JP6999079B2 - Operation status detection system for hand brakes of railway vehicles - Google Patents

Description

The present invention relates to a system for detecting a hand brake operating state in a railway vehicle.

A large number of accompanying vehicles towed by a locomotive having a power source include those provided with a hand brake mechanism as an indwelling brake for preventing rolling (see, for example, Patent Document 1). Before departure, it is necessary to check whether the handbrake is completely released, but the current situation is that all workers visually check it, and the handbrake is not released due to the worker's omission of confirmation. The vehicle may depart in the state.

In Patent Document 1, an IC tag recording trolley identification information is attached to the side surface of the trolley, and a shutter that opens and closes in conjunction with the hand brake mechanism between the state where the IC tag is covered and the state where the IC tag is exposed is attached to the trolley. A method of determining the operating state of the hand brake mechanism has been proposed by providing a configuration in which the shutter closes and the bogie identification information of the IC tag cannot be read when the hand brake mechanism is not loosened.

Japanese Unexamined Patent Publication No. 2011-63115

However, in the configuration of Patent Document 1, when the hand brake mechanism is in the half-brake state, the shutter is half-opened, so that the radio wave of the IC tag bypasses the shutter and the trolley identification information can be read. There is a risk that the handbrake mechanism will be erroneously determined to be in a loose state.

Therefore, it is an object of the present invention to save labor in checking the operating state of the hand brake mechanism and to prevent erroneous determination of the state of the hand brake as to whether or not the hand brake is loosened or not loosened.

The operation state detection system for the handbrake of a railroad vehicle according to one aspect of the present invention is a system for detecting the brake operation state of whether the handbrake provided in each vehicle of the train formation is loose or inflexible. Each of the vehicles is provided with a plurality of individual units, each of which has a state detector for detecting the brake operation state of the hand brake and a brake operation state detected by the state detector. It has a first individual radio communication device capable of transmitting by the first radio method.

According to the above configuration, a state detector for detecting the operating state of the hand brake and an individual wireless communication device for transmitting the operating state of the brake detected by the state detector are independently and separately provided, and the hand brake mechanism is provided. The brake operation state can be transmitted from the first individual radio communication device both when the brake is inactive and when the brake is released. Therefore, it is possible to use an accurate switch or sensor for the state detector without using the unstable means of blocking / opening the radio wave by the shutter, and it is possible to prevent erroneous determination of the brake operating state of the hand brake.

According to the present invention, it is possible to prevent erroneous determination of the hand brake operating state while saving labor in checking the operating state of the hand brake mechanism.

It is a schematic diagram of the operation state detection system of the hand brake of the railroad vehicle which concerns on 1st Embodiment. It is a block diagram of the operation state detection system shown in FIG. It is a schematic diagram of the hand brake mechanism and the state detector shown in FIG. 1. (A) and (B) are drawings illustrating the operation of the hand brake mechanism and the detection of the state detector shown in FIG. It is an operation flowchart of the state detection system shown in FIG. It is a schematic diagram explaining the operation of the state detection system shown in FIG. 1. It is a schematic diagram explaining the operation of the state detection system shown in FIG. 1. It is a schematic diagram explaining the operation of the state detection system shown in FIG. 1. It is a schematic diagram explaining the operation of the state detection system shown in FIG. 1. It is a block diagram of the state detection system of the hand brake of the railroad vehicle which concerns on 2nd Embodiment. It is an operation flowchart of the state detection system shown in FIG. It is a schematic diagram explaining the operation of the state detection system shown in FIG. It is a schematic diagram explaining the operation of the state detection system shown in FIG. It is a schematic diagram explaining the operation of the state detection system shown in FIG. It is a schematic diagram explaining the operation of the state detection system shown in FIG.

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

(First Embodiment)
FIG. 1 is a schematic diagram of an operating state detection system 10 for a hand brake of a railway vehicle according to the first embodiment. FIG. 2 is a block diagram of the operating state detection system shown in FIG. As shown in FIG. 1, in the present embodiment, the train formation 1 (railroad vehicle) includes a locomotive 2 and a plurality of accompanying vehicles 3A to C connected to the locomotive 2. In the area B, in addition to the accompanying vehicles 3A to C of the train formation 1 starting from the area B and starting running, other accompanying vehicles 4A to C that are detained in the area B without being connected to the locomotive 2 are also arranged. Has been done. The accompanying vehicles 3A to C and 4A to C are, for example, freight cars for carrying cargo. All the accompanying vehicles 3A to C and 4A to C are equipped with hand brakes 7 that mechanically press the brake shoes (not shown) against the treads of the wheels in conjunction with the manual operation of the operator. Here, the area B is, for example, a detention line, a cargo handling line, a freight train for structuring and shunting freight trains, a freight station for loading and unloading freight cars, and the like.

The operating state detection system 10 of the present embodiment automatically determines whether or not the hand brakes 7 mounted on the accompanying vehicles 3A to C of the train formation 1 starting from the area B and starting to travel are in an inactive state. It is for detection. The operating state detection system 10 may detect whether or not the hand brake 7 is in a loosened state. The operation state detection system 10 includes a plurality of individual units 11, a ground unit 12, and a state notification device 13. Each individual unit 11 is provided in each of the accompanying vehicles 3A to C and 4A to C, respectively. The ground unit 12 is provided in the vicinity of the departure line R in the area B. For example, the ground unit 12 is arranged on the side of the departure line R in the vicinity of the exit of the area B.

As shown in FIGS. 1 and 2, the individual unit 11 includes a proximity switch 21 (state detector), an individual wireless communication device 22 (first individual wireless communication device), and an RFID tag 23 (second individual wireless communication device). And have. The individual wireless communication device 22 transmits the brake operation state detected by the proximity switch 21 in the medium-distance communication method (first wireless method) in which the entire area B can be used as the communication area in association with the vehicle ID (accompanying vehicle identification information). .. That is, the individual wireless communication device 22 stores the vehicle ID. As a communication method of the individual wireless communication device 22, for example, an LPWA (Low Power Wide Area) capable of bidirectional communication can be used.

The RFID tag 23 transmits the vehicle ID by the RFID system (second wireless system), which is a short-range wireless system having a narrower communication area than the communication system of the individual wireless communication device 22. That is, the RFID tag 23 stores the vehicle ID. The vehicle ID stored in the individual wireless communication device 22 and the RFID tag 23 is ID information that can distinguish the accompanying vehicles 3A to C and 4A to C. The vehicle ID makes it possible to distinguish the handbrake 7 to which the individual wireless communication device 22 and the RFID tag 23 are attached from the accompanying vehicles 3A to C and 4A to C from the other handbrake 7.

The terrestrial unit 12 includes a host radio communication device 31 (first host radio communication device), an RFID reader 32 (second host radio communication device), and an arithmetic processing unit 33. The host wireless communication device 31 receives the brake operation state and the vehicle ID from the individual wireless communication device 22 in the medium-range wireless system (first wireless system). Therefore, the host wireless communication device 31 receives the brake operation state and the vehicle ID of all the accompanying vehicles 3A to C and 4A to C detained in the area B within the communication range by the medium-range wireless method. do.

The RFID reader 32 receives the vehicle ID from the RFID tag 23 by the RFID method (second wireless method). The arithmetic processing unit 33 includes a processor, a volatile memory, a non-volatile memory, an I / O interface, and the like. The arithmetic processing unit 33 functionally has a storage unit 42 (storage unit) and an arithmetic unit 43 (arithmetic unit). Input / output to / from the arithmetic processing unit 33 is realized by an I / O interface. The storage unit 42 is realized by a volatile memory and a non-volatile memory. The arithmetic unit 43 is realized by the processor performing arithmetic processing using the volatile memory based on the program stored in the non-volatile memory.

A plurality of brake operation states received by the host wireless communication device 31 of the terrestrial unit 12 are input to the arithmetic processing unit 33 from each individual wireless communication device 22 of the plurality of individual units 11. The storage unit 42 stores a plurality of brake operation states input to the arithmetic processing unit 33 in association with the vehicle ID. The calculation unit 43 extracts the brake operation state associated with the vehicle ID that matches the vehicle ID received by the RFID reader 32 from the plurality of brake operation states stored in the storage unit 42. The arithmetic processing unit 33 transmits the brake operation state and the vehicle ID extracted by the arithmetic unit 43 to the status notification device 13 via the host wireless communication device 31 and the leading vehicle wireless communication device 14.

The status notification device 13 is provided in the locomotive 2 (leading car) of the train formation 1, for example, in the cab 2a of the locomotive 2. The status notification device 13 includes a processor, a volatile memory, a non-volatile memory, an I / O interface, and the like. The status notification device 13 is extracted by the calculation unit 43, and when the brake operating state received via the host wireless communication device 31 and the leading vehicle wireless communication device 14 is in the non-relaxed state, the status notifier 13 issues an inflexible alarm in association with the vehicle ID. Notice. The status notification device 13 is extracted by the calculation unit 43, and if the brake operating state received via the host wireless communication device 31 and the leading car wireless communication device 14 is in the relaxed state, it is normal without notifying the alarm. Is displayed.

The operation state detection system 10 further includes a leading car wireless communication device 14 and a leading car RFID tag 15 (leading car wireless communication device). The leading car wireless communication device 14 and the leading car RFID tag 15 are mounted on the locomotive 2. The leading car wireless communication device 14 communicates with the host wireless communication device 31 by a medium-range communication method (first wireless method). The leading car RFID tag 15 stores the leading car ID (leading car identification information), and transmits the leading car ID by the RFID method (second wireless method). The leading vehicle ID is ID information different from the vehicle ID.

When the RFID reader 32 receives the leading vehicle ID from the leading vehicle RFID tag 15 by the RFID method (second wireless method), the host wireless communication device 31 associates the brake operation state with the individual wireless communication device 22 with the vehicle ID. The request signal requested to be transmitted is transmitted by the medium-range wireless system (first wireless system). That is, the individual wireless communication device 22 transmits the brake operation state detected by the proximity switch 21 in association with the vehicle ID, triggered by the reception of the request signal.

3A and 3B are schematic views of the handbrake 7 and the proximity switch 21 shown in FIG. 1, and FIGS. 4A and 4B are diagrams illustrating the operation of the handbrake 7 and the detection by the proximity switch. As shown in FIG. 3, the hand brake 7 swings with a swing arm 54 which is connected to the brake shoe via a rod 51 and swingably connected to a bracket 52 via a rotation shaft 53. A linear body 55 (for example, a chain) connected to the moving arm 54 and a handle device 56 capable of winding the linear body 55 are provided. The proximity switch 21 described above is provided at a portion of the bracket 52 that is separated from the rotation shaft 53 by a predetermined distance. A magnet 57 for detecting by the proximity switch 21 is provided at a portion of the swing arm 54 that is separated from the rotation shaft 53 by the predetermined distance.

As shown in FIG. 4A, in a relaxed state in which the linear body 55 is not wound by the handle device 56 and the brake shoe (not shown) is completely separated from the tread of the wheel, the swing arm 54 Is urged by a spring (not shown) at a position where the magnet 57 overlaps the proximity switch 21. As shown in FIG. 4B, the operator rotates the handle device 56 in one direction to wind the linear body 55, and the swing arm 54 swings, so that the brake shoe controls the tread surface of the wheel. In the non-relaxed state in which the magnet 57 is pressed, the magnet 57 separates from the proximity switch 21. That is, when the proximity switch 21 detects the magnetic force of the magnet 57, the handbrake 7 is in the relaxed state, and when the proximity switch 21 does not detect the magnetic force of the magnet 57, the handbrake 7 is in the non-relaxed state. It is in.

FIG. 5 is an operation flowchart of the operation state detection system 10 shown in FIG. 6 to 9 are schematic views illustrating the operation of the operation state detection system 10 shown in FIG. 1. Hereinafter, the operation of the operating state detection system 10 will be described along the flow of FIG. 5 with reference to FIGS. 6 to 9 in order. As shown in FIGS. 5 and 6, when the train formation 1 on the departure line R starts running to depart from the area B, when the locomotive 2 approaches the ground unit 12, the RFID reader 32 moves to the leading car RFID tag 15. The leading car ID is read from (step S1). Triggered by reading the leading vehicle ID, the arithmetic processing unit 33 sends a request signal requesting the individual wireless communication device 22 to transmit the brake operation state in association with the vehicle ID in a medium-range wireless system (for example, LPWA). (Method) (step S2).

As shown in FIGS. 5 and 7, the individual wireless communication devices 22 of the accompanying vehicles 3A to C set the brake operating state (relaxed state or non-relaxed state) detected by the proximity switch 21 in response to the request signal. It is transmitted together with the ID (step S3). The signal including the brake operating state and the vehicle ID is received by the host wireless communication device 31 (step S4), and the brake operating state and the vehicle ID are held in the storage unit 42 of the arithmetic processing unit 33 (step S5). As described above, the target of transmission / reception by the host wireless communication device 31 is all the accompanying vehicles 3A to C and 4A to C in the area B that are within the communication range by the medium-range wireless method. Therefore, information including the brake operating state and the vehicle ID from all these vehicles is stored in the storage unit 42.

As shown in FIGS. 5 and 8, when the first accompanying vehicle 3A (immediately after the locomotive 2) approaches the ground unit 12 after the locomotive 2 has passed through the ground unit 12, the RFID reader 32 receives the RFID reader 32. The vehicle ID is read from the RFID tag 23 of the individual unit 11 provided in the accompanying vehicle 3A (step S6). The vehicle ID of the accompanying vehicle 3A read by the RFID reader 32 is input to the arithmetic processing unit 33, and the arithmetic unit 43 holds the input vehicle ID and the storage unit 42 in association with the plurality of brake operating states. Check with the vehicle ID (step S7). Then, the calculation unit 43 extracts the brake operation state associated with the vehicle ID matching the vehicle ID of the accompanying vehicle 3A from the plurality of brake operation states stored in the storage unit 42.

When the arithmetic processing unit 33 determines that the brake operating state corresponding to the matched vehicle ID is inflexible (step S8), the arithmetic processing apparatus 33 causes the host wireless communication apparatus 31 and the leading vehicle wireless communication apparatus 14 to be used. A non-relaxation alarm is transmitted to the status notification device 13 via the state notification device 13 (step S9), and the status notification device 13 displays the non-relaxation alarm (step S10). On the other hand, when the arithmetic processing unit 33 determines that the brake operating state corresponding to the matched vehicle ID is in the relaxed state (step S8), the arithmetic processing unit 33 transmits a relaxed notification to the status notifier 13 (step S8). Step S11), the status notification device 13 displays the release notification (step S12). Note that FIG. 8 shows an example in which the hand brake 7 of the accompanying vehicle 3A is in an inactive state.

As shown in FIGS. 5 and 9, when the second accompanying vehicle 3B approaches the ground unit 12 after the first accompanying vehicle 3A has passed through the ground unit 12, the RFID reader 32 uses the accompanying vehicle 3B. The vehicle ID is read from the RFID tag 23 of the individual unit 11 provided in (step S6). Hereinafter, the same operation as in steps S7 to 12 described above is performed, and the status notification device 13 displays a non-relaxation alarm or a release notification regarding the hand brake 7 of the accompanying vehicle 3B. Note that FIG. 9 shows an example in which the hand brake 7 of the accompanying vehicle 3A is in a relaxed state. Since the same applies to the accompanying vehicle 3C as described above, the description thereof will be omitted.

According to the configuration described above, the proximity switch 21 for detecting the operating state of the hand brake 7 and the individual wireless communication device 22 for transmitting the braking operating state detected by the proximity switch 21 are independently and separately provided. The individual wireless communication device 22 can transmit the brake operating state regardless of whether the hand brake 7 is in the non-relaxed state or in the relaxed state. Therefore, it is possible to use the proximity switch 21 with high accuracy for detecting the brake operating state without using the unstable means of blocking / opening the radio wave by the conventional shutter, and it is possible to prevent erroneous determination of the hand brake state. can.

Further, according to the above-mentioned operation state detection system 10, wireless communication (first wireless method: LPWA method) for receiving the brake operation state of the hand brake 7 of each accompanying vehicle 3A to C and 4A to C and ground are used. A different communication means is used for wireless communication (second wireless system: RFID system) for determining that the vehicle has passed in the vicinity of the unit. As a result, information on the vehicle ID and the hand brake state is collected from all the vehicles within the communication range of the medium-range wireless system, but only the brake operation state corresponding to the vehicle ID received by the RFID system can be extracted. Therefore, it is possible to grasp the brake operation state only for the train formation or the vehicle to be confirmed without recognizing the formation such as the vehicle type and the vehicle number of the vehicles constituting the train.

Further, the host wireless communication device 31 is configured to request the individual wireless communication device 22 to transmit the brake operation state in association with the vehicle ID when the RFID reader 32 receives the leading vehicle ID. When the locomotive 2 of 1 passes near the ground unit 12 and departs as a trigger, the transmission / reception operation of the brake operating state can be started, the communication efficiency can be improved, and the power saving can be achieved.

(Second Embodiment)
FIG. 10 is a block diagram of the operation state detection system 110 for the hand brake of the railway vehicle according to the second embodiment. The operation state detection system 110 of the second embodiment is different from the first embodiment in that the arithmetic processing device 133 is arranged in the driver's cab 2a of the locomotive 2. As shown in FIG. 10, the leading vehicle (cab 2a of the locomotive 2) is equipped with a leading vehicle wireless communication device 14 capable of wireless communication with the individual wireless communication device 22 and connected to the arithmetic processing unit 133. There is. Since the other configurations are the same as those of the first embodiment, the same reference numerals are given and the description thereof will be omitted.

FIG. 11 is an operation flowchart of the operation state detection system 110 shown in FIG. 12 to 15 are schematic views illustrating the operation of the operating state detection system 110 shown in FIG. Hereinafter, the operation of the operating state detection system 110 will be described along the flow of FIG. 11 with reference to FIGS. 12 to 15 in order. Steps S1 to S3 (see FIG. 12) are the same as steps S1 to S3 of the first embodiment. In step S4, the leading vehicle wireless communication device 14 receives a signal including the brake operating state and the vehicle ID transmitted by each individual wireless communication device 22 (see FIG. 13). Steps S4 and S5 are the same as steps S5 of the first embodiment except that the location of the arithmetic processing unit 133 (storage unit 42) is the driver's cab 2a.

Step S6 is the same as step S6 of the first embodiment. Next, the RFID reader 32 transmits the vehicle ID read from the RFID tag 23 provided on the first accompanying vehicle 3A to the arithmetic processing unit 133 via the leading vehicle wireless communication device 14 of the cab 2a (step S21). ). Steps S7 and S8 are the same as steps S7 and S8 of the first embodiment except that the calculation location is the driver's cab 2a (see FIG. 14). When the brake operating state extracted by the calculation unit 43 is the non-releasing state, the state notification device 13 displays an in-releasing alarm so that the hand brake 7 in the non-releasing state can be identified based on the vehicle ID (step S10). ).

On the other hand, when the brake operating state extracted by the calculation unit 43 is in the relaxed state, the status notification device 13 displays the release notification so that the hand brake 7 in the relaxed state can be identified based on the vehicle ID (step S12). .. As a result, the occurrence of non-relaxation in the hand brake 7 and the position of the hand brake 7 in the non-relaxed state can be easily grasped. The same applies to the second accompanying vehicle 3B (see FIG. 15).

The present invention is not limited to the above-described embodiment, and the configuration thereof can be changed, added, or deleted. For example, the place where the ground unit 12 is arranged may not be inside the area B or may be outside the area B. The accompanying vehicle provided with the handbrake 7 does not have to be a freight car, and may be a vehicle equipped with the handbrake 7. The non-releasing alarm may be a warning sound or the like instead of a display, or both. The first wireless system is not limited to the LPWA system, and may be any wireless system that can cover all the vehicles in the area B or at least the train formation 1 within the communication area range. The second wireless system is not limited to the RFID system, and any wireless system may be used as long as at least one vehicle of the train formation 1 to start traveling can be within the communication area range and the other detained vehicles can be outside the communication area.

1 Train formation (railroad vehicle)
2 Locomotive (leading car)
3A-C, 4A-C accompanying vehicle (vehicle)
7 Hand brake mechanism 10,110 Status detection system 11 Individual unit 12 Ground unit 13 Status notification device 14 Leading car wireless communication device 15 Leading car RFID tag 21 Proximity switch (status detector)
22 Individual wireless communication device (1st individual wireless communication device)
23 RFID tag (second individual wireless communication device)
31 Host wireless communication device (1st host wireless communication device)
32 RFID reader (second host wireless communication device)
33, 133 Arithmetic processing unit 42 Storage unit (storage device)
43 Calculation unit (calculation unit)

Claims (6)

It is a system that detects whether each hand brake installed in each car of a train formation is loose or non-relaxed.
A plurality of individual units provided for each vehicle, and
Equipped with a ground unit installed near the track on the ground ,
Each of the plurality of individual units
A state detector that detects the brake operating state of the hand brake, and
A first individual wireless communication device capable of transmitting the brake operating state detected by the state detector by the first wireless method, and
It has a second individual wireless communication device capable of transmitting the vehicle ID in a second wireless system having a narrower communication area than the first wireless system .
The first individual radio communication device transmits the brake operating state in association with a vehicle ID indicating a railway vehicle provided with the hand brake.
The ground unit has a second host radio communicator capable of receiving the vehicle ID from the second individual radio communicator in the second radio system.
The ground unit or the railroad vehicle
A first host wireless communication device capable of receiving the brake operating state and the vehicle ID from the first individual wireless communication device by the first wireless method.
A storage device that stores the plurality of brake operation states received by the first host radio communication device from the plurality of first individual radio communication devices of the plurality of individual units in association with the vehicle ID.
An arithmetic unit that extracts the brake operating state associated with the vehicle ID that matches the vehicle ID received by the second host radio communication device from the plurality of brake operating states stored in the storage device. The operation state detection system of the hand brake of the railway vehicle. Further equipped with a leading car radio communication device provided in the leading car of the train formation and capable of transmitting the leading car ID by the second wireless method.
When the second host radio communication device receives the lead vehicle ID, the first host radio communication device requests the first individual radio communication device to transmit the brake operation state in association with the vehicle ID. , The operating state detection system for a hand brake of a railway vehicle according to claim 1 . Further equipped with a status notification device provided in the train formation,
The operation state detection system for a hand brake of a railway vehicle according to claim 1 or 2 , wherein the state notification device notifies an inactivation alarm when the brake operation state extracted by the arithmetic unit is in an inflexible state. .. The second wireless system is an RFID system, which is the operation state detection system for a hand brake of a railway vehicle according to any one of claims 1 to 3 . The operating state detection system for a hand brake of a railway vehicle according to any one of claims 1 to 4 , wherein the state detector is a proximity switch. The operation state detection system for a hand brake of a railway vehicle according to any one of claims 1 to 5 , wherein the first wireless system is an LPWA system.

Images