JP5424701B2 - Railway vehicle abnormality judgment device - Google Patents

Description

  The present invention relates to an abnormality determination device for a railway vehicle that determines derailment, rollover, collision, and other vehicle abnormality of a railway vehicle based on an output from a sensor unit.

  Conventionally, when an accident such as a derailment occurs in a railroad train or the like, the train accident is automatically detected. That is, a crew member such as a driver or a conductor activates a protection radio provided in a railway vehicle, and uses the train radio to notify the central command center of the situation of the accident. When the protection radio is issued, the train in the vicinity can know the occurrence of the accident by receiving the notification, and the secondary accident can be prevented. Moreover, measures can be taken promptly by receiving notifications by train radio.

  Depending on the degree of the railway vehicle accident, a crew member may be injured, and the situation where the protection radio and the train radio cannot be operated may occur. In such a case, a crew member of a train traveling in the vicinity cannot know the occurrence of the accident, and a secondary accident may occur, which may lead to a major accident. Therefore, an accident detection device has been proposed that automatically detects the occurrence of an accident and automatically issues a protection radio so that the crew can be notified of the accident without any operation (see Patent Document 1). .

  That is, this accident detection device uses a measurement value of a three-axis accelerometer and a three-axis gyro to calculate a train's horizontal forward acceleration, horizontal right acceleration, vertical acceleration, vertical displacement, and attitude angle. Means, detecting means for detecting a train accident using the calculated value of the calculating means and the measured values of the three-axis accelerometer and the three-axis gyro, and when the detecting means detects the accident, the train is equipped with By means of activating the protective radio, the automatic detection of the accident and the automatic activation of the protective radio based on it are achieved.

  In the conventional example described in Patent Document 1, for automatic alarming of the protection radio, since there is only one installed sensor, if the sensor malfunctions, it is recognized as a malfunction. And there is no way to take action. Also, when a train accident occurs, if the installed vehicle is severely damaged, the protection radio cannot be automatically issued, data cannot be recorded, and the function as a train recorder cannot be performed.

  There has been proposed a protection radio automatic alarm device capable of reliably reporting a protection radio when a serious accident involving damage to a railway vehicle occurs (see Patent Document 2). In this protective radio automatic alarm device, the calculation unit performs calculation processing necessary to detect an accident of a railway vehicle using the measurement value of the three-axis accelerometer, and the detection processing device calculates the calculation value and the three-axis acceleration. An accident detection signal is output when an accident of the railway vehicle is detected based on the measured value of the meter, and the protective radio activation means activates the protective radio based on the detection of the accident of the railway vehicle. The operating state of the protective radio activated by the protective radio starting means is held by the operating state holding means without using an accident detection signal.

  In addition, another protection radio automatic alerting device has been proposed that can reliably report protection radio when a serious accident involving damage to a railway vehicle occurs (see Patent Document 3). This protective radio automatic alarm device activates the protective radio based on the detection of a railway vehicle accident, and performs a calculation process necessary to detect a triaxial accelerometer and a railway vehicle accident. And a detection unit that outputs an accident detection signal when an accident of the railway vehicle is detected based on the calculated value and the measurement value of the three-axis accelerometer. In addition, it has self-diagnosis means for performing self-diagnosis processing relating to the operation of the three-axis accelerometer and the like, and when a failure of at least one of the three-axis accelerometer and calculation means is detected based on the result of the self-diagnosis process By outputting a detection signal, it is possible to respond quickly to a failure, improving reliability and certainty.

Japanese Patent No. 3,744,441 JP 2008-35695 A JP 2008-35696 A

  By the way, the behavior data of a vehicle when an accident occurs in a railway vehicle is important data for analysis of the cause of the accident and analysis / measure of the phenomenon caused by the accident. Although the frequency of major accidents such as derailments is low as a railway vehicle accident, the data is more important than the data at the time of a major accident, but the possibility of data loss is high, and it is necessary immediately after the accident. There is a high possibility that it will not be possible to take appropriate measures. Therefore, vehicle behavior data can be recorded even in the event of an accident, and even if a sensor unit that measures the behavior of the vehicle malfunctions, the malfunction can be covered, or a secondary operation immediately after the accident. It is required to be able to output effective information to prevent natural disasters. Further, it is required to calculate vehicle behavior based on the measured value of the sensor unit, and to display / alert the abnormality to a crew member or the like corresponding to the vehicle abnormality as a vehicle organization.

  The object of the present invention is to protect the data by preventing the reading and loss of vehicle behavior data even in the event of an accident, and to cover the malfunction even if the sensor unit malfunctions. It is an object of the present invention to provide a railway vehicle abnormality determination device that can operate when an accident occurs or can output information necessary for preventing secondary damage immediately after the accident. In addition, by providing a vehicle abnormality determination device capable of calculating vehicle behavior based on the measurement value of the sensor unit and displaying / warning the abnormality to a crew member or the like in response to a vehicle abnormality as a vehicle organization. is there.

In order to achieve the above object, an abnormality determination device for a railway vehicle according to the present invention includes a sensor unit including an orthogonal three-axis accelerometer, a three-axis gyro for measuring an angular velocity around the three orthogonal axes, and the three-axis An acceleration unit measured by the accelerometer and an angular velocity measurement value measured by the three-axis gyro, and a calculation unit for calculating vehicle behavior including vehicle abnormality, and the acceleration measurement measured by the sensor unit. For the value and the angular velocity measurement value, a plurality of threshold values are set in advance, and the acceleration measurement value and the angular velocity measurement value are compared with the plurality of threshold values, and different levels depending on exceeding one of them. And an alarm unit that generates different levels of alarms according to the accumulated value of each measurement value, and the most abnormal of the plurality of threshold values. When the degree exceeds a high threshold, it consists a protection radio means for alarm automatically protected radio.

  In this railway vehicle abnormality determination device, it is preferable that at least two or more units are installed in the railway vehicle organization and perform data communication with each other, and the behavior of the vehicle is recorded as a backup on each recording medium. . Furthermore, the abnormality determination device for the railway vehicle can be disposed in all the leading vehicles or intermediate vehicles and the last vehicle.

  In this railway vehicle abnormality determination device, it is possible to provide protective radio means for automatically issuing a protective radio in response to an alarm issued by the alarm unit not being released within a predetermined time. Further, in this railway vehicle abnormality determination device, a recording medium for recording the measurement value as the behavior of the vehicle is provided in relation to the sensor unit, and the sensor unit and the arithmetic unit are at least the first vehicle and the last vehicle of the railcar organization. It is installed in the tail vehicle and performs data communication with each other, and each vehicle behavior can be recorded as a backup on each recording medium. A behavior recording device such as a recording medium is installed in all vehicles of the leading vehicle or the intermediate vehicle and the last vehicle of the railcar organization and performs data communication with each other, and each recording medium backs up the behavior of the vehicle with respect to each other. It is preferable to record as Further, in this railway vehicle abnormality determination device, an alarm unit that issues an alarm to a crew member in response to the determination that the vehicle abnormality has occurred, and automatically in response to not releasing the alarm by the alarm means within a certain time The device of the protection radio means for issuing the protection radio is preferably arranged in a crew room such as a driver's cab or a conductor's cabin of the last vehicle.

  Furthermore, in this railway vehicle abnormality determination device, a plurality of threshold values are set in advance for the acceleration of the three orthogonal axes and the angular velocity about the three orthogonal axes, and the acceleration measurement values of the three orthogonal axes, Alternatively, when any one of the angular velocity measurement values around the three orthogonal axes exceeds one of the set threshold values, an alarm corresponding to the exceeded threshold value is preferably generated. Alternatively, in this railway vehicle abnormality determination device, a plurality of threshold values may be set in advance for the three-axis orthogonal acceleration and the angular velocity about the three orthogonal axes, or the three-axis orthogonal acceleration measurement values, or Even if any one of the angular velocity measurement values around the three orthogonal axes does not exceed any of the set threshold values, an alarm corresponding to the threshold value is preferably generated according to the cumulative frequency. .

  Furthermore, this railway vehicle abnormality determination device preferably includes a recording medium for recording the measurement value of the sensor unit as the abnormal behavior of the vehicle.

  According to the railway vehicle abnormality determination moving apparatus according to the present invention, since the recording medium for recording the measured value of the sensor unit as the behavior of the vehicle is housed and protected in the shock and fire resistant casing, the apparatus is installed. Even if a vehicle is damaged or burned in a derailment, rollover, collision, or other serious accident, the recording medium can keep a record of the behavior of the vehicle. Therefore, the vehicle behavior at the time of the accident can be recorded, and effective data for investigation and analysis of the cause of the accident can be provided.

  In this railway vehicle abnormality determination device, it is possible to determine vehicle derailment, rollover, collision, and other vehicle abnormalities by including determination means for determining vehicle abnormality based on vehicle behavior. In addition, at least two abnormality determination devices are installed in the railway vehicle organization to perform data communication with each other and each vehicle behavior is recorded as a backup on each recording medium. Even if the judgment device is damaged, it is very unlikely that the other abnormality judgment device will be damaged to the same extent, and the data recorded on the other recording medium is stored in an available manner. Effective data can be secured for investigation and analysis. In addition, since two sensor units are installed in each device, it is possible to cope with malfunctions such as sensor abnormalities.

  In this railway vehicle abnormality determination device, when the alarm issued by the alarm unit is not released within a certain time, the protection radio means automatically issues a protection radio so that the driver in the event of a major accident in the railway vehicle. Even if a crew member such as a vehicle conductor or a conductor does not receive a protective radio due to loss of consciousness, movement, or serious injury, the protective radio is automatically issued after a certain period of time to prevent secondary damage from a train accident. be able to. In addition, even during the alarm level at which the protective radio is issued, the crew can cancel it within a certain period of time. Can be prevented. Further, in this railway vehicle abnormality determination device, a recording medium for recording the measured value as the vehicle behavior is provided in relation to the sensor unit, and is installed at least on the first vehicle and the last vehicle of the railway vehicle organization. By performing data communication with each other, it is possible to record each vehicle's behavior as a backup on each recording medium, and it is possible to protect the data, such as avoiding data read-out and data loss. Furthermore, by installing this railway vehicle abnormality determination device on all the leading vehicles or intermediate vehicles and the last vehicle, either the first vehicle or the last vehicle viewed from the direction of the formation will cause a major accident, etc. Even if it is severely damaged, any device detects a communication error, so it can automatically issue a protection radio and reliably prevent secondary damage from train accidents.

  In this railway vehicle abnormality determination device, a plurality of threshold values are set for the acceleration of the three orthogonal axes and the angular velocity around the three orthogonal axes, and an alarm corresponding to the exceeded threshold value is exceeded when any of the threshold values is exceeded. Therefore, a function that can prevent a major accident situation can be provided by notifying the driver of information that may lead to a major accident during normal driving. Also, it is possible to divide the abnormal behavior level and output clear quantitative information to the driver, such as the level that is likely to cause a major accident, unusual vibration level, orbit management level. Furthermore, even if any of the set threshold values is not exceeded, an alarm corresponding to the threshold value is generated according to the cumulative frequency, for example, when an unusual vibration level continues many times. In this case, by counting the cumulative frequency, it is determined that an abnormality has occurred in the vehicle, and even if the level is small, it is determined that the level is likely to cause a major accident. Therefore, a more accurate determination is possible.

It is the schematic of the system configuration | structure of the abnormality determination apparatus by this invention. It is the schematic which shows the arithmetic unit of the abnormality determination apparatus by this invention. It is the schematic which shows the external appearance of the alarm unit of the abnormality determination apparatus by this invention. It is the schematic which shows an example installed in the crew member's room of the abnormality determination apparatus by this invention. It is a block diagram which shows the system configuration | structure of the abnormality determination apparatus by this invention. It is the schematic which shows the example which connected the system configuration | structure of the abnormality determination apparatus by this invention installed in the crew member room of the vehicle by data communication. It is a block diagram which shows the example of a connection of the abnormality determination apparatus by this invention shown in FIG. It is a flowchart which shows an example of the action | operation of the abnormality determination apparatus in this invention.

  An embodiment of a railway vehicle abnormality determination device according to the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing an example of a railway vehicle abnormality determination device according to the present invention. 2 to 4 show devices as parts used in the abnormality determination device according to the present invention shown in FIG. 1, FIG. 2 is an arithmetic unit, FIG. 3 is an alarm unit, and FIG. 4 is a six-axis sensor. It is an image figure of a sensor unit. This embodiment of the abnormality determination device shown in FIG. 1 includes an arithmetic unit 1, sensor units 2 a and 2 b connected to the arithmetic unit 1 by data communication lines using CAN communication, and an alarm unit 10. The arithmetic unit 1 is connected with a GPS 40 and a rapid engine 41. The abnormality determination device configured as described above is installed in a crew room such as a driver's cab and a conductor's cabin of the leading and trailing vehicles, and is configured to perform data communication with each other via a data communication line.

  The arithmetic unit 1 shown in FIG. 2 accommodates therein an information storage circuit 3 and a standby power supply 4 and surrounds them with a casing 5 having shock resistance and fire resistance. The housing 5 is provided with a power supply port 6, a fuse connection port 7, and input / output terminals 8 for various signals for control and data. As shown in FIG. 1, sensor units 2 a and 2 b are provided outside the arithmetic unit 1. With respect to the housing 5, as an example of impact resistance, for example, an electronic substrate or the like that is protected by being wrapped with a vibration absorbing resin can be cited. An example of fire resistance is a case composed of two iron plates and a concrete layer sandwiched between them.

  As will be described later, the sensor units 2a and 2b are 6-axis sensors including a triaxial gyro that detects an angular velocity around three orthogonal axes and an accelerometer that measures orthogonal three-axis accelerations. Connected to the arithmetic unit 1. The information storage circuit 3 is a circuit that retains measurement results such as vibration and behavior and is used for each subsequent analysis, and includes a recording medium that records the measured values of the sensor units 2a and 2b as vehicle behavior. The recording medium is preferably a shock-resistant one having a necessary capacity such as a flash memory or a high-impact hard disk, or a semiconductor memory (or a substrate on which it is mounted) having a high recording speed. The standby power supply 4 is provided as an internal rechargeable battery that automatically switches when the power supplied from the external power supply through the power supply port 6 is shut off due to an accident.

  The arithmetic unit 1 is provided with arithmetic means as a microprocessor, and a threshold value for dividing the degree of abnormality into three levels (LEVEL 1 to LEVEL 3) is set in advance. When the degree of abnormality exceeds each threshold value or the like, an alarm output instruction is given to an alarm unit 10 described later, and at the same time, vehicle behavior data at the time of an accident or before and after the occurrence of an abnormal behavior is recorded in the storage medium of the alarm unit 10. Give instructions.

  When the sensor output of a major accident (abnormality level is LEVEL1) such as derailment, rollover, and collision is detected from the sensor units 2a and 2b, the arithmetic unit 1 installed in the vehicle has a function of a train recorder. The arithmetic unit 1 is provided with a shock- and fire-resistant housing 5 that protects data stored in the recording medium even if the vehicle is severely damaged, burned, or submerged. It is possible to avoid data loss or inability to retrieve data when it occurs. In addition, when the power supply is shut off due to these abnormalities, the internal standby power supply 4 is automatically switched so that data can be recorded even in the event of a major accident such as LEVEL1.

  The alarm unit 10 shown in FIG. 3 includes a power LED 11 that is lit when the power is turned on, an alarm LED 12 in which the lit LED is shifted between LEVEL 1 and LEVEL 3 according to the degree of abnormality, a voice about the content and degree of the alarm, Inserted into the speaker 13 for enabling notification by a buzzer or lamp display, the reset button 14 for resetting the alarm operation of the alarm LED 12 or the speaker 13, the recording medium input terminal 15 into which the recording medium 18 can be inserted, and the recording medium input terminal 15. The memory LED 16 indicating the operation state of the recording medium 18 is provided. In order to drive the speaker 13, an AMP (amplifier) is provided (see FIG. 5). The recording medium 18 here may be a card-like medium, for example, a flash memory. Since the arithmetic unit 1 is stationary in the vehicle, the data can be sucked into the recording medium inserted into the recording medium input terminal 15, taken back, and analyzed at another place.

  In the alarm unit 10, when the calculation result obtained by the calculation unit 1 based on the measured values of the sensor units 2a and 2b exceeds a threshold value set for each LEVEL, an alarm sound is output from the speaker 13 and for each level. By flashing the installed alarm LED 12, the crew member such as the driver is notified of the accident or abnormal behavior. Only at the time of alarm of occurrence of LEVEL1, it is possible for the driver or the like to cancel the alarm by pressing the reset button 14 within a predetermined time, for example, within 10 seconds.

  Two sensor units 2 a and 2 b shown as 6-axis sensors in FIG. 1 are installed in the vicinity of the arithmetic unit 1. The sensor information measured by the sensor units 2a and 2b is output to the arithmetic unit 1 via a wire (CAN data communication cable).

  FIG. 4 shows an example in which the abnormality determination device according to the present invention is installed in the crew room (the driver's cab of the leading vehicle or the conductor's cabin of the last vehicle). The arithmetic unit 1 shown in FIG. 1 is appropriately installed on the floor structure 23 of the cab 20. The arithmetic unit 1 is supplied with power from a train AC100V power source. The alarm unit 10 shown in FIG. 3 is attached to the cab side wall 21 so that the crew can easily confirm the lighting of the alarm LED 12, can easily hear the alarm sound from the speaker 13, and can easily press the reset button 14. ing. As an example, the sensor units 2a and 2b are installed in the lower part of the driver's seat and the driver's cab storage part 22, but the installation location is not limited to this. The measurement value output of the sensor units 2a and 2b is input to the arithmetic unit 1 by wire (using a CAN data communication cable. The calculation result by the arithmetic unit 1 is output to the alarm unit 10 or the protective radio 24.

  FIG. 5 is a block diagram showing the system configuration of the abnormality determination device according to the present invention. The arithmetic unit 1 includes a microprocessor unit (MPU) 30 that includes arithmetic means and determination means. Sensor units 2 a and 2 b are connected to the MPU 30 via an A / D converter 31. The MPU 30 includes an external power supply unit 32 connected to an external power supply via the power supply port 6, a protective radio relay output unit 33, a quick signal input unit 35, an arithmetic unit communication unit 36, a standby power supply 4 as a built-in battery, And an information storage circuit 3. The rapid signal input unit 35 is an input unit that captures wheel speed (train speed Z) data. The captured data is subjected to a double check due to a large change in speed when a collision or derailment occurs. The arithmetic unit communication unit 36 has a function of performing data communication between the first vehicle and the last vehicle. In addition, the GPS signal input unit 37 is used for inputting GPS data, for example, and can specify the train position with high accuracy by the GPS data. Sensor units 2a and 2b are connected to the arithmetic unit 1 via an A / D converter 31, and an alarm unit 10 is further connected.

  In the abnormality determination device shown in FIGS. 4 and 5, a plurality of threshold values are set in the MPU 30 according to the degree of abnormality such as an accident for the acceleration of the orthogonal three axes and the angular velocity around the orthogonal three axes. . In response to the degree of abnormality exceeding any one of the plurality of threshold values, an alarm corresponding to the exceeded threshold value is generated in the alarm unit 10. Therefore, it is possible to prevent a major accident from occurring by notifying a crew member such as a driver in advance (immediately before) of information that may lead to a major accident during normal driving. In addition, alarms that divide abnormal behavior levels into levels that are likely to cause major accidents, unusual vibration levels, track management levels, etc., that are clearly categorized by crew, depending on the level and type. The crew can be informed by the lighting of lamps distinguished by sound or color according to the level.

  The measurement value outputs of the two sensor units 2a and 2b are input to the calculation unit 1, and the MPU 30 calculates the vehicle behavior based on the measurement values of these sensor units 2a and 2b. During this calculation, the MPU 30 further performs an AND logic operation on the calculation result based on the measured values of the sensor units 2a and 2b. Therefore, only when the sensor units 2a and 2b determine “abnormal” for a certain period of time, Judge as abnormal. That is, for the same measurement item for each axis, if both measured values do not exceed the threshold value at the same time for a certain period of time, it is not determined that an accident of the corresponding level has occurred. In this way, even if only one sensor unit malfunctions, such as outputting a measurement value corresponding to abnormality determination, it is not determined that there was an accident as a device, so the reliability at the time of alarm An improvement is obtained.

  FIG. 6 shows an example in which the system configuration of the abnormality determination device according to the present invention is installed in a crew room (the driver's cab of the first vehicle and the conductor's cabin of the last vehicle), and both systems are connected by data communication. That is, the system configuration of the abnormality determination device including the arithmetic unit 1, the sensor units 2 a and 2 b, and the alarm unit 10 shown in FIG. 5 is installed in the cab 20 of the leading vehicle 25 and the conductor compartment 20 of the trailing vehicle 26, respectively. Both system configurations are connected to each other by a data communication line 39 between the arithmetic units 1 and 1. The data communication line 39 is wired along the lower side of the floor structure 23 of each vehicle in train formation, and is connected to the input / output terminal 8 (FIG. 2) of the arithmetic unit 1.

  FIG. 7 shows a block diagram of the connection example shown in FIG. Here, in each system configuration installed in the cab 20 of the leading vehicle 25 and the conductor compartment 20 of the tail vehicle 26, a protective radio device 24 is connected to the arithmetic unit 1 in parallel with the alarm unit 10. Is shown as being. As shown in FIG. 6 and FIG. 7, a total of two system devices that perform behavior recording and abnormality determination are installed in at least the first vehicle 25 and the last vehicle 26 of the vehicle formation, and are mutually connected via the data communication line 39. By performing data communication, each information storage circuit 3 (FIG. 2) can record a behavior of each other's vehicle as a backup. By arranging them in the crew cabins 20 of the leading vehicle 25 and the tail vehicle 26, if any of the devices of the leading vehicle 25 or the tail vehicle 26 is severely damaged due to a major accident or the like, any of the devices may malfunction. Therefore, the protection radio can be automatically issued, and secondary damage due to train accidents can be reliably prevented. In addition, even if one of the leading vehicle 25 and the last vehicle 26 is severely damaged due to an accident, it is extremely rare for the other vehicle to go down at the same time. In this case, data can be protected such that data loss is avoided and data can be read.

A description will be given below of a communication method between the arithmetic units 1 and 1 installed in the leading vehicle 25 and the rear vehicle 26 in the abnormality determination device of the present invention.
Arithmetic units 1 and 1 installed in the cab (conductor) 20 of the first vehicle 25 and the rear vehicle 26 in one train train perform normality confirmation communication of the arithmetic units 1 and 1 at regular intervals. In this normal confirmation communication, any of the vehicles is damaged due to a major accident such as LEVEL 1, and the arithmetic units 1, 1 of any of the vehicles 25, 26 recognize that the arithmetic unit 1 itself is damaged or the data communication line 39 is disconnected. In such a case, the alarm of LEVEL 1 can be issued to the driver, for example. In this way, since the arithmetic units 1 and 1 communicate with each other between the leading vehicle 25 and the rear vehicle 26 in one train at all times, for example, the driver of the leading vehicle 25 in the major accident causes the protective radio device 40 to Even in a situation where it is impossible to issue a warning, the protection radio can be automatically issued from the arithmetic unit 1 of the rear vehicle 26.

  The MPU 30 calculates vehicle behavior including vehicle abnormality using acceleration measurement values and angular velocity measurement value data transmitted from the sensor units 2a and 2b by wire or the like, and derails the vehicle based on the vehicle behavior. Determine rollovers, collisions, and other vehicle abnormalities. In the MPU 30, since the measured value data from the sensor units 2a and 2b are processed by AND logic, it is assumed that the measured values from the sensor units 2a and 2b are both equal to or greater than a set threshold value for a certain period of time. When the determination is made, it is determined that a truly abnormal condition has occurred. Even if an erroneous measurement value is output due to a malfunction of one of the sensor units 2a or 2b, the MPU 30 is not immediately used for abnormality determination based on the measurement. Since it is extremely rare for both sensor units 2a and 2b to malfunction at the same time, it is practically possible to eliminate malfunctions based on the measurement results of only one sensor unit 2a or 2b in the abnormality determination.

  After releasing the alarm by pressing the reset button 14 in the alarm unit 10, a crew member such as a driver can confirm the situation and issue a protection radio from the protection radio device 24. Further, when the crew member is injured and the reset button 14 cannot be pressed within a certain time, the protective radio device 24 can be set to automatically issue the protective radio. This eliminates false alarms in the protection radio due to sensor malfunctions such as disturbances. When the threshold set for each LEVEL is exceeded in the main body, the vehicle behavior information output from the arithmetic unit 1 and the sensor units 2a and 2b is recorded in the recording medium device 3 (FIG. 2). The information storage circuit (semiconductor memory) 3 records all the behaviors of the LEVELs 1 to 3 that have been monitored, and the recording medium 18 (flash memory) records the behaviors of the LEVELs 2 and 3.

FIG. 8 shows an example of an operation flow of the abnormality determination device according to the present invention.
First, threshold values set in three levels (LEVEL 1 to LEVEL 3) will be described. Based on the angular velocities around the three axes, the normal operation status of the vehicle; abnormal vibration and abnormal behavior due to failure of the carriage, etc .; shock vibration due to derailment, collision, etc., and each acceleration value and angular velocity value expected to occur due to abnormal behavior are calculated in advance The unit 1 is stored as a threshold value, and the following operation is performed when the threshold value is exceeded. LEVEL1: Major accidents such as derailment, collision, capsizing
→ The protection radio is automatically issued. Vehicle behavior data is recorded in both the information storage circuit 3 and the recording medium 18.
LEVEL 2: Abnormal vehicle behavior that may lead to a major accident
→ Inform the driver of the occurrence of dangerous signs. Vehicle behavior data is recorded in the recording medium 18.
LEVEL 3 :: Vibrations and behaviors that are different from usual, orbit management standards
→ Inform the driver of the situation. The vehicle behavior data is recorded on the recording medium 18.

  The power of the arithmetic unit 1 is turned on in conjunction with the power on of the vehicle (step 1; abbreviated as “S1”, the same applies hereinafter). An initial system check is performed to determine whether or not “no abnormality” (S2). In the determination of S2, if it is determined that there is an abnormality, all the LEDs are turned on in the alarm LED 12, and abnormality notification processing is performed (S18). When there is no initial system check abnormality in S2, the process proceeds to monitoring process (S3).

  After performing the monitoring process (S3) and recording the travel data in the data collection unit (S4), it is determined whether there is no problem per unit time in the output comparison between the sensor unit 2a and the sensor unit 2b (S5). If it is determined in S5 that there is a problem in the output comparison, the process proceeds to S18. In the determination of S5, when it is determined that there is no problem in the output comparison, it is determined whether or not the acceleration and the angular velocity exceed the threshold of LEVEL1 (S10). If it is determined in S10 that the LEVEL1 threshold has not been exceeded, the flow proceeds to whether or not the LEVEL2 threshold has been exceeded, as will be described later.

  If it is determined in S10 that the threshold value of LEVEL1 is exceeded, the alarm buzzer (level 1) and the sound are continuously sounded, and the red LED of the alarm LED1 is turned on (S11). This alarm state continues for 10 seconds or more, and it is determined whether or not the reset button 14 is pressed within 10 seconds (S12). In S12, when the reset button 14 is pressed within 10 seconds, the alarm buzzer (level 1) and sound are stopped, the red LED of the alarm LED 1 is turned off (S131), and the recording medium 18 of the alarm unit 10 is further turned off. The behavior data for 20 seconds before and after are stored (S14). In S12, when the reset button 14 is not pressed within 10 seconds, the protection radio is automatically issued and train radio processing is performed (S15), and the behavior data of 20 seconds before and after is stored in the information storage circuit 3 in the arithmetic unit 1. Is stored (S16), and behavior data for 20 seconds before and after is stored in the recording medium 18 of the alarm unit 10 (S17).

  Thus, according to the determination that the vehicle abnormality has occurred, the alarm unit 10 issues an alarm to the crew member by the alarm buzzer and the alarm LED. When there is a situation where a protective radio is not fired due to loss of consciousness, movement or major injury, etc., in the event of a major accident in a railway vehicle, the alarm unit 10 alarms within a certain time (10 seconds). In this case, the operation unit 1 takes measures so that the protection radio means 24 automatically issues the protection radio when the fixed time has elapsed. Therefore, the protection radio is automatically issued, and the secondary damage of the train accident can be prevented. Note that even during the alarm level at which the protective radio is issued, the crew can cancel it within a certain period of time, so the protective radio is automatically activated due to sensor malfunctions, etc. Can be prevented.

  When it is determined in S10 that the acceleration and the angular velocity do not exceed the LEVEL1 threshold, it is determined whether the acceleration and the angular velocity exceed the LEVEL2 threshold (S20). If it is determined in S20 that the acceleration and angular velocity do not exceed the LEVEL2 threshold, the flow proceeds to whether or not the acceleration and angular velocity exceed the LEVEL3 threshold, as will be described later. If it is determined in S20 that the threshold value of LEVEL2 has been exceeded, the alarm buzzer 2 and the sound continue to sound, the yellow LED of the alarm LED1 blinks for 10 seconds, and the alarm buzzer sounds for 5 seconds (S21). Thereafter, the yellow LED of the alarm LED 1 is automatically turned off and the buzzer is stopped (S22), and behavior data for 20 seconds before and after is stored in the recording medium 18 of the alarm unit 10 (S23).

  If it is determined in S20 that the acceleration and angular velocity do not exceed the LEVEL2 threshold, it is determined whether the acceleration and angular velocity exceed the LEVEL3 threshold (S30). If it is determined in S30 that the acceleration and the angular velocity do not exceed the threshold of LEVEL 3, the process returns to S4. If it is determined in S30 that the acceleration and angular velocity exceed the LEVEL3 threshold, the alarm buzzer (level 3) is sounded for 5 seconds, and the blue LED of the alarm LED 10 blinks for 10 seconds (S31). Thereafter, the alarm buzzer (level 3) is automatically stopped, the blue LED of the alarm LED 10 is automatically turned off (S32), and behavior data for 10 seconds before and after is stored in the recording medium 18 of the alarm unit 10 (S33). ).

  In addition to the above-described threshold determination, even if the acceleration around the three axes and the angular velocity around the three axes do not exceed the thresholds set in three levels (LEVEL1 to LEVEL3), the threshold is determined according to the cumulative frequency. An alarm can be generated. In other words, for each measurement item on each axis, the cumulative frequency is counted if, for example, a vibration level that is different from usual continues many times without exceeding any of the set threshold values. By doing so, it is determined that an abnormality has occurred in the vehicle, and it is determined that there is a possibility of a major accident even if the level is small. For example, even if the acceleration and angular velocity do not reach LEVEL 3, an alarm of LEVEL 3 can be generated if the accumulation of acceleration and angular velocity exceeds a preset accumulation threshold. Even if the acceleration and angular velocity exceed LEVEL3 and do not reach LEVEL2, an alarm of LEVEL2 can be generated if the accumulation of acceleration and angular velocity exceeds a preset accumulation threshold. Even if the acceleration and angular velocity exceed LEVEL2 and do not reach LEVEL1, an alarm of LEVEL1 can be generated if the accumulation of acceleration and angular velocity exceeds a preset accumulation threshold. Such a response based on the cumulative frequency enables a more accurate determination.

In addition, even if the acceleration and angular velocity do not reach LEVEL 3 , even if the cumulative threshold is exceeded in a very fast period, an alarm of LEVEL 3 is issued, and even if the acceleration and angular velocity does not reach LEVEL 2 but exceed LEVEL 3 , the cumulative threshold is obtained in a very fast period. If LEVEL is exceeded, a LEVEL 2 alarm is generated. This method of determination based on the cumulative frequency is based on Heinrich's law, which is well-known in the concept of risk prediction, and is a determination method that assumes that a small risk factor of LEVEL3 leads to a large risk as the number increases. For example, if the threshold value is “10” in LEVEL 1 and there are 10 level “5” signals in a short time, the cumulative threshold value (the level of “5” and its number of times within a predetermined time) is used. It is evaluated that there was a situation where LEVEL1 was reached.

  As mentioned above, although the abnormality determination apparatus was demonstrated as embodiment of this invention, if it pays attention to the recording medium about the arithmetic unit 1, it is clear that it can also be grasped | ascertained as the behavior recording apparatus at the time of normal driving | running | working of a rail vehicle. is there.

DESCRIPTION OF SYMBOLS 1 Abnormality determination apparatus main body 2a, 2b Sensor unit 3 Information storage circuit (board | substrate with which the semiconductor memory was mounted) 4 Spare power supply 5 Case 6 Power supply port 7 Fuse connection port 8 Input / output terminal 10 Alarm unit 11 Power supply LED
12 Alarm LED 13 Speaker 14 Reset Button 15 Recording Medium Input Terminal 16 Memory LED 18 Recording Medium (Flash Memory)
DESCRIPTION OF SYMBOLS 20 Driver's cab (conductor's compartment) 21 Driver's cab side wall 22 Driver's cab storage part 23 Floor structure 24 Protective radio 25 Lead vehicle 26 Last car 30 Microprocessor unit (MPU) 31 A / D converter 32 External power supply part 33 Protective radio Output unit 34 Train radio output unit 35 Rapid signal input unit 36 Main unit communication unit 37 External serial input / output unit 39 Data communication line

Claims (4)

A sensor unit comprising an orthogonal triaxial accelerometer and a triaxial gyro that measures angular velocities about the orthogonal three axes;
An arithmetic unit that calculates a vehicle behavior including a vehicle abnormality based on an acceleration measurement value measured by the three-axis accelerometer and an angular velocity measurement value measured by the three-axis gyro;
For the acceleration measurement value and the angular velocity measurement value measured by the sensor unit, a plurality of threshold values are set in advance,
The acceleration measurement value and the angular velocity measurement value are compared with the plurality of thresholds, and when any of them is exceeded, a different level of alarm is generated, and a different level according to the accumulated value of each measurement value An alarm unit for generating
An abnormality determination device for a railway vehicle, comprising: a protection radio unit that automatically issues a protection radio when the degree of abnormality exceeds the highest threshold among the plurality of thresholds . Even if the acceleration measurement value and the angular velocity measurement value do not exceed the plurality of threshold values, if the vibration level different from normal is continued many times, the alarm is obtained by counting the cumulative frequency. The abnormality determination device for a railway vehicle according to claim 1, wherein the unit generates an alarm indicating that the level is a higher risk level. When the accumulated value of the acceleration measurement value and the angular velocity measurement value exceeds the accumulation threshold in a short time, the alarm unit generates an alarm indicating that the level is a higher risk level. The abnormality determination device for a railway vehicle according to claim 1. Its measurements recording medium is provided for recording as a behavior of the vehicle, the sensor unit and the arithmetic unit have been installed in the leading vehicle and the end vehicle of at least railcar organized in connection with the prior SL sensor unit The railway vehicle abnormality determination device according to any one of claims 1 to 3 , wherein data communication is performed with each other, and the behavior of the vehicle is recorded as a backup on each recording medium.

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