JP7205987B2 - Vehicle information communication system for train set - Google Patents

Description

The present invention relates to a communication system for vehicle information of a train set in which a plurality of sub-cars are connected to a main car.

2. Description of the Related Art There has been proposed a railroad vehicle monitoring device that detects an abnormal state of a railroad vehicle by processing detection values of sensors mounted on each vehicle (see Patent Documents 1 and 2, for example).

JP 2012-100434 A JP 2012-58208 A

When an abnormality is detected by the monitoring device, the detection result must be reported to the driver, etc., so the judgment result of the monitoring device installed in each car is sent to the parent unit of the leading car where the cab is located. You need a sending system. In addition, if each vehicle is configured to connect a power line to the monitoring unit in order to continuously operate the monitoring unit, the addition of the power line causes a significant increase in cost. It is realistic to adopt a configuration in which they are mounted.

By the way, before the departure of the train set, it is necessary to check whether the monitoring unit itself operates normally. Alternatively, the monitoring unit may transmit a normal operation signal as a response signal to the master unit in response to the request signal, and the master unit may confirm normal operation of the monitoring unit.

However, in order to receive the request signal from the parent unit, the wireless communication device of the monitoring unit must be in a reception standby state, and each time the composition of the train set changes, whether or not the monitoring unit operates normally is checked. It is necessary to check by radio transmission each time. Therefore, there is a problem that the power consumption in the monitoring unit increases, the battery is exhausted early, and the frequency of battery replacement increases.

Accordingly, the present invention provides a configuration including a monitoring unit that wirelessly transmits an abnormal state signal when the occurrence of an abnormal state is detected. An object of the present invention is to reduce the frequency of replacement of batteries provided in a unit.

A vehicle information communication system for a train set according to an aspect of the present invention is a vehicle information communication system for a train set in which a plurality of sub-vehicles are connected to a main vehicle, and includes a power supply circuit connected to a battery, and the sub-vehicles. a vehicle state sensor for detecting a state of a vehicle; a processor connected to the vehicle state sensor; a wireless communication device connected to the processor; and an operation confirmation switch connected to the processor; and a monitoring unit mounted on the secondary vehicle, wherein the processor indicates the occurrence of the abnormal state to the wireless communication device when an abnormal state occurs in which the detection result of the vehicle state sensor satisfies a predetermined abnormal condition. An abnormal state signal is transmitted, and the processor causes the wireless communication device to transmit a normal operation signal or an abnormal operation signal when the operation confirmation switch is operated.

According to the above configuration, the normal operation of the monitoring unit can be confirmed by operating the operation check switch during the periodical inspection of each vehicle before the formation, not after the completion of the formation when the sub-car is connected to the main car. That is, since the normal operation of the monitoring unit is checked during regular inspections, which are less frequent than vehicle reorganization, the chances of operating the wireless communication device can be reduced. In addition, the normal operation confirmation of the monitoring unit is not triggered by receiving a request signal from the main unit, but by operating the operation confirmation switch, so it is necessary to keep the wireless communication device in the reception standby state. Absent. Therefore, it is possible to reduce the power consumption for checking the operation of the battery-powered monitoring unit, and reduce the frequency of replacement of the battery provided in the monitoring unit.

According to the present invention, in a configuration including a monitoring unit that wirelessly transmits an abnormal state signal when the occurrence of an abnormal state is detected, power consumption for checking the operation of the monitoring unit powered by a battery can be reduced, It is possible to reduce the frequency of replacement of the battery provided in the monitoring unit.

1 is a schematic diagram of a vehicle information communication system for a train set according to an embodiment; FIG. 2 is a block diagram of the vehicle information communication system shown in FIG. 1; FIG. FIG. 3 is a block diagram of a slave unit (monitoring unit: abnormal running detection device) shown in FIG. 2 ; 3 is a block diagram of the operation confirmation terminal shown in FIG. 2; FIG. FIG. 4 is a block diagram for explaining the functions of the handbrake unit shown in FIG. 3 relating to handbrake failure determination; FIG. 4 is a block diagram illustrating functions related to derailment determination of the slave unit shown in FIG. 3 ; FIG. FIG. 4 is a flowchart for explaining processing of the slave unit shown in FIG. 3; FIG. 7 is a vibration waveform graph for explaining derailment determination by the first and second abnormal running determination units shown in FIG. 6; FIG. 3 is a flowchart for explaining processing of the master unit shown in FIG. 2; FIG.

Embodiments will be described below with reference to the drawings.

FIG. 1 is a schematic diagram of a vehicle information communication system 10 for a train set according to an embodiment. As shown in FIG. 1, the vehicle information communication system 10 is applied to a train set in which a plurality of sub-cars are connected to a main car. Specifically, a locomotive 2 is connected to a plurality of freight cars 3A to 3C. Applies to freight train 1. Although only three freight cars 3A to 3C are shown in FIG. 1 for simplification, generally, a large number of freight cars (for example, 20 or more) are connected to the locomotive 2 of the freight train 1. FIG.

When the freight train 1 operates over a long distance, freight cars with different destinations are separated at intermediate stations or new freight cars are joined at intermediate stations in order to efficiently combine freight cars so as to minimize physical distribution costs. The freight cars are reconnected by connecting with each other. Therefore, train formations are frequently changed at stations on the way.

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

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

An existing operation management system provided in a command center 14 for managing operation of each freight train including the freight train 1 is communicably connected to the network N. The operation management system organizes each freight train based on a program that optimizes the combination of freight cars so that the requirements such as the departure station/destination station and delivery date of each freight car are achieved and the distribution efficiency is maximized. is creating

In other words, the operation management system of the command center 14 identifies the connection position of each train (including the locomotive 2 and freight cars 3A to 3C) and the vehicle number (locomotive number and freight car number) of each vehicle. It has respective organizational information including correspondence. The command center 14 extracts the composition information of the freight train 1 from the composition information of each of them, and transmits the extracted composition information to the main unit 12 via the network N. Note that the connection position means the order of connection from the leading car in one train. Let "1" be, and let the connection position of the second freight car connected to the first freight car be "2".

Parent unit 12 is a gateway between communications to child units 13A-C and communications over network N. FIG. The master unit 12 includes a formation information reception section 21 , an ID correspondence reception section 22 , an ID formation recognition section 23 , a calculation section 24 , a locomotive wireless communication section 25 and a state output section 26 . The formation information receiving unit 21 receives formation information (correspondence between connection positions and car numbers) of the freight train 1 from the operation management system of the command center 14 . The ID correspondence reception unit 22 receives ID correspondence information (correspondence between vehicle numbers and vehicle IDs) from the server 11 .

The ID formation recognition unit 23 recognizes the slave unit ID of the freight train 1 of the own train based on the formation information of the freight train 1 received by the formation information reception unit 21 and the ID correspondence information received by the ID correspondence reception unit 22. and the connection position of the freight car corresponding to the child device ID and the freight car numbers of the freight cars 3A to C corresponding to the child device ID, and connecting to the locomotive 2 of the freight train 1. recognizes the handset IDs of the freight cars 3A to 3C.

As described above, the server 11 prepares in advance the information on the correspondence relationship between the handset ID and the freight car number, and by using the already existing train organization information in the command center 14 to compare the information with each other. , even in a freight train 1 in which the composition is frequently changed, the handset IDs of the freight cars 3A to 3C connected to the locomotive 2 can be easily and quickly recognized.

The calculation unit 24 instructs the locomotive wireless communication unit 25 to perform wireless communication using the slave unit ID of the train organization recognized by the ID organization recognition unit 23, and the state information received by the locomotive wireless communication unit 25. For example, it issues an output command to the state output unit 26 . The locomotive radio communication unit 25 receives signals including status information regarding abnormality or normality of each of the freight cars 3A-C from the slave units 13A-C. As a radio system for the locomotive radio communication unit 25 and the slave units 13A to 13C, for example, LPWA (Low Power Wide Area) capable of two-way communication can be used.

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

The vibration sensor 31 is a type of vehicle state sensor that detects the state of the freight car 3A, and is an example of a physical quantity sensor that detects a physical quantity whose value increases in the event of an abnormality. Specifically, the vibration sensor 31 is a sensor that detects the vertical acceleration of the freight car 3A. The vertical acceleration detected by the vibration sensor 31 is a physical quantity whose value tends to increase as the running speed of the freight cars 3A to 3C increases. Note that the vehicle state sensor is not limited to the vibration sensor 31, and may be, for example, a sensor that detects the bearing temperature of the bogie, which is a physical quantity whose value increases in the event of an abnormality. Note that the vibration sensor 31 of the present embodiment has a built-in CPU, and selects transmission/non-transmission of the detection signal and selects the activation state/sleep state in response to commands from the processor 33 of the slave unit 13A. etc.

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

The processor 33 determines the state of the hand brake of the freight car 3A based on the detection signals of the hand brake sensor 67 and the brake pressure sensor 77 . The processor 33 determines occurrence of derailment based on detection signals from the vibration sensor 31 and the running sensor 32 . The storage unit 34 is connected to the processor 33 and stores in advance waveform patterns of vertical vibration acceleration that occurs when the vehicle runs abnormally. The radio communication device 35 radio-transmits a signal together with its own slave device ID according to a command from the processor 33 . Since the wireless communication device 35 performs communication by half-duplex communication, power consumption for wireless communication is suppressed compared to the case of communication by full-duplex communication. Note that the wireless communication device 35 has a built-in CPU, and can select an active state/sleep state, etc. according to a command from the processor 33 .

The power supply circuit 36 is connected to the replaceable battery B and supplies power to the handset unit 13A. The operation confirmation switch 37 is configured to be operable by magnetic force, is turned off when the magnetic force is not applied, and is turned on when the magnetic force is applied. When the operation confirmation switch 37 is turned on, the processor 33 confirms that the slave unit 13A operates normally, and if it operates normally, causes the wireless communication device 35 to wirelessly transmit a normal operation signal. That is, when the slave unit 13A does not operate normally, the normal operation signal is not wirelessly transmitted from the wireless communication device 35 even if the operation confirmation switch 37 is turned ON. The processor 33 may be configured to transmit an abnormal operation signal to the wireless communication device 35 when the operation check switch 37 is turned on while the slave unit 13A does not operate normally.

The case 38 accommodates the vibration sensor 31 , the running sensor 32 , the processor 33 , the storage device 34 , the wireless communication device 35 , the power supply circuit 36 and the operation confirmation switch 37 . The case 38 may have a structure in which at least the portion facing the operation confirmation switch 37 has magnetic permeability. formed.

Since the operation confirmation switch 37 is accommodated in the case 38 in this manner, the operation confirmation switch 37 does not need a waterproof structure, and the case 38 can be easily operated by simply bringing the magnetic force generation source close to the case 38 without disassembling the case 38 . It becomes possible to easily operate the operation confirmation switch 37 from the outside.

FIG. 4 is a block diagram of the operation confirmation terminal 15 shown in FIG. As shown in FIG. 4 , the operation confirmation terminal 15 includes a magnet 41 (magnetic force generation source), a receiver 42 , a processor 43 and an output device 44 . The operation confirmation terminal device 15 can be manually carried by an operator when performing regular inspections of freight cars and the like. The magnet 41 is a magnetic force generation source for applying a magnetic force to the operation confirmation switch 37 of the slave unit 13A to operate it. The magnetic force source may be a permanent magnet or an electromagnet. The magnetic source may be separate from the unit comprising receiver 42, processor 43 and output 44. FIG.

The receiver 42 receives the normal operation signal transmitted by the radio communication device 35 of the slave unit 13A-C. The processor 43 performs arithmetic processing using the volatile memory based on the program stored in the nonvolatile memory. Processor 43 causes output device 44 to produce an output that identifies whether receiver 42 has received a normal operating signal. The output device 44 is, for example, a display device. The output device 44 may output for the operator to determine whether or not the receiver 42 has received the normal operation signal, and instead of the display device, it may be a wireless transmitter or an audio output device. .

According to such a configuration, when an operator brings the magnet 41 of the operation confirmation terminal device 15 close to the case 38 of the child unit 13A when performing a periodic inspection of a freight car or the like, the operation confirmation result of the child unit 13A is wirelessly transmitted. It is output to the operation confirmation terminal 15 via the communication device 35 . Therefore, by preparing only one operation confirmation terminal 15, it is possible to easily confirm the normal operation of the slave units 13A to 13C.

Confirmation of the normal operation of the slave units 13A to 13C is not performed each time a train formation in which the freight cars 3A to 3C are connected to the locomotive 2 is completed, but is confirmed during a regular inspection of each freight train 3A to C before the train train formation. This is done by operating the switch 37 . In other words, since the normal operation of the slave units 13A to 13C is checked during regular inspections, which are less frequent than vehicle reorganization, the chances of operating the wireless communication device 35 can be reduced. Further, since the confirmation of normal operation of the slave units 13A to 13C is triggered not by the reception of the request signal from the master unit 12 but by the operation of the operation confirmation switch 37, the wireless communication device 35 is received. No need to wait. Therefore, it is possible to reduce the power consumption for confirming the operation of the slave units 13A to 13C using the battery B as a power supply, and to reduce the frequency of replacement of the batteries B provided in the slave units 13A to 13C.

FIG. 5 is a block diagram for explaining the functions related to handbrake non-release determination of the slave unit 13A (13B, 13C) shown in FIG. That is, FIG. 5 is a drawing focusing on the handbrake non-releasing determination in the handset unit 13A (13B, 13C). As shown in FIG. 5, the freight car 3A (3B, 3C) is equipped with a hand brake mechanism 60 which is manually operated by a person to operate the brake shoe 4. As shown in FIG. The handbrake mechanism 60 includes a swing arm 64 connected to the brake shoe 4 via a rod 61 and swingably connected to a bracket 62 via a pivot shaft 63, and a swing arm 64 connected to the swing arm 64. and a handle 66 capable of winding the linear body 65 . The handbrake mechanism 60 is of known construction.

In this embodiment, a handbrake sensor 67 (vehicle state sensor) is added to a portion of the bracket 62 that is a predetermined distance away from the pivot shaft 63 . As an example in this embodiment, the handbrake sensor 67 is a proximity switch. A magnet 68 , which is an object to be detected by a handbrake sensor 67 , is provided at a portion of the swing arm 64 which is separated from the rotary shaft 63 by the predetermined distance. The handbrake sensor 67 is electrically connected to the processor 33 through a wire connection to the handset unit 13A.

In the relaxed state where the linear body 65 is not wound by the handle 66 and the brake shoe 4 is completely separated from the wheel, the swing arm 64 is positioned so that the magnet 68 overlaps the hand brake sensor 67 by a spring (not shown). is energized by When the operator rotates the handle 66 in one direction, the linear body 65 is wound up and the swing arm 64 swings, causing the brake shoe 4 to press the wheel. Move away from the sensor 67 . That is, when the handbrake sensor 67 detects the magnetic force of the magnet 68, the handbrake mechanism 60 is in the released state, and when the handbrake sensor 67 does not detect the magnetic force of the magnet 68, the handbrake mechanism 60 is in remission.

Further, the freight car 3A (3B, 3C) is equipped with a brake system 70 for operating the brake shoe 4 by operation from the driver's seat of the locomotive 2. As shown in FIG. The brake system 70 includes a common brake pipe 71 connected to each freight car and through which compressed air flows, an air reservoir 72 connected to the common brake pipe 71, and interposed between the brake pipe 71 and the air reservoir 72. a weight measuring valve 74 connected to the air reservoir 72; a variable load valve 75 connected to the control valve 73 and the weight measuring valve 74; and a separate brake pipe 76 that directs the brake pressure of the compressed air supplied to the brake shoe 4 . The brake system 70 has a known configuration.

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

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

The wireless communication device startup/sleep control unit 51 puts the wireless communication device 35 into a startup state when a predetermined startup condition is satisfied, and puts the wireless communication device 35 into a sleep state when a predetermined sleep condition is satisfied. The activation condition includes a condition that a predetermined event that occurs between the formation of the freight train 1 and the departure of the freight train 1 is detected. The sleep condition includes a condition that the event has not been detected.

Specifically, the wireless communication device startup/sleep control unit 51 normally puts the wireless communication device 35 in a sleep state, and an event that the brake pressure detected by the brake pressure sensor 77 exceeds a predetermined value is detected. and the wireless communication device 35 is activated. Further, when it is determined that the vertical acceleration detected by the vibration sensor 31 is abnormal, the wireless communication device activation/sleep control unit 51 changes the wireless communication device 35 from the sleep state to the activation state, and performs a transmission operation to the wireless communication device 35. to do

The handbrake state determination unit 52 determines whether the handbrake mechanism 60 is in the released state or the non-released state based on the information from the handbrake sensor 67 . When an event that the brake pressure detected by the brake pressure sensor 77 exceeds a predetermined value is not detected, the handbrake state determination unit 52 determines that the handbrake mechanism 60 is in the non-release state. A transmission command is not issued to the communication device 35 . If the handbrake state determining unit 52 determines that the handbrake mechanism 60 is in the non-releasing state when an event is detected in which the brake pressure detected by the brake pressure sensor 77 exceeds a predetermined value, an abnormality is detected. A non-remission signal is broadcast as a state signal together with its own handset ID.

The base unit 12 (see FIG. 2) receives the non-reset signal broadcasted from the handset units 13A to 13C by the locomotive radio communication unit 25, and recognizes the handset ID of the non-reset signal as the ID formation recognition unit 23. is collated with the corresponding relationship table X. The master unit 12 determines that an abnormality has occurred in its own freight train 1 when the slave unit ID of the received non-dissolution signal matches the slave unit ID in the correspondence table X of the ID organization recognition unit 23. Along with this, it identifies the freight car at which coupling position the abnormality occurred.

As described above, the focus is placed on the departure preparation state period from when the freight train 1 is formed until the freight train 1 departs, and when no event that occurs during this period is detected, the slave units 13A to 13C Since the wireless communication device 35 is placed in the sleep state, the power consumption of the wireless communication device 35 is greatly reduced. That is, there is no problem even if the handbrake mechanism 60 is not released before the freight train 1 is organized, and the release of the handbrake mechanism 60 is confirmed when the freight train 1 departs. Confirmation of the state of the handbrake mechanism 60 is unnecessary.

Therefore, the wireless communication device 35 is placed in the sleep state until an event that occurs during the departure preparation state is detected, and when the event is detected, the wireless transmitter 35 is activated from the sleep state. Then, when it is detected that the handbrake mechanism 60 is in the non-released state, the wireless transmitter 35 is caused to transmit a non-released signal, and when it is detected that the handbrake mechanism 60 is in the released state, the wireless communication device 35 to send a remission signal. As a result, the power consumption of the wireless transmitter 35 can be reduced, and the notification of the non-releasing state of the handbrake mechanism 60 before starting the vehicle can be suitably realized.

As described above, the wireless communication device 35 is put into sleep except when an event occurs after the freight train 1 is formed and before departure, when an abnormality occurs (hand brake failure, derailment, etc.), and when the operation confirmation switch 37 is turned on. By entering the state, the wireless communication device 35 can be kept in the sleep state as much as possible, and the power consumption of the wireless communication device 35 can be suitably reduced.

After the formation of the freight train 1 and before departure of the freight train 1, during the period of preparation for departure, there is usually a procedure for increasing the brake pressure and confirming that the brake system is normal. By receiving the brake pressure of the freight car 3A (3B, 3C) from the brake pressure sensor 77 by wire, the slave unit 13A (13B, 13C) grasps the departure preparation state without operating the wireless communication device 35. can do. Therefore, the power consumption of the wireless communication device 35 is further reduced.

Moreover, when the handbrake sensor 67 detects that the handbrake is not released, the radio communication device 35 of each of the child unit units 13A to 13C does not transmit the no-release signal to the master unit ID, but transmits the no-release signal to the child unit. Since the broadcast is transmitted together with the device ID, the slave units 13A to 13C do not need to receive the master device ID in advance. Therefore, the wireless communication device 35 of the child unit 13A-C does not need to be in the reception standby state in order to receive the parent unit ID from the parent unit 12, and the communication operation of the child unit 13A-C is stopped. be able to. Therefore, the power consumption of the slave units 13A-C can be reduced, and the replacement frequency of the batteries B provided in the slave units 13A-C can be reduced.

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

The sensor control unit 81 does not cause the vibration sensor 31 to transmit the detection signal to the processor 33 when the detection value of the vibration sensor 31 is below the predetermined threshold A. When the detection value of the vibration sensor 31 exceeds the threshold value A, the sensor control unit 81 causes the vibration sensor 31 to transmit a detection signal to the processor 33 .

That is, the vibration sensor 31 transmits a detection signal to the processor 33 when an abnormality can occur (when the detection value of the vibration sensor 31 exceeds a threshold value), and the processor 33 determines whether or not there is an abnormality. 31 does not transmit a detection signal to the processor 33 when an abnormality cannot occur (when the detection value of the vibration sensor 31 is less than the threshold). Therefore, the chances of transmission processing to the processor 33 by the vibration sensor 31 and the chances of the abnormality determination processing of the sensor detection value by the processor 33 can be reduced. Therefore, the power consumption of the slave units 13A-C can be reduced, and the replacement frequency of the batteries B provided in the slave units 13A-C can be reduced.

Further, the vertical acceleration detected by the vibration sensor 31 tends to increase as the running speed of the freight cars 3A to C increases during normal running. may decline. Therefore, the sensor control unit 81 increases the threshold A stepwise or continuously as the running speed detected by the running sensor 32 increases. As a result, it is possible to reduce the chances of the vibration sensor 31 transmitting a detection signal to the processor during normal high-speed running, thereby reducing power consumption.

Furthermore, the sensor control unit 81 reduces the sampling frequency of the detection signal received from the vibration sensor 31 step by step or continuously as the traveling speed detected by the traveling sensor 32 decreases. That is, since the traveling distance per unit time is short when traveling at low speed, by decreasing the sampling frequency of the detection signal of the vibration sensor 31 as the traveling speed decreases, power consumption increases while preventing deterioration in abnormality detection accuracy. can be suppressed.

Further, since the running speed of the freight train 1 is unlikely to change suddenly, even if the sampling frequency of the running sensor 32 is reduced, there is a low possibility of failing to detect changes in the running speed. Therefore, the sensor control unit 81 reduces the sampling frequency of the vibration sensor 31 and the sampling frequency of the traveling sensor 31, which is referred to for changing the threshold value A, to be lower than the sampling frequency of the vibration sensor 31, thereby reducing the accuracy of abnormality detection. Power consumption by the travel sensor 31 can be reduced while preventing the

When the sensor control unit 81 determines that the running speed detected by the running sensor 32 is zero and the freight train 1 is in a stopped state, the sensor control unit 81 commands the vibration sensor 31 to enter a sleep state. Thus, power consumption by the vibration sensor 31 can be reduced by placing the vibration sensor 31 in the sleep state when the train is stopped without being affected by an abnormality.

FIG. 7 is a flow chart for explaining the processing of the slave unit 13A (13B, 13C) shown in FIG. 3 to 6 and 8 will be described as appropriate along the flow of FIG. First, when the freight cars 3A to 3C of the freight train 1 are in the depot and periodic inspections are to be performed, the operator uses the operation check terminal 15 to check the operation of the slave units 13A to 13C. That is, when the operator brings the magnet 41 close to the operation confirmation switch 37 of the slave unit 13A (13B, 13C) from the outside of the case 38, and the operation confirmation switch 37 is turned ON (step S1: N), it is triggered. Then, the processor 33 confirms the operation (step S2).

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

Next, the handbrake state determination section 52 determines whether or not the handbrake mechanism 60 is released based on the information from the handbrake sensor 67 (step S4). If the handbrake mechanism 60 is in the released state (step S4: Y), the process proceeds to step S9. When the handbrake mechanism 60 is in the non-releasing state (step S4: N), the wireless communication device activation/sleep control unit 51 determines whether the brake pressure detected by the brake pressure sensor 77 exceeds the predetermined value. Determine (step S5). If the brake pressure does not exceed the predetermined value (step S5: N), the wireless communication device activation/sleep control unit 51 keeps the wireless communication device 35 in the sleep state, and proceeds to step S9.

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

If the slave unit 13A (13B, 13C) has not received the reception confirmation of the non-remission signal from the master unit 12, the process returns to step S1 to broadcast the non-remission signal together with the slave unit ID (step S8: N). When the slave unit 13A (13B, 13C) receives the reception confirmation of the non-remission signal from the master unit 12, the process proceeds to step S9.

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

Derailment monitoring will be described in detail below as an example of abnormal running monitoring. FIG. 8 is an example of a vibration waveform graph showing the vertical acceleration that occurs in the freight car 3A (3B, 3C) when derailment occurs. The vibration waveform at the time of derailment shows a large peak value several seconds after the derailment, but the peak value is not large enough in the initial stage immediately after the derailment. Therefore, in the present embodiment, derailment determination is performed in a plurality of temporal stages. Specifically, in the processor 33 of the child unit 13A (13B, 13C), the first abnormal running determination unit 82 performs derailment determination in the initial stage, and the second abnormal running determination unit 83 performs derailment determination in subsequent stages. I do.

In the storage device 34 of the child machine unit 13A (13B, 13C), the waveform pattern of the initial part of the abnormal running waveform corresponding to the waveform of the detection signal of the vibration sensor 31 generated when the freight car 3A (3B, 3C) runs abnormally is stored. A plurality of initial waveform patterns are stored in advance. The plurality of initial waveform patterns are obtained by obtaining a plurality of types of vibration waveform patterns of derailment through prior experiments or simulations, and among these vibration waveform patterns, a predetermined initial period (for example, 1 to 4 seconds) from the occurrence of derailment. is extracted.

The first abnormal running determining unit 82 calculates the matching degree of the waveform profile between the waveform of the detection signal received from the vibration sensor 31 and each of the plurality of initial waveform patterns pre-stored in the storage unit 34, If the matching degree satisfies a predetermined matching criterion, it is determined that abnormal running has occurred. A known pattern matching technique can be used for this determination. For example, the correlation value between the waveform of the detection signal of the vibration sensor 31 and each initial waveform pattern stored in the storage unit 34 is calculated as the matching degree, and when the correlation value satisfies a predetermined criterion, the waveforms Pattern matching is performed to determine that the two approximate (match) each other.

The first abnormal running determination unit 82 determines that the degree of matching between the waveform of the detection signal of the vibration sensor 31 and each initial waveform pattern stored in the storage unit 34 satisfies a predetermined matching criterion (for example, is higher than the high threshold value T ₁ ), it is determined that derailment has occurred (step S11: N), the wireless communication device 35 is switched from the sleep state to the active state, and the wireless communication device 35 is derailed as an abnormal state signal. The signal is broadcasted together with the handset ID (step S12). As described above, according to the first abnormal running determination unit 82, derailment can be detected at an early stage of derailment occurrence, so the derailment detection speed can be increased.

Even if the _first abnormal running determination unit 82 does not determine that the degree of matching between the waveform of the detection signal of the vibration sensor 31 and each initial waveform pattern stored in the storage unit 34 is equal to or higher than the high threshold value T1, A second abnormal running determination unit 83 determines whether or not the detection signal of the vibration sensor 31 satisfies a predetermined abnormal running condition. That is, since the derailment is determined in two steps by the first abnormal running determination unit 82 and the second abnormal running determination unit 83, the derailment state that the first abnormal running determination unit 82 cannot fully determine is detected by the second abnormal running determination unit 83. It can be detected, and derailment detection accuracy increases.

In the present embodiment, even if the first abnormal running determination unit 82 does not determine that the matching degree is equal to or greater _than the high threshold value T1, the matching degree is _equal to or greater _than the medium threshold value T2 ₍ T2<T1). When it is determined that the vehicle is derailed, the second abnormal running determination unit 83 determines derailment. Although various determination methods are conceivable for the second abnormal running determination section 83, as an example, a pattern matching technique is used as in the case of the first abnormal running determination section 82. FIG.

Specifically, the memory 34 stores a plurality of waveform patterns after the initial portion of the abnormal running waveform corresponding to the waveform of the detection signal of the vibration sensor 31 that occurs when the freight car 3A (3B, 3C) is running abnormally. subsequent waveform patterns are stored in advance. The plurality of subsequent waveform patterns are obtained by obtaining a plurality of types of vibration waveform patterns of derailment through prior experiments or simulations, and among these vibration waveform patterns, a predetermined initial period (for example, 1 to 4 seconds) has elapsed since the occurrence of derailment. This is an extract of the latter part.

The second abnormal running determination unit 83 calculates the degree of matching between the waveform of the detection signal received from the vibration sensor 31 and each subsequent waveform pattern stored in the storage unit 34, and the degree of matching satisfies a predetermined matching criterion ( higher than a predetermined threshold), it is determined that a derailment has occurred. In this way, by performing pattern determination also in the second abnormal running determination section 83, the detection accuracy can be improved compared to mere threshold value determination. Note that the second abnormal running determination unit 83 may be configured to determine that derailment has occurred when the value of the detection signal received from the vibration sensor 31 exceeds a predetermined threshold instead of the pattern determination. By doing so, the determination processing of the second abnormal running determination section 83 can be performed quickly.

The first abnormal running determination unit 82 and the second abnormal running determination unit 83 do not perform determination processing when the detection value of the vibration sensor 31 is below a predetermined determination start threshold, while the detection value exceeds the determination start threshold. Judgment processing is performed when exceeding. In this way, the first abnormal running determination unit 82 and the second abnormal running determination unit 83 perform determination processing when an abnormality cannot occur (that is, when the detection value of the vibration sensor 31 is below the determination start threshold). Since this is not performed, the power consumption of the slave unit 13A (13B, 13C) can be reduced.

Also, the determination start threshold is set so as to increase stepwise or continuously as the running speed of the freight car 3A (3B, 3C) increases. This reduces the possibility of erroneously determining a normal state as an abnormal state even when monitoring vibrations that increase as the running speed increases.

Also, as an example of abnormal running monitoring, abnormal running other than derailment may be monitored. The memory 34 stores in advance a plurality of abnormal waveform patterns associated with types of abnormal running. The association between these abnormal waveform patterns and types of abnormal running (e.g., wheel derailment, wheel flat, track abnormality, rotation abnormality of the bogie power transmission mechanism, etc.) is based on data obtained in advance by experiments or simulations. done based on

The abnormal running determination units 82 and 83 calculate the degree of matching between the waveform of the detection signal of the vibration sensor 31 and each abnormal waveform pattern stored in the storage unit 34, and if the degree of matching satisfies a predetermined matching criterion, If so, it is determined that abnormal running corresponding to the abnormal waveform pattern that satisfies the matching criteria has occurred. By storing the waveform pattern in the storage unit 34 in association with the type of abnormal driving in this way, not only the occurrence of abnormal driving but also the type of abnormal driving can be specified. In addition, in determining the occurrence of abnormal running other than derailment, pattern matching may be performed in two stages, the initial waveform pattern and the subsequent waveform pattern, as in the derailment determination, or the initial waveform and the subsequent waveform may be divided. Alternatively, pattern matching may be performed in one step.

FIG. 9 is a flow chart for explaining the processing of the master unit 12 shown in FIG. The sequence of FIG. 9 is executed before departure from each station on the service route. 1 and 2 as appropriate along the flow of FIG. 9. FIG. First, the master unit 12 determines whether the current station from which the train is about to depart is the first departure station on the operating route or an intermediate station between the departure station and the terminal station (step S21). When the master unit 12 determines that the current station is neither the departure station nor the intermediate station (that is, the terminal station) (step S21: N), the sequence ends. When it is determined that the current station is the departure station or the intermediate station (step S21: Y), the master unit 12 requests the command center 14 to transmit the organization information (connection position and car number) of the freight train 1. (step S22).

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

At this time, when the locomotive radio communication unit 25 receives the brake release signal from all of the slave units 13A to C (step S27: N), the calculation unit 24 informs the state output unit 26 that departure is OK. output. On the other hand, when the locomotive radio communication unit 25 receives the handbrake non-release signal (step S27: Y), the handset ID of the brake non-release signal is collated with the correspondence table X of the ID organization recognition unit 23. (Step S28). If the slave unit ID of the non-dissolution signal received by the locomotive radio communication unit 25 does not match the slave unit ID in the correspondence table X of the ID organization recognition unit 23 (step S28: N), the calculation unit 24 automatically In the freight train 1, it is determined that the brakes are not released, and the state output section 26 is caused to output that the departure is OK. Note that in step S27, if the locomotive radio communication unit 25 does not receive the handbrake release signal from all of the slave units 13A to 13C, the operation unit 24 outputs to the state output unit 26 that departure is OK. You may

On the other hand, when the slave unit ID of the non-reset signal received by the locomotive radio communication unit 25 matches the slave unit ID in the correspondence table X of the ID formation recognition unit 23 (step S28: Y), the calculation unit 24 , a reception confirmation signal is transmitted to the slave unit 13A (13B, 13C) that transmitted the non-remission signal (step S29). Then, the calculation unit 24 determines that the brake failure has occurred in its own freight train 1, identifies the freight car at which connection position the brake failure has occurred, and transmits the information to the command center 14. command to release the handbrake.

1 freight train (set train)
2 locomotive (main vehicle)
3A-C Freight cars (sub-cars)
10 vehicle information communication system 11 server 12 parent unit 13A to C child unit (monitoring unit/abnormal running detection device)
15 operation check terminal 21 organization information receiving unit (organization information receiver)
22 ID correspondence receiver (ID correspondence receiver)
23 ID organization recognizer (ID organization recognizer)
31 vibration sensor (vehicle state sensor/physical quantity sensor)
32 travel sensor 33 processor 34 storage device 35 wireless communication device 36 power supply circuit 37 operation confirmation switch 38 case 41 magnet (magnetic force generation source)
42 Receiver 44 Output Device 60 Hand Brake Mechanism 67 Hand Brake Sensor 77 Brake Pressure Sensor 82 First Abnormal Travel Determination Unit (First Abnormal Travel Determinator)
83 Second abnormal travel determination unit (first abnormal travel determination unit)
B Battery

Claims (3)

A vehicle information communication system for a train set in which a plurality of sub-vehicles are connected to a main vehicle,
a power supply circuit connected to a battery; a vehicle state sensor for detecting the state of the secondary vehicle; a processor connected to the vehicle state sensor; a wireless communication device connected to the processor; an operation confirmation switch, and a monitoring unit mounted on the plurality of sub-vehicles,
The processor causes the wireless communication device to transmit an abnormal state signal indicating the occurrence of the abnormal state when an abnormal state occurs in which the detection result of the vehicle state sensor satisfies a predetermined abnormal condition,
When the operation confirmation switch is operated, the processor
confirming that the monitoring unit operates normally;
It is configured to cause the wireless communication device to transmit a normal operation signal if the monitoring unit operates normally, or to cause the wireless communication device to transmit an abnormal operation signal if the monitoring unit does not operate normally . , a vehicle information communication system for trains. The operation confirmation switch is configured to be operable by magnetic force,
The monitoring unit has a case that accommodates the operation confirmation switch together with the power supply circuit, the vehicle state sensor, the processor, and the wireless communication device,
2. The vehicle information communication system for a train set according to claim 1, wherein at least a portion of said case facing said operation confirmation switch has magnetic permeability. A magnetic force generation source capable of generating a magnetic force, a receiver capable of receiving a normal operation signal transmitted by the wireless communication device, and an output capable of identifying whether or not the receiver has received the normal operation signal. 3. The vehicle information communication system for a train set according to claim 1, further comprising an operation confirmation terminal having a device.

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