JP2003261027A - Derailment detector when rolling stock is traveling at low speed - Google Patents
Derailment detector when rolling stock is traveling at low speedInfo
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- JP2003261027A JP2003261027A JP2002060537A JP2002060537A JP2003261027A JP 2003261027 A JP2003261027 A JP 2003261027A JP 2002060537 A JP2002060537 A JP 2002060537A JP 2002060537 A JP2002060537 A JP 2002060537A JP 2003261027 A JP2003261027 A JP 2003261027A
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- derailment
- output
- filter
- detection
- traveling
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Abstract
Description
【０００１】[0001]
【発明の属する技術分野】この発明は、鉄道車両の低速
での脱線検出を可能にし、脱線を検出したときの前後の
状態を記憶する脱線検出装置に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a derailment detecting device that enables derailment detection of a railway vehicle at a low speed and stores the states before and after the derailment is detected.
【０００２】[0002]
【従来の技術】鉄道車両が脱線したとき、鉄道車両及び
乗客や貨物に対するものだけでなく、脱線に気付かず走
行を続け、線路、枕木、信号設備、通信設備等の付帯す
る機器装置に対して被害を及ぼす。また、車両の走行速
度が比較的小さい、例えば10km/h、更には5km/h程度の
低速走行条件の場合に脱線が多いと言われており、脱線
時の衝撃も少ないこともあって脱線に気付かず走行を続
け付帯設備への被害を大きくする。これを防止するもの
として、従来、2軸貨車用走行特性試験車に上下振動加
速度センサを搭載し、上下振動加速度センサの出力と所
定値を比較し、所定値を越えた時に脱線と判断して、自
動的に非常ブレーキを掛ける脱線検知器が提案されてい
る。しかし、この従来装置は、鉄道車両の高速走行時の
試験車両の脱線を検出することを意図し、しかも試験車
両用のものであり、鉄道車両の低速度走行時には該上下
振動加速度センサの出力により脱線を検出できない欠点
を有する。2. Description of the Related Art When a railroad car derails, not only for railroad cars and passengers and cargo, but also for traveling without being aware of the derailment, for equipment attached to railroad tracks, sleepers, signal equipment, communication equipment, etc. Cause damage. In addition, it is said that there are many derailments when the traveling speed of the vehicle is relatively low, for example, low speed running conditions of 10 km / h, and further about 5 km / h. Continue to drive without noticing and damage the incidental equipment. In order to prevent this, conventionally, a vertical vibration acceleration sensor was mounted on a traveling characteristic test vehicle for two-axis freight cars, the output of the vertical vibration acceleration sensor was compared with a predetermined value, and when it exceeded the predetermined value, it was judged that it was a derailment. , A derailment detector that automatically applies emergency braking has been proposed. However, this conventional device is intended for detecting derailment of a test vehicle during high-speed running of a railway vehicle, and is for a test vehicle, and when the railway vehicle is running at a low speed, the output of the vertical vibration acceleration sensor is used. It has a drawback that derailment cannot be detected.
【０００３】また、従来、特開平９−３９７９０号公報
に記載される様に、加速度信号を二重積分して上下方向
の変位量を求め、且つ車両の走行速度を同時に検出し、
実走行速度に対応する鉛直方向加速度にもとづいて脱線
を検出する装置が提案されている。しかし、この従来装
置は、回路、機構共に構成が複雑となり製造にあたって
の効率も悪く、また形状も大型化し鉄道車両へ搭載する
際の制約が大きい欠点を有する。Further, conventionally, as described in Japanese Patent Application Laid-Open No. 9-39790, acceleration signals are double integrated to obtain a vertical displacement amount, and the traveling speed of a vehicle is simultaneously detected.
There has been proposed a device for detecting derailment based on vertical acceleration corresponding to an actual traveling speed. However, this conventional device has the drawbacks that the circuit and mechanism are complicated in structure, the manufacturing efficiency is low, and the size is large, so that there is a large restriction in mounting on a railway vehicle.
【０００４】また、従来特開平１０―２７８７９５号公
報に記載される様に、正常走行時の振動センサの出力を
常時監視記録し、走行中の振動センサの出力を該記録と
比較することにより脱線を検知するものも提案されてい
る。しかし、これを実現するには大容量の記憶装置を必
要とする。また振動波形と振動波形を直接比較しようと
するものであり、両データの位相を合わせる必要があり
複雑な構成となることが避けられない。更には電気的ノ
イズ環境の劣悪な鉄道車両にあって、このように微細且
つ複雑な演算を行わせるには、ノイズの影響の対策が必
要であり、これを含めるとその構成は複雑となり、また
形状も大きくなるので実施する場合の制約が大きい等の
欠点がある。Further, as described in Japanese Patent Application Laid-Open No. 10-278795, the output of the vibration sensor during normal traveling is constantly monitored and recorded, and the output of the vibration sensor during traveling is compared with the recording to derail the line. There is also a proposal for detecting. However, this requires a large-capacity storage device. Further, since the vibration waveform and the vibration waveform are to be directly compared with each other, it is inevitable that the phases of both data must be matched with each other to make a complicated configuration. Furthermore, in a railway vehicle with a poor electrical noise environment, in order to perform such fine and complicated calculations, it is necessary to take measures against the influence of noise, and if this is included, its configuration becomes complicated, and Since the shape is also large, there are drawbacks such as large restrictions on implementation.
【０００５】また、国際公開番号Ｗ０００／０９３７９
号公報に記載される様に、振動加速度の検出と同時に鉄
道車両の走行速度を検出し、走行速度と共に変化する振
動加速度を測定しその最大値を得て限界値とし、これを
超える加速度を検出したとき脱線と判定するものが提案
されている。しかし、走行速度という別のパラメータを
同時に演算処理しなければならないので構成が複雑とな
り生産効率も悪く、また形状も大きくなり実用面での制
約が大きい欠点がある。International publication number W000 / 09379
As described in Japanese Patent Publication, at the same time as detecting the vibration acceleration, the traveling speed of the railway vehicle is detected, the vibration acceleration that changes with the traveling speed is measured, the maximum value is obtained as a limit value, and the acceleration exceeding this is detected. There is a proposal to make a derailment when you do. However, since another parameter such as the traveling speed has to be calculated at the same time, the structure is complicated, the production efficiency is poor, and the shape is large, which is a serious limitation in practical use.
【０００６】[0006]
【発明が解決しようとする課題】本発明は、これらの点
を改良するもので、実際の脱線が低速走行時に多発する
点に鑑みなされたもので、実際の走行試験及び脱線実験
から求めた脱線データを有効に利用して、低速走行時の
脱線を確実に検出でき、走行速度の検知が不要で、また
加速度信号を単一のローパスフィルターを経由させるの
みで複雑な構成を必要せず、且つ小型に製作でき搭載場
所の選択が容易で、しかも複雑な記録手段を要しないで
脱線前後の有用なデータの記憶が可能で、生産効率の良
い脱線検出装置を提供することを目的とする。DISCLOSURE OF THE INVENTION The present invention is intended to improve these points and was made in view of the fact that actual derailment frequently occurs at low speed running, and the derailment obtained from actual running test and derailment experiment. By effectively utilizing the data, derailment at low speed running can be detected reliably, running speed is not required to be detected, and the acceleration signal is passed through a single low-pass filter without the need for a complicated configuration, and An object of the present invention is to provide a derailment detection device which can be manufactured in a small size, is easy to select a mounting place, and can store useful data before and after derailment without requiring complicated recording means and has high production efficiency.
【０００７】[0007]
【課題を解決するための手段】請求項１に記載の発明
は、上下方向加速度検出センサと、該上下方向加速度セ
ンサの出力を所定の範囲に濾波するフィルタと、該フィ
ルタ出力と鉄道車両の低速走行時の脱線検知基準値とを
比較して、この比較値に基づいて低速走行時の脱線検知
出力信号を出力する検知回路と、を備えたことを特徴と
する。請求項２に記載の発明は、前記フィルタが30Hzの
遮断周波数の低域通過濾波帯域を有し、前記検知回路が
０．８Ｇから１．３Ｇの間の脱線検知基準値を有するこ
とを特徴とする。請求項３の発明は、前記フィルタの出
力を上書き記憶し、前記検知回路の脱線検知出力により
該上書き記憶動作を停止する記憶手段を更に備えたこと
を特徴とする。請求項４の発明は、前記記憶手段へ記憶
されるべきデータを20m秒の周期でサンプリングし、少
なくとも２分間データを該記憶手段に保持させる手段を
更に備えたことを特徴とする。According to a first aspect of the present invention, there is provided a vertical acceleration detection sensor, a filter for filtering the output of the vertical acceleration sensor within a predetermined range, the filter output and the low speed of a railway vehicle. And a detection circuit that compares a derailment detection reference value during traveling and outputs a derailment detection output signal during low-speed traveling based on this comparison value. The invention according to claim 2 is characterized in that the filter has a low-pass filtering band with a cut-off frequency of 30 Hz, and the detection circuit has a derailment detection reference value between 0.8G and 1.3G. To do. The invention of claim 3 is characterized by further comprising storage means for storing the output of the filter by overwriting and stopping the overwriting storage operation by the derailment detection output of the detection circuit. The invention of claim 4 is characterized by further comprising means for sampling the data to be stored in the storage means at a cycle of 20 msec and holding the data in the storage means for at least 2 minutes.
【０００８】[0008]
【作用】したがって、鉄道車両の低速走行時の脱線が正
確に検出でき、脱線時のデータも保持される。Therefore, the derailment of the railway vehicle at low speed running can be accurately detected, and the data at the time of derailment can be retained.
【０００９】[0009]
【発明の実施の形態】本発明の一実施の形態を図を用い
て説明する。図１は、本発明一実施の形態の要部ブロッ
ク図を示す。図１は、大きく分けて振動検知部１と振動
記憶部２とで構成される。振動検知部１は鉄道車両の構
体に取り付けられ、この振動検知部１は上下方向加速度
センサ３、フィルタ回路４、検知回路５及びＤＣ−ＤＣ
コンバータ６で構成される。即ち、振動検知部１内に上
下方向加速度センサ３が設けられ、この上下方向加速度
センサ３の出力はフィルタ回路４に接続され、このフィ
ルタ回路４の出力は検知回路５に接続される。この検知
回路５の出力はアラーム装置（図示せず）に接続されて
いる。また、前記上下方向加速度センサ３には、ＤＣ−
ＤＣコンバータ６の出力が接続され、このＤＣ−ＤＣコ
ンバータ６には電源電圧ＤＣ１００Ｖが供給される。BEST MODE FOR CARRYING OUT THE INVENTION An embodiment of the present invention will be described with reference to the drawings. FIG. 1 shows a block diagram of essential parts of an embodiment of the present invention. FIG. 1 is roughly divided into a vibration detection unit 1 and a vibration storage unit 2. The vibration detection unit 1 is attached to the structure of a railway vehicle, and the vibration detection unit 1 includes the vertical acceleration sensor 3, the filter circuit 4, the detection circuit 5, and the DC-DC.
It is composed of a converter 6. That is, the vertical acceleration sensor 3 is provided in the vibration detection unit 1, the output of the vertical acceleration sensor 3 is connected to the filter circuit 4, and the output of the filter circuit 4 is connected to the detection circuit 5. The output of the detection circuit 5 is connected to an alarm device (not shown). The vertical acceleration sensor 3 has a DC-
The output of the DC converter 6 is connected, and the power supply voltage DC100V is supplied to the DC-DC converter 6.
【００１０】また、振動記憶部２は信号処理部８と、二
次電池９と、データ記憶部１０で構成される。即ち、前
記検知回路５の出力が信号処理部８に接続され、前記Ｄ
Ｃ−ＤＣコンバータ６の出力が二次電池９に接続され
る。二次電池９は、信号処理部８とデータ記憶部１０に
接続される。データ記憶部１０には、信号処理部８の出
力および前記フィルタ回路４の出力がそれぞれ接続され
る。図２は、上下方向加速度センサ３の出力波形（ａ）
を示す波形図。図３は、フィルタ回路の出力波形（ｂ）
を示す波形図。図４は、検知回路から出力されるアラー
ム信号（ｃ）を示す波形図を示す。The vibration storage unit 2 is composed of a signal processing unit 8, a secondary battery 9 and a data storage unit 10. That is, the output of the detection circuit 5 is connected to the signal processing unit 8 and the D
The output of the C-DC converter 6 is connected to the secondary battery 9. The secondary battery 9 is connected to the signal processing unit 8 and the data storage unit 10. The output of the signal processing unit 8 and the output of the filter circuit 4 are connected to the data storage unit 10. FIG. 2 shows an output waveform (a) of the vertical acceleration sensor 3.
FIG. FIG. 3 shows the output waveform (b) of the filter circuit.
FIG. FIG. 4 is a waveform diagram showing an alarm signal (c) output from the detection circuit.
【００１１】この様な構成において、本一実施の形態の
特徴ある動作を説明する。振動検知部１に収納された上
下方向加速度センサ３からは図２に示す様なセンサ出力
（ａ）が鉄道車両の振動に対応して出力され、フィルタ
回路４に供給される。該フィルタ回路４は、このセンサ
出力を３０Ｈｚの遮断周波数低域通過周波数で濾波した
フィルタ出力信号（ｂ）を出力する。図２のセンサ出力
波形（ａ）のは衝突事故があった時点の上下方向加速
度を示し、は該衝突事故によって誘起された脱線が生
じた時の上下方向加速度を示す。上述の如く、このセン
サ出力波形（ａ）は、フィルタ回路４で濾波され、フィ
ルタ出力波形（ｂ）のが衝突事故発生時点を示し、
が脱線時点を示す。図３の及びのタイミングは図２
と同じである。A characteristic operation of the present embodiment having such a configuration will be described. A sensor output (a) as shown in FIG. 2 is output from the vertical acceleration sensor 3 housed in the vibration detection unit 1 in response to the vibration of the railway vehicle and is supplied to the filter circuit 4. The filter circuit 4 outputs a filter output signal (b) obtained by filtering the sensor output with a cut-off frequency low-pass frequency of 30 Hz. The sensor output waveform (a) in FIG. 2 indicates the vertical acceleration at the time of a collision accident, and the vertical output acceleration at the time of derailment induced by the collision accident. As described above, the sensor output waveform (a) is filtered by the filter circuit 4, and the filter output waveform (b) indicates the time when the collision accident occurs,
Indicates the point of derailment. The timings of and in FIG. 3 are shown in FIG.
Is the same as.
【００１２】このフィルタ出力（ｂ）は、振動データと
してデータ記憶部10に供給される。データ記憶部１０
は、記憶されるべ振動きデータを20m秒の周期でサンプ
リングし、書き込んだ振動データを２分間記憶する。こ
れにより、本願発明のデータ記憶部１０の記憶容量は従
来装置に比べて著しく軽減される。これは、本願発明の
特徴の一つである。The filter output (b) is supplied to the data storage unit 10 as vibration data. Data storage unit 10
Stores the stored vibration data at a cycle of 20 msec and stores the written vibration data for 2 minutes. As a result, the storage capacity of the data storage unit 10 of the present invention is significantly reduced as compared with the conventional device. This is one of the features of the present invention.
【００１３】更に、該フィルタ出力（ｂ）は、振動デー
タとして検知回路５に供給され、脱線検知基準値と比較
される。検知回路７は、本発明の特徴の一つであり、鉄
道車両の低速走行時の脱線を検知するものである。即
ち、Further, the filter output (b) is supplied to the detection circuit 5 as vibration data and compared with the derailment detection reference value. The detection circuit 7 is one of the features of the present invention, and detects the derailment of a railway vehicle during low-speed traveling. That is,
【００１４】[0014]
【表１】 [Table 1]
【００１５】表１は、鉄道車両の脱線を繰り返した行っ
た実験データをまとめたのもである。この表１から鉄道
車両の通常走行時の上下振動加速度の最大値は０．４Ｇ
以下（Ｇは重力加速度9,8m/sec2を示す）であり、脱線
時の上下加速度の最大値の閾値は１．０Ｇ程度であるこ
とが理解される。しかし、上下振動加速度の最大値０．
７３の実験結果にみられるようにこの付近でも脱線の可
能性が存在する。この為、本発明の検知回路５は、脱線
検知基準値として０．８〜１．３Ｇの基準値を備えてい
る。これに対して、従来の脱線検知装置は、鉄道車両の
脱線の高速走行時に生じる脱線を検出する事に重点をお
くもので低速走行時の脱線は全く考えられていない。こ
の様に、本願の発明が鉄道車両の低度走行時に脱線が生
じることに着目して、鉄道車両の低度走行時の脱線を検
出するための検出回路５を備えることは本願発明の特徴
の一つである。Table 1 also summarizes experimental data obtained by repeating derailment of railway vehicles. From Table 1, the maximum value of vertical vibration acceleration during normal running of the railway vehicle is 0.4G.
It is understood that the following is (G indicates gravitational acceleration of 9,8 m / sec 2 ), and the threshold value of the maximum value of vertical acceleration during derailment is about 1.0 G. However, the maximum value of the vertical vibration acceleration is 0.
As shown in the experimental results of 73, there is a possibility of derailment even in this vicinity. Therefore, the detection circuit 5 of the present invention has a reference value of 0.8 to 1.3 G as the derailment detection reference value. On the other hand, the conventional derailment detection device focuses on detecting the derailment that occurs during high-speed traveling of the derailment of a railway vehicle, and derailment during low-speed traveling is not considered at all. As described above, it is a feature of the present invention that the invention of the present application is provided with the detection circuit 5 for detecting the derailment when the railway vehicle travels at a low degree, paying attention to the derailment that occurs when the railway vehicle travels at a low degree. Is one.
【００１６】検知回路５は、入力されたフィルタ出力信
号（ｂ）が脱線検知基準値０．８〜１．３Ｇを超えれ
ば、鉄道車両の脱線を検知し、図４中ののタイミング
で脱線を乗務員に知らせるアラーム信号（ｃ）、即ち脱
線検知信号を、例えば乗務員室のモニタ装置に送出す
る。図４中ののタイミングは図２及び図３中のと同
一である。この様に、本発明では、鉄道車両の低速走行
時の脱線が検知回路５により正確に検知される。低速で
の脱線を知った乗務員が鉄道車両を手動にて直ちに停止
させ、被害を最小限度に止めることができる。If the input filter output signal (b) exceeds the derailment detection reference value of 0.8 to 1.3 G, the detection circuit 5 detects the derailment of the railway vehicle and derails at the timing shown in FIG. An alarm signal (c) for informing the crew member, that is, a derailment detection signal is sent to, for example, a monitor device in the crew member room. Timings in FIG. 4 are the same as those in FIGS. 2 and 3. As described above, in the present invention, the derailment of the railway vehicle at low speed traveling is accurately detected by the detection circuit 5. A crew member who knows of a derailment at a low speed can immediately stop the railcar manually and minimize the damage.
【００１７】また、前記脱線検知信号は、信号処理部８
に供給され、論理回路等で信号処理され、データ記憶部
１０のエンドレス上書き記憶動作（即ち、繰り返して上
書きして記憶する動作）を停止させるトリガ信号として
出力される。データ記憶部に供給された前記フィルタ回
路４からの振動データは、平常時はデータ記憶部１０に
エンドレス上書き記憶されているが、検知回路５が脱線
を検知すると信号処理部８からのトリガ信号により、エ
ンドレス上書き記憶動作が停止される。これは、本願の
発明の特徴の一つである。これにより、鉄道車両の脱線
の前後の振動データが正確に記憶媒体に記憶され、後日
の事故調査の貴重はデータとして使用される。これに対
して、従来の脱線検知装置は、車両の走行中の振動デー
タをすべて記憶する構成であるので、大記憶容量を必要
とし、装置の大型化、高コスト化をもたらしている。The derailment detection signal is sent to the signal processing unit 8
Is output to the data storage unit 10 as a trigger signal for stopping the endless overwrite storage operation (that is, the operation of repeatedly overwriting and storing) of the data storage unit 10. The vibration data supplied from the filter circuit 4 to the data storage unit is normally endlessly overwritten and stored in the data storage unit 10. However, when the detection circuit 5 detects derailment, a trigger signal from the signal processing unit 8 causes , The endless overwrite storage operation is stopped. This is one of the features of the invention of the present application. As a result, the vibration data before and after the derailment of the railway vehicle is accurately stored in the storage medium, and the valuable data of the accident investigation at a later date is used as the data. On the other hand, the conventional derailment detection device is configured to store all vibration data during traveling of the vehicle, and thus requires a large storage capacity, resulting in an increase in size and cost of the device.
【００１８】DC-DCコンバータ５は、列車側から供給さ
れるDC100Vを所要の電圧に変換して、上下方向加速度セ
ンサ３に電源を供給するとともに、振動記憶部２の二次
電池９に電源を供給する。二次電池９は平常時はDC-DC
コンバータ６から供給される電源により充電されてお
り、脱線あるいは脱線後にデータ記憶部のデータを処理
するまでの間、データを保持しておく為のバックアップ
電源として使われる。The DC-DC converter 5 converts DC100V supplied from the train side into a required voltage, supplies power to the vertical acceleration sensor 3, and supplies power to the secondary battery 9 of the vibration storage unit 2. Supply. Secondary battery 9 is DC-DC in normal times
It is charged by the power source supplied from the converter 6 and is used as a backup power source for holding data until derailment or after the derailment until the data in the data storage unit is processed.
【００１９】ここで、上下方向加速度センサ３の出力
を、ローパスフィルタを通さずそのまま検知回路５へ供
給しても鉄道車両の脱線の検知は可能である。但し、こ
の場合は脱線以外の要因による上下方向加速度センサ３
の出力をも捉えてアラーム信号を送出するという不都合
がある。低域通過フィルタを通すことで高い周波数成分
が除去され、脱線以外の要因によってアラーム信号が送
出されることはない。本願の発明は、上下方向加速度セ
ンサ５が客車内での乗客による振動で生じる振動を検知
しても、車両自体の振動による上下方向加速度だけが検
知回路５に出力されるようにノイズの発生帯域を実験的
に且つ統計的に研究して、フィルタ回路４のフィルタ周
波数を３０ＨＺに設計した。これは、本願の発明の特徴
の一つである。Even if the output of the vertical acceleration sensor 3 is supplied to the detection circuit 5 as it is without passing through the low-pass filter, the derailment of the railway vehicle can be detected. However, in this case, the vertical acceleration sensor 3 is caused by factors other than derailment.
There is an inconvenience in that the alarm signal is sent by capturing the output of High-frequency components are removed by passing through a low-pass filter, and an alarm signal is not transmitted due to factors other than derailment. According to the invention of the present application, even if the vertical acceleration sensor 5 detects a vibration caused by a passenger's vibration in a passenger car, only the vertical acceleration due to the vibration of the vehicle itself is output to the detection circuit 5. Was experimentally and statistically studied, and the filter frequency of the filter circuit 4 was designed to be 30 Hz. This is one of the features of the invention of the present application.
【００２０】[0020]
【発明の効果】以上説明したように、脱線が発生したと
き、これを乗務員へ直ちに知らしめ列車を停止させるこ
とで、被害を最小に止めることができる。本発明による
脱線検出装置は、脱線が発生したときだけ、その事実を
確実に且つ直ちに通報を発し、これを知った乗務員が列
車手動で停止させる。これにより鉄道列車及び付帯設備
機器の被害を僅少に止めることができる。また、脱線を
検知すると、脱線の前後の所定の期間、振動加速度の状
況を記憶させておくので、後日これを解析することによ
り脱線の原因の調査や、再発防止対策を策定するときに
有用である。また、本発明による脱線検出装置はその構
成が複雑ではないので生産効率も良く、比較的安価に提
供できることから、多数の鉄道車両に搭載普及させるこ
とができ、脱線事故の被害を抑制できる。As described above, when a derailment occurs, the driver is immediately notified of the derailment and the train is stopped, so that the damage can be minimized. Only when a derailment occurs, the derailment detection device according to the present invention reliably and immediately reports the fact, and the crew member who knows this will stop the train manually. This makes it possible to minimize damage to the railway train and incidental equipment. In addition, when a derailment is detected, the vibration acceleration status is stored for a predetermined period before and after the derailment, so by analyzing this at a later date, it is useful when investigating the cause of the derailment and formulating recurrence prevention measures. is there. Further, since the derailment detection device according to the present invention is not complicated in structure, it can be produced at high efficiency and can be provided at a relatively low cost.
【図１】本発明一実施の形態の要部ブロック図を示す。FIG. 1 shows a block diagram of a main part of an embodiment of the present invention.
【図２】上下方向加速度センサ３の出力波形（ａ）を示
す波形図。FIG. 2 is a waveform diagram showing an output waveform (a) of a vertical acceleration sensor 3.
【図３】フィルタ回路の出力波形（ｂ）を示す波形図。FIG. 3 is a waveform diagram showing an output waveform (b) of the filter circuit.
【図４】検知回路から出力されるアラーム信号（ｃ）を
示す波形図を示す。FIG. 4 is a waveform diagram showing an alarm signal (c) output from the detection circuit.
１ 振動検知部 ２ 振動記憶部 ３ 上下方向加速度度センサ ４ フィルタ回路 ５ 検知回路 ６ ＤＣ−ＤＣコンバータ ８ 信号処理部 ９ 二次電池 １０ データ記憶部 1 Vibration detector 2 vibration memory 3 Vertical acceleration sensor 4 Filter circuit 5 Detection circuit 6 DC-DC converter 8 Signal processor 9 Secondary battery 10 data storage
───────────────────────────────────────────────────── フロントページの続き (72)発明者 岡本 隆 福岡県福岡市博多区博多駅前３−25−21 九州旅客鉄道株式会社運輸部車両課 (72)発明者 折田 誠治 福岡県福岡市博多区博多駅前３−25−21 九州旅客鉄道株式会社運輸部車両課 (72)発明者 西田 直喜 福岡県福岡市博多区博多駅前３−25−21 九州旅客鉄道株式会社運輸部車両課 Ｆターム(参考） 2G064 AA14 AB07 AB08 AB24 CC06 CC54 DD18 ─────────────────────────────────────────────────── ─── Continued front page (72) Inventor Takashi Okamoto 3-25-21, Hakata Station, Hakata-ku, Fukuoka City, Fukuoka Prefecture Kyushu Railway Company Transportation Department Vehicle Division (72) Inventor Seiji Orita 3-25-21, Hakata Station, Hakata-ku, Fukuoka City, Fukuoka Prefecture Kyushu Railway Company Transportation Department Vehicle Division (72) Inventor Naoki Nishida 3-25-21, Hakata Station, Hakata-ku, Fukuoka City, Fukuoka Prefecture Kyushu Railway Company Transportation Department Vehicle Division F-term (reference) 2G064 AA14 AB07 AB08 AB24 CC06 CC54 DD18
Claims (4)
向加速度センサの出力を所定の範囲に濾波するフィルタ
と、該フィルタ出力と鉄道車両の低速走行時の脱線検知
基準値とを比較して、この比較値に基づいて低速走行時
の脱線検知出力信号を出力する検知回路と、 を備えた鉄道車両の低速走行時の脱線検出装置。1. A vertical acceleration detection sensor, a filter for filtering the output of the vertical acceleration sensor within a predetermined range, and a comparison between the filter output and a derailment detection reference value during low-speed running of a railway vehicle, A derailment detection device for a low-speed traveling of a railway vehicle, comprising: a detection circuit that outputs a derailment detection output signal during low-speed traveling based on this comparison value.
通過濾波帯域を有し、前記検知回路が０．８Ｇから１．
３Ｇの間の脱線検知基準値を有する請求項１に記載の鉄
道車両の低速走行時の脱線検出装置。2. The filter has a low pass filter band with a cut-off frequency of 30 Hz, and the detection circuit is 0.8 G to 1.G.
The derailment detection device according to claim 1, which has a derailment detection reference value between 3G.
検知回路の脱線検知出力信号により該上書き記憶動作を
停止する記憶手段を更に備えた請求項１または請求項２
に記載の鉄道車両の低速走行時の脱線検出装置。3. The method according to claim 1, further comprising storage means for overwriting and storing the output of the filter, and for stopping the overwriting storage operation by a derailment detection output signal of the detection circuit.
The derailment detection device for low speed running of the railway vehicle described in.
m秒の周期でサンプリングし、少なくとも２分間データ
を該記憶手段に保持させる手段を更に備えた鉄道車両の
低速走行時の脱線検出装置。4. Data to be stored in the storage means 20
A derailment detection apparatus for low-speed running of a railway vehicle, further comprising means for sampling at a cycle of m seconds and holding the data in the storage means for at least 2 minutes.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002060537A JP2003261027A (en) | 2002-03-06 | 2002-03-06 | Derailment detector when rolling stock is traveling at low speed |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2002060537A JP2003261027A (en) | 2002-03-06 | 2002-03-06 | Derailment detector when rolling stock is traveling at low speed |
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| Publication Number | Publication Date |
|---|---|
| JP2003261027A true JP2003261027A (en) | 2003-09-16 |
Family
ID=28669859
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP2002060537A Pending JP2003261027A (en) | 2002-03-06 | 2002-03-06 | Derailment detector when rolling stock is traveling at low speed |
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Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007020343A (en) * | 2005-07-08 | 2007-01-25 | West Japan Railway Co | Operation recoding system for rolling stock |
| 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 |
| JP2012101602A (en) * | 2010-11-08 | 2012-05-31 | Toshiba Corp | Recording device of rolling stock |
| WO2013176190A1 (en) * | 2012-05-22 | 2013-11-28 | 新日鐵住金株式会社 | Derailment detection method for railroad vehicle, derailment detection device, bogie for railroad vehicle, and railroad vehicle |
| 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 |
| CN107521511A (en) * | 2017-08-18 | 2017-12-29 | 唐智科技湖南发展有限公司 | A kind of method and system of wheel derailment alarm |
| CN112606870A (en) * | 2020-12-16 | 2021-04-06 | 云南昆钢电子信息科技有限公司 | Rail-bound transportation mine compartment derailment detection device |
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2002
- 2002-03-06 JP JP2002060537A patent/JP2003261027A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2007020343A (en) * | 2005-07-08 | 2007-01-25 | West Japan Railway Co | Operation recoding system for rolling stock |
| JP4727324B2 (en) * | 2005-07-08 | 2011-07-20 | 西日本旅客鉄道株式会社 | Operation record system for railway vehicles |
| 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 |
| JP2012101602A (en) * | 2010-11-08 | 2012-05-31 | Toshiba Corp | Recording device of rolling stock |
| WO2013176190A1 (en) * | 2012-05-22 | 2013-11-28 | 新日鐵住金株式会社 | Derailment detection method for railroad vehicle, derailment detection device, bogie for railroad vehicle, and railroad vehicle |
| JP2013241134A (en) * | 2012-05-22 | 2013-12-05 | Nippon Steel & Sumitomo Metal Corp | Method and device for detection of railway vehicle derailment, bogie for railway vehicle, and railway vehicle |
| 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 |
| CN107521511A (en) * | 2017-08-18 | 2017-12-29 | 唐智科技湖南发展有限公司 | A kind of method and system of wheel derailment alarm |
| CN107521511B (en) * | 2017-08-18 | 2019-06-21 | 唐智科技湖南发展有限公司 | A kind of method and system of wheel derailment alarm |
| CN112606870A (en) * | 2020-12-16 | 2021-04-06 | 云南昆钢电子信息科技有限公司 | Rail-bound transportation mine compartment derailment detection device |
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