JP6270553B2 - Accident detection device - Google Patents

Description

  The present invention relates to an accident detection apparatus, and more particularly to an accident detection apparatus capable of detecting an accident while suppressing a decrease in acceleration detection sensitivity.

  Conventionally, an accident detection device mounted on a railway vehicle for detecting a train accident such as a frontal collision or a side collision is known (Patent Document 1). Patent Document 1 discloses an accident detection apparatus mounted on a railway vehicle that includes an accelerometer that measures accelerations of three orthogonal axes and a gyro that measures angular velocities around the three orthogonal axes. The accident detection device disclosed in Patent Document 1 calculates horizontal forward acceleration, horizontal right acceleration, vertical acceleration, vertical displacement, and posture angle (pitch angle) using an accelerometer and a gyro, and the calculated value After the train accident is detected using the measured value of the accelerometer and gyro, the protection radio is activated.

Japanese Patent No. 3,744,441

  However, in the above conventional technique, since it is necessary to measure the maximum value of acceleration with an accelerometer, an accelerometer having a wide measurement range is required so that the maximum value of expected acceleration does not exceed the measurement range. On the other hand, if the measurement range of the accelerometer is widened, there is a problem that the detection sensitivity of acceleration decreases.

  The present invention has been made to solve the above-described problems, and an object thereof is to provide an accident detection apparatus that can detect an accident while suppressing a decrease in acceleration detection sensitivity.

In order to achieve this object, an accident detection device according to claim 1 is provided on a railway vehicle in which an accelerometer for detecting three orthogonal axes of acceleration is arranged, and the acceleration detected by the accelerometer is detected. Acquiring acceleration acquisition means and a time from when one of a plurality of accelerations acquired by the acceleration acquisition means is equal to or greater than a predetermined first threshold to when it is less than the first threshold A first time acquisition means, an accident detection means for detecting the occurrence of an accident in the railway vehicle by establishment of a condition based on the time acquired by the first time acquisition means, and a time acquired by the first time acquisition means First accident detection means for determining whether the time is within a predetermined time, and the accident detection means has a time acquired by the first time acquisition means by the first determination means less than a predetermined time. If it is determined that the first condition is satisfied and the time acquired by the first time acquisition means is longer than a predetermined time by the first determination means, the first condition is determined. First accident detection means for determining that the condition is not satisfied is provided.

The accident detection device according to claim 2 is the accident detection device according to claim 1 , wherein one of the plurality of accelerations acquired by the acceleration acquisition means is equal to or higher than the first threshold value, and the acceleration is detected. Second time acquisition means for acquiring a time until another acceleration different from one of the plurality of accelerations acquired by the acquisition means reaches a predetermined second threshold or more, and the second time acquisition means And a second determination means for determining whether the time acquired by the second time acquisition means is within a predetermined time, and the accident detection means is within a predetermined time by the second time acquisition means by the second determination means And a second accident detection means for determining that a second condition different from the first condition is satisfied.

Accident detection apparatus according to claim 3, wherein, in the accident detecting apparatus according to claim 2, further acceleration different from the first acceleration of the plurality of acceleration acquired by the acceleration acquisition means, than the second threshold value A third time acquisition means for acquiring a time from when the time is reached to a time when the time is less than the second threshold, and a third determination means for determining whether the time acquired by the third time acquisition means is within a predetermined time The accident detection means includes the first condition and the second condition when the third determination means determines that the time acquired by the third time acquisition means is within a predetermined time. When the third condition is determined to be satisfied and the third determination unit determines that the time acquired by the third time acquisition unit is longer than a predetermined time, it is determined that the third condition is not satisfied. You .

According to an accident detection apparatus according to claim 4, in the accident detection apparatus according to claim 2 or 3 , the predetermined time serving as a reference for determination by the first determination means is a reference for determination by the second determination means. Is set to a time shorter than the predetermined time.

According to the accident detection device according to claim 5, in the accident detection device according to claim 3 or 4 , the predetermined time serving as a reference for the determination by the first determination means is a reference for the determination by the third determination means. Is set to a time equal to or longer than the predetermined time.

According to the accident detection device of the first aspect, the acceleration detected by the accelerometer that detects the acceleration of the three axes orthogonal to each other is acquired by the acceleration acquisition means. The time from when one of the plurality of accelerations acquired by the acceleration acquisition means becomes equal to or higher than a predetermined first threshold to when it becomes less than the first threshold is acquired by the first time acquisition means. Here, when the accelerometer is out of order, the acceleration may not be less than the first threshold value. In this case, the time cannot be acquired by the first time acquisition unit. On the other hand, when the accelerometer operates normally, the time can be acquired by the first time acquisition means. Therefore, it is determined by the first determination means whether the time acquired by the first time acquisition means is within a predetermined time. The first accident detection means included in the accident detection means determines that the first condition is satisfied when the first determination means determines that the time acquired by the first time acquisition means is within a predetermined time. And the occurrence of an accident is detected. On the other hand, if it is determined by the first determination means that the time acquired by the first time acquisition means is longer than the predetermined time, there may be a problem such as a failure of the accelerometer. It is judged that it is not established, and the occurrence of an accident is not detected. This has the effect of improving the reliability of accident detection. Even if the maximum value of acceleration is not measured by the accelerometer, the time from the time when the acceleration becomes greater than or equal to the first threshold value to the time when the acceleration becomes less than the first threshold value is measured. The accident detection means can detect the occurrence of a railway vehicle accident.

  In this case, since it is not necessary to measure the maximum value of acceleration with an accelerometer, it is not necessary to employ an accelerometer having a wide measurement range so that the maximum value of expected acceleration does not exceed the measurement range. Since an accelerometer with a small measurement range can be used, it is possible to suppress a decrease in the detection sensitivity of acceleration that occurs during normal traveling. Therefore, it is possible to detect an accident while suppressing a decrease in acceleration detection sensitivity.

According to the accident detection device according to claim 2, of the plurality of accelerations acquired by the acceleration acquisition unit from the time when one of the plurality of accelerations acquired by the acceleration acquisition unit becomes equal to or greater than the first threshold. Time until another acceleration different from the first acceleration becomes equal to or greater than a predetermined second threshold is acquired by the second time acquisition means. Whether the time acquired by the second time acquisition means is within a predetermined time is determined by the second determination means. As a result of the determination, when the time acquired by the second time acquisition means is within a predetermined time, it is determined that the second condition is satisfied by the second accident detection means.

When an accident occurs, the acceleration increases regardless of the acceleration direction and the measurement position, unlike sudden acceleration caused by an impact during traveling other than the accident. Therefore, when the acceleration in a plurality of directions exceeds the first threshold and the second threshold at a certain time, or when the acceleration at a plurality of positions exceeds the first threshold and the second threshold at a certain time, the second accident detection means It is determined that the second condition is satisfied. As a result, in addition to the effect of claim 1 , it is possible to prevent erroneous detection due to an impact other than an accident (sudden acceleration) and to improve the reliability of accident detection.

According to the accident detection device according to claim 3, when another acceleration different from one of the plurality of accelerations acquired by the acceleration acquisition means becomes less than or equal to the second threshold value and becomes less than the second threshold value. Is acquired by the third time acquisition means, and it is determined by the third determination means whether the time acquired by the third time acquisition means is within a predetermined time. As a result of the determination, when it is determined that the time acquired by the third time acquisition means is within a predetermined time, it is determined that the third condition is satisfied by the third accident detection means.

Here, when the accelerometer is out of order, the acceleration may not be less than the second threshold even if the acceleration is greater than or equal to the second threshold. In this case, the time cannot be acquired by the third time acquisition unit. When the time cannot be acquired by the third time acquisition means, the second accident detection means cannot detect the occurrence of the railroad car accident. That is, if the time acquired by the third time acquisition unit is longer than the predetermined time, the accelerometer may be broken . In such a case, the third accident detecting means third condition is determined not to be satisfied, that occurrence of an accident from being detected, in addition to the effect of claim 2, the effect of improving the reliability of the accident detection is there.

According to the accident detection apparatus of claim 4 , the determination by the first determination means is mainly performed to detect whether or not the accelerometer may be broken, and the detection accuracy is The shorter the predetermined time, the better. Therefore, in addition to the effect of claim 2 or 3 , the accelerometer is configured to set a predetermined time that is a reference for determination by the first determination means to be shorter than a predetermined time that is a reference for determination by the second determination means. The accuracy of detecting whether there is a possibility of failure can be improved, and as a result, the reliability of accident detection can be improved.

According to the accident detection apparatus of claim 5 , the determination by the first determination means and the determination by the third determination means are both performed mainly to detect whether or not the accelerometer may be broken. Is. The other acceleration is the same as the acceleration of 1 or smaller by the amount of impact absorbed by the vehicle body or the like. Therefore, in addition to the effect of claim 3 or 4 , the predetermined time as a reference for determination by the first determination means is set to a time equal to or longer than the predetermined time as a reference for determination by the third determination means. As a result, it is possible to improve the detection accuracy of whether or not there is a possibility that the meter is broken, and as a result, the reliability of accident detection can be improved.

1 is a block diagram showing an electrical configuration of a railway vehicle according to an embodiment of the present invention. It is a schematic diagram explaining the principle of the accident detection by an accident detection apparatus. It is a flowchart of a 1st accident detection process. It is a flowchart of a 2nd accident detection process.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. FIG. 1 is a block diagram showing an electrical configuration of a railway vehicle 1 according to an embodiment of the present invention. The accident detection device 2 is a device for detecting that an accident has occurred in the railway vehicle 1, and is installed in the railway vehicle 1. As shown in FIG. 1, the accident detection apparatus 2 includes a CPU 3, a ROM 4, and a RAM 5, which are connected to an input / output port 7 via a bus line 6. The input / output port 7 is connected to a device such as an acceleration sensor device 11.

  The CPU 3 is an arithmetic device that controls each unit connected by the bus line 6, and the ROM 4 is a control program executed by the CPU 3 (for example, the program of the flowchart shown in FIGS. 3 and 4), a fixed threshold value, and the like. This is a non-rewritable nonvolatile memory that stores value data and the like. The RAM 5 is a memory for rewritably storing various data when the control program is executed, and is provided with a first timekeeping flag 5a, a second timekeeping flag 5b, and a first condition flag 5c.

  The first timekeeping flag 5a is a flag indicating whether or not the time is being measured by the first timekeeping device 13 (described later), and is switched on or off in a first accident detection process (see FIG. 3) described later. It is done. The CPU 3 determines that the time is measured by the first time measuring device 13 when the first time counting flag 5a is on.

  The second timing flag 5b is a flag indicating whether or not the time is being measured by a second timing device 14 (described later), and is switched on or off in a second accident detection process (see FIG. 4) described later. It is done. The CPU 3 determines that the time is measured by the second timing device 14 when the second timing flag 5b is on.

  The first condition flag 5c is a flag indicating whether or not the condition 1 (described later) is satisfied. The first condition flag 5c is turned on in the first accident detection process (see FIG. 3), and the second accident detection process (see FIG. 4). Switched off. The CPU 3 determines that the condition 1 (first condition) is satisfied when the first condition flag 5c is on.

  The acceleration sensor devices 11 and 12 are devices for detecting vibration acceleration input to the vehicle body (not shown) of the railway vehicle 1 and outputting the detection result to the CPU 3. Acceleration sensors 11a and 12a that detect vibration acceleration) and output circuits (not shown) that process the detection results of the acceleration sensors 11a and 12a and output them to the CPU 3 are mainly provided. In the present embodiment, the acceleration sensors 11a and 12a are three-axis accelerometers that detect accelerations in the vertical direction, the horizontal direction, and the front-rear direction of the vehicle. ). Note that a plurality of acceleration sensor devices 11 and 12 (for example, two for each vehicle body) are arranged on the railcar 1, but for convenience, two of them are shown in FIG. 1 and other acceleration sensor devices are not shown. To do.

  Each of the first time measuring device 13 and the second time measuring device 14 is a device for measuring time and outputting the measurement result to the CPU 3, each of which includes a timer (not shown) for measuring time. It mainly includes an output circuit (not shown) that processes the detection result of the timer and outputs it to the CPU 3.

  The protection radio activation device 15 is a device for activating the protection radio 16. The protection radio 16 transmits a radio wave from the antenna 17, displays a stop signal to a train traveling in the vicinity, stops the train, It is a device to prevent the next accident. The train radio activation device 18 is a device for activating the train radio 19, and the train radio 19 uses a signal including train information (position data, time, train number, etc.) from the antenna 20 as the accident information as a central command station ( (Not shown). Both the protection radio 16 and the train radio 19 are devices for automatically reporting that the accident detection device 2 has detected an accident.

  As another input / output device 30 shown in FIG. 1, for example, a navigation device that acquires the current position of the railway vehicle 1 using GPS, and the traveling distance from the base point is acquired by integrating the wheel rotation speed of the railway vehicle 1. A range finder, an output device for notifying the driver and crew through the visual and auditory sense that an accident has occurred, a start switch (input device) for operating the train radio starting device 18 when operated by the driver and the crew, and the like. Illustrated. By acquiring the current position and the travel distance from the base point using a navigation device, a distance meter, or the like, the train information that the train radio 19 automatically issues to the central command center can be made effective including position data.

  Next, the principle of accident detection by the accident detection apparatus 2 will be described with reference to FIG. FIG. 2 is a schematic diagram for explaining the principle of accident detection by the accident detection apparatus 2. When an accident occurs, the part (part of the railway vehicle 1) that has been shocked by the accident is instantaneous regardless of the acceleration direction (vertical direction, left-right direction, front-rear direction) or measurement position (position of the acceleration sensors 11a, 12a). The vibration acceleration increases. Therefore, in the present invention, it is determined that an accident has occurred when the vibration acceleration in a plurality of directions exceeds a threshold value within a certain time, or when the vibration acceleration at a plurality of positions exceeds a threshold value within a certain time.

  2, the horizontal direction in FIG. 2 indicates time, and the vertical direction in FIG. 2 indicates the magnitude of acceleration. Here, it is assumed that the acceleration sensor 11a is disposed on the front side of the leading vehicle of the train, and the acceleration sensor 12a is disposed on the rear side of the leading vehicle. If the train collides head-on, first, the acceleration a1 is detected by the acceleration sensor 11a arranged on the front side of the leading vehicle, and the acceleration a2 is detected by the acceleration sensor 12a arranged on the rear side of the leading vehicle with a slight delay. The

  The first threshold value T1 is a threshold value for the acceleration a1 (preliminarily set from the predicted acceleration generated at the time of collision), and the second threshold value T2 is a threshold value for the acceleration a2 (preset from the predicted acceleration generated at the time of the collision). The first threshold value T1 and the second threshold value T2 are stored in the ROM 4. In the present embodiment, the first threshold value T1 = the second threshold value T2.

  The time t1 is a time measured by the first time measuring device 13, and is a time from when the acceleration a1 becomes equal to or higher than the first threshold T1 to when it becomes less than the first threshold T1. The time t2 is a time measured by the first time measuring device 13, and is a time from when the acceleration a1 becomes equal to or higher than the first threshold T1 to when the acceleration a2 becomes equal to or higher than the second threshold T2. The time t3 is a time measured by the second timing device 14, and is a time from when the acceleration a2 becomes equal to or greater than the second threshold T2 to when it becomes less than the second threshold T2. The accident detection device 2 acquires the times t1, t2, and t3 and compares each time with a predetermined value set in advance, and satisfies all the following conditions 1 to 3 (first condition to third condition). It is determined that an accident (collision) has occurred.

  Condition 1: A time t1 from when the acceleration a1 in any direction detected by any acceleration sensor becomes equal to or greater than the first threshold T1 to when the acceleration a1 falls below the first threshold T1 is a predetermined time A (specified value). Be within.

  Condition 2: The acceleration a2 that is different from the acceleration a1 from the time when the acceleration a1 in any direction detected by any acceleration sensor is equal to or greater than the first threshold T1 (any one detected by any acceleration sensor) The time t2 until the acceleration in the direction) becomes equal to or greater than the second threshold T2 is within a predetermined time B (specified value).

  Condition 3: The time t2 from when the acceleration a2 becomes equal to or greater than the second threshold T2 to when it becomes less than the second threshold T2 is within a predetermined time C (specified value).

  However, the predetermined time A <predetermined time B, the predetermined time A ≧ the predetermined time C, and the predetermined time A, the predetermined time B, and the predetermined time C are stored in the ROM 4.

  Conditions 1 and 3 are conditions established based on times t1 and t3 from the time when the acceleration becomes equal to or higher than a predetermined threshold to the time when the acceleration becomes lower than the threshold. If the accelerations a1 and a2 input to the acceleration sensors 11a and 12a exceed the measurement range of the acceleration sensors 11a and 12a, the acceleration sensors 11a and 12a cannot measure the accelerations a1 and a2 themselves. When the acceleration sensors 11a and 12a fail due to the input of the accelerations a1 and a2, the accelerations a1 and a2 may not be less than the first threshold value T1 or the second threshold value T2. In that case, the times t1 and t3 cannot be acquired.

  On the other hand, when the acceleration sensors 11a and 12a operate normally, the times t1 and t3 can be acquired. Therefore, even if the acceleration sensors 11a and 12a do not measure the maximum values of the accelerations a1 and a2, the time t1 from when the acceleration a1 becomes equal to or higher than the first threshold T1 to when it becomes lower than the first threshold T1 is measured. By measuring the time t3 from the time when the acceleration a2 becomes equal to or higher than the second threshold T2 to the time when the acceleration a2 becomes lower than the second threshold T2, it can be used as a basis for determining whether the conditions 1 and 3 are successful.

  In this case, since it is not necessary to measure the maximum values of the accelerations a1 and a2 with the acceleration sensors 11a and 12a, the acceleration having a wide measurement range in which the maximum value of the expected acceleration (about 50G to 60G) does not exceed the measurement range. There is no need to employ a sensor. In an acceleration sensor with a wide measurement range, the detection sensitivity of low G acceleration that occurs during normal driving or the like is reduced. On the other hand, according to the present embodiment, since the acceleration sensors 11 and 12 (which are already installed in the railway vehicle) having a small measurement range can be used, the detection sensitivity of the low G acceleration that occurs during normal traveling or the like is high. It can suppress that it falls. Therefore, it is possible to detect an accident using the acceleration sensors 11 and 12 having a small measurement range while suppressing a decrease in acceleration detection sensitivity.

  Condition 2 is a condition that is satisfied based on the time t2 from the time when the acceleration a1 becomes equal to or greater than the first threshold T1 to the time when the acceleration a2 different from the acceleration a1 becomes equal to or greater than the second threshold T2. When an accident occurs, the acceleration increases regardless of the acceleration direction and the measurement position. Therefore, when accelerations a1 and a2 in a plurality of directions exceed the first threshold T1 and the second threshold T2 within a certain time (predetermined time B). Alternatively, Condition 2 is satisfied when the accelerations a1 and a2 at a plurality of positions exceed the first threshold T1 and the second threshold T2 within a predetermined time (predetermined time B). By making Condition 2 one of the conditions for detecting an accident, it is possible to prevent erroneous detection due to an impact other than an accident (sudden acceleration), and to improve the reliability of accident detection.

  In addition to the frontal collision, the accident can have various modes such as derailment, side collision, rollover, rollover, climbing, and falling at a high place. When such an accident occurs, various modes can be considered for the acceleration generated in each part of the train. Therefore, in this embodiment, the case where accident detection is performed based on the accelerations a1 and a2 detected by the acceleration sensors 11a and 12a arranged at different positions (front and rear of the leading vehicle) of the same vehicle has been described. This is not a limitation. For example, it is naturally possible to detect an accident based on accelerations a1 and a2 detected by different acceleration sensors arranged in different vehicles. Of course, it is possible to detect an accident based on the accelerations a1, a2 in the vertical direction, the horizontal direction, or the front-rear direction detected by the same acceleration sensor (three-axis accelerometer, for example, the acceleration sensor 11a).

  Next, the accident detection process will be described with reference to FIGS. FIG. 3 is a flowchart of the first accident detection process, and FIG. 4 is a flowchart of the second accident detection process. The first accident detection process and the second accident detection process are processes that are repeatedly executed by the CPU 3 while the accident detection apparatus 2 is turned on. This process detects an accident.

  As shown in FIG. 3, regarding the first accident detection process, the CPU 3 first acquires all the accelerations (vibration accelerations) in the three axial directions detected by all the acceleration sensors 11a and 12a (S1). Next, the CPU 3 determines whether or not the acquired acceleration (a1) is greater than or equal to the first threshold T1 (S2), and when it is determined that the acceleration is greater than or equal to the first threshold T1 (S2: Yes). Next, it is determined whether or not the first timekeeping flag 5a is on (S3). As a result, when it is determined that the first timekeeping flag 5a is off (S3: No), since the first timekeeping device 13 has not yet timed, the CPU 3 starts timekeeping by the first timekeeping device 13. Measurement of time t1 is started (S4). Next, the CPU 3 turns on the first timekeeping flag 5a (S5) and ends the first accident detection process.

  As a result of the process of S3, when it is determined that the first timekeeping flag 5a is on (S3: Yes), the process of S4 and S5 is skipped in order to continue the time measurement by the first time measuring device 13. Then, the first accident detection process is terminated.

  On the other hand, when it is determined that the acceleration is less than the first threshold T1 as a result of the process of S2 (S2: No), the CPU 3 determines whether or not the first timekeeping flag 5a is on (S6). . As a result, when the first timekeeping flag 5a is on (S6: Yes), the CPU 3 calculates the elapsed time (time t1) by the first timekeeping device 13 during timekeeping, and timekeeping by the first timekeeping device 13 is performed. (S7), and the first timekeeping flag 5a is turned off (S8). Next, the CPU 3 determines whether or not the elapsed time (time t1) is within the predetermined time A (S9). If the elapsed time (time t1) is within the predetermined time A, "condition 1" is satisfied. The first condition flag 5c is turned on (S10), and the first accident detection process is terminated.

  On the other hand, if it is determined as a result of the process of S6 that the first timekeeping flag 5a is off (S6: No), the acceleration is smaller than the first threshold T1 and timed by the first timekeeping device 13. Since the process from S7 to S10 is skipped, the first accident detection process is terminated.

  As a result of the process of S9, if it is determined that the elapsed time (time t1) is not within the predetermined time A (S9: No), the acceleration sensors 11a and 12a may be faulty. In order to prevent detection, the process of S10 is skipped and the first accident detection process is terminated.

  As shown in FIG. 4, regarding the second accident detection process, the CPU 3 first acquires all the accelerations (vibration accelerations) in the three axial directions detected by all the acceleration sensors 11a and 12a (S11). Next, the CPU 3 determines whether or not the first timekeeping flag 5a is on (S12). If it is determined that the first timekeeping flag 5a is on (S12: Yes), the acquired acceleration (a2 ) Is greater than or equal to the second threshold T2 (S13). As a result, when it is determined that the acceleration is greater than or equal to the second threshold T2 (S13: Yes), the CPU 3 next determines whether or not the second timekeeping flag 5a is on (S14).

  As a result of the process of S14, when it is determined that the second timekeeping flag 5a is OFF (S14: No), the CPU 3 has elapsed time (time t2) since the measurement was started by the first timekeeping device 13. Is determined within a predetermined time B (S15). As a result, when it is determined that the elapsed time (time t2) is within the predetermined time B (S15: Yes), it is determined that “Condition 2” is satisfied, and the second timing device 14 starts measuring time. (S16), measurement of time t3 is started. Next, the CPU 3 turns on the second timing flag 5b (S17), and ends the second accident detection process.

  If it is determined as a result of the processing of S12 that the first timekeeping flag 5a is off (S12: No), the processing of S13 to S24 is skipped. If it is determined that the second timekeeping flag 5b is turned on as a result of the processing of S14 (S14: Yes), the processing of S15 to S17 is skipped in order to continue the timekeeping by the second timekeeping device 14. Then, the second accident detection process ends.

  On the other hand, when it is determined that the acceleration is less than the second threshold value T2 as a result of the process of S13 (S13: No), the CPU 3 determines whether or not the second timekeeping flag 5b is on (S18). . As a result, when the second timekeeping flag 5b is on (S18: Yes), the CPU 3 calculates the elapsed time (time t3) by the second timekeeping device 14 during the timekeeping and measures the time by the second timekeeping device 14. (S19), and the second timing flag 5b is turned off (S20). Next, the CPU 3 determines whether or not the elapsed time (time t3) is within the predetermined time C (S21). If the elapsed time (time t3) is within the predetermined time C (S21: Yes), “ It is determined that “condition 2 and condition 3” are satisfied.

  Next, the CPU 3 determines whether or not the first condition flag 5c is on (S22). As a result of the process of S22, when the first condition flag 5c is on (S22: Yes), since all of the conditions 1 to 3 are satisfied, the CPU 3 switches the protective radio activation device 15 and the train radio activation device 18 to each other. The protection radio 16 and the train radio 19 are activated to operate (S23). Since the stop signal can be displayed on the train traveling in the vicinity by the protective radio 16, the train can be stopped and a secondary accident can be prevented. In addition, train information related to the accident is automatically issued to the central command station (not shown) by the train radio 19 so that the central command station can know the train where the accident occurred, the position, etc. it can.

  On the other hand, if it is determined that the first condition flag 5c is OFF as a result of the process of S22 (S22: No), “condition 1” is not satisfied, so the process of S23 is skipped. Then, the second accident detection process is terminated.

  If it is determined that the second timekeeping flag 5b is OFF as a result of the processing in S18 (S18: No), the acceleration is smaller than the second threshold T2 and time measurement by the second time measuring device 14 is also performed. Therefore, the first condition flag 5c is turned off (S24), the processes from S19 to S23 are skipped, and the second accident detection process is terminated.

  As a result of the processing in S21, if it is determined that the elapsed time (time t3) is not within the predetermined time C (S21: No), the acceleration sensors 11a and 12a may be faulty. In order to prevent detection, the processing of S22 and S23 is skipped, the first condition flag 5c is turned off (S24), and the second accident detection processing is ended.

  In this embodiment, the predetermined time A <predetermined time B and the predetermined time A ≧ predetermined time C are set. The predetermined time A is a specified value that serves as a reference for determining whether or not the acceleration sensors 11a and 12a that have detected the acceleration a1 may be broken. The detection accuracy of the predetermined time A is short. It improves. Therefore, by setting the predetermined time A <predetermined time B, it is possible to improve the detection accuracy of whether there is a possibility that the acceleration sensors 11a and 12a that have detected the acceleration a1 are out of order. Can be improved.

  The predetermined time C is a specified value that serves as a reference for determining whether or not there is a possibility that the acceleration sensors 11a and 12a that have detected the acceleration a2 are out of order. The acceleration a2 is the same as the acceleration a1 or smaller than the acceleration a1 by the amount that the impact is absorbed by the vehicle body or the like. Therefore, by setting the predetermined time A ≧ the predetermined time C, it is possible to improve the detection accuracy of whether there is a possibility that the acceleration sensors 11a and 12a that have detected the acceleration a2 are out of order. As a result, the reliability of accident detection is improved. Can be improved.

In the flowcharts shown in FIG. 3 and FIG. 4 (first accident detection process and second accident detection process), the acceleration acquisition means according to claim 1 includes the processes of S1 and S11, and the first time acquisition means includes S7. These processes correspond to each. The first determination means according to claim 1 corresponds to the process of S9, and the first accident detection means corresponds to the processes of S9 and S10. The second time acquisition means according to claim 2 is a process of calculating an elapsed time (time t2) in the process of S15, and the second determination means is an elapsed time (time t2) of the process of S15. The processing of S16 corresponds to the processing of S16 as the second accident detection means. The third time acquisition means according to claim 3 corresponds to the process of S19, the third determination means corresponds to the process of S21, and the third accident detection means corresponds to the process of S21.

  The present invention has been described above based on the embodiments. However, the present invention is not limited to the above embodiments, and various improvements and modifications can be made without departing from the spirit of the present invention. It can be easily guessed.

  In the above-described embodiment, the case where the acceleration sensors 11a and 12a are arranged on the vehicle body of each vehicle (above the carriages installed at the two front and rear positions) has been described. Of course, it is possible to arrange it on the carriage and the car body. Of course, it is possible to arrange the acceleration sensors 11a and 12a not at the top of the carriage but at any position of the vehicle body.

  In the above embodiment, the case where the first threshold value T1 and the second threshold value T2 are set to the same value has been described. However, the present invention is not necessarily limited to this, and the first threshold value T1 and the second threshold value T2 are It is naturally possible to set different values. For example, the detection sensitivity of the acceleration a2 can be improved by setting the second threshold value T2 to a value smaller than the first threshold value T1.

  In the above embodiment, the case where the protective radio activation device 15 and the train radio activation device 18 are activated by the accident detection device 2 and the protective radio 16 and the train radio 19 are activated is described. However, the present invention is not necessarily limited thereto. Of course, it is possible to omit the process of operating the train radio starting device 18. This is because if the protection radio 16 is activated and a stop signal can be displayed on a train traveling in the vicinity, the train can be stopped to prevent a secondary accident. In addition, the driver and the crew are notified by the output device (not shown) that an accident has occurred, and the train radio starting device 18 is operated by the driver or the crew manually operating the start switch (not shown). Naturally, it is possible to make an emergency stop.

DESCRIPTION OF SYMBOLS 1 Rail vehicle 2 Accident detection apparatus 11a, 12a Acceleration sensor (accelerometer)

Claims (5)

In an accident detection apparatus mounted on a railway vehicle in which an accelerometer that detects three-axis orthogonal acceleration is arranged,
Acceleration acquisition means for acquiring acceleration detected by the accelerometer;
First time acquisition means for acquiring a time from when one of the plurality of accelerations acquired by the acceleration acquisition means is equal to or greater than a predetermined first threshold to when it is less than the first threshold;
An accident detection means for detecting the occurrence of an accident in the railway vehicle by establishing a condition based on the time acquired by the first time acquisition means ;
First determination means for determining whether the time acquired by the first time acquisition means is within a predetermined time;
The accident detection means is
Determining that the first condition is satisfied when it is determined by the first determination means that the time acquired by the first time acquisition means is within a predetermined time;
And a first accident detection unit that determines that the first condition is not satisfied when the first determination unit determines that the time acquired by the first time acquisition unit is longer than a predetermined time. Characteristic accident detection device. Other than the one acceleration among the plurality of accelerations acquired by the acceleration acquisition unit from the time when one of the plurality of accelerations acquired by the acceleration acquisition unit becomes equal to or more than the first threshold Second time acquisition means for acquiring a time until the acceleration becomes a predetermined second threshold value or more;
Second determination means for determining whether the time acquired by the second time acquisition means is within a predetermined time,
The accident detection means determines that a second condition different from the first condition is satisfied when the second determination means determines that the time acquired by the second time acquisition means is within a predetermined time. accident detection apparatus according to claim 1, characterized in that it comprises a second accident detecting means for determining. A third time period for acquiring a time period from when the other acceleration different from one of the plurality of accelerations acquired by the acceleration acquisition means becomes greater than or equal to the second threshold value to when the acceleration becomes less than the second threshold value. Time acquisition means;
Third determination means for determining whether the time acquired by the third time acquisition means is within a predetermined time;
The accident detection means,
And time acquired by the third time acquisition unit by a pre-Symbol third determination means when it is judged to be within a predetermined time, a third condition that is different from the first condition and the second condition is satisfied judges,
That the time acquired by the third time acquisition unit by the third determining means comprises a third accident detecting means you determined that if it is determined that longer than the predetermined time, the third condition is not satisfied The accident detection device according to claim 2 . Wherein the predetermined time serving as a reference for determination by the first determining means, according to claim 2 or 3, characterized in that it is set to be shorter than the predetermined time serving as a reference for the determination by said second determination means Accident detection device. Wherein the predetermined time serving as a reference for determination by the first determining means, according to claim 3 or 4, characterized in that it is set equal to or longer the predetermined time serving as a reference for the determination by the third determination means The accident detection device described in 1.

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