman or the crew of occurrence of the abnormal state. In a case where the alarm signal 176 includes the above-described alarm information, it is favorable to display the alarm information on the vehicle cab 18.

[0041]

Meanwhile, the data recording processing unit 106 records the alarm signal 176 (or the alarm information included in the alarm signal) input from the alarm generation processing unit

105 to the storage medium (for example, the memory card 117) in the state monitoring device 100 (step S107) . Further, it is favorable that the data recording processing unit 106 records various types of vehicle information (for example, a video of an in-vehicle camera and states of various devices in the intermediate vehicle 11 as the alarm target) to the storage medium in addition to the alarm signal 176.

[0042]

As described above, with the processing illustrated in steps S100 to S106 of FIG. 3, the state monitoring device 100 can determine the states of the vehicles 11 and detect the abnormal state, for the plurality of vehicles 11A to UN that configure the train of vehicles 10, on the basis of relative values of the vibration acceleration (for example, the RMS value amplitude ratios) based on the specific vehicle (for example, the lead vehicle 11A).

[0043]

FIG. 4 is a diagram for describing a processing image of the abnormality detection processing in the first embodiment.

FIGS. 4(a) to 4 (c) illustrate a processing image of vibration acceleration A based on the sensor signal 171A output from the vibration acceleration sensor 17Aof the lead vehicle 11A, FIGS.

4(d) to 4(f) illustrate a processing image of vibration acceleration B based on the sensor signal 171B output from the vibration acceleration sensor 17B of the intermediate vehicle

11B, and FIGS. 4(g) to 4(i) illustrate a processing image of vibration acceleration N based on the sensor signal 171N output from the vibration acceleration sensor 17N of the intermediate vehicle UN. Then, FIG. 4 (j ) illustrates a processing image of the amplitude ratios (RMS value amplitude ratios) of the intermediate vehicles 11B and UN of when the lead vehicle 11A is the reference. Hereinafter, FIGS. 4(a) to

4(c) and 4 (j) will be described in detail, and description of

FIGS. 4(d) to 4(f), and FIGS. 4(g) to 4(i) having similar processing is omitted.

[0044]

FIG. 4(a) illustrates a processing image corresponding to step S100 in FIG. 3, and illustrates the vibration acceleration A of the lead vehicle 11A indicated by the sensor signal 171A input moment by moment from the vibration acceleration sensor 17A to the vibration acceleration detection processing unit 101 of the state monitoring device 100. The vibration acceleration A (181A) illustrated in FIG. 4(a) is so-called a row waveform before processing described below is performed, and includes the vibration acceleration of various frequencies.

[0045]

FIG. 4(b) illustrates a processing image corresponding to step S101 in FIG. 3, and illustrates that a band-pass filter

182 that allows a predetermined frequency bandwidth set in advance to pass is applied to the vibration acceleration 181A of the row waveform illustrated in FIG. 4(a).

[0046]

FIG. 4 (c) illustrates a processing image corresponding to steps S102 and S103 in FIG. 3. First, a window filter 184 of the fixed data length (time width) set in advance is applied to the vibration acceleration A (183A) after the filter processing, which is extracted by application of the band-pass filter 182 to the vibration acceleration 181A of the row waveform (step S102) . Then, an RMS value 185A of the vibration acceleration A is calculated on the basis of the vibration acceleration at a plurality of calculation points, about the vibration acceleration 183A extracted by application of the window filter 184 (step S103). FIG. 4(c) exemplarily illustrates p as a specific value of the RMS value 185A of the vibration acceleration A.

[0047]

Similarly to FIGS. 4(a) to 4(c), an RMS value 185B (a specific value q) is calculated for the vibration acceleration B (the vibration acceleration 181B in FIG. 4(d)) detected in the intermediate vehicle 11B in FIGS. 4 (d) to 4 (f) , and an RMS value 185N (a specific value r) is calculated for the vibration acceleration N (the vibration acceleration 181N in FIG. 4 (g) ) detected in the intermediate vehicle UN in FIGS.

4(g) to 4 (i) . Although not illustrated, the RMS values are similarly calculated for the other intermediate vehicles 11.

In FIG. 4 (j ) , the RMS value amplitude ratio of each vehicle is calculated using the RMS values of the vibration acceleration calculated for the vehicles 11 (step S104) .

[0048]

FIG. 4(j) illustrates a processing image corresponding to steps S104 and S105 in FIG. 3. The vertical axis in FIG.

(j) represents the RMS value amplitude ratio, and the horizontal axis represents time course. FIG. 4 (j) also illustrates a threshold 187 (a specific value k) used in the threshold determination processing. In FIG. 4 (j), the RMS value amplitude ratio 186B is the amplitude ratio of the RMS value 185B of the vibration acceleration B based on the RMS value

185A of the vibration acceleration A, and a specific value is q/p. Similarly, the RMS value amplitude ratio 186N is the amplitude ratio of the RMS value 185N of the vibration acceleration N based on the RMS value 185A of the vibration acceleration A, and a specific value is r/p. As described above, the RMS value amplitude ratio of the vibration acceleration A is p/p, that is, 1.

[0049]

Here, in the example illustrated in FIG. 4, the RMS value

185B of the vibration acceleration B is a relatively larger value than the RMS value 185 A of the vibration acceleration

A (FIG. 4(f)), and the RMS value 185N of the vibration acceleration N is nearly similar value to the RMS value 185 A of the vibration acceleration A (FIG. 4 (i) ) . Therefore, in FIG.

(j), the RMS value amplitude ratio 186B q/p regarding the vibration acceleration B is a relatively larger value than the

RMS value amplitude ratio 186N (r/p at a time Xt) regarding the vibration acceleration N. Then, the threshold determination processing based on the threshold is executed by comparison of the threshold k illustrated in FIG. 4(j) with the respective RMS value amplitude ratios 186 (individually,

186B to 186N) (step S105) .

[0050]

In the case of FIG. 4(j), the RMS value amplitude ratio

186B (q/p) regarding the vibration acceleration B at the time

Xt exceeds the threshold 187 (k) . Therefore, abnormality is determined. That is, occurrence of abnormality (the abnormal state) in the intermediate vehicle 11B on which the vibration acceleration sensor 17B as a detection source of the vibration acceleration B is mounted can be detected.

[0051]

Note that, in the threshold determination processing in the present invention, content of abnormality can be classified according to installation places of the vibration acceleration sensors 17A to 17N, a detection direction of the vibration acceleration (for example, the up and down, right and left, or front and rear direction with respect to the traveling direction) , set parameters in the processing units of the state monitoring device 100, or the level of the RMS value amplitude ratio 186 determined to be in the abnormal state.

[0052] (1-3) Effects by First Embodiment

As described above, according to the state monitoring system 1 (or the state monitoring device 100) of the first embodiment, the vibration acceleration in other vehicles (intermediate vehicles 11B to UN) that the motorman 90 does not board is relatively determined on the basis of the sensor signal 171A of the vibration acceleration in the vehicle (lead vehicle 11A) that the motorman 90 boards, using the vibration acceleration sensors 17 (17A to 17N) mounted on the plurality of vehicles 11 (HAtollN) that configures the train of vehicles

10. Therefore, the abnormal states (for example, not only derailment of a vehicle but also failure of a vehicle or an infrastructure state, and hunting oscillation) occurring in the other vehicles can be detected.

[0053]

Here, the state monitoring system 1 (or the state monitoring device 100) of the first embodiment is characterized in using the relative values of the vibration acceleration in the train of vehicles in determining the abnormal state in the abnormality detection processing in FIG. 3.

[0054]

If determination based on absolute values of the vibration acceleration is performed (for example, PTL 1), the vehicle vibration tends to become small at the time of low-speed traveling. Therefore, the detected vibration acceleration also becomes small, and there is a problem that the abnormal state such as low-speed derailment is hard to detect. Further, in a case where an infrastructure state at the time of vehicle traveling is not good, relatively large vehicle vibration occurs in the entire train of vehicles. Therefore, state abnormality may be detected despite the absence of vehicle abnormality. If various types setting (for example, setting change of the threshold and the like) are performed according to the traveling speed or the infrastructure state in order to solve such a problem, more complicated processing is required, leading to a processing load of the processor. Further, exhaustive data collection is also required for the threshold setting, and thus practical utility is significantly decreased.

[0055]

In contrast, the state monitoring system 1 (or the state monitoring device 100) of the first embodiment performs the abnormality detection processing, using the relative values (RMS value amplitude ratios 186) of the vibration acceleration of the vehicles based on the specific vehicle (lead vehicle 21) that the motorman 90 boards, as illustrated in the processing image in FIG. 4. Therefore, for example, even at the time of low-speed operation, or even if the infrastructure state is not good, the abnormal state can be detected if there is a difference in the vibration acceleration between vehicles. That is, according to the state monitoring system 1 (or the state monitoring device 100) of the first embodiment, an influence on all the vehicles due to the vehicle speed or the infrastructure state can be excluded. Therefore, the abnormal state can be detected with high accuracy while solving the above problems, and traveling safety at the time of vehicle operation can be improved.

[0056]

Further, the state monitoring system 1 (or the state monitoring device 100) of the first embodiment notifies the motorman 90 or the like of an alarm when detecting the abnormal state. Therefore, prevention of serious accident that may be caused from the abnormal state is expected. That is, the state monitoring system 1 (or the state monitoring device 100) of the present embodiment enables monitoring of the abnormal state for the vehicle that no motorman or crew boards, and improves traveling safety at the time of vehicle operation.

[0057]

Further, the state monitoring system 1 (or the state monitoring device 100) of the present embodiment enables detection of the abnormal state in the vehicles 11 that configure the train of vehicles 10, as described above.

Therefore, trouble of the infrastructure state where the train of vehicles 10 travels can be detected. Then, if the trouble of the infrastructure state can be detected early, maintenance of the infrastructure becomes easy. Therefore, there is an effect to improve reliability of the infrastructure.

[0058] (2) Second Embodiment (2-1) Configuration of State Monitoring System

FIG. 5 is a block diagram illustrating an entire configuration example of a state monitoring system (state monitoring system 2) of a railway vehicle according to a second embodiment.

[0059]

Hereinafter, different points of the configuration of the state monitoring system 2 from the state monitoring system 1 illustrated in FIG. 1 will be mainly described with reference to FIG. 5. Note that, in the state monitoring system 2 of a railway vehicle according to the second embodiment, a configuration denoted with a common number to the state monitoring system 1 of a railway vehicle according to the first embodiment indicates a common configuration, and detailed description thereof is omitted.

[0060]

In FIG. 5, a train of vehicles 20 is configured from a plurality of vehicles 21. To be specific, the train of vehicles includes a lead vehicle 21A and intermediate vehicles 21B to 21N (a trail vehicle is included in the intermediate vehicles, similarly to the first embodiment). In FIG. 5, wheelsets 16 of a vehicle 21B is illustrated to be on a broken line derailed from a track (the solid line in the horizontal direction) . This illustrates that the vehicle 21B of the train of vehicles 20 is in a derailment state, and the other vehicles 21A, 21C, 21N, and the like having the wheelsets 16 on the tracks are not detailed.

[0061]

A vehicle information control device 29A is mounted in the lead vehicle 21A. The vehicle information control device

29A is a device that manages and controls, regarding all the vehicles 21A to 21N of the train of vehicles 20, at all times, basic information on vehicle operation such as a traveling speed during vehicle operation, a traveling distance, a traveling position (global positioning system (GPS) information), and station information, and device information such as a motor, brake, a door, and an air conditioner mounted on the train of vehicles 20, and is controlled by execution of a program, for example .

[0062]

Further, the vehicle information control devices 29B to

29N are mounted on the intermediate vehicles 21B to 21N. The vehicle information control devices 29B to 29N can collect at least the basic information on vehicle operation and the device information about the vehicles 21B to 21N on which the vehicle information control devices 29B to 29N are respectively mounted

The vehicle information control devices 29B to 29N are communicatively connected with the vehicle information control device 29A, and there is a relationship that the vehicle information control device 29A is a base device and the vehicle information control devices 29B to 29N are extension devices.

Note that the vehicle information control device 29A and the vehicle information control devices 29B to 29N may be devices having equal functions, or the vehicle information control device 29A as a base device may be a device having a larger number of functions than the extension devices to manage and control at all times the basic information on vehicle operation and the device state.

[0063]

As a connection method of the vehicle information control devices 29A to 29N, for example, as illustrated in FIG. 5, the vehicle information control devices 29A to 29N are communicatively connected with each other by wired (or wireless) means between adjacent vehicles to share the mutual vehicle information, so that the vehicle information control device 29A can grasp the vehicle information of all the vehicles

21A to 21N. Further, for example, the vehicle information control device 29A is directly communicatively connected with the vehicle information control devices 29B to 29N by wireless means, thereby to grasp the vehicle information regarding all the vehicles 21A to 21N.

[0064]

Next, input/output of signals between the state monitoring system 2 and a state monitoring device 200 will be described.

[0065]

In the state monitoring system 2 illustrated in FIG. 5, vibration acceleration sensors 17A to 17N are installed in the vehicles 21A to 21N, similarly to the state monitoring system (see FIG. 1) of the first embodiment. However, in the second embodiment, the sensor signals 171B to 171N based on detection results of vibration acceleration by the vibration acceleration sensors 17B to 17N are not directly output to the state monitoring device 100, like the first embodiment. The sensor signals 171B to 171N are transmitted to the vehicle information control device 29A mounted on the lead vehicle 21A through the vehicle information control devices 29B to 29N mounted on the respective vehicles, and are output as a sensor signal 271 from the vehicle information control device 29A to the state monitoring device 200.

[0066]

For example, the sensor signal 171B based on the detection result of the vibration acceleration by the vibration acceleration sensor 17B of the intermediate vehicle 21B is transmitted to the vehicle information control device 29B, and is included in a vehicle information signal 270B, which is to be exchanged between the vehicle information control device 29B and the vehicle information control device 29A, and is transmitted to the vehicle information control device 29A.

Note that, as described above, the vehicle information control devices 29A to 29N can share information between the adjacent devices. Therefore, the vehicle information control device

29B can acquire sensor signals 171C to 171N of all the intermediate vehicles 21C to 21N in the opposite direction of the lead vehicle 21A, and can transmit the sensor signals 171C to 171N to the vehicle information control devices 29A. The vehicle information control device 29A then inputs the information of the vibration acceleration detected in the intermediate vehicles 21B to 21N to a vibration acceleration detection processing unit 201 of the state monitoring device

200 as the sensor signal 271, on the basis of the transmitted vehicle information signal 270B (indirectly, including the vehicle information signals 270C to 270N).

[0067]

Meanwhile, the detection result of the vibration acceleration of the vibration acceleration sensor 17A of the lead vehicle 21A is directly input to the vibration acceleration detection processing unit 201 of the state monitoring device

200, similarly to the first embodiment. Note that, in the state monitoring system 2 of the second embodiment, as another example, the detection result of the vibration acceleration sensor 17A of the lead vehicle 21A may be transmitted to the vehicle information control device 29A and input to the vibration acceleration detection processing unit 201 as the sensor signal

271.

[0068]

Further, the vehicle information control device 29A of the lead vehicle 21A inputs a vehicle information signal 273 to the state monitoring device 200 in addition to the sensor signal 271. The vehicle information signal 273 includes vehicle information shared by the vehicle information control device 29A (for example, vehicle speed information, installation positions of the vibration acceleration sensors, and the like). When the sensor signal 271 and the vehicle information signal 273 are input, the state monitoring device

200 can grasp the installation positions of the vibration acceleration sensors in the vehicles, the vehicle speed of when the vibration acceleration is detected, and the like. Note that the example in FIG. 5 illustrates the vehicle information signal

273 is input to an amplitude ratio arithmetic processing unit

203 of the state monitoring device 200. However, in the state monitoring system 2 of the present embodiment, the vehicle information signal 273 may be input to another processing unit within the state monitoring device 200.

[0069]

As illustrated in FIG. 5, the state monitoring device 200 is a configuration included in the state monitoring system 2, and is installed in a machine room or an underfloor space of a specific vehicle such as the lead vehicle 21A, for example.

Note that the state monitoring device 200 is not necessarily installed in the train of vehicles 20, and may be installed in a control room that can communicate with the lead vehicle 21A.

The state monitoring device 200 includes a vibration acceleration detection processing unit 201, a filter processing unit 202, an amplitude ratio arithmetic processing unit 203, a threshold determination processing unit 204, an alarm generation processing unit 205, and a data recording processing unit 206. Details of processing by the processing units will be described with reference to FIG. 7.

[0070]

The state monitoring device 200 performs detection processing of an abnormal state on the basis of the sensor signal

171A input from the acceleration sensor 17A and the sensor signal 271 and the vehicle information signal 273 input from the vehicle information control device 29A, and outputs an alarm signal 276 to the vehicle information control device 29A when detecting the abnormal state. The vehicle information control device 29A to which the alarm signal 276 has been input inputs an alarm display signal 277 to a vehicle cab 18 to display an alarm.

[0071]

FIG. 6 is a block diagram illustrating a hardware configuration example of the state monitoring device illustrated in FIG. 5. A processor 210 of the state monitoring device 200 illustrated in FIG. 6 is different from the processor

110 of the state monitoring device 100 illustrated in FIG. 2 in that the vehicle information control device 29A is connected to an interface 213. That is, when the state monitoring device

200 is mounted on the lead vehicle 21A, the sensor signals from the vibration acceleration sensors 17B to 17N in the intermediate vehicles 21B to 21N on which no state monitoring device 200 is mounted are input to the processor 210 through the vehicle information control device 29A of the lead vehicle

21A on which the state monitoring device 200 is mounted.

[0072]

In this way, the state monitoring system 2 of the second embodiment is configured such that only the lead vehicle 21A inputs/outputs signals to/from the state monitoring device 200 .

Therefore, the abnormal state can be detected without being influenced by configurations of the vehicles other than the lead vehicle 21A in the train of vehicles 20. Further, the vehicle information control device 29Amay include the state monitoring device 200. In this case, the vehicle information control device 29A and the state monitoring device 200 are integrated, enabling more compact device design, and exhibiting an effect to easily mount the integrated device in the vehicle with a limited loading space.

[0073] (2-2) Abnormal State Detection Processing

FIG. 7 is a flowchart illustrating a procedure example of abnormality detection processing in the second embodiment.

The abnormality detection processing illustrated in FIG. 7 is realized by the processor 210 (mainly by a CPU 110) of the state monitoring device 200 . Hereinafter, regarding the abnormality detection processing illustrated in FIG. 5, differences from the abnormality detection processing (see FIG. 3) described in the first embodiment will be mainly described.

[0074]

First, in step S200, the sensor signals 171A and 271 detected by the vibration acceleration sensors 27 (27A to 27N) installed in the vehicles 21 (21A to 21N) are input to the vibration acceleration detection processing unit 201. As described above, the sensor signal 171A detected by the vibration acceleration sensor 17A is directly input from the vibration acceleration sensor 17A, and the sensor signals 171B to 171N detected by the vibration acceleration sensors 17B to

17N are input through the vehicle information control device

2. °>K as the sensor signal 271.

[0075]

The vibration acceleration detection processing unit 201 then takes out the sensor signals 171B to 171N from the sensor signal 271, and outputs the sensor signals 171 (individually

171A to 171N) indicating the vibration acceleration detected in the vehicles 21A to 21N to the vibration acceleration detection processing unit 201.

[0076]

Next, in step S201, the vibration acceleration detection processing unit 201 performs band-pass filter processing for the input sensor signals 171A to 171N, and outputs vibration acceleration signals 172 (individually, 172A to 172N) to the filter processing unit 202. The band-pass filter processing in step S201 is similar to the processing in step S101 in FIG.

3.

[0077]

In step S202, the filter processing unit 102 performs, for the input vibration acceleration signals 172A to 172N, extraction processing of the vibration acceleration signals of variable data length (time width) with a window filter based on the vehicle information, and outputs window filtering signals 173 (individually 173A to 173N) after filter processing to the amplitude ratio arithmetic processing unit 203. The processing in step S202 is different in application of the window filter based on the vehicle information from the processing in step S102 in FIG. 3 in which the window filter of a fixed data length is applied.

[0078]

Here, the window filter processing in step S202 will be described in detail. The filter processing unit 202 changes application positions and application ranges of the window filter to the vibration acceleration signals 172A to 172N on the basis of the vehicle information (for example, vehicle speed information and installation position information of the vibration acceleration sensors) input from the vehicle information control device 29A to the state monitoring device

200 .

[0079]

First, the application position of the window filter will be described. The vibration acceleration generated at the time of traveling of the train of vehicles 20 has different traveling positions in the lead vehicle 21A and the intermediate vehicles

21B to 21N. That is, when the vibration acceleration of the vehicles 21A to 21N is detected at the same timing, for example, absolute positions of the vehicle at the time of detection (more strictly, installation positions of the vibration acceleration sensors 17A to 17N) are different depending on the length or a vehicle speed of the vehicles. Such gaps among the vehicles (among the vibration acceleration sensors) can be identified on the basis of the vehicle speed information and the installation position information of the vibration acceleration sensors.

[0080]

Therefore, the filter processing unit 202 calculates timing when the vibration acceleration sensors 17A to 17N of the vehicles 21A to 21N pass through a predetermined point on the basis of the vehicle speed information and the installation position information of the vibration acceleration sensors, and changes the application position (phase) of the window filter for each vehicle, for the vibration acceleration signals 172A to 172N detected in the vehicles 21A to 21N. With the processing, detection positions (generation positions) of the vibration acceleration of all the vehicles can be caused to accord with one another, for the window filtering signals 173 (173A to 173N) regarding all the vehicles of the train of vehicles 20 (for example, see the positions of the window filter 281 in FIGS.

8(a) to 8(c) ) .

[0081]

By causing the detection positions (generation positions) of the vibration acceleration of all the vehicles to accord with one another in this way, the state monitoring device 200 of the present embodiment can detect the abnormal state on the basis of a difference in the vibration acceleration among the vehicles, excluding an influence due to the infrastructure state (a start state, the ground, or the like) at a predetermined point.

[0082]

Next, the application range of the window filter will be described. The filter processing unit 202 can adjust a data amount (a data amount of the window filtering signal 173) obtained by application of the window filter, by varying an application range (extraction time width) of the window filter according to the vehicle speed.

[0083]

For example, in a case where the vehicle speed is fast, data of the vibration acceleration of a necessary amount for appropriate calculation of a calculated value in calculation (step S203) of a vibration acceleration RMS value below can be obtained within a relatively short time . Therefore, in the case where the vehicle speed is fast, the application range by the window filter is made narrower (extraction time is made shorter) than usual, so that accumulation of the data amount more than necessary can be suppressed, and a calculation amount of the vibration acceleration RMS value in step S203 can be decreased and a processing load of the processor 210 can be reduced (for example, see the time width of the window filter 283 in FIGS.

9(a) to 9(c)).

[0084]

Further, for example, in a case where the vehicle speed is slow, a relatively long time is required to obtain data of the vibration acceleration of a necessary amount for appropriate calculation of the vibration acceleration RMS value

Therefore, in the case where the vehicle speed is slow, the application range by the window filter is made wider (extraction time width is made longer) than usual, so that calculation of the vibration acceleration RMS value with low reliability due to short of data amount collection can be prevented (for example see the time width of the window filter 281 in FIGS. 8(a) to

8(c) ) .

[0085]

In steps S203 and S204 after the processing in step S202, the amplitude arithmetic processing unit 203 performs amplitude ratio arithmetic processing. First, in step S203, the amplitude arithmetic processing unit 203 calculates, for each of the input window filtering signals 173 (173A to 173N), the vibration acceleration RMS value of each vibration acceleration (each vehicle) . Then, in step S204, the amplitude arithmetic processing unit 203 calculates an RMS value amplitude ratio of each vehicle on the basis of the vibration acceleration RMS value of each vehicle calculated in step S203, and outputs amplitude ratio signals 174 (individually, 174B to 174N) based on the RMS value amplitude ratios of the intermediate vehicles

11B to UN to the threshold determination processing unit 204.

[0086]

In step S205, the threshold determination processing unit

204 executes threshold determination processing based on a threshold set in advance, for the amplitude ratio signals 174 (174B to 174N) input from the amplitude ratio arithmetic processing unit 203.

[0087]

Next, in step S206, the alarm generation processing unit

206 executes alarm generation processing of generating warning (alarm) of detection of the abnormal state on the basis of determination processing result signals 175 (175B to 175N) input from the threshold determination processing unit 204 . To generate an alarm in the alarm generation processing, the alarm generation processing unit 205 outputs an alarm signal 276 to the data recording processing unit 206 and the vehicle information control device 29A. The vehicle information control device 29A to which the alarm signal 27 6 has been input inputs an alarm display signal 277 to a vehicle cab 18 to display an alarm. In display of the alarm, to be specific, identification of a vehicle in which the abnormal state has been detected, a type of the detected abnormal state, data (vibration acceleration) that is a determination target of the abnormal state, and the like are displayed. Note that the vehicle information control device 29A also transfers the alarm signal

276 input from the alarm generation processing unit 206 to the vehicle information control devices 29B to 29N mounted on the other vehicles 21B to 21N, so that the determination result of the abnormality detection processing can be shared by all the vehicles 21A to 21N on which the vehicle information control device 29 is mounted, of the vehicles that configure the train of vehicles 20.

[0088]

Finally, in step S207, the data recording processing unit

206 records the alarm signal 276 (or alarm information included in the alarm signal) input from the alarm generation processing unit 205 to a storage medium (for example, a memory card 117) in the state monitoring device 200. Further, it is favorable that the data recording processing unit 206 records various types of vehicle information (for example, a video of an in-vehicle camera and states of various devices in the intermediate vehicle 11 that is the alarm target) to the storage medium in addition to the alarm signal 176.

[0089]

Processing in steps S203 to S205, and S207 is similar to the processing in steps S103 to S105 illustrated in FIG. 3, and thus detailed description is omitted. Further, the alarm information included in the alarm signal 27 6 output in step S206 is also similar to the alarm signal 176 in FIG. 3, and thus description is omitted.

[0090]

As described above, with the processing illustrated in steps S200 to S206 of FIG. 7, the state monitoring device 200 can determine the states of the vehicles 21 and detect the abnormal state, for the plurality of vehicles 21A to 21N that configure the train of vehicles 20, on the basis of relative values of the vibration acceleration (for example, the RMS value amplitude ratios) based on a specific vehicle (for example, the lead vehicle 21A) on which the vehicle information control device 29A is mounted.

[0091]

FIGS. 8 and 9 are diagrams (part 1 and part 2) for describing examples of amplitude ratio arithmetic processing in the second embodiment. FIG. 8 illustrates a processing image of the amplitude ratio arithmetic processing in a case where the vehicle speed is slow and FIG. 9 illustrates a processing image of the amplitude ratio arithmetic processing in a case where the vehicle speed is fast.

[0092]

FIG. 8 (a) illustrates a processing image for the vibration acceleration A based on the sensor signal 171A output from the vibration acceleration sensor 17A of the lead vehicle 21A, and corresponds to FIG. 4(c) illustrated in the first embodiment. FIG. 8(b) illustrates a processing image for the vibration acceleration B based on the sensor signal 171B output from the vibration acceleration sensor 17B of the intermediate vehicle 21B, and corresponds to FIG. 4(f) illustrated in the first embodiment. FIG. 8 (c) illustrates a processing image for the vibration acceleration N based on the sensor signal 171N output from the vibration acceleration sensor 17N of the intermediate vehicle 21N, and corresponds to

FIG. 4 (i) illustrated in the first embodiment. Note that FIGS.

9(a) to 9(c) are similar, and thus description is omitted.

[0093]

In FIGS. 8 (a) to 8 (c) , the vehicle speed is slow, and thus the window filter 281 with a wider application range (time width) than usual is used. Further, the application position (phase) of the window filter 281 is a temporarily earlier position in FIG. 8(b) corresponding to the rear intermediate vehicle 21B than FIG. 8(a) corresponding to the lead vehicle

21A, and is a more temporarily earlier position in FIG. 8(c) corresponding to the further rear intermediate vehicle 21N.

With the configuration, the detection positions (generation positions) of the vibration acceleration in all the vehicles

21A to 21N accord with one another.

[0094]

In FIGS. 8(a) to 8(c), the vibration acceleration RMS values 282 (282A to 282N) in the vehicles can be calculated on the basis of the vibration acceleration 183 (183A to 183N) extracted in a long data length by application of the window filter 281, and the data amount to be calculated can be adj us ted.

The amplitude ratio arithmetic processing unit 203 then calculates the RMS value amplitude ratios, using the vibration acceleration RMS values 282A to 282N, and the threshold determination processing unit 204 can perform threshold determination processing on the basis of the RMS value amplitude ratios .

[0095]

In FIGS . 9(a) to 9 (c) , the vehicle speed is fast, and thus the window filter 283 with a narrower application range (time width) than usual is used. Further, the application position (phase) of the window filter 283 is a temporarily earlier position in FIG. 9(b) corresponding to the rear intermediate vehicle 21B than FIG. 9(a) corresponding to the lead vehicle

21A, and is a more temporarily earlier position in FIG. 9(c) corresponding to the further rear intermediate vehicle 21N.

21A to 21N accord with one another.

[0096]

In FIGS. 9(a) to 9(c), the vibration acceleration RMS values 284 (284A to 284N) in the vehicles can be calculated on the basis of the vibration acceleration 183 (183A to 183N) extracted in a short data length by application of the window filter 283, and the data amount to be calculated can be adjusted.

The amplitude ratio arithmetic processing unit 203 then calculates the RMS value amplitude ratios, using the vibration acceleration RMS values 284A to 284N, and the threshold determination processing unit 204 can perform threshold determination processing on the basis of the RMS value amplitude ratios .

[0097] (2-3) Effects by Second Embodiment

As described above, according to the state monitoring system 2 (or the state monitoring device 200) of the second embodiment, the vibration acceleration in other vehicles (intermediate vehicles 11B to UN) is relatively determined on the basis of the sensor signal 171A of the vibration acceleration in the specific vehicle (the lead vehicle 21A that mounts the vehicle information control device 29A) , using the vibration acceleration sensors 17 (17A to 17N) mounted on the plurality of vehicles 21 (21A to 21N) that configures the train of vehicle 20. Therefore, the abnormal states (for example, derailment of a vehicle, failure of a vehicle or an infrastructure state, and hunting oscillation) occurring in the other vehicles can be detected.

[0098]

Especially, the state monitoring system 2 (or the state monitoring device 200) of the second embodiment can extracts the vibration acceleration at the same point (see FIGS. 8 and

9) on the basis of the vehicle information such as the vehicle speed and the installation positions of the vibration acceleration sensors, for the window filtering signals 173A to

173N serving as calculation references in calculating the relative value (RMS value amplitude ratio) of the vibration acceleration of each vehicle in the abnormality detection processing in FIG. 7. Therefore, the state monitoring device

200 can detect the abnormal state on the basis of a difference in the vibration acceleration among the vehicles, excluding an influence due to an infrastructure state (a start state, the ground, or the like) at a predetermined point. The state monitoring system 2 (or the state monitoring device 200) of the second embodiment enables detection of the abnormal state, considering the vehicle information, thereby to enable state monitoring with high accuracy and further improve traveling safety at the time of vehicle operation.

[0099]

Further, the state monitoring system 2 (or the state monitoring device 200) of the second embodiment relatively determines the vibration acceleration in other vehicles that no motorman 90 boards, on the basis of the sensor signal 171A of the vibration acceleration in the vehicle that the motorman boards, similarly to the state monitoring system 1 (or the state monitoring device 100) of the first embodiment, in a case where the vehicle information control device 29A is mounted on the lead vehicle 21A that the motorman 90 boards, whereby to realize the effect of the first embodiment.

[0100] (3) Third Embodiment

A state monitoring system of a railway vehicle according to a third embodiment of the present invention will be described

A state monitoring system of a railway vehicle according to the third embodiment can employ a similar configuration to the state monitoring system of a railway vehicle according to the first or second embodiment, and is different in only a part of processing in abnormality detection processing performed in the state monitoring device. Therefore, for simplification, description of portions common to the first or second embodiment is omitted. Note that, in the third embodiment, vibration acceleration sensors are respectively installed in at least three or more vehicles, of a plurality of vehicles that configures a train of vehicles.

[0101]

FIG. 10 is a flowchart illustrating a procedure example of abnormality detection processing in the state monitoring system of a railway vehicle according to the third embodiment.

[0102]

In the abnormality detection processing illustrated in

FIG. 10, reference value generation processing of newly determining a reference value on the basis of all vibration acceleration RMS values is performed (step S304), rather than using a vibration acceleration RMS value of a lead vehicle as the reference value like the abnormality detection processing in the first or second embodiment. Then, the RMS value amplitude ratios of the vehicles are calculated using the newly determined reference value (step S305).

[0103]

Processing in step S300 to S303 of FIG. 10 is similar to the processing in step S100 to S103 of FIG. 3 (or steps S200 to S203 of FIG. 7) , and processing in steps S306 to S308 of FIG.

is similar to the processing in step S105 to S107 of FIG.

(or steps S205 to S207 of FIG. 7). Therefore, description is omitted, and only steps S304 and S305 will be described.

[0104]

In step S304, an amplitude ratio arithmetic processing unit calculates a reference value of amplitude ratios on the basis of the vibration acceleration RMS values of the vehicles calculated in step S303 (reference value generation processing)

In the reference value generation processing, the reference value is determined from aggregation data of the vibration acceleration detected by the vibration acceleration sensors of the vehicles by a predetermined calculation method (an average value, a median, a minimum value, or the like).

[0105]

FIG. 11 is a diagram for describing an example of reference value generation processing in the third embodiment. FIG. 11 illustrates vibration acceleration RMS values 371A to 371N corresponding to the vehicles (for example, vehicles 11A to UN) that configure a train of vehicles, and an average value is determined as a reference value 381.

[0106]

Then, in step S305, ratios of vibration acceleration RMS values (for example, the vibration acceleration RMS values 371A to 371N in FIG. 11) of the vehicles are calculated on the basis of the reference value (for example, the reference value 381 in FIG. 11) determined in the reference value generation processing, so that RMS value amplitude ratios of the vehicles are calculated, and amplitude ratio signals 174 (individually,

174A to 174N) of the vehicles 11A to UN are output to a threshold determination processing unit on the basis of the calculation results .

[0107]

In this way, with the processing illustrated in step S300 to S308 in FIG. 10, the state monitoring device of the third embodiment detects the abnormal state, using the relative values based on the vibration acceleration in the entire train of vehicles, for the plurality of vehicles that configures the train of vehicles . Therefore, the abnormal states (for example, derailment of a vehicle, trouble of a vehicle or an infrastructure state, and hunting oscillation) of all the individual vehicles can be generally detected, without using the lead vehicle as a specific vehicle.

[0108]

Further, the state monitoring system (or the state monitoring device) of the third embodiment detects the abnormal state on the basis of relative values of the vibration acceleration among vehicles, thereby to detect the abnormal state with high accuracy, excluding an influence of vehicle speed and an infrastructure state on all the vehicles, and improve traveling safety at the time of vehicle operation, as described in the first or second embodiment.

[0109]

Further, the state monitoring system (or the state monitoring device) of the third embodiment can generally detect the abnormal state of the individual vehicles that configure the train of vehicles, thereby to detect a problem of the infrastructure state where the train of vehicles travels. If the problem of the infrastructure can be detected early, maintenance of the infrastructure becomes easy, and an effect to improve reliability of the infrastructure is exhibited.

[0110] (4) Other Embodiments

Note that the present invention is not limited to the above-described embodiments, and includes various modifications. For example, the above embodiments have been described in detail for description of the present invention in an easy-to-understand manner, and the present invention is not necessarily limited to one including all the described configurations. Further, a part of the configuration of a certain embodiment can be replaced with the configuration of another embodiment. Further, the configuration of another embodiment can be added to the configuration of a certain embodiment. Further, another configuration can be added to/deleted from/replaced with a part of the configurations of the embodiments.

[0111]

For example, in the above embodiments, the vibration acceleration sensors that detect the vibration acceleration are installed as sensors for detecting the vehicle state at the time of vehicle operation, and the abnormal state is detected on the basis of the sensor signals (vibration acceleration sensor signals) . However, the present invention is not limited to the embodiments. As other examples of the sensors, a sound sensor that detects sound (for example, a microphone) , a strain gauge that measures strain, a thermocouple that measures a physical amount of heat, or a pressure sensor that detects pressure applied to the vehicle or the like can be installed. In such a case, the sensor signal output from the sensor is a sound sensor signal, a strain sensor signal, a thermal sensor signal, or a pressure sensor signal, and the present invention may detect the abnormal state on the basis of the sensor signal. By making various types of sensors usable in this way, the present invention can use an appropriate sensor according to a type of the abnormal state to be detected, thereby to expand a use range of the state monitoring system.

[0112]

In a case of using a microphone as the sensor, detected sound by the microphone may be distinguished between vehicle interior noise generated inside the vehicle that mounts the sensor and vehicle exterior noise generated outside the vehicle

Then, if the abnormality detection processing is performed using the sound sensor signals of the vehicles based on the vehicle interior noise, the processing excluding sound (mainly vehicle exterior noise) caused by the infrastructure state becomes possible. Therefore, detection accuracy of the abnormal state due to an interior of the vehicle can be enhanced.

Further, if the abnormality detection processing is performed using the sound sensor signals of the vehicles based on the vehicle exterior noise, the processing based on the sound caused by the infrastructure state becomes possible. Therefore, detection accuracy of the abnormal state due to an exterior of the vehicle can be enhanced.

[0113]

Further, a part or all of the above-described configurations, functions, processing units, and processing means may be designed with an integrated circuit and realized by hardware. Further, the above-described configurations, functions, and the like may be realized by software in such a manner that programs that realize the respective functions are interpreted by the processor. Information such as programs, tables, and files that realize the functions can be stored in a storage device such as a memory, a hard disk, or a solid state drive (SSD), or in a storage medium such as an IC card, an SD card, or a DVD.

[0114]

Further, a control line and an information line that are necessary for description are illustrated, and not necessarily all the control lines and the information lines for a product are illustrated. Almost all the configuration are connected with one another for implementation.

[0115]

Further, the present invention is favorably applied to a state monitoring device and a state monitoring system that monitor a state of a railway vehicle, and a train of vehicle including the state monitoring system. However, the application of the present invention is not limited thereto.

For example, the present invention can be applied to a moving body system that monitors a state of a moving body that travels on a specific track (for example, an elevator, an escalator, or a dump truck for mine).

Reference Signs List [0116] state monitoring system

10, 20 train of vehicles

11, 21 vehicle

11A, 21A lead vehicle

11B to UN, 21B to 21N intermediate vehicle vehicle body truck air spring truck frame wheelset

17(17A to 17N) vibration acceleration sensor vehicle cab

29(29A to 29N) vehicle information control device motorman

100, 200	state monitoring device
101, 201	vibration acceleration detection processing unit
102, 202	filter processing unit
103, 203	amplitude ratio arithmetic processing unit
104, 204	threshold determination processing unit
105, 205	alarm generation processing unit
106, 206	data recording processing unit

110, 210 processor

111 CPU

112 RAM

113, 213 interface

ROM card connector bus memory card (171A to 171N), 271 sensor signal vibration acceleration signal vibration acceleration signal (window filtering signal) amplitude ratio signal determination processing result signal alarm signal (270B to 270N), 273 vehicle information signal

Claims

CLAIMS [Claim 1]

A state monitoring device of a railway vehicle, the state monitoring device having sensors respectively mounted on a plurality of vehicles that configures a train of vehicles, and which performs state monitoring of the vehicles on the basis of sensor signals from the respective sensors, the state monitoring device comprising:

a signal detection processing unit configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted;

a data extraction unit configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit;

an amplitude ratio arithmetic processing unit configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value; and a threshold determination processing unit configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit.
[Claim 2]

The state monitoring device according to claim 1, further comprising:

an alarm generation processing unit configured to warn, when existence of the abnormal state is determined by the threshold determination processing unit, about the abnormal state of the determined vehicle.
[Claim 3]

The state monitoring device according to claim 1, wherein the sensors are mounted on a specific vehicle and a general vehicle other than the specific vehicle, of the plurality of vehicles that configures the train of vehicles, the amplitude ratio arithmetic processing unit extracts the one reference value on the basis of the data of the specific vehicle, of the data of the vehicles extracted by the data extraction unit, and calculates the ratio of the data of the general vehicle to the reference value, and the threshold determination processing unit determines existence or non-existence of an abnormal state of the general vehicle on the basis of a calculation result by the amplitude ratio arithmetic processing unit.
[Claim 4]

The state monitoring device according to claim 1, wherein the amplitude ratio arithmetic processing unit extracts the reference value from aggregation of the data of the vehicles extracted by the data extraction unit, and calculates the ratios of the data of the vehicles to the reference value.
[Claim 5]

The state monitoring device according to claim 1, wherein the data extraction unit extracts the data of the vehicles corresponding to the sensor signals, by performing, for the respective sensor signals detected by the signal detection processing unit, first filter processing of applying a band-pass filter that restricts a frequency band to be extracted, and second filter processing of applying a window filter that restricts a data length to be extracted.
[Claim 6]

The state monitoring device according to claim 5, wherein the data length extracted with the window filter is a fixed data length set in advance.
[Claim 7]

The state monitoring device according to claim 5, wherein the data length extracted with the window filter is varied on the basis of a vehicle speed of the train of vehicles.
[Claim 8]

The state monitoring device according to claim 5, wherein the data extraction unit displaces, for each vehicle, a phase to which the window filter is applied on the basis of the vehicle speed of the train of vehicles in the second filter processing.
[Claim 9]

A state monitoring system of a railway vehicle comprising:

sensors respectively mounted on a plurality of vehicles that configures a train of vehicles; and a state monitoring device communicatively connected with the sensors and configured to perform state monitoring of the vehicles on the basis of sensor signals from the respective sensors, wherein the state monitoring device includes:

a signal detection processing unit configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted;

a data extraction unit configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit;

an amplitude ratio arithmetic processing unit configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value; and a threshold determination processing unit configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit.
[Claim 10]

The state monitoring system according to claim 9, wherein the sensors are mounted on a specific vehicle that a motorman or a crew boards and a general vehicle other than the specific vehicle, of the plurality of vehicles that configures the train of vehicles, and in the state monitoring device, the amplitude ratio arithmetic processing unit extracts the one reference value on the basis of the data of the specific vehicle, of the data of the vehicles extracted by the data extraction unit, and calculates the ratio of the data of the general vehicle to the reference value, and the threshold determination processing unit determines existence or non-existence of an abnormal state of the general vehicle on the basis of a calculation result by the amplitude ratio arithmetic processing unit.
[Claim 11]

The state monitoring system according to claim 10, further comprising:

a vehicle information control device mounted on the specific vehicle capable of communicating with the state monitoring device, and configured to manage vehicle information regarding the vehicles that configures the train of vehicles, wherein the sensor signal from the sensor mounted on the general vehicle is input to the state monitoring device through the vehicle information control device.
[Claim 12]

The state monitoring system according to claim 9, wherein the sensor is installed on a vehicle body of the vehicle or a truck.
[Claim 13]

The state monitoring system according to claim 9, wherein the sensor is at least any of a vibration acceleration sensor that detects vibration acceleration, a sound sensor that detects sound, a strain gauge that measures strain, a thermocouple that measures a physical amount of heat, and a pressure sensor that detects pressure.
[Claim 14]

The state monitoring system according to claim 13, wherein, in a case where the sound sensors are mounted on the plurality of vehicles, the state monitoring device performs the state monitoring of the vehicles on the basis of sensor signals based on vehicle exterior noise generated outside the vehicles, or sensor signals based on vehicle interior noise generated inside the vehicles, of the sound detected by the sound sensors of the vehicles .
[Claim 15]

A train of vehicles configured from a plurality of connected vehicles, the train of vehicles comprising:

sensors respectively mounted on the plurality of vehicles that configures the train of vehicles; and a state monitoring device communicatively connected with the sensors and configured to perform state monitoring of the vehicles on the basis of sensor signals from the respective sensors, wherein the state monitoring device includes:

a signal detection processing unit configured to detect the sensor signals of the plurality of vehicles on which the sensors are mounted;

a data extraction unit configured to extract data of the vehicles corresponding to the sensor signals from the respective sensor signals detected by the signal detection processing unit;

an amplitude ratio arithmetic processing unit configured to extract one reference value on the basis of the data of the vehicles extracted by the data extraction unit and calculate ratios of the data of the vehicles to the reference value; and a threshold determination processing unit configured to determine existence or non-existence of an abnormal state of the vehicles on the basis of calculation results by the amplitude ratio arithmetic processing unit, wherein a determination result of the abnormal state by the threshold determination processing unit is shared by the vehicles of the train of vehicles.