WO2014013650A1

WO2014013650A1 - Railroad car derail sensing device and railroad car

Info

Publication number: WO2014013650A1
Application number: PCT/JP2013/002802
Authority: WO
Inventors: 與志佐藤; 之高多賀; 善統三瀬; 善和小倉; 祥慶川添
Original assignee: 川崎重工業株式会社
Priority date: 2012-07-20
Filing date: 2013-04-25
Publication date: 2014-01-23
Also published as: JP6014672B2; CN104428186A; SG11201500390WA; TWI516395B; CN104428186B; HK1203178A1; TW201404638A; JPWO2014013650A1

Abstract

A derail sensing device (1) is disposed upon the fore end part of a platform car (4). This device (1) comprises a mobile member (11), a sensing arm (12) as a derail sensing member, and a derail sensing line (3). The mobile member (11) moves in a prescribed direction by an action of a load which is greater than or equal to a prescribed value. When the sensing arm (12) receives the load which is greater than or equal to the prescribed value by contact of the platform car (4) with a rail line in a derailment, the mobile member (11) to which the load is transmitted moves in a prescribed direction. The derail sensing line (3) is configured such that, when the platform car (4) derails, either an electrical continuity state or an optical continuity state is blocked by the movement of the mobile member (11).

Description

Railway vehicle derailment detection device and railway vehicle

The present invention relates to a railcar derailment detection device and a railcar equipped with the same.

Conventionally, as a derailment detection device for a railway vehicle, a derailment detection sensor having an operation piece such as a micro switch is used. At the time of derailment, the operation piece rotates to be turned ON, and an alarm is activated to issue an alarm. What was made is known (for example, refer to Patent Document 1).

Japanese Patent No. 2695976

As in the technology described in Patent Document 1, in a configuration in which derailment is detected using a derailment detection sensor, the sensor is likely to be damaged due to vibrations of the carriage. For this reason, it is necessary to use a very strong sensor with a special specification, which is expensive.

It is an object of the present invention to provide a railcar derailment detection device that can detect derailment at a low cost with a simple configuration without using such a special specification sensor, and a railcar including the railcar. .

A derailment detection device according to the present invention is a derailment detection device provided at a front end portion of a carriage, and a movable member that moves in a predetermined direction by the action of a load of a predetermined value or more and contact with a track when the carriage is derailed. A derailment detection member that transmits the received load greater than the predetermined value to the movable member and moves the movable member in a predetermined direction, and a derailment detection line that conducts electricity or light to detect derailment of the carriage. And the derailment detection line comprised so that an electric conduction state or a light conduction state may be interrupted | blocked by the movement of the said movable member at the time of the derailment of the said trolley | bogie is provided.

In this way, derailment can be detected at low cost with a simple configuration of a movable member, a derailment detection member, and a derailment detection line. Further, derailment can be detected without using a special specification sensor or the like.

A railcar according to the present invention is a derailment detection device for the railcar described above, and a derailment detection circuit connected to the derailment detection line of the derailment detector, wherein the derailment detection line is in an electrically conductive state or light. A derailment detection circuit including a relay that operates when the conduction state is interrupted, and a brake that operates in conjunction with the operation of the relay.

The present invention can provide a railcar derailment detection device that can detect derailment at a low cost with a simple configuration without using a special specification sensor, and a railcar including the railcar derailment detection device.

It is a side view of the bogie for rail vehicles provided with the derailment detection device of a rail vehicle. It is an enlarged view of the A section of FIG. It is a front view of the A section of FIG. It is a top view of the A section of FIG. It is a perspective view of a derailment detection device. It is an enlarged view of a fixed member and a movable member at a position where a derailment detection line is passed. (A) (b) is the front view and side view of a derailment detection apparatus which show the state at the time of derailment, respectively. It is a block diagram of the part regarding the derailment detection apparatus in a railway vehicle. (A) and (b) are a front view and a side view, respectively, of a part of a railcar carriage provided with a railcar derailment detection device and an obstacle detection device. It is a partial cross section top view of a derailment detection device and an obstacle detection device. It is a block diagram of the part regarding the derailment detection apparatus and obstacle detection apparatus in a railway vehicle.

Hereinafter, embodiments will be described with reference to the drawings.
[1. Configuration of derailment detection device]
[1-1. Overview of overall configuration]
FIG. 1 is a side view of a railcar bogie provided with a railcar derailment detection device, FIGS. 2 to 4 are enlarged views, front views and plan views, respectively, of FIG. 1, and FIG. 5 is a perspective view of the derailment detection device. FIG. The concept of the direction in the following description corresponds to the concept of the direction when the traveling direction of the railway vehicle is the front and the front is facing the front. That is, the vehicle longitudinal direction corresponds to the front-rear direction, and the vehicle width direction corresponds to the left-right direction.

1 to 5, a derailment detection device 1 for detecting a derailment of a railway vehicle is provided at a front end portion (front side in the vehicle traveling direction) of a railcar carriage 4 (hereinafter also simply referred to as a “trolley”). And located in front of the wheel 40. The derailment detection device 1 includes a fixed member 21, a movable member 11, a detection arm 12 that functions as a derailment detection member, and a derailment detection line 3.

As shown in FIGS. 1 to 4, column members 42 hang from both ends of the front surface of the carriage frame 41 of the carriage 4 in the vehicle width direction. A beam member 43 is provided. In the present embodiment, these

members

42 and 43 constitute the front end portion of the carriage 4. The derailment detection device 1 is attached to a support bracket 44 that protrudes forward from the tip of the beam member 43.

[1-2. Configuration of fixing member 21]
The fixing member 21 is fixed to the beam member 43 via the support bracket 44. Specifically, as shown in FIG. 5, the fixing member 21 has a T shape in a plan view, and protrudes forward from a substantially central portion of the base portion, which is fastened by a support bracket 44 and a bolt. And a flat plate portion in the vehicle width direction. In addition, the fixing member 21 is integrally formed with a cover 21a that covers the plate portion from above and from the front and has a width approximately the same as the base portion. A base portion 21b (see FIG. 6) is provided in a region overlapping with the movable member 11 on the main surface on the inner side in the vehicle width direction of the plate portion of the fixed member 21.

[1-3. Configuration of movable member 11]
As shown in FIGS. 2 and 3, the movable member 11 is disposed at a position above the track R when the railcar travels on the track. Specifically, as shown in FIG. 5, the movable member 11 has a main body portion 11A and an attachment portion 11B.

The main body 11 A has a plate shape extending in the longitudinal direction of the vehicle parallel to the plate portion of the fixing member 21. The main body portion 11 A is fastened to the plate portion of the fixing member 21 by a mounting bolt 22 that extends in the vehicle width direction and a nut that is screwed to the mounting bolt 22. Thereby, the movable member 11 can rotate around the mounting bolt 22. That is, the mounting bolt 22 functions as a rotating shaft. In addition, the movable member 11 is configured to rotate (move) in a predetermined direction B by the action of a load greater than or equal to a predetermined value, thanks to a hollow bolt 24 described later.

In the main body 11A, a through hole 11Aa (see FIG. 6) is formed at a position shifted from the center of rotation in an area overlapping with the plate portion of the fixing member 21. Moreover, the through-hole 21c (refer FIG. 6) is formed in the plate part and the base part 21b of the fixing member 21 in the position corresponding to the through-hole 11Aa. As described later, a part of the derailment detection line 3 is inserted into the through holes 11Aa and 21c.

The attachment part 11B is a plate-like shape that is inclined with respect to the main body part 11A so as to be located rearward as it becomes the vehicle outer side. And the left-right direction center part of the attachment part 11B is connected with the front-end part of 11 A of main-body parts.

In addition, a plate-shaped obstacle plate 14 (for example, a rubber plate embedded with a reinforcing cloth) is attached to the attachment portion 11B so as to hang down. You can eliminate things.

[1-4. Configuration of detection arm 12]
The detection arm 12 has a rod shape, for example, and protrudes from the side surface of the main body 11A of the movable member 11 toward the vehicle inner side. Note that the detection arm 12 may protrude not on the vehicle inner side but on the vehicle outer side.

The base end of the detection arm 12 is fixed to the side surface of the main body 11A by welding or the like. The detection arm 12 extends in a substantially horizontal direction to a position corresponding to the vicinity of the side edge of the rail fastening device 15. The detection arm 12 is disposed obliquely rearward when viewed from the mounting bolt 22 described above.

The detection arm 12 receives a load of a predetermined value or more due to contact with the track R when the carriage 4 is derailed, and transmits the load to the movable member 11. Thereby, the movable member 11 fixed to the detection arm 12 rotates.

[1-5. Configuration of derailment detection line 3]
The derailment detection line 3 conducts electricity or light. When the carriage 4 is derailed, the electric conduction state or the light conduction state is interrupted by the rotation of the movable member 11. Thereby, derailment can be detected. Specifically, as shown in FIG. 8, the derailment detection line 3 is connected to a derailment detection circuit 51 provided on the vehicle body side, and when the derailment detection circuit 51 detects derailment, the information is monitored. 52. For example, the derailment detection circuit 51 includes a relay that operates when the electrical conduction state or the light conduction state of the derailment detection line 3 is interrupted. When the relay is operated, the brake 53 is operated as an emergency brake in conjunction with this.

In the present embodiment, electrical wiring that conducts electricity is used as the derailment detection line 3. However, the derailment detection line 3 may be an optical fiber that conducts light. In this case, both ends of the derailment detection line 3 are connected to the derailment detection circuit 51 via a light emitter that converts electricity into light and a light receiver that converts light into electricity. When electrical wiring is used as the derailment detection line 3, noise may be given to signal equipment and electrical equipment. However, if an optical fiber is used, generation of such noise can be prevented.

The derailment detection line 3 is bundled as a single wire 30 in most of the forward path and the return path so as to form a string having a ring at the tip. The wire rod 30 is disposed along the column member 42, and the ring portion formed by the central portion of the derailment detection line 3 intersects the plate portion of the fixing member 21 twice. More specifically, the derailment detection line 3 passes through a through hole provided at an upper position of the plate portion of the fixed member 21 and a continuous hole including the through hole 11Aa of the movable member 11 and the through hole 21c of the fixed member 21 described above. Has been taken over.

As shown in FIG. 6, the shaft portion of the hollow bolt 24 is inserted into the through hole 11 Aa of the movable member 11 and the through hole 21 c of the fixed member 21. In other words, the hollow bolt 24 penetrates the main body portion 11 A of the movable member 11 and the pedestal portion 21 b and the plate portion of the fixed member 21. A nut 25 is screwed onto the shaft portion of the hollow bolt 24, thereby fastening the movable member 11 and the plate portion of the fixed member 21. The derailment detection line 3 is inserted through the hollow bolt 24. The derailment detection line 3 exposed from the hollow bolt 24 is covered with a rubber hose 26. And the derailment detection line 3 is covered with the heat shrinkable tube 27 at the exit portions of the through holes 11Aa and 21c.

Thus, when a load of a predetermined value or more acts on the movable member 11 through the detection arm 12 that contacts the track R when the carriage 4 is derailed, the movable member 11 rotates and the through hole 11Aa of the movable member 11 is fixed to the fixed member 21. The hollow bolt 24 is broken by shifting from the through hole 21c. That is, the strength of the hollow bolt 24 is set so that the hollow bolt 24 is broken when a load of a predetermined value or more acts. In other words, the predetermined value is the breaking strength of the hollow bolt 24.

[1-6. Derailment and obstacle detection]
At the time of derailment of the vehicle, as shown in FIGS. 7A and 7B, the wheel 40 of the carriage 4 comes off from the rail R, and the carriage 4 including the wheel 40 falls downward. Thereby, the detection arm 12 protruding to the side of the vehicle comes into contact with the upper surface of the track R, and a load of a predetermined value or more is applied to the movable member 11 through the detection arm 12. Then, the movable member 11 functions as a cutter by rotating in a predetermined direction with respect to the fixed member 21, and cuts the hollow bolt 24 and the derailment detection line 3 inserted therein. When the derailment detection line 3 is cut, the electrical conduction state is interrupted and derailment is detected.

Note that the load for moving the movable member 11 is, for example, a static load of about 1 ton, but can be variously changed depending on the diameter of the hollow bolt 24, the distance from the rotation center, and the like. Good.

Although the derailment detection circuit 51 detects the derailment, the obstacle detection may be performed by using the obstacle board 14. That is, since the obstacle plate 14 is attached to the movable member 11 (attachment portion 11B), the obstacle plate 14 may collide with an obstacle on the line R and receive a load of a predetermined value or more from the obstacle. The movable member 11 receives a load of a predetermined value or more through the obstacle plate 14 and rotates in a predetermined direction to break the hollow bolt 24. Also in this case, the derailment detection line 3 is cut by the breakage of the hollow bolt 24 and the electrical conduction state is interrupted. Even if the evacuation plate 14 collides with an obstacle on the line R, the movable member 11 does not rotate by simply removing it from the line R if it is an obstacle such as a ballast.

[1-7. Effect of each configuration described above]
As described above, the derailment detection device 1 has a simple configuration in which the movable arm 11 is rotated by bringing the detection arm 12 into contact with the track R when the carriage 4 is derailed, and the derailment detection circuit 51 electrically detects the rotation. Derailment can be detected.

Therefore, for example, when a derailment detection sensor (microswitch) is attached to the carriage 4 to detect derailment as in the prior art, the derailment detection sensor is reliably prevented from being damaged by vibration of the carriage 4 or the like. It is necessary to use a sensor with a special specification for the above, but according to each of the above-mentioned configurations, it can be avoided, which is advantageous in terms of cost.

In order to detect derailment, derailment is detected with a simple configuration in which a detection arm 12 (derailment detection member) that protrudes from the side surface of the movable member 11 to the vehicle inner side (or vehicle outer side) is provided. Can be activated.

Also, obstacles on the track R can be detected, and the emergency brake can be activated as well. In particular, derailment detection and obstacle detection can be performed by the common movable member 11 and the derailment detection line 3, so that the structure can be simplified.

Furthermore, since the derailment is detected by cutting the derailment detection line 3 (hollow bolt 24) by a simple operation of rotating the movable member 11, the detection can be performed at a low cost without using a special specification sensor.

Further, since the movable member 11 does not rotate unless it receives a load of a predetermined value or more, it does not rotate during normal traveling, and the electrical conduction state of the derailment detection line 3 is not inadvertently interrupted.

[2. Others]
In addition to the above-described embodiment, the above-described embodiment can be modified as follows.

(1) Although not only the detection arm 12 (derailment detection member) but also the obstacle plate 14 is attached to the movable member 11, only the detection arm 12 (derailment detection member) may be attached. In this case, an obstacle detection device having a similar configuration and having an obstacle plate may be separately provided in the carriage 4 and a dedicated obstacle detection circuit for detecting an obstacle on the track R may be further provided in the railway vehicle. Hereinafter, this example will be described in detail with reference to FIGS.

FIGS. 9A and 9B are a front view and a side view of a part of the railcar carriage 4 provided with the derailment detection device 1 and the obstacle detection device 6, respectively, and FIG. 10 shows the derailment detection device 1 and the obstacle detection. 3 is a partial cross-sectional plan view of the device 6. FIG. In this modification, the support bracket 44 for the derailment detection device 1 protrudes backward from the tip of the beam member 43, while the support bracket 45 for the obstacle detection device 6 protrudes forward from the tip of the beam member 43. .

The derailment detection device 1 is configured in the same manner as in the above embodiment except that the movable member 11 is composed only of a plate-like portion parallel to the plate portion of the fixed member 21. That is, only the detection arm 12 is attached to the movable member 11.

The obstacle detection device 6 has the same configuration as the derailment detection device 1 of the above embodiment except that the detection arm 12 is not provided. That is, the obstacle detection device 6 includes a fixing member 71 fixed to the beam member 43 via the support bracket 45, a cover 72 formed integrally with the fixing member 71, and a movable member connected to the fixing member 71. (Second movable member) 61 and an obstacle detection line 8 are provided.

The movable member 61 has a plate-like main body portion 61A extending in the longitudinal direction of the vehicle fastened by the plate portion of the fixed member 71, the mounting bolt 22 and the nut, and the obstacle plate 14 inclined with respect to the main body portion 61A. And an attachment portion 61B attached. That is, the movable member 61 can rotate around the mounting bolt 22. Further, the movable member 61 is fastened to the plate portion of the fixed member 71 by the hollow bolt 24 and the nut 25 similarly to the configuration shown in FIG. Thereby, the movable member 61 rotates (moves) in a predetermined direction by the action of a load equal to or greater than a predetermined value. The obstacle detection line 8 is inserted through the hollow bolt 24.

The obstacle detection line 8 conducts electricity or light. When the movable member 61 is rotated by receiving a load of a predetermined value or more from the obstacle on the track R when the railway vehicle is running, The light conducting state is interrupted. Thereby, an obstacle can be detected. Specifically, as shown in FIG. 11, the obstacle detection line 8 is connected to an obstacle detection circuit 54 provided on the vehicle body side, and when the obstacle detection circuit 54 detects an obstacle, Information is displayed on the monitoring device 52. For example, the obstacle detection circuit 54 includes a relay that operates when the electric conduction state or the light conduction state of the obstacle detection line 8 is interrupted. When the relay is operated, the brake 53 is operated as an emergency brake in conjunction with this.

As the obstacle detection line 8, an electrical wiring that conducts electricity may be used, or an optical fiber that conducts light may be used. In the latter case, both ends of the derailment detection line 8 are connected to the obstacle detection circuit 54 via a projector that converts electricity into light and a light receiver that converts light into electricity. As in the case of the derailment detection line 3, the obstacle detection line 8 is mostly bundled as a single wire 80 so as to form a string having a ring at the tip. The wire 80 is disposed along the column member 42, and the ring portion formed by the central portion of the obstacle detection line 8 intersects the plate portion of the fixing member 61 twice. Similar to the configuration shown in FIG. 6, the movable member 61 is provided with a through hole 11 Aa, and the plate portion and the base portion 21 b of the fixed member 21 are provided with a through hole 21 c. The shaft portion of the hollow bolt 24 is inserted into the through hole 11 Aa of the movable member 61 and the through hole 21 c of the fixed member 21.

Alternatively, derailment detection and obstacle detection can be performed separately using the movable member 11 of the derailment detection device 1. In this case, the obstacle detection line 8 may be added to the derailment detection device 1 shown in FIGS. 1 to 5 and the obstacle detection circuit 54 may be added to the vehicle body side. The addition of the obstacle detection line 8 to the derailment detection device 1 means that two hollow bolts 24 are provided for one movable member 11.

(2) The movable member 11 of the derailment detection device 1 and / or the movable member 61 of the obstacle detection device 6 do not necessarily need to rotate, but move (linear movement, bending movement, etc.) to move the derailment detection line 3 and / or The obstacle detection line 8 may be cut.

(3) The derailment detection line 3 and / or the obstacle detection line 8 do not need to penetrate both the through holes 11Aa and 21a, and may only penetrate one of the through holes. Moreover, it can also arrange | position so that it may be cut | disconnected by the movement of the movable member 11, without penetrating a through-hole at all. For example, if the derailment detection line 3 and / or the obstacle detection line 8 are arranged so as to cross the movement track (rotation track) of the movable member 11, the derailment detection line 3 and / or the obstacle due to the movement of the movable member 11. The object detection line 8 can be cut without difficulty.

(4) In the above embodiment, the brake 53 is operated as an emergency brake. However, the present invention is not limited to this. For example, a warning light on a driver's seat may be turned on or an alarm device may be sounded.

(5) The detection arm 12 as the derailment detection member may be a columnar shape, a prismatic shape, a plate shape, a box shape, or the like, as long as it has a shape capable of detecting derailment.

(6) The fixing member 21 does not necessarily need to be a separate body from the carriage 4, and may be formed integrally with a part of the carriage 4.

(7) The factor that interrupts the electrical conduction state or the light conduction state of the derailment detection line 3 is not necessarily limited to the disconnection of the derailment detection line 3. For example, when the derailment detection line 3 is divided into a line part on the fixed member 21 side and a line part on the movable member 11 side, and those line parts are connected to each other via a connector, and the movable member 11 moves. In addition, the connector may be separated. This also applies to the obstacle detection line 8.

(8) The predetermined value for moving the movable member 11 of the derailment detection device 1 and / or the movable member 61 of the obstacle detection device 6 in a predetermined direction is not necessarily the breaking strength of the hollow bolt 24 and can be selected as appropriate. is there. For example, you may employ | adopt the buckling strength of the tubular member extended in a vehicle longitudinal direction.

DESCRIPTION OF SYMBOLS 1 Derailment detection apparatus 11 Movable member 11A Main-body part 11Aa Through-hole 11B Attachment part 12 Detection arm 14 Exclusion board 21 Fixing member 21a Through-hole 24 Hollow bolt 3 Derailment detection line 4 Railway vehicle carriage 40 Wheel 51 Derailment detection circuit 53 Brake Obstacle detection circuit 6 Obstacle detection device 61 Movable member (second movable member)
8 Obstacle detection line

Claims

A derailment detection device provided at the front end of the carriage,
A movable member that moves in a predetermined direction by the action of a load greater than or equal to a predetermined value;
A derailment detection member that transmits a load greater than or equal to the predetermined value received by contact with a track during derailment of the carriage to the movable member and moves the movable member in a predetermined direction;
A derailment detection line that conducts electricity or light to detect derailment of the carriage, and is configured such that when the carriage is derailed, the electric conduction state or the light conduction state is blocked by the movement of the movable member. Derailed detection lines,
A derailment detection device for a railway vehicle.
The derailment detection device for a railway vehicle according to claim 1, wherein the derailment detection line is configured to be cut by the movement of the movable member.
The movable member receives a load of the predetermined value or more and rotates around a rotation axis extending in the vehicle width direction,
The derailment detection device for a railway vehicle according to claim 2, wherein the derailment detection line is arranged so as to cross a rotation track of the movable member.
A fixing member fixed to the front end of the carriage;
A hollow bolt penetrating the movable member and the fixed member, and
The derailment detection device for a railway vehicle according to claim 2 or 3, wherein the derailment detection line is inserted through the hollow bolt, and the predetermined value is a breaking strength of the hollow bolt.
The movable member is disposed at a position that is above the track when traveling on the railroad track,
The derailment detection device for a railway vehicle according to any one of claims 1 to 4, wherein the derailment detection member is an arm that protrudes from a side surface of the movable member toward a vehicle outer side or a vehicle inner side.
A railcar derailment detection device according to any one of claims 1 to 5,
A derailment detection circuit connected to the derailment detection line of the derailment detection device, the derailment detection circuit including a relay that operates when an electrical conduction state or a light conduction state of the derailment detection line is interrupted;
A brake that operates in conjunction with the operation of the relay;
A railway vehicle comprising:
The movable member of the derailment detection device is attached with an obstacle plate for removing an obstacle from the track, and the movable member has a predetermined value from the obstacle on the track when the railway vehicle is traveling. Move in a predetermined direction in response to the above load,
An obstacle detection line that conducts electricity or light for detecting an obstacle on the line, and is configured such that the electric conduction state or the light conduction state is blocked by the movement of the movable member. Object detection line,
The railway vehicle according to claim 6, further comprising an obstacle detection circuit connected to the obstacle detection line.
An evacuation plate for removing obstacles from the track,
A second movable member attached to the relief plate and moving in a predetermined direction by the action of a load greater than or equal to a predetermined value;
An obstacle detection line that conducts electricity or light for detecting an obstacle on the line, and is configured such that the electrical conduction state or the light conduction state is interrupted by the movement of the second movable member. Obstacle detection lines made,
The railway vehicle according to claim 6, further comprising an obstacle detection circuit connected to the obstacle detection line.