JP2012205332A - Vehicle monitoring device and vehicle monitoring system using the same - Google Patents

Abstract

PROBLEM TO BE SOLVED: To more appropriately detect an failure situation in a vehicle, such as a railway vehicle.SOLUTION: A speed calculating part 11 and an acceleration/deceleration calculating part 12 detect the speed and acceleration of the railway vehicle as the behavior of the railway vehicle, based on a speed pulse signal [J]. Based on the speed and acceleration, which are detected by the speed calculating part 11 and the acceleration/deceleration calculating part 12, and operation signals [A] and [B] from an operating part of the railway vehicle, an failure detection processing part 15 determines whether the speed and acceleration, which are detected by the speed calculating part 11 and the acceleration/deceleration calculating part 12, correspond to abnormal behavior conditions set in advance based on the operation signals [A] and [B] from the operating part of the railway vehicle. When the speed and acceleration correspond to the abnormal behavior conditions, the failure detection processing part 15 generates an failure detection signal [L].

Description

  The present invention relates to a monitoring device for a vehicle such as a railway vehicle and a vehicle monitoring system using the same.

  In Patent Document 1 below, as a driving situation monitoring system for monitoring the driving situation of a transportation system such as a railway vehicle, a comparison is made between the driving conditions required when driving the transportation means and the current driving situation of the transportation means. A driving situation monitoring system comprising: a driving situation comparison unit that performs; and a driving situation determination unit that determines the validity of the current driving situation of the transportation facility based on a comparison result of the driving situation comparison unit. Yes.

  Further, in Patent Document 1 below, as an operation status monitoring system for monitoring the operation status of equipment, an operation for comparing an operation condition required when operating the equipment and the current operation status of the equipment is described. An operation status monitoring system is also disclosed that includes a status comparison unit and an operation status determination unit that determines the validity of the current operation status of the equipment based on the comparison result of the operation status comparison unit.

JP 2007-110888 A

  However, the conventional driving situation monitoring system compares the driving conditions required when driving the transportation with the current driving situation of the transportation, and based on the comparison result, the current driving situation of the transportation. Judging the validity of. Therefore, in the conventional driving situation monitoring system, even if the driver intends to perform a driving operation according to a driving condition different from a predetermined initial driving condition, the current driving situation of the transportation system is initially An abnormal situation in which the driving condition is continued according to the driving conditions (for example, even if the driver performs a sudden deceleration operation to avoid danger etc., the transportation system does not decelerate, An abnormal situation that would maintain the speed) could not be detected.

  In the conventional operation status monitoring system, the operation condition required when operating the equipment is compared with the current operation status of the equipment, and the current operation status of the equipment is determined based on the comparison result. Judging the validity of. Therefore, when this equipment is a railway vehicle or the like, if the operator performs an operation in accordance with a predetermined operation condition, an abnormal situation in which the vehicle such as the railway vehicle behaves in a manner that does not comply with the operation condition. (For example, an abnormal situation in which the vehicle accelerates despite the driver performing a deceleration operation as determined in advance) could not be detected.

  As described above, the conventional driving situation monitoring system and operation situation monitoring system cannot properly detect an abnormal situation of a vehicle such as a railway vehicle.

  The present invention has been made in view of such circumstances, and provides a vehicle monitoring apparatus that can more appropriately detect an abnormal situation of a vehicle such as a railway vehicle, and a vehicle monitoring system using the same. The purpose is to do.

  The following aspects are presented as means for solving the problems. The vehicle monitoring apparatus according to the first aspect is configured to detect, based on the detection means for detecting the behavior of the vehicle, the behavior detected by the detection means, and the driving operation signal from the driving operation unit of the vehicle. It is determined whether the detected behavior corresponds to a predetermined abnormal behavior condition based on a driving operation signal from the driving operation unit of the vehicle, and an abnormality detection signal is detected when the abnormal behavior condition is satisfied. And an abnormality detection processing means for generating.

  In this first aspect, the abnormality detection processing means detects the behavior detected by the detection means based on the behavior of the vehicle detected by the detection means and the driving operation signal from the driving operation section of the vehicle. Based on the driving operation signal from the driving operation unit of the vehicle, it is determined whether or not a predetermined abnormal behavior condition is met, and an abnormal detection signal is generated when the abnormal behavior condition is met. Therefore, according to the first aspect, since the abnormality of the vehicle can be detected by the abnormal behavior of the vehicle that cannot be generated from the operation state of the driving operation unit if it is normal, in the conventional monitoring system described above, An abnormal situation of the vehicle that could not be detected can be detected appropriately.

  In the vehicle monitoring apparatus according to a second aspect, in the first aspect, the behavior is the acceleration / deceleration of the vehicle, or the acceleration / deceleration and speed of the vehicle. This second aspect is a specific example of the behavior of the vehicle.

  The vehicle monitoring apparatus according to a third aspect is the vehicle monitoring apparatus according to the first or second aspect, wherein the vehicle is a railway vehicle, and the driving operation unit includes a master controller that generates a notch signal as the driving operation signal. In the third aspect, an example of a railway vehicle is given as the vehicle. But in the said 1st and 2nd aspect, the said vehicle is not limited to a rail vehicle, For example, the motor vehicle etc. which drive | work a road may be sufficient.

  The vehicle monitoring apparatus according to a fourth aspect is the vehicle monitoring apparatus according to any one of the first to third aspects, wherein the abnormality detection processing unit continues the behavior detected by the detection unit for a predetermined time in the abnormal behavior condition. Therefore, the abnormality detection signal is generated only in the case where it corresponds.

  According to the fourth aspect, since the abnormality detection signal is generated only when the behavior detected by the detection means continuously corresponds to the abnormal behavior condition for a predetermined time, an erroneous detection due to signal noise or the like is generated. Can be prevented, which is preferable. However, in the first to third aspects, the abnormality detection processing unit generates the abnormality detection signal even when the behavior detected by the detection unit instantaneously corresponds to the abnormal behavior condition. May be.

  The vehicle monitoring apparatus according to a fifth aspect is the vehicle monitoring apparatus according to any one of the first to fourth aspects, wherein the abnormality detection signal is generated and / or before and after the abnormality detection signal is generated in response to the abnormality detection signal. Recording means for recording information indicating the state of each part of the vehicle over a predetermined period of time is provided.

  According to the fifth aspect, since the recording unit is provided, the cause of the abnormality can be easily determined by using the information recorded by the recording unit.

  A vehicle monitoring system according to a sixth aspect includes a vehicle monitoring device according to any one of the first to fifth aspects, an alarm unit that issues an alarm to a driver of the vehicle in response to the abnormality detection signal, It is equipped with.

  According to the sixth aspect, since the alarm means is provided, the driver can appropriately cope with the abnormal state.

  ADVANTAGE OF THE INVENTION According to this invention, the monitoring apparatus of the vehicle which can detect the abnormal condition of vehicles, such as a railway vehicle, more appropriately, and the monitoring system of a vehicle using the same can be provided.

1 is a schematic block diagram schematically showing a monitoring device according to an embodiment of the present invention and related elements mounted on a railway vehicle together with the monitoring device. It is a schematic block diagram which shows typically the monitoring apparatus in FIG.

  Hereinafter, a vehicle monitoring device and a vehicle monitoring system according to the present invention will be described with reference to the drawings.

  FIG. 1 is a schematic block diagram schematically showing a vehicle monitoring apparatus 1 according to an embodiment of the present invention and related elements 2 to 10 mounted on a railway vehicle (not shown) together with the vehicle monitoring apparatus 1.

  In addition to the monitoring device 1 according to the present embodiment, the railway vehicle includes a mascon 2, a spare brake operation switch 3, a drive motor 4 that generates power for running the railway vehicle, an air brake, and the like. A main brake 5, a spare brake 6, a motor control unit 7, a brake control unit 8, a speed pulse signal generation unit 9, and an alarm unit 10 are mounted.

  In the present embodiment, the mass control 2 and the spare brake operation switch 3 constitute a driving operation unit that generates a driving operation signal.

  The mascon 2 is also called a master controller and is installed in the cab of the railway vehicle. The mascon 2 has a notch position of the main handle for generating driving operation signals such as power running (accelerator), brakes, and neutrals related to traveling of the railway vehicle. In the present embodiment, although not shown in the drawings, the mass control 2 has notch positions P1 to P6, N, B1 to B7, and EB, and the main handle is located at each notch position. The corresponding notch signal is output as the driving operation signal. The mascon 2 generates a notch signal corresponding to power running at the notch positions P1 to P6, and generates a notch signal in which the degree of power running increases in the order of P1 to P6. The master controller 2 generates a notch signal corresponding to the brake at the notch positions B1 to B7, and generates a notch signal in which the degree of braking increases in the order of B1 to B7. The mascon 2 generates a notch signal corresponding to an emergency brake having a large braking force at the EB notch position. At the N notch position, the mascon 2 generates a notch signal corresponding to a neutral position in which neither the accelerator nor the brake is operated. In the following description, the notch signal at each notch position is also described with the same reference numeral as the corresponding notch position. In FIG. 1, notch signals P1 to P6, N, B1 to B7, and EB generated by the master controller 2 are collectively referred to as an operation signal [A].

  The spare brake operation switch 3 is installed in the vicinity of the cab of the railway vehicle, separately from the mascon 2, and generates a drive operation signal for turning on and off the spare brake 6. The spare brake 6 is provided separately from the main brake 5 that operates in accordance with the notch signals B1 to B7 and EB of the master controller 2. In FIG. 1, this driving operation signal is referred to as an operation signal [B]. In the following description, among the operation signals [B], a signal for turning on the auxiliary brake 6 is referred to as an “on signal”, and a signal for turning off the auxiliary brake 6 is referred to as an “off signal”.

  Although not shown in the drawings, the railway vehicle is provided with an emergency operation unit that is operated in an emergency. By operating this emergency operation part, the power supply to the railway vehicle is cut off by lowering the pantograph, or the power supply part for the railway vehicle is electrically short-circuited to activate the overcurrent breaker to operate the main power supply. The circuit can be shut off.

  The drive motor 4 generates a driving force related to travel of the railway vehicle under the control of the motor control unit 7. The main brake 5 generates a braking force related to travel of the railway vehicle under the control of the brake control unit 8. The spare brake 6 is a safety brake and may be called a direct spare brake. The reserve brake 6 is a separate system from the main brake 5 and operates upon receiving an ON signal from the reserve brake operation switch 3 to generate a strong braking force related to the running of the railway vehicle.

  In FIG. 1, only one drive motor 4, main brake 5, and spare brake 6 are shown, but actually, a plurality of them are mounted on the railway vehicle. Further, in FIG. 1, only one master controller 2 and one spare brake operation switch 3 are shown, but in actuality, one is installed in each of the up cab and the down cab.

  When the motor control unit 7 receives the notch signals P1 to P6 of the operation signal [A] from the master controller 2, the drive motor 4 generates a driving force corresponding to the notch signal (performs a power running operation). ), The motor control signal [C] is supplied to the drive motor 4. Further, the motor control unit 7 sends the motor control signal [C] to the drive motor 4 so that the drive motor 4 performs a regenerative operation when receiving the notch signals B1 to B7 of the operation signal [A]. Supply.

  Further, the motor control unit 7 has a known self-diagnosis function, and whether or not the drive motor 4 is abnormal (this can be detected based on, for example, the amount of current flowing through the drive motor 4). When the motor control unit 7 is abnormal (this can be detected by a software or hardware watchdog timer or the like), if the drive motor 4 or the motor control unit 7 is abnormal, A motor control abnormality detection signal [F] indicating the abnormality is generated, and the motor control abnormality detection signal [F] is supplied to the monitoring device 1.

  Further, the motor control unit 7 generates a state signal [E] indicating whether the drive motor 4 is performing a power running or regenerative operation, and supplies the state signal [E] to the monitoring device 1.

  When receiving the notch signals B1 to B7 and EB of the operation signal [A] from the master controller 2, the brake control unit 8 causes the main brake 5 to generate a braking force according to the notch signal. A brake control signal [D] is supplied to the main brake 5.

  The brake control unit 8 has a known self-diagnosis function, and the main brake 5 is abnormal (this can be detected based on a signal from an air pressure sensor or the like provided in the main brake, for example). And whether or not the brake control unit 8 is abnormal (this can be detected by a software or hardware watchdog timer or the like), and the main brake 5 or the brake control unit 8 is abnormal. In some cases, a brake control abnormality detection signal [H] indicating the abnormality is generated, and this brake control abnormality detection signal [H] is supplied to the monitoring device 1.

  Further, the brake control unit 8 generates a state signal [G] indicating whether the brake control unit 8 recognizes any of the notch signals B1 to B7 and EB from the master controller 2, and the state signal [G] is monitored by the monitoring device 1. To supply.

  The speed pulse signal generator 9 is a known generator that generates a pulse signal (speed pulse signal [J]) having a period proportional to the rotation of the wheels of the railway vehicle. This speed pulse signal [J] is supplied to the monitoring device 1.

  The alarm unit 10 issues an alarm to the driver in response to the alarm command signal [K] supplied from the monitoring device 1. This alarm may be both a visual display alarm and an audio alarm, or only one of them. As the alarm unit 10, a display unit or a speaker provided in the cab of the railway vehicle may be used, or an alarm-dedicated display unit or buzzer may be provided separately from the existing display unit or speaker. Good. A vehicle monitoring system according to an embodiment of the present invention includes a monitoring device 1 and an alarm unit 10.

  The driver of the railway vehicle can take measures such as operating the emergency operation unit in response to an alarm from the alarm unit 10.

  FIG. 2 is a schematic block diagram schematically showing the monitoring device 1 in FIG. The monitoring device 1 according to the present embodiment includes a speed calculation unit 11, an acceleration / deceleration calculation unit 12, an operation signal determination unit 13, a state signal determination unit 14, an abnormality detection processing unit 15, and an alarm command signal output unit 16. And an information recording unit 17 and an abnormality detection signal determination unit 18. Each of these elements may be realized by hardware, or may be realized by software using a CPU or the like.

  The speed calculation unit 11 calculates the travel speed of the railway vehicle based on the speed pulse signal [J] from the speed pulse signal generation unit 9. The speed calculation unit 11 and the speed pulse signal generation unit 9 constitute speed detection means for detecting the speed (traveling speed) of the railway vehicle as the behavior of the railway vehicle. The acceleration / deceleration calculation unit 12 calculates the acceleration / deceleration of the railway vehicle based on the speed pulse signal [J]. The acceleration / deceleration calculating unit 12 and the speed pulse signal generating unit 9 constitute acceleration / deceleration detecting means for detecting the acceleration / deceleration of the traveling of the railway vehicle as the behavior of the railway vehicle. The speed detecting means and the acceleration / deceleration detecting means are not limited to the configuration using the speed pulse signal generator 9 such as GPS or speed pulse + GPS. In the present embodiment, the speed pulse signal generation unit 9, the speed calculation unit 11, and the acceleration / deceleration calculation unit 12 constitute detection means for detecting the behavior of the railway vehicle. Thus, in this embodiment, both the acceleration / deceleration and the speed of the railway vehicle are detected as the behavior of the railway vehicle. However, in the present invention, as described later, only the acceleration / deceleration of the railway vehicle may be detected as the behavior of the railway vehicle.

  The operation signal determination unit 13 is obtained from the operation switch 3 for the preliminary brake and whether the operation signal [A] obtained from the master controller 2 is the notch signals P1 to P6, N, B1 to B7, or EB. It is determined whether the operated operation signal [B] is an on signal or an off signal.

  The abnormality detection processing unit 15 includes the behavior of the railway vehicle (acceleration / deceleration and speed of the railway vehicle in the present embodiment) detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11, and a driving operation unit of the railway vehicle. Driving operation signal (in this embodiment, the operation signals [A] and [B] from the mass control 2 and the standby brake operation switch 3, that is, the determination result of the operation signal determination unit 13 in this embodiment) Based on the above, the behavior of the railway vehicle (acceleration / deceleration and speed of the railway vehicle in the present embodiment) detected by the acceleration / deceleration computing unit 12 and the speed computing unit 11 is obtained from the driving operation unit of the railway vehicle. Based on the driving operation signal (in this embodiment, the operation signals [A] and [B]), it is determined whether or not a predetermined abnormal behavior condition is satisfied, and when the abnormal behavior condition is satisfied Anomaly detection To generate a No. [L].

  In the present embodiment, the abnormality detection processing unit 15 applies the behavior of the railway vehicle detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11 continuously to the abnormal behavior condition for a predetermined time (for example, several seconds). The abnormality detection signal is generated only when the error is detected. The predetermined time can be set to 5 seconds, for example, but may be appropriately changed to another value. The predetermined time may be the same for all individual abnormal behavior conditions described later, or may be set as appropriate for each individual abnormal behavior condition. Further, it is preferable that the predetermined time can be appropriately changed and set. In the present invention, the abnormality detection processing unit 15 detects the abnormality even when the behavior of the railway vehicle detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11 instantaneously corresponds to the abnormal behavior condition. A signal may be generated.

  As the abnormal behavior condition, for example, it can be set as the OR of first to fourteenth individual abnormal behavior conditions described below, and when any of the following first to fourteenth abnormal behavior conditions is met In this case, the abnormal behavior condition may be satisfied. In the following description, when the acceleration / deceleration is positive, it means acceleration that increases, and when the acceleration / deceleration is negative, it means deceleration that decreases.

  As the first individual abnormal behavior condition, any one of the notch signals P1 to P6 is obtained as the operation signal [A] from the master controller 2, and the ON signal is obtained as the operation signal [B] from the preliminary brake operation switch 3. The acceleration / deceleration speed of the railway vehicle is greater than + a1 km / h / s. Here, the value a1 can be set to 0.0, for example, but may be appropriately changed to another value such as 0.5.

  The second individual abnormal behavior condition is that when the notch signal P1 is obtained as the operation signal [A] from the master controller 2 and the off signal is obtained as the operation signal [B] from the operation switch 3 for the preliminary brake, The condition is that the speed of the railway vehicle is less than v2 km / h and the acceleration / deceleration speed of the railway car is less than + a2 km / h / s. Here, the value v2 can be set to 2.5 and the value a2 can be set to 0.0, for example. However, these values may be appropriately changed to other values.

  The third individual abnormal behavior condition is that when the notch signal P2 is obtained as the operation signal [A] from the master controller 2 and the off signal is obtained as the operation signal [B] from the operation switch 3 for the preliminary brake, The condition is that the speed of the railway vehicle is less than v3 km / h and the acceleration / deceleration speed of the railway car is less than + a3 km / h / s. Here, the value v3 may be 14.0, for example, and the value a3 may be 0.0, for example, but these values may be appropriately changed to other values.

  As for the fourth individual abnormal behavior condition, any one of the notch signals P3 to P6 is obtained as the operation signal [A] from the master controller 2, and the off signal is obtained as the operation signal [B] from the preliminary brake operation switch 3. The railway vehicle speed is v4 km / h or more, and the acceleration / deceleration speed of the railway vehicle is less than + a4 km / h / s. Here, the value v4 can be set to 14.0, for example, and the value a4 can be set to 0.0, for example, but these values may be appropriately changed to other values.

  The fifth individual abnormal behavior condition is that when the notch signal B1 is obtained as the operation signal [A] from the mascon 2, the speed of the railway vehicle is greater than v5 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition that is not less than −a5 km / h / s. Here, the value v5 can be set to 0.0, for example, and the value a5 can be set to 0.3, for example, but these values may be appropriately changed to other values.

  The sixth individual abnormal behavior condition is that when the notch signal B2 is obtained as the operation signal [A] from the mascon 2, the speed of the railway vehicle is greater than v6 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition that is not less than −a6 km / h / s. Here, the value v6 can be set to 0.0, for example, and the value a6 can be set to 0.6, for example, but these values may be appropriately changed to other values.

  The seventh individual abnormal behavior condition is that when the notch signal B3 is obtained as an operation signal [A] from the master controller 2, the speed of the railway vehicle is greater than v7 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition that is at least −a7 km / h / s. Here, the value v7 can be set to 0.0, for example, and the value a7 can be set to 0.8, for example, but these values may be appropriately changed to other values.

  The eighth individual abnormal behavior condition is that when the notch signal B4 is obtained as the operation signal [A] from the master controller 2, the speed of the railway vehicle is greater than v8 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition that is at least −a8 km / h / s. Here, the value v8 can be set to 0.0, for example, and the value a8 can be set to 1.1, for example, but these values may be appropriately changed to other values.

  The ninth individual abnormal behavior condition is that when the notch signal B5 is obtained as the operation signal [A] from the master controller 2, the speed of the railway vehicle is greater than v9 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition that is −a9 km / h / s or more. Here, the value v9 can be set to 0.0, for example, and the value a9 can be set to 1.4, for example, but these values may be appropriately changed to other values.

  The tenth individual abnormal behavior condition is that when the notch signal B6 is obtained as an operation signal [A] from the mascon 2, the speed of the railway vehicle is greater than v10 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition of −a10 km / h / s or more. Here, the value v10 can be set to 0.0, for example, and the value a10 can be set to 1.7, for example, but these values may be appropriately changed to other values.

  The eleventh individual abnormal behavior condition is that when the notch signal B7 is obtained as the operation signal [A] from the master controller 2, the speed of the railway vehicle is greater than v11 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition of −a11 km / h / s or more. Here, the value v11 can be set to 0.0, for example, and the value a11 can be set to 2.0, for example, but these values may be appropriately changed to other values.

  The twelfth individual abnormal behavior condition is that when the notch signal EB is obtained as the operation signal [A] from the master controller 2, the speed of the railway vehicle is greater than v12 km / h, and the acceleration / deceleration speed of the railway vehicle is Is a condition of −a12 km / h / s or more. Here, the value v12 can be set to 0.0, for example, and the value a12 can be set to 2.9, for example, but these values may be appropriately changed to other values.

  The thirteenth individual abnormal behavior condition is that when the notch signal N is obtained as the operation signal [A] from the master controller 2 and the off signal is obtained as the operation signal [B] from the preliminary brake operation switch 3, This is a condition that the acceleration / deceleration of the railway vehicle is + a13 km / h / s or more. Here, the value a13 can be set to 2.2, for example, but this value may be appropriately changed to another value.

  In the 14th individual abnormal behavior condition, when the notch signal N is obtained as the operation signal [A] from the master controller 2 and the off signal is obtained as the operation signal [B] from the preliminary brake operation switch 3, This is a condition that the acceleration / deceleration of the railway vehicle is −a14 km / h / s or less. Here, the value a14 can be set to 4.8, for example, but this value may be appropriately changed to another value.

  In addition, it is preferable that the speed and acceleration values in each individual abnormal behavior condition can be appropriately changed and set.

  The abnormal behavior condition is not limited to this example. For example, among the first to fourteenth individual abnormal behavior conditions, only the first, thirteenth and fourteenth individual abnormal behavior conditions are adopted, and the OR of these three individual abnormal behavior conditions is used as the abnormal behavior condition. Good. In this case, since the individual abnormal behavior condition does not include the speed condition of the railway vehicle, only the acceleration / deceleration of the railway vehicle may be detected as the behavior of the railway vehicle.

  In the individual abnormal behavior condition, the case is not classified due to factors such as the gradient of the travel point of the railway vehicle. However, one individual abnormal behavior condition in the above example is determined depending on whether the traveling point of the railway vehicle is flat, uphill or downhill (since the gradient status of each running point is known, Depending on the travel point (specifically, about a kilometer, etc.), it may be divided into cases.

  In the present embodiment, the abnormality detection processing unit 15 uses the individual abnormality behavior as the abnormality detection signal [L] so that the information recording unit 17 can record information about which individual abnormality behavior condition is met. Different types of abnormality detection signals are output depending on the conditions. However, the information recording unit 17 does not necessarily need to record information about which individual abnormal behavior condition is met. In that case, the abnormality detection processing unit 15 determines which individual abnormal behavior condition is met. Regardless, one type of abnormality detection signal may be output as the abnormality detection signal [L].

  In response to the abnormality detection signal [L] from the abnormality detection processing unit 15, the alarm command signal output unit 16 sends an alarm indicating abnormal behavior to the alarm unit 10 (see FIG. 1) as the alarm command signal [K]. A command signal for generation is generated, and the command signal is supplied to the alarm unit 10. In response to this command signal, the alarm unit 10 generates an alarm indicating an abnormal behavior.

  The abnormality detection signal determination unit 18 determines whether or not the motor control abnormality detection signal [F] is obtained from the motor control unit 7 and whether or not the brake control abnormality detection signal [H] is obtained from the brake control unit 8. It is determined.

  In the present embodiment, the alarm command signal output unit 16 outputs the alarm command signal when the motor control abnormality detection signal [F] is obtained from the motor control unit 7 according to the determination result of the abnormality detection signal determination unit 18. As [K], a command signal for causing the alarm unit 10 to generate an alarm indicating that the motor control is abnormal is generated, and the command signal is supplied to the alarm unit 10. In response to the command signal, the alarm unit 10 generates an alarm indicating that the motor control is abnormal. Further, the alarm command signal output unit 16 outputs an alarm command signal [K] when the brake control abnormality detection signal [H] is obtained from the brake control unit 8 according to the determination result of the abnormality detection signal determination unit 18. Then, a command signal for causing the alarm unit 10 to generate an alarm indicating that the brake control is abnormal is generated, and the command signal is supplied to the alarm unit 10. In response to the command signal, the alarm unit 10 generates an alarm indicating that the brake control is abnormal.

  The state signal determination unit 14 indicates whether the state signal [E] obtained from the motor control unit 7 indicates power running or regeneration, and the state signal [G] from the brake control unit 8 indicates the brake control unit 8. It is determined which of the notch signals B1 to B7 and EB is recognized.

  In response to the abnormality detection signal [L] from the abnormality detection processing unit 15, the information recording unit 17 performs a predetermined period when the abnormality detection signal [L] occurs and / or before and after the occurrence of the abnormality detection signal [L]. The information indicating the state of each part of the railway vehicle is recorded on a recording medium (not shown).

  Specifically, for example, the information recording unit 17 uses the occurrence time, the train configuration of the railway vehicle, the train number of the railway vehicle, the rear station name, the distance between stations as information when the abnormality detection signal [L] is generated. The type of notch signal obtained as the operation signal [A], the speed of the railway vehicle, the acceleration / deceleration of the railway vehicle, the voltage of each part, the air pressure of each part, and the type of the corresponding individual abnormal behavior condition are recorded. In addition, for example, the information recording unit 17 may perform a predetermined sampling period (for example, 500 msec) in a predetermined period (for example, 6 minutes from 3 minutes before the occurrence to 3 minutes after the occurrence) before and after the occurrence of the abnormality detection signal [L]. Sampling time, type of notch signal obtained as the operation signal [A], whether the operation signal [B] is an on signal or an off signal, the speed of the railway vehicle, the railway Acceleration / deceleration of vehicle, determination result by state signal determination unit 14 (whether state signal [E] indicates power running or regeneration, and state signal [G] from brake control unit 8 is notched by brake control unit 8 Which of the signals B1 to B7 and EB indicates that it is recognized as being received) is recorded.

  In the present embodiment, as described above, the abnormality detection processing unit 15 performs the behavior of the railway vehicle detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11 (in this embodiment, the acceleration / deceleration of the railway vehicle). And speed) and a driving operation signal from the driving operation unit of the railway vehicle (in this embodiment, the operation signals [A] and [B] from the master controller 2 and the auxiliary brake operation switch 3, that is, this embodiment. Then, based on the determination result of the operation signal determination unit 13, the behavior of the railway vehicle detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11 (in the present embodiment, the acceleration / deceleration and speed of the railway vehicle). ) Corresponds to a predetermined abnormal behavior condition based on a driving operation signal (in this embodiment, the operation signals [A] and [B] in this embodiment) from the driving operation unit of the railway vehicle. And the different It generates an abnormality detection signal [L] where applicable the behavior condition.

  Therefore, according to the present embodiment, the abnormality of the railway vehicle can be detected based on the abnormal behavior of the railway vehicle that cannot be generated from the operation state of the master controller 2 and the standby brake operation switch 3 if it is normal. Therefore, it is possible to appropriately detect an abnormal situation of the vehicle that could not be detected by the above-described conventional monitoring system.

  By the way, in the present embodiment, as described above, when the motor control unit 7 has a self-diagnosis function and the drive motor 4 or the motor control unit 7 has an abnormality, a motor control abnormality detection signal [ F]. In the present embodiment, as described above, when the brake control unit 8 has a self-diagnosis function and the main brake 5 or the brake control unit 8 is abnormal, a brake control abnormality detection signal [ H]. Therefore, the abnormal state of the railway vehicle can be detected also by the self-diagnosis function of the motor control unit 7 and the self-diagnosis function of the brake control unit 8, which is preferable.

  Unlike the present embodiment, the abnormal state of the railway vehicle is detected only by the self-diagnosis function of the motor control unit 7 and the self-diagnosis function of the brake control unit 8, and if the abnormality detection processing unit 15 is removed, the motor If the self-diagnosis function of the control unit 7 and the brake control unit 8 is impaired or the transmission path for transmitting the abnormality detection signals [F] and [H] is disconnected, the motor control operation of the motor control unit 7 Even if an abnormality occurs in the drive motor 4, an abnormality occurs in the brake control operation of the brake control unit 8 or the main brake 5, the abnormal state of the railway vehicle cannot be detected at all. .

  On the other hand, in this embodiment, since the abnormality detection processing unit 15 is provided, the self-diagnosis function of the motor control unit 7 and the brake control unit 8 is impaired, or abnormality detection signals [F] and [H] are generated. Even if the transmission line is disconnected, the abnormality of the railway vehicle is detected by the abnormal behavior of the railway vehicle that cannot be generated from the operation state of the master controller 2 and the standby brake operation switch 3 if it is normal. can do.

  Further, in the present embodiment, as described above, the abnormality detection processing unit 15 determines that the behavior of the railway vehicle detected by the acceleration / deceleration calculation unit 12 and the speed calculation unit 11 corresponds to the abnormal behavior condition for a predetermined time (for example, The abnormality detection signal is generated only when it corresponds continuously for several seconds. Therefore, according to the present embodiment, it is possible to prevent erroneous detection due to signal noise or the like, which is preferable.

  Furthermore, in this embodiment, as described above, the information recording unit 17 records the information in response to the abnormality detection signal [L] from the abnormality detection processing unit 15. Therefore, according to the present embodiment, the cause of the abnormality can be easily investigated by using this information.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the embodiment. For example, the information recording unit 17 is not necessarily provided. Further, the motor control unit 7 and the brake control unit 8 do not necessarily have a self-diagnosis function. Furthermore, the present invention is not limited to motor-controlled railway vehicles, and can be applied to other railway vehicles such as engine-controlled trains and monitoring devices for various vehicles other than railway vehicles such as automobiles traveling on roads. it can.

DESCRIPTION OF SYMBOLS 1 Monitoring apparatus 2 Masscon 3 Operation switch for spare brakes 9 Speed pulse signal generation part 10 Alarm part 11 Speed calculation part 12 Acceleration / deceleration calculation part 15 Abnormality detection processing part

Claims (6)

Detection means for detecting the behavior of the vehicle;
Based on the behavior detected by the detection means and the driving operation signal from the driving operation unit of the vehicle, the behavior detected by the detecting means is based on the driving operation signal from the driving operation unit of the vehicle. An abnormality detection processing means for determining whether or not a predetermined abnormal behavior condition is satisfied, and generating an abnormality detection signal when the abnormal behavior condition is satisfied;
A vehicle monitoring device comprising:   The vehicle monitoring apparatus according to claim 1, wherein the behavior is an acceleration / deceleration of the vehicle or an acceleration / deceleration and a speed of the vehicle. The vehicle is a railway vehicle;
The vehicle monitoring device according to claim 1, wherein the driving operation unit includes a mascon that generates a notch signal as the driving operation signal.   4. The abnormality detection processing unit generates the abnormality detection signal only when the behavior detected by the detection unit corresponds to the abnormal behavior condition continuously for a predetermined time. The vehicle monitoring device according to any one of the above.   In response to the abnormality detection signal, recording means is provided for recording information indicating the state of each part of the vehicle during a predetermined period when the abnormality detection signal is generated and / or before and after the occurrence of the abnormality detection signal. The monitoring device according to any one of claims 1 to 4. The vehicle monitoring device according to any one of claims 1 to 5,
Alarm means for issuing an alarm to a driver of the vehicle in response to the abnormality detection signal;
A vehicle monitoring system comprising:

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