JP4270553B2 - Seismic derailment prevention latch operation system with video sensor - Google Patents

Description

  The present invention relates to a system for detecting an abnormal gap generated between a wheel and a track due to abnormal vibration such as an earthquake in a running train and preventing derailment.

Earthquakes are divided into earthquakes that occur between large plates surrounding the earth and earthquakes that occur inside the plates. The former earthquake is called the trench type because the plate boundary is near the trench in the vicinity of Japan, and its epicenter is usually near the trench far from the land. In response to this type of earthquake, earthquake countermeasures for trains are to detect occurrences immediately, stop trains, and prevent disasters. The principle is that earthquake vibrations diffuse and propagate radially from the epicenter, but there are P (Primary) waves that propagate fast in the ground and S (Secondary) waves and surface waves that propagate slowly in the ground. Caused by S waves and surface waves. Therefore, a system has been constructed in which a large number of seismic vibration detectors are distributed on the ground surface, and simultaneously with P wave detection, an earthquake occurrence alarm is generated with an electric signal, transmitted to the train, and the train is stopped. Non-Patent Document 1 describes the latest earthquake countermeasure method for trains.
Yutaka Nakamura, present and future of the world's first practical P-wave warning system “Yuredas”, Proceedings of the 2nd Symposium on Real-time Earthquake Disaster Prevention System of the Japan Society of Civil Engineers 107-112, Japan Society of Civil Engineers Earthquake Engineering Committee Real-time Earthquake Disaster Prevention Research Subcommittee

In the above method, no active disaster prevention measures are taken other than stopping the train in the period from when the earthquake is detected until the train stops. On the other hand, an anti-seismic derailment prevention latch device that prevents a derailment by extending a rod-like latch attached near the vehicle wheel immediately after detection of the P wave toward the bottom of the track from the vicinity of the running of the wheel flange. Has been filed. The contents of the application are shown in Patent Document 1.
Japanese Patent Application No. 2004-52449

  The latter intraplate earthquake is called an inland earthquake, and the 1995 Hyogo-ken Nanbu Earthquake is this type of earthquake. Inland earthquakes are often inland, and inland earthquakes use the difference in the transmission speed of P and S waves, which is a seismic countermeasure in the case of trench-type earthquakes. As shown, it is not always possible to afford time for disaster prevention processing. Accordingly, there is a need for means for preventing derailment of a running train immediately when an inland earthquake or abnormal vibration is detected for other reasons.

On the other hand, in order to prevent derailment, there are a mechanical method and an electrical method as means for keeping the wheel to be derailed on the track. Since the present invention is mainly based on a mechanical method, a conventional method for preventing derailment by a mechanical method will be described. As a derailment prevention measure at the time of an earthquake using a mechanical principle, a device for preventing derailment by installing a derailment prevention pile material outside the track has been proposed. However, constructing all the piles as proposed along the track requires the construction of a huge structure, which is a big problem when put to practical use. Details of this apparatus are described in Patent Document 2.
Japanese Patent Application No. 7-225541

  If you encounter an abnormal vibration such as an earthquake while the train is running, you may derail. The running train has a large kinetic energy in the direction of travel. Therefore, if a part of the train derails, as shown in FIG. 10, the wheels will come off the track 3 and travel on the surface where the sleepers 60 and gravel 61 exist, and the wheels A large resistance is applied to the traveling direction, the speed of the traveling direction of the train rapidly decreases, the traveling direction is not fixed, and the vehicle is off the track. At this time, if there is a vehicle that is not derailed at the rear, as shown in FIG. 11, when the train is traveling in the positive direction of the X axis, the leading vehicle 70 is the second following vehicle. The vehicle 71 is pushed in the traveling direction, and the vehicle may be greatly off track. In addition, at this time, if the train is traveling on the track provided in the opposite direction, the opposing vehicles may collide with each other. In such a situation, there is a risk of a major accident. Although not due to an earthquake, the 1963 Tsurumi Train Accident caused catastrophe, with derailment being the first cause. This invention is intended to prevent the derailment of the vehicle from occurring when the running train is struck by an earthquake, or for some reason the gap between the track and the wheel becomes large and there is a possibility of derailment. Is an issue.

The above object is achieved by the present invention having the following features. That is, the invention described in claim 1 is
Seismic derailment with video sensor, including a seismic derailment prevention latch device consisting of a structure that is firmly attached to the car body at the lower part of the railway car body, above the head of the track, and in a position that does not interfere with the wheels when traveling. In the prevention latch actuation system,
An image sensor is provided at a position attached to the vehicle body in the vicinity of the wheel so that the contact surface between the track and the wheel can be imaged. The image sensor is provided with a function capable of detecting an abnormality of the contact surface based on data prepared in advance. Based on the data of the contact surface imaged in real time during running, a command is given to extend to a rod-shaped latch connected to a vertically extending rod that forms part of the seismic derailment prevention latch device. With functionality,
In the vicinity of the head of the inside of the line of the latch of the rod-shaped line, a region where the wheel flange is traveling, and a structure for vertically toward the bottom of the line from that region, during normal traveling wheels equal to the tip of the flange, or there above the tip of the flange, immediately after being allowed to detect an abnormality of the contact surface, in accordance with the degree of the abnormality, toward the bottom surface of the flange of the tip from the line The structure where the tip reaches the lower part is variable and expands,
A structure provided at a top portion of the latch and having a fulcrum that allows the latch to rotate in a plane including a direction and a height direction of the line, and the extended latch is provided on a side surface of the middle part of the line. When the contact is made, the latch is rotated in a plane including the direction and the height direction of the line by the amount pushed by the structure on the side surface of the middle part of the line .
In addition to the invention described in claim 1, the invention described in claim 2 can operate the seismic derailment prevention latch operating system with the image sensor regardless of interruption of power supply from the vehicle body. characterized in that it comprises a self-a a power source.

  According to the present invention, a judgment is made based on information acquired by a video sensor attached in the vicinity of the track, and a state in which an abnormal gap between the track and the wheel is caused by vibration such as an earthquake is detected. By using the system according to the above, it is possible to prevent the derailment by preventing the phenomenon that the wheel rides on the track.

The wheel flange has the role of allowing the vehicle wheel to travel on the track without detaching from the track. In the present invention provided with a seismic derailment latching device having a rod-shaped latch near the flange of the line is running, on the basis of the line and the wheel obtains information of the installed image sensor in the vicinity of, actuates the latch, flange It has realized to strengthen the role of preventing derailment.

FIG. 1 shows a state in which a seismic derailment prevention latch operating system with a video sensor according to the present invention is attached to a vehicle. 1 is a vehicle body, 2 is a wheel, 3 is a track, 4 is a current collector, 5 is an overhead wire, 6 is a seismic derailment prevention latch device, 7 is a video sensor, 8 is a latch operation determination / command processing unit, and 9 is a transmission cable. . The vehicle 1 is assumed to be a train, but can be applied to all railway vehicles other than the train. Although FIG. 1 shows one vehicle, when a train is configured, the present invention can be applied to a vehicle configuring the train. As a representative example, the principle of the present invention will be described using a train that travels with power supplied from the overhead wire 5 through the current collector 4. The seismic derailment prevention latch operation system with an image sensor includes an earthquake resistance derailment prevention latch device 6, an image sensor 7, a latch operation determination / command processing unit 8, and a transmission cable 9. Video sensor 7 is attached takes a position where it can monitor the gap state of the wheel 2 and the line 3, monitoring, through the transmission cable 9 the obtained video, and transmits the latch actuating judgment and command processing unit 8. Based on the video data, the latch operation determination / command processing unit 8 determines the necessity of extension of the latch and sends an operation signal to the seismic derailment prevention latch device 6. The upper part of the seismic derailment prevention latch device 6 is firmly attached to the vehicle body 1 and is structured such that the latch reaches the middle part of the track 3 when necessary. Although the seismic derailment prevention latch device 6 is located in the middle of the wheel 2 in FIG. 1, it is shown as a representative example, and if it does not actually interfere with other objects between the vehicle body 1 and the track 3, It can also be attached to the location.

  In order to make the explanation easier to understand, the direction of the line is defined as the X axis, the Y axis in the plane parallel to the ground surface orthogonal to the X axis, and the height direction as the Z axis. Show.

FIG. 2 shows the relationship between the track 3 and the seismic derailment prevention latch device 6. Although the wheel 2 is shown by a dotted line, it shows a normal running state on the track 3, and the flange 11 of the wheel 2 serves to prevent the wheel 2 from always coming off from the inside of the pair of tracks 3. Have. Seismic derailment rats tip 10 of the switch for normal storage conditions the same as or flange 11, and it than along the Z axis is set up. FIG. 2 shows the state on the right side when viewed from the traveling direction, but the same configuration is applied to the left side that is symmetric about the Z axis.

FIG. 3 shows a state in which the image sensor 7 according to the present invention images the contact surface between the track 3 and the wheel 2. Reference numeral 15 denotes a line of sight of the image sensor. The image sensor 7 is attached to the vehicle body 1 in the vicinity of the wheel 2 and images the portion where the wheel 2 in the direction indicated by the line of sight 15 of the image sensor contacts the track. Although FIG. 3 shows one wheel portion, a plurality of similar image pickup locations are installed in the vehicle body 1 as necessary in order to accurately detect the vibration of the vehicle body or the train.

Figure 4 operates line 3 and Seismic derailment latch device 6, the tip 20 of the seismic derailment latched state of operation stepwise in the negative direction of the Z axis from the front end of the flange 11, and if necessary, It shows the state when deeply extending. 21 is the bottom of the head of the track.
The seismic wave exerts a force on the track 3 and the vehicle body 1 and generates a unique vibration corresponding to the physical properties of the track 3 and the vehicle body 1. At this time, the wheel 2 also vibrates as a part of the vehicle body 1. The vibration referred to here includes an impulse-like state generated by a striking force. Since the physical constants of the track 3 and the vehicle body 1 are different, they vibrate differently. Accordingly, there is a possibility that a gap is generated between the track 3 and the wheel 2 in a certain time zone. If the gap is larger than the length of the flange 11 and the Y-axis component is also vibrated at the same time, the flange 11 If you ride on the head of the track 3 and move further in the Y-axis direction, there is a possibility of derailment. In addition, similar phenomena may occur even in abnormal vibrations other than earthquakes. In such a case, when the tip 20 of the seismic derailment prevention latch in the operating state of FIG. 4 is extended in the negative direction of the Z axis according to the instruction of the latch operation determination / command processing unit 8, the flange 11 is connected to the track. Occurrence of the phenomenon of climbing on the head 31 can be extremely reduced, and derailment can be prevented.

FIG. 5 shows the function of the latch operation determination / command processing unit 8. Reference numeral 22 denotes normal running data, 23 denotes a determination processing unit, 24 denotes video data, and 25 denotes a latch operation command unit. The normal traveling data 22 is obtained by processing a large amount of various contact state data during traveling of the track 3 and the wheel 2 acquired in advance with an information processing device having a high processing capacity separately installed. This is basic data that can be used to determine that the relationship between the wheels 2 is normal. The video data 24 is video data captured by the video sensor 7 in real time while the vehicle is traveling. The judgment processing unit 23 compares the normal running data 22 and the video data 24 based on a judgment criterion given in advance, calculates the extension length of the tip 20 of the seismic derailment prevention latch in the operating state, Information on expansion is sent to the operation command unit 25. The expansion information is transmitted from the latch operation determination / command processing unit 8 to the seismic derailment prevention latch device 6 through the transmission cable 9 to expand the latch.

Since the flange 11 passes through the inside of the head of the track 3 during travel , there is no object that obstructs the travel of the flange 11. However, various objects exist in the portion near the bottom surface of the line 3 that is negative in the Z-axis direction from the tip of the flange 11. An example is shown in FIG.

  In FIG. 6, 30 is a joint plate, 31 is the head of the track, 32 is the middle of the track, and 33 is the bottom of the track. The seam plate 30 is used when connecting the lines on the X-axis, and is attached to the side surface of the middle part 32 of the line so that the two lines to be connected have a robust structure. The attachment position occupies most of the upper part from the bottom part 33 of the track in the lower part which does not obstruct the running of the flange 11 of the head 31 of the track.

When the tip 20 of the seismic derailment latched operating state shown in FIG. 4 is enlargement exhibition at the bottom than the bottom 21 of the head of the line, and the object represented by a seam plate 30 in the middle 32 of the line shown in Figure 6 collide. X-axis direction of a number of the tip of the seismic derailment latched operating state in the portion 20 of the line 3 without colliding with the obstacle, but serve derailment, the collision occurs in a certain part of the line 3 To do. A structure that avoids damage to the seismic derailment prevention latch device 6 in such a portion will be described below.

  FIG. 7 shows the structure of the derailment prevention latch device 6. 40 is a mounting part to the vehicle body, 41 is a spreading rod, 42 is a latch mounting plate, 43 is a latch support plate, 44 is a latch rotation support part, 45 is a latch rotation support spring, 46 is a latch, 47 is a power source . The seismic derailment prevention latch device 6 is a part of the lower portion of the vehicle body 1 and is firmly attached via the vehicle body attachment portion 40. Alternatively, the vehicle body attachment portion 40 can be a part of the vehicle body 1. In the normal state, the extension rod 41 sets the latch 46 to the state shown in FIG. 2, and in the operation state for preventing derailment, the extension rod 41 is extended vertically along the Z axis so as to be in the state shown in FIG. It has a structure to do. The latch attachment plate 42 is attached with a lower portion of the expansion rod 41, a latch support plate 43, and a latch rotation support portion 44. The latch 46 is structured to rotate in the X-axis and Z-axis planes around the latch rotation support portion 44. The latch 46 has a latch rotation support spring 45 between the latch rotation part 44 and the latch support plate 43 at the lower part in the Z-axis direction. In a normal state, the latch 46 is kept parallel to the Z-axis. When it receives the force of the axial component, it rotates and one of the latch rotation support springs expands and the other is compressed. When the external force applied to the latch 46 disappears, the latch rotation support spring returns the latch 46 to the normal state.

  The seismic derailment prevention latch operating system with a video sensor according to the present invention can be operated by a power source such as electric power from the vehicle body 1, but there is a possibility that the power supply from the overhead line 5 may be interrupted by the vibration of the earthquake. The seismic derailment prevention latch device 6 has a power source 47 inside, and the system can be operated using the power source 47 despite interruption of power supply from the vehicle body 1.

  FIG. 8 shows a state of the latch 46 and the latch rotation support spring 45 when the latch 46 is rotated by receiving a force from the outside.

In the seismic derailment prevention latch device 6 of the present invention, the tip of the latch 46 is in a state as shown in FIG. 2 during normal traveling, and no obstacle occurs in traveling. However, earthquakes or more abnormal vibration due to other causes, based video data image sensor 7 has detected, the gap between the line 3 and the wheel 2 is abnormal latch actuating judgment and command processing unit 8 When the determination is made, the expansion rod 41 expands to bring the latch 46 into the state shown in FIG. 4 to prevent derailment.

  When the tip 46 of the seismic derailment prevention latch in the operating state is above the bottom 21 of the head of the track with the latch 46 extended, the vehicle can travel without contacting the obstacle. However, as described above, when the tip 20 of the seismic derailment prevention latch in operation is lowered below the bottom 21 of the head of the track, the latch 46 may collide with an object typified by a seam plate. . At this time, the latch 46 rotates as shown in FIG. 8 so that the protruding latch 46 does not become an obstacle to travel. At this time, the rotation angle of the latch 46 is set so as to maintain an angle that avoids the obstacle.

  Since the latch 46 receives a large force from the vehicle body 1 or the seam plate 25 in order to prevent derailment, the latch 46 is made of a robust material that prevents the seismic derailment prevention latch device 6 from being damaged by these stresses. It is necessary to be a thing.

  FIG. 9 shows a state in which the present invention is mounted on a train composed of a plurality of vehicles.

  The apparatus according to the present invention can be applied to mounting of a vehicle in order to prevent the risk of derailment that is predicted due to the occurrence of an abnormal gap between the wheel 2 and the track 3 of a running railway vehicle.

It is the figure which showed the relationship between the railway vehicle body and the earthquake-resistant derailment prevention latch apparatus which concern on an Example. It is the figure which showed the relationship between the derailment prevention latch of the accommodation state which concerns on an Example, and a track | line. It is the figure which showed the mode of attachment of the video sensor which concerns on an Example. It is the figure which showed the relationship between the derailment prevention latch of the operation state which concerns on an Example, and a track | line. It is the figure which showed the function of the latch action | operation determination / command process part which concerns on an Example. It is the figure which showed the state of the joint board and track of the track which concerns on an Example. It is the figure which showed the structure of the earthquake-proof derailment prevention latch apparatus which concerns on an Example. It is the figure which showed the state which the earthquake-resistant derailment prevention latch apparatus based on an Example contacted the structure of the track | line. It is the figure which showed the state when the earthquake-proof derailment prevention latch apparatus which concerns on an Example is mounted in the train. It is the figure which showed the structure of the conventional track. It is a diagram showing a state of the train at the time of de-lines.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 Car body 2 Wheel 3 Track 4 Current collector 5 Overhead wire 6 Seismic derailment prevention latch device 7 Video sensor 8 Latch operation judgment / command processing unit 9 Transmission cable 10 End of the seismic derailment prevention latch 11 in the stored state Flange 20 Preventing seismic derailment in the operating state Latch tip 21 Track head bottom 22 Normal running data 23 Judgment processing unit 24 Video data 25 Latch operation command unit 30 Joint plate 31 Track head 32 Track middle 33 Track bottom 40 Track mounting part 41 Expanding rod 42 Latch attachment plate 43 Latch support plate 44 Latch rotation support portion 45 Latch rotation support spring 46 Latch 47 Power unit 60 Sleepers 61 Gravel 70 First vehicle 71 Second vehicle

Claims (2)

Seismic derailment with video sensor, including a seismic derailment prevention latch device consisting of a structure that is firmly attached to the car body at the lower part of the railway car body, above the head of the track, and in a position that does not interfere with the wheels when traveling. In the prevention latch actuation system,
An image sensor is provided at a position attached to the vehicle body in the vicinity of the wheel so that the contact surface between the track and the wheel can be imaged. The image sensor is provided with a function capable of detecting an abnormality of the contact surface based on data prepared in advance. Based on the data of the contact surface imaged in real time during running, a command is given to extend to a rod-shaped latch connected to a vertically extending rod that forms part of the seismic derailment prevention latch device. With functionality,
In the vicinity of the head of the inside of the line of the latch of the rod-shaped line, a region where the wheel flange is traveling, and a structure for vertically toward the bottom of the line from that region, during normal traveling wheels equal to the tip of the flange, or there above the tip of the flange, immediately after being allowed to detect an abnormality of the contact surface, in accordance with the degree of the abnormality, toward the bottom surface of the flange of the tip from the line The structure where the tip reaches the lower part is variable and expands,
A structure provided at a top portion of the latch and having a fulcrum that allows the latch to rotate in a plane including a direction and a height direction of the line, and the extended latch is provided on a side surface of the middle part of the line. When the contact is made, the latch is pushed by the structure on the side surface of the middle part of the line, and rotates in a plane including the direction and the height direction of the line. system. 2. The seismic with image sensor according to claim 1, further comprising a power source capable of operating the seismic derailment prevention latch operating system with the image sensor by itself even when power supply from the vehicle is interrupted. 3. Derailment prevention latch operating system.

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