JPH0939790A - Derailment detecting method and device of rolling stock - Google Patents
Derailment detecting method and device of rolling stockInfo
- Publication number
- JPH0939790A JPH0939790A JP21018595A JP21018595A JPH0939790A JP H0939790 A JPH0939790 A JP H0939790A JP 21018595 A JP21018595 A JP 21018595A JP 21018595 A JP21018595 A JP 21018595A JP H0939790 A JPH0939790 A JP H0939790A
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- Japan
- Prior art keywords
- derailment
- vertical acceleration
- vertical
- value
- absolute value
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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- Electric Propulsion And Braking For Vehicles (AREA)
- Vehicle Body Suspensions (AREA)
Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、鉄道車両の脱線
を自動検知する脱線検知方法及び装置に関するものであ
る。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a derailment detection method and device for automatically detecting a derailment of a railway vehicle.
【０００２】[0002]
【従来の技術】鉄道車両の脱線の検知は、従来では、運
転手が目視等により行っている。2. Description of the Related Art Conventionally, a derailment of a railway vehicle is detected by a driver visually.
【０００３】[0003]
【発明が解決しようとする課題】鉄道車両の運転を自動
化等、する場合、脱線を自動的に検知する方法及び装置
が必要になる。A method and apparatus for automatically detecting a derailment are required when, for example, automating the operation of a railway vehicle.
【０００４】この発明の目的は、鉄道車両の脱線を自動
的に検知できる方法及び装置を提供することである。It is an object of the present invention to provide a method and apparatus capable of automatically detecting railroad vehicle derailment.
【０００５】[0005]
【課題を解決するための手段】この発明の鉄道車両の脱
線検知方法では、台車ばねより上の部位の上下方向加速
度を二重積分して上下方向変位量を求め、一定時間当た
りの上下方向変位量が負でかつその絶対値が所定値以上
であるとき、脱線したと検知する。In the railroad vehicle derailment detection method of the present invention, the vertical displacement of a portion above the bogie spring is double integrated to obtain the vertical displacement amount, and the vertical displacement per constant time is determined. When the amount is negative and the absolute value is equal to or larger than a predetermined value, derailment is detected.
【０００６】鉄道車両は、台車に空気ばね等の台車ばね
を備え、台車ばねは、鉄道車両の走行中、上下方向へ伸
縮しつつ、車体を含む台車ばねより上の部位の振動を緩
和している。台車ばねより上の部位の上下方向加速度を
二重積分することにより、該部位の上下方向変位量が求
まる。脱線時では、鉄道車両は一定時間内に所定量以
上、下降することになり、これは、一定時間当たりの上
下方向変位量が負でかつその絶対値が所定値以上である
ときに一致する。そこで、一定時間について上下方向加
速度の二重積分により求められた上下方向変位量が負で
かつその絶対値が所定値以上であるか否かを判定するこ
とにより、脱線を検知できる。[0006] A railcar has a bogie spring such as an air spring in a bogie, and the bogie spring expands and contracts in the vertical direction while the railcar travels, and alleviates vibrations of a portion above the bogie spring including the vehicle body. There is. By vertically integrating the vertical acceleration of the portion above the bogie spring, the vertical displacement amount of the portion can be obtained. At the time of derailment, the railway vehicle descends by a predetermined amount or more within a fixed time, which coincides when the vertical displacement amount per fixed time is negative and the absolute value thereof is a predetermined value or more. Therefore, the derailment can be detected by determining whether the vertical displacement amount obtained by double integration of the vertical acceleration for a certain period of time is negative and the absolute value thereof is equal to or more than a predetermined value.
【０００７】この発明の別の鉄道車両の脱線検知方法で
は、所定値は、台車ばねの上下方向寸法の最大変化量よ
り大きい値に設定されている。In another railroad vehicle derailment detection method of the present invention, the predetermined value is set to a value larger than the maximum amount of change in the vertical dimension of the bogie spring.
【０００８】一般に、レール高さは、台車ばねの上下寸
法の最大変化量より大きくなっている。鉄道車両の脱線
時では、台車ばねの上下方向寸法の最大変化量を超える
量、鉄道車両は下降することになる。したがって、上下
方向加速度の二重積分により求めた上下方向変位量と比
較する所定値としては、台車ばねの上下寸法の最大変化
量より大きい値を設定することにより、脱線及び非脱線
を明確に識別できる。Generally, the rail height is larger than the maximum amount of change in the vertical dimension of the bogie spring. When the railway vehicle derails, the railway vehicle descends by an amount exceeding the maximum change in the vertical dimension of the bogie spring. Therefore, by setting a value larger than the maximum change amount of the vertical dimension of the bogie spring as the predetermined value to be compared with the vertical displacement amount obtained by double integration of the vertical acceleration, derailment and non-derailment can be clearly identified. it can.
【０００９】この発明の別の鉄道車両の脱線検知方法に
よれば、車体における所定の周波数範囲の上下方向加速
度の絶対値が所定値以上であるとき、脱線したと検知す
る。According to another railroad vehicle derailment detection method of the present invention, derailment is detected when the absolute value of the vertical acceleration of the vehicle body in the predetermined frequency range is equal to or greater than the predetermined value.
【００１０】鉄道車両の車体では、通常走行時では、他
の振動周波数範囲に対して、上下方向加速度が十分に小
さく設定されている周波数範囲が存在する。したがっ
て、この周波数範囲において、車体の上下方向加速度が
どうなっているかを調べることにより、通常走行中と脱
線中を明確に識別できる。そこで、該周波数範囲におけ
る車体の上下方向加速度を検知し、その検知量の絶対値
が所定値以上であれば、脱線とする。In the vehicle body of a railway vehicle, there is a frequency range in which the vertical acceleration is set to be sufficiently smaller than other vibration frequency ranges during normal traveling. Therefore, by checking what the vertical acceleration of the vehicle body is in this frequency range, it is possible to clearly distinguish between normal traveling and derailment. Therefore, the vertical acceleration of the vehicle body in the frequency range is detected, and if the absolute value of the detected amount is equal to or larger than a predetermined value, the line is derailed.
【００１１】この発明の別の鉄道車両の脱線検知方法に
よれば、所定の周波数範囲は、乗り心地確保のための許
容上下方向加速度の絶対値が最小に設定されている周波
数範囲である。According to another railroad vehicle derailment detection method of the present invention, the predetermined frequency range is a frequency range in which the absolute value of the allowable vertical acceleration for ensuring riding comfort is set to the minimum.
【００１２】鉄道車両の車体では、車両内の良好な乗り
心地を確保するため、上下方向加速度について他の周波
数範囲よりも許容値を極力小さく設定されている周波数
範囲が存在する。したがって、この周波数範囲では、脱
線時及び非脱線時の上下方向加速度の差異が明確にな
る。そこで、この周波数範囲で、車体の上下方向加速度
を所定値と比較して、脱線か否かを識別する。In a vehicle body of a railway vehicle, there is a frequency range in which an allowable value of vertical acceleration is set to be as small as possible in order to ensure a good riding comfort in the vehicle. Therefore, in this frequency range, the difference in vertical acceleration between derailment and non-derailment becomes clear. Therefore, in this frequency range, the vertical acceleration of the vehicle body is compared with a predetermined value to identify whether or not there is a derailment.
【００１３】この発明の別の鉄道車両の脱線検知方法に
よれば、台車ばねより上の部位の上下方向加速度の絶対
値がほぼ（車速ｖ／枕木間隔ｂ）の周波数において所定
値以上であるとき脱線したと検知する。According to another railroad vehicle derailment detection method of the present invention, when the absolute value of the vertical acceleration of a portion above the bogie spring is greater than or equal to a predetermined value at a frequency of approximately (vehicle speed v / sleeper interval b). Detects derailment.
【００１４】鉄道車両は、脱線すると、枕木の上を前進
することになり、台車ばねより上の部位の上下方向加速
度は、ほぼ（車速ｖ／枕木間隔ｂ）の周波数において増
大が顕著になり、通常走行時の上下方向加速度との差異
が明確になる。したがって、ほぼ（車速ｖ／枕木間隔
ｂ）の周波数において、上下方向加速度による脱線か否
かを調べることにし、台車ばねより上の部位の上下方向
加速度の絶対値が所定値以上であれば、脱線とする。When the railroad car derails, it will move forward on the sleepers, and the vertical acceleration of the portion above the bogie spring will increase remarkably at a frequency of (vehicle speed v / sleeper interval b). The difference from the vertical acceleration during normal driving becomes clear. Therefore, at a frequency of approximately (vehicle speed v / sleeper interval b), it is determined whether or not derailment is caused by vertical acceleration. If the absolute value of vertical acceleration above the bogie spring is greater than or equal to a predetermined value, then derailment is performed. And
【００１５】この発明の鉄道車両の脱線検知装置は次の
（ａ）〜（ｃ）を構成要素として有している。 （ａ）台車ばねより上の部位の上下方向加速度を検出す
る上下方向加速度検出手段(10) （ｂ）上下方向加速度検出手段(10)の出力を二重積分す
る二重積分手段(12) （ｃ）一定時間当たりの二重積分手段(12)の演算値が負
でかつその絶対値が所定値以上であるとき脱線状態と判
定する判定手段(14)The derailment detection device for a railway vehicle according to the present invention has the following (a) to (c) as constituent elements. (A) Vertical acceleration detecting means (10) for detecting vertical acceleration of a portion above the bogie spring (b) Double integrating means (12) for double integrating the output of the vertical acceleration detecting means (10) ( c) Judging means (14) for judging the derailment state when the calculated value of the double integrating means (12) per fixed time is negative and the absolute value thereof is equal to or more than a predetermined value.
【００１６】台車ばねより上の部位の上下方向加速度
は、上下方向加速度検出手段(10)により検出されて、さ
らに、二重積分手段(12)により二重積分される。上下方
向加速度の二重積分は上下方向の変位量に対応し、脱線
時では、鉄道車両の車輪がレールから外れて地面へ落ち
るため、一定時間における上下方向変位量は、負でかつ
その絶対値は大きな値となる。したがって、一定時間に
おける二重積分手段(12)の演算値を判定手段(14)におい
て調べ、該演算値が負でかつその絶対値が所定値以上で
あれば、脱線状態とする。The vertical acceleration of the portion above the bogie spring is detected by the vertical acceleration detecting means (10) and further double integrated by the double integrating means (12). The double integral of the vertical acceleration corresponds to the vertical displacement, and during derailment, the wheels of the railway vehicle fall off the rails and fall to the ground, so the vertical displacement over a certain period of time is negative and its absolute value. Is a large value. Therefore, the determination value of the double integration means (12) for a certain period of time is checked by the determination means (14), and if the calculated value is negative and its absolute value is greater than or equal to a predetermined value, the derailment state is set.
【００１７】この発明の鉄道車両の脱線検知装置は次の
構成要素（ａ）〜（ｃ）を有している。 （ａ）車体における上下方向加速度を検出する上下方向
加速度検出手段(10) （ｂ）乗り心地確保のために許容される上下方向加速度
の絶対値が最小に設定されている周波数範囲における上
下方向加速度検出手段(10)の検出成分を抽出するフィル
タ手段(16) （ｃ）フィルタ手段(16)の出力の絶対値が所定値以上で
あるとき脱線状態と判定する判定手段(18)The railway vehicle derailment detection apparatus of the present invention has the following components (a) to (c). (A) Vertical acceleration detecting means for detecting vertical acceleration in the vehicle body (10) (b) Vertical acceleration in a frequency range in which the absolute value of vertical acceleration allowed to secure riding comfort is set to a minimum Filtering means (16) for extracting the detection component of the detecting means (10) (c) Determining means (18) for determining the derailment state when the absolute value of the output of the filtering means (16) is a predetermined value or more
【００１８】鉄道車両では、車両内の乗客の良好な乗り
心地を確保するため、所定の周波数範囲では、上下方向
加速度について他の周波数範囲よりも絶対値の許容値が
極力小さく設定されている。したがって、該周波数範囲
では、脱線時と非脱線時との上下方向加速度の差異が明
確になる。車体の上下方向加速度は、上下方向加速度検
出手段(10)により検出されて、さらに、フィルタ手段(1
6)において、乗り心地上、上下方向加速度の絶対値の許
容値を極力小さく設定されている周波数範囲の上下方向
加速度成分を抽出される。判定手段(18)では、フィルタ
手段(16)が抽出した上下方向加速度成分の絶対値が基準
値としての所定値に以上であるか否かを調べ、所定値以
上である場合、脱線状態とする。In a railway vehicle, in order to ensure a good riding comfort for passengers in the vehicle, the absolute value of the vertical acceleration is set to be as small as possible in comparison with other frequency ranges in a predetermined frequency range. Therefore, in the frequency range, the difference in vertical acceleration between derailment and non-derailment becomes clear. The vertical acceleration of the vehicle body is detected by the vertical acceleration detecting means (10), and further the filter means (1
In 6), the vertical acceleration component of the frequency range in which the absolute value of the absolute value of the vertical acceleration is set as small as possible in terms of riding comfort is extracted. The determination means (18) checks whether or not the absolute value of the vertical acceleration component extracted by the filter means (16) is greater than or equal to a predetermined value as a reference value, and if the absolute value is greater than or equal to the predetermined value, it is derailed .
【００１９】この発明の鉄道車両の脱線検知装置は次の
（ａ）〜（ｄ）の構成要素を有している。 （ａ）台車ばねより上の部位の上下方向加速度を検出す
る上下方向加速度検出手段(10) （ｂ）車速を検出する車速検出手段(20) （ｃ）ほぼ（車速ｖ／枕木間隔ｂ）の周波数における上
下方向加速度検出手段(10)の検出成分を抽出する抽出手
段(22) （ｄ）抽出手段(22)の出力の絶対値が所定値以上である
とき脱線状態と判定する判定手段(24)The railroad vehicle derailment detection apparatus of the present invention has the following components (a) to (d). (A) Vertical acceleration detecting means (10) for detecting vertical acceleration of a portion above the bogie spring (b) Vehicle speed detecting means (20) for detecting vehicle speed (c) Almost (vehicle speed v / sleeper interval b) Extraction means (22) for extracting the detection component of the vertical acceleration detection means (10) at the frequency (d) Judgment means (24) for judging the derailment state when the absolute value of the output of the extraction means (22) is a predetermined value or more )
【００２０】鉄道車両は、脱線すると、枕木の上を前進
することになり、台車ばねより上の部位の上下方向加速
度は、ほぼ（車速ｖ／枕木間隔ｂ）の周波数において上
下方向加速度の増大が顕著になり、通常走行時の上下方
向加速度との差異が明確になる。上下方向加速度検出手
段(10)は、台車ばねより上の部位の上下方向加速度を検
出し、抽出手段(22)は、上下方向加速度検出手段(10)の
検出値からほぼ（車速ｖ／枕木間隔ｂ）の周波数の上下
方向加速度成分を抽出する。判定手段(24)は、抽出手段
(22)の出力としての該周波数の上下方向加速度成分の絶
対値を所定値と比較し、所定値以上であれば、脱線と判
定する。When the railway vehicle derails, it will move forward on the sleepers, and the vertical acceleration of the portion above the bogie spring will increase in the vertical acceleration at a frequency of approximately (vehicle speed v / sleeper interval b). It becomes noticeable, and the difference from the vertical acceleration during normal running becomes clear. The vertical acceleration detecting means (10) detects the vertical acceleration of a portion above the bogie spring, and the extracting means (22) determines from the detection value of the vertical acceleration detecting means (10) about (vehicle speed v / sleeper interval). The vertical acceleration component of the frequency in b) is extracted. The determination means (24) is an extraction means
The absolute value of the vertical acceleration component of the frequency as the output of (22) is compared with a predetermined value, and if the absolute value is equal to or more than the predetermined value, it is determined to be a derailment.
【００２１】[0021]
【発明の実施の形態】以下、図面を参照してこの発明を
説明する。図１は鉄道車両の脱線検知装置の制御ブロッ
ク図である。鉄道車両は台車に空気ばね等の台車ばねを
含み、上下方向加速度検出手段10は、台車ばねより上の
部位としての車体等に取り付けられて、上下方向加速度
を検知する。二重積分手段12は、上下方向加速度検出手
段10の出力を二重積分し、すなわち上下方向加速度検出
手段10の取付部位における上下方向変位量を演算する。
判定手段14は、二重積分手段12の演算値と所定値とを比
較し、二重積分手段12の演算値が所定値以上であれば、
脱線信号を発生する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below with reference to the drawings. FIG. 1 is a control block diagram of a derailment detection device for a railway vehicle. The railcar includes a bogie spring such as an air spring in a bogie, and the vertical acceleration detecting means 10 is attached to a vehicle body or the like as a portion above the bogie spring to detect vertical acceleration. The double integrating means 12 double integrates the output of the vertical acceleration detecting means 10, that is, calculates the vertical displacement amount at the mounting portion of the vertical acceleration detecting means 10.
The determination means 14 compares the calculated value of the double integration means 12 with a predetermined value, and if the calculated value of the double integration means 12 is equal to or more than the predetermined value,
Generate a derailment signal.
【００２２】図２は図１の上下方向加速度検出手段10に
より検知される脱線時の上下方向加速度ａの時間変化を
例示するグラフ、図３は図２の出力に基づいて図１の二
重積分手段12が演算した演算値としての上下方向変位量
ｄの時間変化を示したグラフである。脱線時では、鉄道
車両の車輪はレールより地面へ落下するので、上下方向
変位量ｄは一定時間内に大幅に下降する。一方、鉄道車
両は、台車に空気ばね等の台車ばねを備え、車体は、鉄
道車両の通常走行中、台車ばねの上下方向伸縮により上
下方向振動を緩和されつつ、台車ばねの上下方向伸縮量
の範囲内で上下方向へ振動している。空気ばね等の台車
ばねの伸縮量は、例えば±４０mmであり、その場合、最
大値は８０mmとなる。また、レール高さは通常、１５０
mmである。したがって、図３のように、基準値ｄ１＝−
８０mmとし、二重積分手段12の演算値としての上下方向
変位量が、上下方向変位量＜−８０mmであるか否かを判
定手段14が判定するようにし、上下方向変位量＜−８０
mmであるとき、判定手段14が脱線信号を発生するように
する。FIG. 2 is a graph exemplifying the time change of the vertical acceleration a during derailment detected by the vertical acceleration detecting means 10 of FIG. 1, and FIG. 3 is the double integral of FIG. 1 based on the output of FIG. 6 is a graph showing a change with time of a vertical displacement amount d as a calculated value calculated by a means 12. At the time of derailment, the wheels of the railway vehicle fall from the rails to the ground, so the vertical displacement amount d drops significantly within a certain period of time. On the other hand, a railroad vehicle is provided with a bogie spring such as an air spring on a bogie, and the vehicle body has a vertical expansion and contraction amount of the bogie spring while the vertical vibration of the bogie spring is reduced by the vertical expansion and contraction of the bogie spring during normal traveling of the railcar. It vibrates vertically within the range. The expansion / contraction amount of a bogie spring such as an air spring is ± 40 mm, and in that case, the maximum value is 80 mm. The rail height is usually 150
mm. Therefore, as shown in FIG. 3, the reference value d1 = −
The vertical displacement amount is set to 80 mm, and the determination unit 14 determines whether the vertical displacement amount as the calculated value of the double integration unit 12 is the vertical displacement amount <-80 mm.
When it is mm, the determination means 14 is made to generate a derailment signal.
【００２３】図１の脱線検知装置及び後述の他の脱線検
知装置において、脱線信号は無人運転式鉄道車両や自動
停止装置付き鉄道車両等で利用され、脱線信号が発生す
ると、例えば、鉄道車両の力行を停止し、かつ非常ブレ
ーキを作動させるようにし、速やかに鉄道車両を停止さ
せる。In the derailment detection device of FIG. 1 and other derailment detection devices described later, the derailment signal is used in an unmanned railway vehicle, a railway vehicle with an automatic stop device, and the like. Stop powering, activate the emergency brakes, and immediately stop the railway vehicle.
【００２４】図４は鉄道車両の他の脱線検知装置の制御
ブロック図である。この上下方向加速度検出手段10は乗
客を収容する車体に取付けられる。フィルタ手段16は上
下方向加速度検出手段10の出力から所定周波数範囲成分
を抽出する。判定手段18は、フィルタ手段16の出力の絶
対値と所定値とを比較し、フィルタ手段16の出力の絶対
値が所定値以上であれば、脱線信号を発生する。FIG. 4 is a control block diagram of another derailment detection device for a railway vehicle. The vertical acceleration detecting means 10 is attached to a vehicle body that accommodates passengers. The filter means 16 extracts a predetermined frequency range component from the output of the vertical acceleration detection means 10. The determination means 18 compares the absolute value of the output of the filter means 16 with a predetermined value, and if the absolute value of the output of the filter means 16 is greater than or equal to the predetermined value, generates a derailment signal.
【００２５】図５は乗り心地確保のために車体に要求さ
れる周波数ｆ−上下方向加速度の絶対値｜ａ｜の特性関
係を示したグラフである。乗り心地の各等級＝１，１．
５，２，３における特性線が示され、各特性線より下及
び上がそれぞれ許容値内及び許容値外となっている。特
に、周波数６〜２０Ｈｚの範囲における上下方向加速度
は乗り心地の悪化の原因につながるので、該範囲では、
上下方向加速度の許容値の絶対値は他の周波数範囲より
小でかつフラットとされている。こうして、このような
特性を満足するように、鉄道車両が設計、製造される。
したがって、該周波数範囲では、通常走行時と脱線時と
の上下方向加速度の差異が明確になる。図４のフィルタ
手段16では、図５において乗り心地上、上下方向加速度
を最小とされている６〜２０Ｈｚの範囲の上下方向加速
度成分を抽出して出力する。図４の判定手段18は、フィ
ルタ手段16からの上下方向加速度成分を調べる基準値を
例えば０．２Ｇとし、フィルタ手段16からの通過上下方
向加速度成分の絶対値が０．２Ｇ以上であれば、脱線信
号を発生する。FIG. 5 is a graph showing the characteristic relationship between the frequency f required for the vehicle body to secure the riding comfort and the absolute value | a | of the vertical acceleration. Ride comfort grades = 1, 1.
Characteristic lines of Nos. 5, 2, and 3 are shown, and the lower and upper parts of the characteristic lines are within the allowable value and outside the allowable value, respectively. In particular, since vertical acceleration in the frequency range of 6 to 20 Hz causes deterioration of riding comfort,
The absolute value of the allowable value of the vertical acceleration is smaller than other frequency ranges and is flat. Thus, the railway vehicle is designed and manufactured so as to satisfy such characteristics.
Therefore, in the frequency range, the difference in vertical acceleration between normal traveling and derailment becomes clear. The filter means 16 in FIG. 4 extracts and outputs the vertical acceleration component in the range of 6 to 20 Hz where the vertical acceleration is minimized in FIG. 5 in terms of riding comfort. The determination means 18 of FIG. 4 sets the reference value for examining the vertical acceleration component from the filter means 16 to 0.2 G, for example, and if the absolute value of the passing vertical acceleration component from the filter means 16 is 0.2 G or more, Generate a derailment signal.
【００２６】図６は鉄道車両の脱線検知装置の他の制御
ブロック図である。上下方向加速度検出手段10は、図１
の脱線検知装置の場合と同様に、台車ばねより上の部位
としての車体等に取り付けられて、上下方向加速度を検
出する。車速検出手段20は鉄道車両の車速ｖを検出す
る。抽出手段22は、予め入力されている上下方向加速度
ｂと、車速検出手段20からの車速ｖとからｖ／ｂを演算
し、上下方向加速度検出手段10の出力からほぼ周波数ｖ
／ｂにおける上下方向加速度成分を抽出する。判定手段
24は、抽出手段22の抽出値の絶対値と所定値とを比較
し、抽出値の絶対値が所定値以上であれば、脱線信号を
発生する。FIG. 6 is another control block diagram of the railroad vehicle derailment detection apparatus. The vertical acceleration detecting means 10 is shown in FIG.
As in the case of the derailment detection device, the derailment detection device is attached to a vehicle body or the like as a portion above the bogie spring to detect vertical acceleration. The vehicle speed detecting means 20 detects the vehicle speed v of the railway vehicle. The extracting means 22 calculates v / b from the vertical acceleration b which is input in advance and the vehicle speed v from the vehicle speed detecting means 20, and the output of the vertical acceleration detecting means 10 produces almost a frequency v.
The vertical acceleration component at / b is extracted. Judgment means
24 compares the absolute value of the extracted value of the extraction means 22 with a predetermined value, and if the absolute value of the extracted value is equal to or more than the predetermined value, generates a derailment signal.
【００２７】図７は鉄道車両が脱線してからの上下方向
加速度ａの時間変化を示すグラフである。鉄道車両の脱
線後は、台車ばねより上の部位の上下方向加速度は図７
のようになる。図８は図７の上下方向加速度の周波数ス
ペクトラムである。鉄道車両は、脱線後、枕木の上を前
進するので、周波数ｖ／ｂの上下方向加速度成分が大幅
に増大し、図７のように、上下方向加速度ａの絶対値｜
ａ｜は周波数ｖ／ｂにおいて最大となり、通常走行時と
の差が開く。したがって、図６の判定手段24において、
ｖ／ｂ近辺の絶対値｜ａ｜を所定値と比較し、｜ａ｜≧
所定値であれば、脱線信号を発生させる。FIG. 7 is a graph showing the change over time in the vertical acceleration a after the railway vehicle derails. After derailment of the railway vehicle, the vertical acceleration of the part above the bogie spring is shown in Fig. 7.
become that way. FIG. 8 is a frequency spectrum of the vertical acceleration in FIG. Since the railway vehicle advances on the sleepers after derailment, the vertical acceleration component of the frequency v / b increases significantly, and as shown in FIG. 7, the absolute value of the vertical acceleration a |
a | becomes maximum at the frequency v / b, and the difference from that during normal traveling opens. Therefore, in the determination means 24 of FIG.
The absolute value | a | near v / b is compared with a predetermined value, and | a | ≧
If it is a predetermined value, a derailment signal is generated.
【図１】鉄道車両の脱線検知装置の制御ブロック図であ
る。FIG. 1 is a control block diagram of a derailment detection device for a railway vehicle.
【図２】図１の上下方向加速度検出手段により検知され
る脱線時の上下方向加速度ａの時間変化を例示するグラ
フである。FIG. 2 is a graph exemplifying a temporal change in vertical acceleration a during derailment, which is detected by the vertical acceleration detecting means in FIG.
【図３】図２の出力に基づいて図１の二重積分手段が演
算した演算値としての上下方向変位量ｄの時間変化を示
したグラフである。FIG. 3 is a graph showing a change over time in a vertical displacement amount d as a calculated value calculated by a double integration means of FIG. 1 based on the output of FIG.
【図４】鉄道車両の他の脱線検知装置の制御ブロック図
である。FIG. 4 is a control block diagram of another derailment detection device for a railway vehicle.
【図５】乗り心地確保のために車体に要求される周波数
ｆ−上下方向加速度の絶対値｜ａ｜の特性関係を示した
グラフである。FIG. 5 is a graph showing a characteristic relationship between a frequency f required for ensuring vehicle comfort and an absolute value | a | of vertical acceleration.
【図６】鉄道車両の脱線検知装置の他の制御ブロック図
である。FIG. 6 is another control block diagram of the railroad vehicle derailment detection apparatus.
【図７】鉄道車両が脱線してからの上下方向加速度ａの
時間変化を示すグラフである。FIG. 7 is a graph showing a change over time in vertical acceleration a after a railroad vehicle derails.
【図８】図７の上下方向加速度の周波数スペクトラムで
ある。8 is a frequency spectrum of vertical acceleration in FIG. 7. FIG.
１０ 上下方向加速度検出手段 １２ 二重積分手段 １４，１８，２４ 判定手段 １６ フィルタ手段 ２０ 車速検出手段 10 Vertical acceleration detecting means 12 Double integrating means 14, 18, 24 Judging means 16 Filtering means 20 Vehicle speed detecting means
Claims (8)
を二重積分して上下方向変位量を求め、一定時間当たり
の上下方向変位量が負でかつその絶対値が所定値以上で
あるとき、脱線したと検知することを特徴とする鉄道車
両の脱線検知方法。1. When the vertical displacement of a portion above the bogie spring is double integrated to obtain the vertical displacement, and the vertical displacement per unit time is negative and its absolute value is equal to or greater than a predetermined value. , A derailment detection method for a railway vehicle, which is characterized by detecting that the derailment has occurred.
寸法の最大変化量より大きい値に設定されていることを
特徴とする請求項１記載の鉄道車両の脱線検知方法。2. The derailment detection method for a railway vehicle according to claim 1, wherein the predetermined value is set to a value larger than a maximum change amount of a vertical dimension of the bogie spring.
向加速度の絶対値が所定値以上であるとき、脱線したと
検知することを特徴とする鉄道車両の脱線検知方法。3. A derailment detection method for a railroad vehicle, wherein derailment is detected when an absolute value of vertical acceleration in a predetermined frequency range of a vehicle body is a predetermined value or more.
のための許容上下方向加速度の絶対値が最小に設定され
ている周波数範囲であることを特徴とする請求項３記載
の鉄道車両の脱線検知方法。4. The derailment of a railway vehicle according to claim 3, wherein the predetermined frequency range is a frequency range in which an absolute value of an allowable vertical acceleration for ensuring ride comfort is set to a minimum. Detection method.
の絶対値がほぼ（車速ｖ／枕木間隔ｂ）の周波数におい
て所定値以上であるとき脱線したと検知することを特徴
とする鉄道車両の脱線検知方法。5. A derailment is detected when an absolute value of vertical acceleration of a portion above a bogie spring is equal to or more than a predetermined value at a frequency of approximately (vehicle speed v / sleeper interval b). Derailment detection method.
加速度を検出する上下方向加速度検出手段(10)、（ｂ）
前記上下方向加速度検出手段(10)の出力を二重積分する
二重積分手段(12)、及び（ｃ）一定時間当たりの二重積
分手段(12)の演算値が負でかつその絶対値が所定値以上
であるとき脱線状態と判定する判定手段(14)、を有して
いることを特徴とする鉄道車両の脱線検知装置。6. (a) Vertical acceleration detecting means (10) for detecting vertical acceleration of a portion above a bogie spring, (b)
The double integrated means (12) for double integrating the output of the vertical acceleration detection means (10), and (c) the calculated value of the double integrated means (12) per constant time is negative and its absolute value is A derailment detection device for a railway vehicle, comprising: a determining means (14) for determining a derailment state when the value is equal to or more than a predetermined value.
出する上下方向加速度検出手段(10)、（ｂ）乗り心地確
保のために許容される上下方向加速度の絶対値が最小に
設定されている周波数範囲における上下方向加速度検出
手段(10)の検出成分を抽出するフィルタ手段(16)、及び
（ｃ）前記フィルタ手段(16)の出力の絶対値が所定値以
上であるとき脱線状態と判定する判定手段(18)、を有し
ていることを特徴とする鉄道車両の脱線検知装置。7. (a) Vertical acceleration detecting means (10) for detecting vertical acceleration in a vehicle body, (b) Absolute value of vertical acceleration allowed to secure riding comfort is set to a minimum. Filter means (16) for extracting the detection component of the vertical acceleration detection means (10) in the frequency range, and (c) Derailment is determined when the absolute value of the output of the filter means (16) is a predetermined value or more. A derailment detection device for a railway vehicle, comprising: a determination means (18).
加速度を検出する上下方向加速度検出手段(10)、（ｂ）
車速を検出する車速検出手段(20)、（ｃ）ほぼ（車速ｖ
／枕木間隔ｂ）の周波数における上下方向加速度検出手
段(10)の検出成分を抽出する抽出手段(22)、及び（ｄ）
前記抽出手段(22)の出力の絶対値が所定値以上であると
き脱線状態と判定する判定手段(24)、を有していること
を特徴とする鉄道車両の脱線検知装置。8. (a) Vertical acceleration detecting means (10) for detecting vertical acceleration of a portion above a bogie spring, (b)
Vehicle speed detection means (20) for detecting vehicle speed, (c) Almost (vehicle speed v
Extraction means (22) for extracting the detection component of the vertical acceleration detection means (10) at the frequency of / sleeper interval b), and (d)
A derailment detection device for a railroad vehicle, comprising: a determination unit (24) for determining a derailment state when the absolute value of the output of the extraction unit (22) is a predetermined value or more.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21018595A JP3458872B2 (en) | 1995-07-27 | 1995-07-27 | Railway vehicle derailment detection method and apparatus |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP21018595A JP3458872B2 (en) | 1995-07-27 | 1995-07-27 | Railway vehicle derailment detection method and apparatus |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0939790A true JPH0939790A (en) | 1997-02-10 |
| JP3458872B2 JP3458872B2 (en) | 2003-10-20 |
Family
ID=16585200
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP21018595A Expired - Lifetime JP3458872B2 (en) | 1995-07-27 | 1995-07-27 | Railway vehicle derailment detection method and apparatus |
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| Country | Link |
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Cited By (16)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2000009379A1 (en) * | 1998-08-10 | 2000-02-24 | Tokyu Car Corporation | Method and apparatus for detecting railroad car derailment |
| WO2001094176A1 (en) * | 2000-06-09 | 2001-12-13 | Skf Industrie S.P.A. | Method and apparatus for detecting and signalling derailment conditions in a railway vehicle |
| EP1236633A2 (en) | 2001-02-28 | 2002-09-04 | Siemens SGP Verkehrstechnik GmbH | Method for a general detection of derailment |
| EP1400427A1 (en) * | 1998-08-10 | 2004-03-24 | Tokyu Car Corporation | Derailment detecting method and derailment detecting apparatus for rolling stock |
| KR100721608B1 (en) * | 2005-10-10 | 2007-05-23 | 한국철도기술연구원 | Collision prevention system from different train in the event of train derailment |
| JP2007176480A (en) * | 2005-11-30 | 2007-07-12 | Masato Hachikawa | Device for preventing derailment, security device of vehicle, and wheel guiding member |
| CN100453374C (en) * | 2003-05-15 | 2009-01-21 | 西门子运输系统有限公司 | Detection of derailment by determining the rate of fall |
| JP2010070075A (en) * | 2008-09-19 | 2010-04-02 | Railway Technical Res Inst | Method and device for preventing rollover of railway vehicle |
| WO2010064453A1 (en) | 2008-12-05 | 2010-06-10 | 西日本旅客鉄道株式会社 | Method of detecting warning sign of derailment and derailment reproduction apparatus |
| JP2010527828A (en) * | 2007-05-22 | 2010-08-19 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Error monitoring device for bogie components of rail vehicles |
| JP2016041556A (en) * | 2014-08-19 | 2016-03-31 | 日本車輌製造株式会社 | Derailment detection device |
| CN105480249A (en) * | 2015-12-30 | 2016-04-13 | 中车长江车辆有限公司 | Derailment detection devices based on bearing saddles positioning and detection method thereof |
| CN105480250A (en) * | 2015-12-30 | 2016-04-13 | 中车长江车辆有限公司 | Derailment prevention bogie based on bearing saddle positioning detection and derailment detection method |
| JP2016132422A (en) * | 2015-01-22 | 2016-07-25 | 株式会社総合車両製作所 | Derailment detection device and derailment detection method |
| WO2020089035A1 (en) * | 2018-10-31 | 2020-05-07 | Siemens Mobility Austria Gmbh | Method and device for detecting a derailment state of a rail vehicle |
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1995
- 1995-07-27 JP JP21018595A patent/JP3458872B2/en not_active Expired - Lifetime
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| WO2000009379A1 (en) * | 1998-08-10 | 2000-02-24 | Tokyu Car Corporation | Method and apparatus for detecting railroad car derailment |
| US6411870B1 (en) | 1998-08-10 | 2002-06-25 | Tokyu Car Corporation | Derailment detecting method and derailment detecting apparatus for rolling stock |
| EP1400427A1 (en) * | 1998-08-10 | 2004-03-24 | Tokyu Car Corporation | Derailment detecting method and derailment detecting apparatus for rolling stock |
| WO2001094176A1 (en) * | 2000-06-09 | 2001-12-13 | Skf Industrie S.P.A. | Method and apparatus for detecting and signalling derailment conditions in a railway vehicle |
| EP1236633A2 (en) | 2001-02-28 | 2002-09-04 | Siemens SGP Verkehrstechnik GmbH | Method for a general detection of derailment |
| AT413372B (en) * | 2001-02-28 | 2006-02-15 | Siemens Sgp Verkehrstech Gmbh | METHOD FOR THE GENERAL DISPENSING DETECTION |
| KR101126575B1 (en) | 2003-05-15 | 2012-03-20 | 지멘스 에이지 외스터 라이히 | Detection of derailment by determining the rate of fall |
| US7937192B2 (en) | 2003-05-15 | 2011-05-03 | Siemens Aktiengesellschaft Osterreich | Detection of derailment by determining the rate of fall |
| CN100453374C (en) * | 2003-05-15 | 2009-01-21 | 西门子运输系统有限公司 | Detection of derailment by determining the rate of fall |
| KR100721608B1 (en) * | 2005-10-10 | 2007-05-23 | 한국철도기술연구원 | Collision prevention system from different train in the event of train derailment |
| JP2007176480A (en) * | 2005-11-30 | 2007-07-12 | Masato Hachikawa | Device for preventing derailment, security device of vehicle, and wheel guiding member |
| JP2010527828A (en) * | 2007-05-22 | 2010-08-19 | クノル−ブレムゼ ジステーメ フューア シーネンファールツォイゲ ゲゼルシャフト ミット ベシュレンクテル ハフツング | Error monitoring device for bogie components of rail vehicles |
| JP2010070075A (en) * | 2008-09-19 | 2010-04-02 | Railway Technical Res Inst | Method and device for preventing rollover of railway vehicle |
| WO2010064453A1 (en) | 2008-12-05 | 2010-06-10 | 西日本旅客鉄道株式会社 | Method of detecting warning sign of derailment and derailment reproduction apparatus |
| JP5468016B2 (en) * | 2008-12-05 | 2014-04-09 | 西日本旅客鉄道株式会社 | Derailment sign detection method and derailment reproduction apparatus |
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| JP2016132422A (en) * | 2015-01-22 | 2016-07-25 | 株式会社総合車両製作所 | Derailment detection device and derailment detection method |
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| CN105480250A (en) * | 2015-12-30 | 2016-04-13 | 中车长江车辆有限公司 | Derailment prevention bogie based on bearing saddle positioning detection and derailment detection method |
| WO2020089035A1 (en) * | 2018-10-31 | 2020-05-07 | Siemens Mobility Austria Gmbh | Method and device for detecting a derailment state of a rail vehicle |
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