JP2020023254A - Vehicle information communication system of railway vehicle - Google Patents

Abstract

To reduce power consumption of a slave unit of which a power supply is a battery, and reduce a replacement frequency of the battery provided in the slave unit.SOLUTION: A monitoring unit includes a power supply circuit connected to a battery, a vehicle state sensor which detects a state of a vehicle and detects a physical amount which increases in the case of abnormality, a processor connected to the vehicle state sensor, and a radio communication device connected to the processor. When a detection signal received from the vehicle state sensor determines that an abnormal state which satisfies a predetermined abnormal condition occurs, the processor makes the radio communication device transmit an abnormality signal indicating occurrence of an abnormal state. The vehicle state sensor does not transmit the detection signal to the processor when the detection value is below a threshold, and transmits the detection signal to the processor when the detection value exceeds the threshold.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a vehicle information communication system for a railway vehicle.

  There has been proposed a railway vehicle monitoring device that detects an abnormal state of a railway vehicle by processing a detection value of a sensor or the like mounted on each vehicle (for example, see Patent Documents 1 and 2).

JP 2012-100434 A JP 2012-58208 A

  By the way, if the power line is connected to the monitoring device in each vehicle in order to continue the operation of the monitoring device, a significant increase in cost due to the addition of the power line becomes a problem. To solve this problem, installing a battery in the monitoring device is an effective countermeasure, but the battery is consumed by the power consumption due to the processing of the sensor information in the monitoring device, and the battery must be replaced frequently. There is.

  Therefore, an object of the present invention is to reduce the power consumption of a monitoring unit and the frequency of replacement of a battery provided in the monitoring unit in a configuration in which a power supply of a monitoring unit that monitors an abnormality of a railway vehicle is a battery.

  A vehicle information communication system for a railway vehicle according to one embodiment of the present invention includes a power supply circuit connected to a battery, a vehicle state sensor that detects a physical quantity of a sensor that detects a state of the vehicle and that increases when an abnormality occurs, A processor connected to the vehicle state sensor, and a wireless communication device connected to the processor, comprising a monitoring unit mounted on the vehicle, wherein the processor receives a detection signal from the vehicle state sensor. When it is determined that an abnormal state that satisfies a predetermined abnormal condition has occurred, the wireless communication device transmits an abnormal signal indicating the occurrence of the abnormal state, and when the detection value of the vehicle state sensor falls below a threshold, If the detection value exceeds the threshold value while not transmitting the detection signal to the processor, the detection signal is transmitted to the processor.

  According to the above configuration, the vehicle state sensor transmits a detection signal to the processor when an abnormality may occur, that is, when the sensor detection value exceeds the threshold, and determines whether the processor has an abnormality. Does not transmit a detection signal to the processor when an abnormality cannot occur, that is, when the sensor detection value is lower than the threshold value. Therefore, an opportunity for transmission processing to the processor by the vehicle state sensor and an abnormality determination of the sensor detection value by the processor. Processing opportunities can be reduced. Therefore, the power consumption of the monitoring unit can be reduced, and the frequency of replacement of batteries provided in the monitoring unit can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, in the structure which used the power supply of the monitoring unit which monitors the abnormality of a railway vehicle as a battery, the power consumption of the monitoring unit can be reduced and the frequency of replacement of the battery provided in the monitoring unit can be reduced.

It is a schematic diagram of the train information communication system of the train set according to the embodiment. It is a block diagram of the vehicle information communication system shown in FIG. FIG. 3 is a block diagram of a slave unit (monitoring unit: abnormal traveling detection device) shown in FIG. 2. FIG. 3 is a block diagram of an operation check terminal shown in FIG. 2. FIG. 4 is a block diagram illustrating functions of a handset unit shown in FIG. 3 regarding handbrake looseness determination. FIG. 4 is a block diagram illustrating functions related to derailment determination of the slave unit shown in FIG. 3. 4 is a flowchart for explaining processing of a slave unit shown in FIG. 3. 7 is a vibration waveform graph illustrating a derailment determination by the first and second abnormal running determination units illustrated in FIG. 6. 3 is a flowchart for explaining processing of a master unit shown in FIG. 2.

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

  FIG. 1 is a schematic diagram of a train information vehicle communication system 10 according to the embodiment. As shown in FIG. 1, the vehicle information communication system 10 is applied to a train set in which a plurality of sub-vehicles are connected to a main vehicle, and specifically, a plurality of wagons 3 </ b> A to 3 </ b> C are connected to a locomotive 2. Applied to freight train 1. Although FIG. 1 shows only three freight wagons 3A to 3C for simplicity, generally, a large number (for example, 20 or more) freight wagons are connected to the locomotive 2 of the freight train 1.

  When the freight train 1 operates long distances, in order to efficiently combine freight wagons so that distribution costs are minimized, freight wagons with different destinations are separated at intermediate stations, or new freight cars are merged at intermediate stations. The connection of the freight wagons is performed. Therefore, the train set is frequently replaced at a station on the way.

  FIG. 2 is a block diagram of the vehicle information communication system 10 shown in FIG. As shown in FIGS. 1 and 2, the vehicle information communication system 10 includes a server 11, a master unit 12 mounted on the locomotive 2, and slave units 13A to 13C (monitoring units) mounted on wagons 3A to 3C, respectively. Unit or abnormal running detection device). The server 11 is communicably connected to the master unit 12 via a network N (for example, the Internet). The server 11 stores in advance ID correspondence information having a correspondence between a vehicle number, which is a number unique to each vehicle, and a vehicle ID, which is communication ID information of each vehicle. The server 11 stores not only the ID correspondence information of the freight train 1 but also the ID correspondence information of other freight trains in advance.

  The vehicle number includes a locomotive number which is a unique number of the locomotive 2 and a freight car number which is a unique number of the freight cars 3A to 3C. The vehicle ID includes a master unit ID (“M0” in FIG. 1), which is ID information for communication of the master unit 12 mounted on the locomotive 2, and slave units 13A to 13C mounted on each of the freight cars 3A to 3C. And the slave unit ID (“M1 to Mn” in FIG. 1) which is the ID information in the communication of C. The server 11 transmits the ID correspondence information to the master unit 12 via the network N.

  The network N is communicably connected to an existing operation management system provided at a command center 14 that performs operation management of each freight train including the freight train 1. The operation management system is based on a program for arranging each freight train based on a program for optimizing a combination of freight cars so as to achieve requirements such as a departure station / destination station and a delivery date of each freight car and maximize logistics efficiency. Has been created.

  That is, the operation management system of the command center 14 determines the connection position of each vehicle (including the locomotive 2 and the freight cars 3A to 3C) on the formation and the vehicle number (the locomotive number and the freight car number) of each vehicle. It has the respective organization information including the correspondence. The command center 14 extracts the formation information of the freight train 1 from the respective formation information and transmits the formation information to the master unit 12 via the network N. The connection position means the connection order from the leading vehicle in one train. For example, if the connection position of the locomotive 2 is “0”, the connection position of the first freight car directly connected to the locomotive 2 is "1" and the connection position of the second freight car connected to the first freight car is "2".

  Master unit 12 is a gateway between communication with slave units 13A-C and communication via network N. The master unit 12 includes a composition information receiving unit 21, an ID correspondence receiving unit 22, an ID composition recognizing unit 23, a calculating unit 24, a locomotive wireless communication unit 25, and a state output unit 26. The formation information receiving unit 21 receives the formation information of the freight train 1 (the correspondence between the connection position and the vehicle number) from the operation management system of the command center 14. The ID correspondence receiving unit 22 receives ID correspondence information (correspondence between a vehicle number and a vehicle ID) from the server 11.

  The ID formation recognizing unit 23 is based on the formation information of the freight train 1 received by the formation information receiving unit 21 and the ID correspondence relation information received by the ID correspondence relation receiving unit 22, and the slave unit ID of the freight train 1 of the own train. And a connection table X between the connection position of the wagons corresponding to the slave unit ID and the wagon numbers of the wagons 3A to 3C corresponding to the slave unit ID, and connected to the locomotive 2 of the freight train 1 The sub-unit IDs of the performed wagons 3A to 3C are recognized.

  As described above, information on the correspondence between the slave unit ID and the freight car number is prepared in the server 11 in advance, and the information is compared with each other using the train formation information already existing at the command center 14. In the freight train 1 whose trains are frequently replaced, the slave unit IDs of the wagons 3A to 3C connected to the locomotive 2 can be easily and quickly recognized.

  The operation unit 24 instructs the locomotive wireless communication unit 25 to perform wireless communication using the slave unit ID of the train formation recognized by the ID formation recognition unit 23, and transmits the state information received by the locomotive wireless communication unit 25. An output command is issued to the status output unit 26, and the like. The locomotive wireless communication unit 25 receives signals including status information regarding abnormalities or normalities of the freight cars 3A to 3C from the slave units 13A to 13C. As a wireless system of the locomotive wireless communication unit 25 and the slave units 13A to 13C, for example, an LPWA (Low Power Wide Area) capable of two-way communication can be used.

  FIG. 3 is a block diagram of the slave units 13A to 13C shown in FIG. Slave units 13A to 13C are devices that monitor freight cars 3A to 3C and detect abnormal running or the like. Since the slave units 13A to 13C have the same configuration, one slave unit 13A will be described as a representative. As shown in FIG. 3, the slave unit 13A includes a vibration sensor 31 (vehicle state sensor, physical quantity sensor), a traveling sensor 32, a processor 33, a storage device 34, a wireless communication device 35, a power supply circuit 36, an operation check switch 37, And a case 38. The slave unit 13A is connected to a hand brake sensor 67 and a brake pressure sensor 77 described later.

  The vibration sensor 31 is a type of a vehicle state sensor that detects the state of the freight car 3A, and is an example of a physical quantity sensor that detects a physical quantity that increases in an abnormal state. Specifically, the vibration sensor 31 is a sensor that detects the vertical acceleration of the wagon 3A. The vertical acceleration detected by the vibration sensor 31 is a physical quantity whose value tends to increase as the traveling speed of the wagons 3A to 3C increases. The vehicle state sensor is not limited to the vibration sensor 31, and may be, for example, a sensor that detects a bearing temperature of a bogie, which is a physical quantity whose value increases in an abnormal state. The vibration sensor 31 of the present embodiment has a built-in CPU, and selects transmission / non-transmission of a detection signal and selection of an activation state / sleep state according to a command from the processor 33 of the slave unit 13A. Etc. can be performed.

  The traveling sensor 32 is a sensor used for acquiring the traveling speed of the freight car 3A, and may be a speed sensor that detects the traveling speed or an acceleration sensor that detects acceleration in the traveling direction. When an acceleration sensor is used, the traveling speed may be obtained by integrating the detected acceleration by the processor 33.

  The processor 33 determines the state of the hand brake of the wagon 3A based on the detection signals of the hand brake sensor 67 and the brake pressure sensor 77. The processor 33 determines the occurrence of derailment based on the detection signals of the vibration sensor 31 and the travel sensor 32. The storage unit 34 is connected to the processor 33, and stores in advance a waveform pattern of vertical vibration acceleration generated when the vehicle runs abnormally, and the like. The wireless communication device 35 wirelessly transmits a signal together with its own slave device ID in response to a command from the processor 33. Since the wireless communication device 35 performs communication by half-duplex communication, power consumption for wireless communication is suppressed as compared with the case of communication by full-duplex communication. The wireless communication device 35 has a built-in CPU, and can select an activation state / sleep state or the like in response to a command from the processor 33.

  The power supply circuit 36 is connected to the replaceable battery B and supplies power to the slave unit 13A. The operation check switch 37 is configured to be operable by a magnetic force, and is turned off when no magnetic force is applied, and is turned on when a magnetic force is applied. When the operation confirmation switch 37 is turned on, the processor 33 confirms that the slave unit 13A operates normally, and if it operates normally, causes the wireless communication device 35 to wirelessly transmit a normal operation signal. That is, when the slave unit 13A does not operate normally, the normal operation signal is not wirelessly transmitted from the wireless communication device 35 even if the operation confirmation switch 37 is turned on. The processor 33 may be configured to transmit an abnormal operation signal to the wireless communication device 35 when the operation confirmation switch 37 is turned on in a state where the slave unit 13A does not operate normally.

  The case 38 houses a vibration sensor 31, a traveling sensor 32, a processor 33, a storage device 34, a wireless communication device 35, a power supply circuit 36, and an operation confirmation switch 37. The case 38 may have a configuration in which at least a portion facing the operation confirmation switch 37 has magnetic permeability. The case 38 of the present embodiment is made of a material (for example, synthetic resin) having magnetic permeability as a whole. Is formed.

  As described above, since the operation check switch 37 is housed in the case 38, the operation check switch 37 does not need to have a waterproof structure, and the case 38 can be disassembled by merely bringing a magnetic force source close to the case 38 from the outside. The operation confirmation switch 37 can be easily operated from the outside.

  FIG. 4 is a block diagram of the operation checking terminal 15 shown in FIG. As shown in FIG. 4, the operation check terminal 15 includes a magnet 41 (magnetic force generating source), a receiver 42, a processor 43, and an output device 44. The operation check terminal 15 can be carried by a worker by hand when performing a periodic inspection of a freight car or the like. The magnet 41 is a magnetic force generation source for operating the operation confirmation switch 37 of the slave unit 13A by applying a magnetic force thereto. The magnetic force source may be a permanent magnet or an electromagnet. The magnetic force source may be separate from the unit including the receiver 42, the processor 43, and the output device 44.

  The receiver 42 receives the normal operation signal transmitted by the wireless communication devices 35 of the slave units 13A to 13C. The processor 43 performs arithmetic processing using a volatile memory based on a program stored in a nonvolatile memory. The processor 43 causes the output device 44 to execute an output capable of identifying whether or not the receiver 42 has received the normal operation signal. The output device 44 is, for example, a display device. Note that the output device 44 only needs to perform an output for an operator to determine whether or not the receiver 42 has received a normal operation signal, and may be a wireless transmitter or a sound output device instead of the display device. .

  According to such a configuration, when the worker brings the magnet 41 of the operation check terminal 15 close to the case 38 of the slave unit 13A during the periodic inspection of the freight car or the like, the operation check result of the slave unit 13A is wirelessly transmitted. It is output to the operation check terminal 15 via the communication device 35. Therefore, normal operation of the slave units 13A to 13C can be easily checked only by preparing one operation check terminal 15.

  The normal operation of the slave units 13A to 13C is not checked every time the trains 3A to 3C are connected to the locomotive 2 but is checked at the time of regular inspection of each train 3A to 3C before the formation. This is performed by operating the switch 37. That is, the normal operation check of the slave units 13A to 13C is performed in the periodic inspection less frequently than the vehicle reorganization, so that the operation opportunity of the wireless communication device 35 can be reduced. The normal operation of the slave units 13A to 13C is not triggered by the reception of the request signal from the master unit 12, but is triggered by the operation of the operation check switch 37. There is no need to wait. Therefore, power consumption for confirming the operation of the slave units 13A to 13C using the battery B as a power source can be reduced, and the frequency of replacement of the battery B provided in the slave units 13A to 13C can be reduced.

  FIG. 5 is a block diagram for explaining a function of the handset unit 13A (13B, 13C) shown in FIG. That is, FIG. 5 is a drawing focusing on the hand brake incomplete solution determination in the slave unit 13A (13B, 13C). As shown in FIG. 5, the wagon 3A (3B, 3C) is equipped with a hand brake mechanism 60 for operating the brake shoe 4 by a human hand. The hand brake mechanism 60 is connected to the brake shoe 4 via a rod 61 and is connected to the bracket 62 via a rotating shaft 63 so as to be swingable. And a handle 66 capable of winding up the linear body 65. The hand brake mechanism 60 has a known configuration.

  In the present embodiment, a hand brake sensor 67 (vehicle state sensor) is added to a portion of the bracket 62 that is separated from the rotation shaft 63 by a predetermined distance. In the present embodiment, as an example, the hand brake sensor 67 is a proximity switch. A magnet 68 serving as a detection target of the hand brake sensor 67 is provided in a portion of the swing arm 64 that is separated from the rotation shaft 63 by the predetermined distance. The hand brake sensor 67 is connected by wire to the slave unit 13A and is electrically connected to the processor 33.

  In the loosened state in which the linear body 65 is not wound up by the handle 66 and the brake shoe 4 is completely separated from the wheel, the swing arm 64 is positioned at a position where the magnet 68 overlaps the hand brake sensor 67 by a spring (not shown). Has been energized. When the worker rotates the handle 66 in one direction and the linear body 65 is wound up and the swing arm 64 swings, the magnet 68 is manually braked in an unrelaxed state in which the brake 4 presses the wheel. It moves away from the sensor 67. That is, when the hand brake sensor 67 detects the magnetic force of the magnet 68, the hand brake mechanism 60 is in a loosened state, and when the hand brake sensor 67 does not detect the magnetic force of the magnet 68, the hand brake mechanism 60 Is in a state of relaxation.

  The wagon 3A (3B, 3C) is provided with a brake system 70 for operating the brake shoe 4 by operating the locomotive 2 from the driver's seat. The brake system 70 includes a common brake pipe 71 through which compressed air flows in connection with each wagon, an air reservoir 72 connected to the common brake pipe 71, and an intervening portion between the brake pipe 71 and the air reservoir 72. Control valve 73, a weight measuring valve 74 connected to the air reservoir 72, a load control valve 73 connected to the control valve 73 and the weight control valve 74, and an output from the load control valve 75 according to the loading weight of the wagon. And an individual brake pipe 76 for guiding the brake pressure of the compressed air to be applied to the brake shoe 4. The brake system 70 has a known configuration.

  In the present embodiment, a brake pressure sensor 77 that detects the braking pressure of the individual brake pipe 76 is added to the brake system 70. The brake pressure sensor 77 is wired to the slave unit 13A and electrically connected to the processor 33. The brake pressure sensor 77 may be a pressure sensor or a pressure switch.

  The processor 33 of the slave unit 13A includes a wireless communication device activation / sleep control unit 51 and a hand brake state determination unit 52 in terms of software. The wireless communication device activation / sleep control unit 51 and the hand brake state determination unit 52 are realized by the processor 33 performing arithmetic processing using a volatile memory based on a program stored in a nonvolatile memory.

  The wireless communication device activation / sleep control unit 51 sets the wireless communication device 35 to an activation state when a predetermined activation condition is satisfied, and sets the wireless communication device 35 to a sleep state when a predetermined sleep condition is satisfied. The activation condition includes a condition that a predetermined event that occurs between the time when the freight train 1 is formed and the time when the freight train 1 departs is detected. The sleep condition includes a condition that the event has not been detected.

  Specifically, the wireless communication device activation / sleep control unit 51 normally puts the wireless communication device 35 in a sleep state, and detects an event that the brake pressure detected by the brake pressure sensor 77 has exceeded a predetermined value. And the wireless communication device 35 are activated. When it is determined that the vertical acceleration detected by the vibration sensor 31 is abnormal, the wireless communication device activation / sleep control unit 51 sets the wireless communication device 35 from the sleep state to the activation state, and performs a transmission operation to the wireless communication device 35. Is performed.

  The hand brake state determination unit 52 determines, based on information from the hand brake sensor 67, whether the hand brake mechanism 60 is in the loosened state or in the loosened state. When the event that the brake pressure detected by the brake pressure sensor 77 exceeds the predetermined value is not detected, the hand brake state determination unit 52 performs wireless communication even if it is determined that the hand brake mechanism 60 is in the loosened state. No transmission command is issued to the communication device 35. When the event that the brake pressure detected by the brake pressure sensor 77 exceeds a predetermined value is detected and the hand brake mechanism 60 is determined to be in the loosened state, the hand brake state determination unit 52 detects an abnormality. A broadcast signal of the relaxation signal is transmitted together with its own handset ID as a signal.

  The master unit 12 (see FIG. 2) receives the looseness signal broadcast-transmitted from the slave units 13A to 13C at the locomotive wireless communication unit 25, and recognizes the slave ID of the looseness signal as the ID composition recognition unit 23. Is compared with the correspondence table X. Master unit 12 determines that an abnormality has occurred in its own freight train 1 when the slave unit ID of the received loosening signal matches the slave unit ID in correspondence table X of ID composition recognition unit 23. At the same time, it is specified which connection position of the wagon has an abnormality.

  As described above, the focus is on the period of the departure preparation state between the formation of the freight train 1 and the departure of the freight train 1, and when no event occurring during the period is detected, the slave units 13A to 13C are set. Since the wireless communication device 35 is placed in the sleep state, the power consumption of the wireless communication device 35 is greatly reduced. That is, there is no problem even if the hand brake mechanism 60 is in the loosened state before the freight train 1 is formed, and after the hand brake mechanism 60 is confirmed to be loosened when the freight train 1 departs. It is not necessary to check the state of the hand brake mechanism 60.

  Therefore, the wireless communication device 35 is put into the sleep state until an event that occurs during the departure preparation state is detected, and the wireless transmitter 35 is activated from the sleep state when the event is detected. Then, when it is detected that the hand brake mechanism 60 is in the loosened state, the wireless transmitter 35 transmits the loosened signal, and when it is detected that the hand brake mechanism 60 is in the loosened state, the wireless communication device 35 is transmitted. Thereby, reduction of the power consumption of the wireless transmitter 35 and notification of the loosening state of the hand brake mechanism 60 before departure are suitably realized.

  As described above, the wireless communication device 35 is in sleep mode except when the event occurs after the freight train 1 is formed and before the train departs, when an abnormality occurs (hand brake loosening, derailment, etc.), and when the operation check switch 37 is ON. By being in the state, the wireless communication device 35 can be kept in the sleep state as much as possible, and the power consumption of the wireless communication device 35 can be suitably reduced.

  After the freight train 1 is formed and before the freight train 1 departs, a procedure for normally confirming the normality of the brake system by increasing the brake pressure is defined. Using the slave unit 13A (13B, 13C), the brake pressure of the freight car 3A (3B, 3C) is received from the brake pressure sensor 77 by wire, so that the departure preparation state can be grasped without operating the wireless communication device 35. can do. Therefore, the power consumption of the wireless communication device 35 is further reduced.

  In addition, when the hand brake sensor 67 detects the hand brake unresolved, the wireless communication devices 35 of the slave units 13A to 13C do not specify and transmit the unresolved signal to the master unit ID, but transmit the unresolved signal to the slave unit ID. Since the broadcast is transmitted together with the machine ID, the slave units 13A to 13C do not need to receive the master ID in advance. Therefore, it is not necessary to put the wireless communication devices 35 of the slave units 13A to 13C in a reception standby state in order to receive the master ID from the master unit 12, and the communication operation of the slave units 13A to 13C is stopped. be able to. Therefore, the power consumption of the slave units 13A to 13C can be reduced, and the frequency of replacement of the battery B provided in the slave units 13A to 13C can be reduced.

  FIG. 6 is a block diagram illustrating a function related to the derailment determination of the slave unit 13A (13B, 13C) illustrated in FIG. That is, FIG. 6 is a drawing focusing on derailment determination in the slave unit 13A (13B, 13C). As shown in FIG. 6, the processor 33 of the slave unit 13A (13B, 13C) includes a sensor control unit 81, a first abnormal running determination unit 82, and a second abnormal running determining unit 83 in software. Prepare. These units 81 to 83 are realized by the processor 33 performing arithmetic processing using a volatile memory based on a program stored in a nonvolatile memory.

  When the detection value of the vibration sensor 31 is lower than the predetermined threshold A, the sensor control unit 81 does not cause the vibration sensor 31 to perform the operation of transmitting the detection signal to the processor 33. When the detection value of the vibration sensor 31 exceeds the threshold value A, the sensor control unit 81 causes the vibration sensor 31 to perform a transmission operation of a detection signal directed to the processor 33.

  That is, the vibration sensor 31 transmits a detection signal to the processor 33 when an abnormality may occur (when the detection value of the vibration sensor 31 exceeds the threshold value), and the processor 33 determines whether there is an abnormality. 31 indicates that no detection signal is transmitted to the processor 33 when no abnormality can occur (when the detection value of the vibration sensor 31 is less than the threshold value). Therefore, the opportunity of the transmission processing to the processor 33 by the vibration sensor 31 and the opportunity of the abnormality determination processing of the sensor detection value by the processor 33 can be reduced. Therefore, the power consumption of the slave units 13A to 13C can be reduced, and the frequency of replacement of the battery B provided in the slave units 13A to 13C can be reduced.

  Further, the vertical acceleration detected by the vibration sensor 31 tends to increase as the running speed of the wagons 3A to 3C increases during normal running, so that if the threshold value A is fixed, the accuracy of abnormality determination during high-speed running is improved. May decrease. Therefore, the sensor control unit 81 increases the threshold A stepwise or continuously as the traveling speed detected by the traveling sensor 32 increases. This reduces the chance that the vibration sensor 31 transmits a detection signal to the processor during normal high-speed running, thereby reducing power consumption.

  Further, as the traveling speed detected by the traveling sensor 32 decreases, the sensor control unit 81 decreases the sampling frequency of the detection signal received from the vibration sensor 31 stepwise or continuously. That is, since the traveling distance per unit time is short during low-speed traveling, the sampling frequency of the detection signal of the vibration sensor 31 is reduced as the traveling speed decreases, thereby increasing the power consumption while preventing the accuracy of abnormality detection from lowering. Can be suppressed.

  Further, since the traveling speed of the freight train 1 is unlikely to change suddenly, even if the sampling frequency of the traveling sensor 32 is reduced, it is unlikely that a change in the traveling speed is missed. Therefore, the sensor control unit 81 reduces the sampling frequency of the vibration sensor 31 and the sampling frequency of the traveling sensor 31 that is referred to for changing the threshold value A to be lower than the sampling frequency of the vibration sensor 31, thereby lowering the accuracy of abnormality detection. , Power consumption by the travel sensor 31 can be reduced.

  When determining that the traveling speed detected by the traveling sensor 32 is zero and the freight train 1 is in the stopped state, the sensor control unit 81 instructs the vibration sensor 31 to enter the sleep state. As described above, when the train is stopped without being affected by the abnormality, the power consumption by the vibration sensor 31 can be reduced by putting the vibration sensor 31 into the sleep state.

  FIG. 7 is a flowchart illustrating processing of the slave unit 13A (13B, 13C) illustrated in FIG. Hereinafter, a description will be given along the flow of FIG. 7 with reference to FIGS. First, the wagons 3A to 3C of the freight train 1 are in the garage, and the worker confirms the operation of the slave units 13A to 13C by using the operation check terminal 15 at a stage where the periodic inspection and the like are performed. That is, when the operator brings the magnet 41 close to the operation confirmation switch 37 of the slave unit 13A (13B, 13C) from the outside of the case 38, the operation confirmation switch 37 is turned on (step S1: N), which is triggered. The processor 33 performs an operation check (step S2).

  If the slave unit 13A (13B, 13C) does not operate normally, the processor 33 transmits an abnormal operation signal to the wireless communication device 35 if transmission is not possible. The normal operation signal is transmitted to 35 (step S3). When the operation confirmation terminal 15 receives the normal operation signal and outputs a message indicating that the normal operation has been confirmed by the output unit 44, the operator confirms that the slave unit 13A (13B, 13C) is normal. it can. When the operation check operation by the operation check terminal 15 is completed and the magnet 41 is separated from the slave unit 13A (13B, 13C), the operation check switch 37 is turned off (step S1: Y).

  Next, the hand brake state determination unit 52 determines whether or not the hand brake mechanism 60 has been loosened based on information from the hand brake sensor 67 (step S4). When the hand brake mechanism 60 is in the loosened state (Step S4: Y), the process proceeds to Step S9. If the hand brake mechanism 60 is in the loosened state (step S4: N), the wireless communication device activation / sleep control unit 51 determines whether the brake pressure detected by the brake pressure sensor 77 has exceeded the predetermined value. A determination is made (step S5). If the brake pressure does not exceed the predetermined value (step S5: N), the wireless communication device activation / sleep control unit 51 maintains the wireless communication device 35 in the sleep state, and proceeds to step S9.

  If the brake pressure exceeds the predetermined value (step S5: Y), it is determined whether the brake pressure has continued for a predetermined time or more (step S6). When the state where the brake pressure exceeds the predetermined value does not continue for the predetermined time or more (step S6: N), the wireless communication device activation / sleep control unit 51 maintains the wireless communication device 35 in the sleep state, and proceeds to step S9. Proceed to. If the state in which the brake pressure exceeds the predetermined value continues for the predetermined time or more (step S6: Y), the wireless communication device activation / sleep control unit 51 activates the wireless communication device 35 and the hand brake state determination unit 52 causes the wireless communication device 35 to broadcast the insolubility signal together with the child device ID (step S7).

  If the slave unit 13A (13B, 13C) has not received the acknowledgment of the indefinite signal from the master unit 12, the process returns to step S1 in order to broadcast the unresolved signal together with the slave ID again (step S1). S8: N). When the slave unit 13A (13B, 13C) has received the acknowledgment of the loosening signal from the master unit 12, the process proceeds to step S9.

  Next, the sensor control unit 81 of the slave unit 13A (13B, 13C) determines whether or not the freight train 1 is traveling based on information from the traveling sensor 32 (Step S9). When the freight train 1 is not traveling (Step S9: N), the sensor control unit 81 sets the vibration sensor 31 to the sleep state and returns to Step S1 without performing abnormal traveling monitoring. When the freight train 1 is traveling (step S9: Y), the vibration sensor 31 is activated to monitor the occurrence of abnormal traveling (step S10).

  Hereinafter, derailment monitoring will be described in detail as an example of abnormal traveling monitoring. FIG. 8 is an example of a vibration waveform graph showing the vertical acceleration generated in the wagon 3A (3B, 3C) when derailment occurs. In the vibration waveform at the time of derailment, although a large peak value is shown at the time when several seconds have passed from the occurrence of derailment, the peak value does not become sufficiently large in the initial stage immediately after the occurrence of derailment. Therefore, in the present embodiment, the derailment determination is performed in a plurality of steps in terms of time. Specifically, in the processor 33 of the slave unit 13A (13B, 13C), the first abnormal running determination unit 82 performs an initial-stage derailment determination, and the second abnormal running determination unit 83 performs a subsequent subsequent-stage derailment determination. I do.

  The memory 34 of the slave unit 13A (13B, 13C) stores the waveform pattern of the initial part of the abnormal running waveform corresponding to the waveform of the detection signal of the vibration sensor 31 generated when the freight car 3A (3B, 3C) runs abnormally. A plurality of initial waveform patterns are stored in advance. For the plurality of initial waveform patterns, a plurality of types of derailment vibration waveform patterns are obtained by a prior experiment or simulation, and a portion of the vibration waveform patterns during a predetermined initial period (for example, 1 to 4 seconds) from the occurrence of derailment. Is extracted.

  The first abnormal running determination unit 82 calculates the degree of coincidence of the waveform profile between the waveform of the detection signal received from the vibration sensor 31 and each of the plurality of initial waveform patterns stored in the storage unit 34 in advance. If the degree of matching satisfies a predetermined matching criterion, it is determined that abnormal running has occurred. For this determination, a known pattern matching technique can be used. For example, a correlation value between the waveform of the detection signal of the vibration sensor 31 and each of the initial waveform patterns stored in the storage device 34 is calculated as the degree of coincidence. Are determined to be approximate (matching).

The first abnormal running determination unit 82 determines that the matching degree between the waveform of the detection signal of the vibration sensor 31 and each of the initial waveform patterns stored in the storage unit 34 satisfies a predetermined matching criterion (for example, the matching degree is if there is a high threshold above T ₁ at which) ones, determines that derailed has occurred (step S11: N), the wireless communication device 35 from the sleep state to active state, the derailment signal as an abnormality signal to the radio communication device 35 Is transmitted by broadcast together with the child device ID (step S12). As described above, according to the first abnormal traveling determination unit 82, the derailment can be detected at the initial stage of the occurrence of the derailment, so that the derailment detection speed can be increased.

Even when the first abnormal running determination unit 82 does not determine that the degree of matching between the waveform of the detection signal of the vibration sensor 31 and each of the initial waveform patterns stored in the storage unit 34 is equal to or higher than the high threshold T ₁ , The second abnormal traveling determination unit 83 determines whether the detection signal of the vibration sensor 31 satisfies a predetermined abnormal traveling condition. That is, since the derailment is determined in two stages of the first abnormal traveling determining unit 82 and the second abnormal traveling determining unit 83, the derailment state that the first abnormal traveling determining unit 82 cannot completely determine is determined by the second abnormal traveling determining unit 83. Detection is possible, and detection accuracy of derailment is increased.

In the present embodiment, even if the coincidence degree by the first abnormality traveling judging section 82 is not determined to be high thresholds T ₁ or more, in the coincidence degree is middle threshold _{T 2 (T 2 <T 1} ) or Is determined, the second abnormal running determination unit 83 makes a derailment determination. Although various determination methods can be considered by the second abnormal traveling determination unit 83, a pattern matching technique is used as an example, as in the first abnormal traveling determination unit 82.

  Specifically, the storage unit 34 stores a plurality of waveform patterns, which are later than the initial part, in the abnormal running waveform corresponding to the waveform of the detection signal of the vibration sensor 31 generated when the freight car 3A (3B, 3C) runs abnormally. Is stored in advance. For the plurality of subsequent waveform patterns, a plurality of types of derailment vibration waveform patterns are obtained by a previous experiment or simulation, and a predetermined initial period (for example, 1 to 4 seconds) has elapsed from the occurrence of derailment among the vibration waveform patterns. The latter part is extracted.

  The second abnormal running determination unit 83 calculates the degree of matching between the waveform of the detection signal received from the vibration sensor 31 and each subsequent waveform pattern stored in the storage unit 34, and the degree of matching satisfies a predetermined matching criterion ( If it is higher than a predetermined threshold), it is determined that derailment has occurred. As described above, by performing the pattern determination in the second abnormal traveling determination unit 83 as well, the detection accuracy can be improved as compared with a simple threshold determination. Note that, instead of the pattern determination, the second abnormal traveling determination unit 83 may be configured to determine that derailment has occurred when the value of the detection signal received from the vibration sensor 31 exceeds a predetermined threshold. Then, the determination process of the second abnormal traveling determination unit 83 can be performed quickly.

  The first abnormal running determination unit 82 and the second abnormal running determination unit 83 do not perform the determination process when the detection value of the vibration sensor 31 is lower than a predetermined determination start threshold, while the detection value is less than the determination start threshold. When it exceeds, the judgment processing is performed. In this case, the first abnormal traveling determination unit 82 and the second abnormal traveling determining unit 83 perform the determination processing when the occurrence of an abnormality cannot occur (that is, when the detection value of the vibration sensor 31 falls below the determination start threshold). Since this is not performed, the power consumption of the slave unit 13A (13B, 13C) can be reduced.

  The determination start threshold value is set so as to increase stepwise or continuously as the traveling speed of the wagon 3A (3B, 3C) increases. This can reduce the possibility of erroneously determining a normal state as an abnormal state even when monitoring a vibration that increases as the traveling speed increases.

  Further, as an example of the abnormal traveling monitoring, abnormal traveling other than derailment may be monitored. The storage unit 34 stores in advance a plurality of abnormal waveform patterns associated with types of abnormal traveling. The association between these abnormal waveform patterns and types of abnormal traveling (for example, wheel derailment, wheel flatness, track abnormality, rotation abnormality of the bogie power transmission mechanism, etc.) is based on data obtained in advance through experiments or simulations. It is done based on.

  The abnormal running determination units 82 and 83 calculate the degree of matching between the waveform of the detection signal of the vibration sensor 31 and each of the abnormal waveform patterns stored in the storage unit 34, and if the degree of matching satisfies a predetermined matching criterion. For example, it is determined that an abnormal running corresponding to the abnormal waveform pattern that satisfies the matching criterion has occurred. In this way, by storing the waveform pattern in the storage unit 34 in association with the type of the abnormal traveling, it is possible to specify not only the occurrence of the abnormal traveling but also the type of the abnormal traveling. In addition, in the determination of occurrence of abnormal running other than derailment, pattern matching may be performed in two steps of an initial waveform pattern and a subsequent waveform pattern as in the case of derailment determination, or may be divided into an initial waveform and a subsequent waveform. Instead, pattern matching may be performed in one step.

  FIG. 9 is a flowchart illustrating processing of master unit 12 shown in FIG. The sequence of FIG. 9 is performed before departure of each station on the service route. Hereinafter, description will be given along the flow of FIG. 9 with reference to FIGS. 1 and 2 as appropriate. First, base unit 12 determines whether the current station to be departed is the first departure station on the service route or an intermediate station between the departure station and the terminal station (step S21). When the master unit 12 determines that the current station is not the departure station or the intermediate station (that is, the terminal station) (step S21: N), the sequence ends. When it is determined that the current station is the departure station or the intermediate station (step S21: Y), the base unit 12 requests the dispatch center 14 to transmit the formation information (connection position and vehicle number) of the freight train 1. (Step S22).

  Next, base unit 12 requests server 11 to transmit the ID correspondence information (vehicle ID and vehicle number) (step S23). The master unit 12 having received the composition information and the ID correspondence information creates the ID correspondence table X relating to the above-described composition information (step S24). Next, base unit 12 determines whether or not start preparation completion has been input (step S25). When the driver or the like inputs the completion of departure preparation (step S25: Y), the control valve 73 is operated to increase the brake pressure of the individual brake pipe 76, and the operation of the brake system 70 is confirmed (step S26). .

  At this time, when the locomotive wireless communication unit 25 receives the brake release signal from all of the slave units 13A to 13C (step S27: N), the operation unit 24 informs the state output unit 26 that the departure is OK. Output. On the other hand, when the locomotive wireless communication unit 25 receives the hand brake indefinite release signal (step S27: Y), the slave unit ID of the brake indefinite release signal is compared with the correspondence table X of the ID composition recognition unit 23. (Step S28). If the slave unit ID of the looseness signal received by the locomotive wireless communication unit 25 does not match the slave unit ID in the correspondence table X of the ID composition recognition unit 23 (step S28: N), the calculation unit 24 determines It is determined that the freight train 1 has no brake loosening and the status output unit 26 outputs that the departure is OK. In step S27, when the locomotive wireless communication unit 25 does not receive the handbrake unresolved signal from all of the slave units 13A to 13C, the calculation unit 24 outputs to the status output unit 26 that the departure is OK. May be.

  On the other hand, when the slave unit ID of the looseness signal received by the locomotive wireless communication unit 25 matches the slave unit ID in the correspondence table X of the ID composition recognition unit 23 (step S28: Y), the calculation unit 24 Then, the reception confirmation signal is transmitted to the slave unit 13A (13B, 13C) which has transmitted the relaxation signal (step S29). Then, the calculation unit 24 determines that the brake loosening has occurred in the freight train 1 of its own, specifies the connection position of the freight train in which the brake loosening has occurred, and transmits the information to the command center 14. To release the hand brake.

1 freight train (set train)
2 Locomotive (main vehicle)
3A-C freight car (secondary vehicle)
Reference Signs List 10 vehicle information communication system 11 server 12 master unit 13A-C slave unit (monitoring unit / abnormal traveling detection device)
15 Operation check terminal 21 Composition information receiving unit (composition information receiver)
22 ID correspondence receiving unit (ID correspondence receiver)
23 ID organization recognition unit (ID organization recognition unit)
31 Vibration sensor (vehicle state sensor / physical quantity sensor)
32 Running Sensor 33 Processor 34 Storage 35 Wireless Communication Device 36 Power Supply Circuit 37 Operation Confirmation Switch 38 Case 41 Magnet (Magnetic Force Source)
42 receiver 44 output device 60 hand brake mechanism 67 hand brake sensor 77 brake pressure sensor 82 first abnormal running determination unit (first abnormal running determining unit)
83 Second abnormal running determination section (First abnormal running determining section)
B Battery

Claims (5)

A power supply circuit connected to the battery, a sensor for detecting a state of the vehicle, a vehicle state sensor for detecting a physical quantity whose value increases when an abnormality occurs, a processor connected to the vehicle state sensor, and a sensor connected to the processor. Wireless communication device, comprising a monitoring unit mounted on the vehicle,
When the processor determines that the detection signal received from the vehicle state sensor has generated an abnormal state that satisfies a predetermined abnormal condition, the processor causes the wireless communication device to transmit an abnormal signal indicating the occurrence of the abnormal state,
The vehicle state sensor does not transmit a detection signal to the processor when the detection value is below a threshold, and transmits the detection signal to the processor when the detection value is above the threshold. Vehicle information communication system. The vehicle state sensor is a sensor that detects a physical quantity having a value that tends to increase as the traveling speed of the vehicle increases,
The vehicle information communication system for a railway vehicle according to claim 1, wherein the processor increases the threshold value as a traveling speed of the vehicle increases.   The vehicle information communication system according to claim 2, wherein the processor decreases a sampling frequency of the detection signal received from the vehicle state sensor as the traveling speed decreases. The processor is connected to a traveling sensor including a speed sensor or an acceleration sensor used for acquiring the traveling speed,
The vehicle information communication system for a railway vehicle according to claim 2, wherein a sampling frequency of the traveling sensor is lower than a sampling frequency of the vehicle state sensor.   The vehicle information communication system according to claim 4, wherein the processor sets the vehicle state sensor to a sleep state when the processor determines that the vehicle is in a stopped state based on the traveling speed detected by the traveling sensor.

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