JP6435203B2 - Derailment detection device and derailment detection method - Google Patents

Derailment detection device and derailment detection method Download PDF

Info

Publication number
JP6435203B2
JP6435203B2 JP2015010035A JP2015010035A JP6435203B2 JP 6435203 B2 JP6435203 B2 JP 6435203B2 JP 2015010035 A JP2015010035 A JP 2015010035A JP 2015010035 A JP2015010035 A JP 2015010035A JP 6435203 B2 JP6435203 B2 JP 6435203B2
Authority
JP
Japan
Prior art keywords
derailment
wheel
threshold value
displacement amount
railway vehicle
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.)
Active
Application number
JP2015010035A
Other languages
Japanese (ja)
Other versions
JP2016132422A (en
Inventor
昌樹 長本
昌樹 長本
圭介 石上
圭介 石上
松岡　茂樹
茂樹 松岡
高木　健
健 高木
直樹 河田
直樹 河田
佐藤　国仁
国仁 佐藤
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Japan Transport Engineering Co
Original Assignee
Japan Transport Engineering Co
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Japan Transport Engineering Co filed Critical Japan Transport Engineering Co
Priority to JP2015010035A priority Critical patent/JP6435203B2/en
Publication of JP2016132422A publication Critical patent/JP2016132422A/en
Application granted granted Critical
Publication of JP6435203B2 publication Critical patent/JP6435203B2/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Landscapes

  • Electric Propulsion And Braking For Vehicles (AREA)

Description

本発明は、脱線検知装置及び脱線検知方法に関する。   The present invention relates to a derailment detection device and a derailment detection method.

鉄道車両の脱線を検知するための装置が提案されている。例えば、特許文献１には、鉄道車両の上下方向の加速度、上下方向の変位量、前後方向の軸周りの傾斜角及び前後方向の軸周りの角速度等のパラメータの内で一つでも設定値を超えた場合に、脱線等の事故が発生したと判断する装置が開示されている。   An apparatus for detecting derailment of a railway vehicle has been proposed. For example, Patent Document 1 includes at least one set value among parameters such as the acceleration in the vertical direction of the railway vehicle, the amount of displacement in the vertical direction, the inclination angle around the front-rear axis, and the angular velocity around the front-rear axis. An apparatus that determines that an accident such as a derailment has occurred when exceeded is disclosed.

特開平１０‐２７１６０４号公報JP-A-10-271604

ところで、鉄道車両の脱線の検知は、鉄道車両の一輪のみが脱線した一輪脱線の段階で早期に検知可能であることが望ましい。しかしながら、鉄道車両では、走行時の振動や乗客の昇降等により、上下方向の変位量や前後方向の軸周りの傾斜角の変動が大きい。一方、鉄道車両は一両ごとに例えば８輪程度の車輪を備えているため、鉄道車両の一輪のみが脱線した一輪脱線の段階では、上下方向の変位量や前後方向の軸周りの傾斜角の変動は僅かである。そのため、一輪脱線による上下方向の変位量等と走行時の振動等による変位量等とを区別することが困難である。したがって、一輪脱線を精度良く検知することは困難である。   By the way, it is desirable that detection of derailment of a railway vehicle can be detected at an early stage at the stage of derailment of one wheel where only one railcar derailed. However, in a railway vehicle, the amount of displacement in the vertical direction and the fluctuation of the tilt angle around the axis in the front-rear direction are large due to vibrations during traveling, passenger ups and downs, and the like. On the other hand, since each railway vehicle has about 8 wheels, for example, at the stage of one-wheel derailment where only one wheel of the railway vehicle derails, the amount of vertical displacement and the inclination angle around the longitudinal axis are The fluctuation is slight. For this reason, it is difficult to distinguish the amount of displacement in the vertical direction due to derailment of one wheel from the amount of displacement due to vibration during traveling. Therefore, it is difficult to accurately detect single wheel derailment.

そこで本発明は、一輪脱線を検知する精度を向上させることができる脱線検知装置及び脱線検知方法を提供することを目的とする。   Then, an object of this invention is to provide the derailment detection apparatus and derailment detection method which can improve the precision which detects single-wheel derailment.

本発明は、鉄道車両の上下方向の変位量及び鉄道車両の前後方向の軸周りの傾斜角を検出するセンサ部と、変位量が変位量閾値以上であり、且つ傾斜角が傾斜角閾値以上であるときに、鉄道車両の一輪が脱線していると判定する脱線判定部とを備えた脱線検知装置である。   The present invention includes a sensor unit that detects a vertical displacement amount of a railway vehicle and a tilt angle around an axis in the front-rear direction of the rail vehicle, the displacement amount is equal to or greater than a displacement amount threshold value, and the tilt angle is equal to or greater than a tilt angle threshold value. In some cases, the derailment detection device includes a derailment determination unit that determines that one wheel of the railway vehicle is derailed.

この構成によれば、脱線判定部は、鉄道車両の上下方向の変位量が変位量閾値以上であり、且つ鉄道車両の前後方向の軸周りの傾斜角が傾斜角閾値以上であるときに、鉄道車両の一輪が脱線していると判定する。上述したように、走行時の振動や乗客の昇降等による上下方向の変位量や前後方向の軸周りの傾斜角の変動が大きい鉄道車両では、上下方向の変位量等のみに基づく判定では、精度良く一輪脱線を検知することは難しい。しかし、上下方向の変位量と前後方向の軸周りの傾斜角とのＡＮＤ条件により鉄道車両の一輪脱線を判定することにより、一輪脱線を検知する精度を向上させることができる。   According to this configuration, the derailment determination unit is configured such that when the amount of vertical displacement of the railway vehicle is greater than or equal to the displacement amount threshold and the inclination angle around the axis of the railway vehicle is greater than or equal to the inclination angle threshold, It is determined that one wheel of the vehicle is derailed. As described above, in railway vehicles with large fluctuations in the vertical displacement due to vibrations during traveling, passengers going up and down, and the inclination angle around the longitudinal axis, the determination based only on the vertical displacement is accurate. It is difficult to detect a single wheel derailment well. However, the accuracy of detecting one-wheel derailment can be improved by determining the one-wheel derailment of the railway vehicle based on the AND condition of the displacement amount in the vertical direction and the inclination angle around the axis in the front-rear direction.

この場合、センサ部は、鉄道車両に加わった上下方向の衝撃を検出し、脱線判定部は、変位量が変位量閾値以上であり、傾斜角が傾斜角閾値以上であり、且つ衝撃が衝撃閾値以上であるときに、鉄道車両の一輪が脱線していると判定することが好適である。   In this case, the sensor unit detects a vertical impact applied to the railway vehicle, and the derailment determination unit has a displacement amount that is equal to or greater than a displacement amount threshold value, an inclination angle that is equal to or greater than an inclination angle threshold value, and the impact is an impact threshold value. When this is the case, it is preferable to determine that one wheel of the railway vehicle is derailed.

この構成によれば、脱線判定部は、変位量が変位量閾値以上であり、傾斜角が傾斜角閾値以上であり、且つ衝撃が衝撃閾値以上であるときに、鉄道車両の一輪が脱線していると判定する。このように、上下方向の変位量と前後方向の軸周りの傾斜角と上下方向の衝撃とのＡＮＤ条件により鉄道車両の一輪脱線を判定することにより、一輪脱線を検知する精度をさらに向上させることができる。   According to this configuration, the derailment determination unit derails one wheel of the railway vehicle when the displacement amount is equal to or greater than the displacement amount threshold value, the tilt angle is equal to or greater than the tilt angle threshold value, and the impact is equal to or greater than the impact threshold value. It is determined that Thus, the accuracy of detecting a single wheel derailment is further improved by determining the derailment of a single wheel of a railway vehicle based on the AND condition of the amount of displacement in the vertical direction, the inclination angle about the longitudinal axis and the impact in the vertical direction. Can do.

また、脱線判定部が鉄道車両の一輪が脱線していると判定した後に、変位量が変位量閾値の２倍以上であり、且つ傾斜角の変化量が変化量閾値を超えているときに、脱線判定部は、鉄道車両の一輪に係る車軸の両輪が脱線していると判定することが好適である。   Further, after the derailment determining unit determines that one wheel of the railway vehicle is derailed, when the displacement amount is more than twice the displacement amount threshold value and the change amount of the inclination angle exceeds the change amount threshold value, The derailment determining unit preferably determines that both wheels of the axle related to one wheel of the railway vehicle are derailed.

鉄道車両の一輪が脱線した後には、いずれ当該一輪に係る車軸の両輪が脱線する一軸脱線が生じることが予測される。この場合、車軸の両輪が脱線するため、上下方向の変位量は変位量閾値の２倍以上となり、且つ前後方向の軸周りの傾斜角は所定の変化量閾値を超えて変化すると考えられる。そのため、脱線判定部が鉄道車両の一輪が脱線していると判定した後に、変位量が変位量閾値の２倍以上であり、且つ傾斜角の変化量が変化量閾値を超えているときに、脱線判定部は、鉄道車両の当該一輪に係る車軸の両輪が脱線していると判定することができる。   After one wheel of a railway vehicle derails, it is predicted that a uniaxial derailment will occur in which both wheels of the axle related to the one wheel derail. In this case, since both wheels of the axle are derailed, the amount of displacement in the vertical direction is more than twice the displacement amount threshold, and the inclination angle around the axis in the front-rear direction is considered to change beyond a predetermined change amount threshold. Therefore, after the derailment determining unit determines that one wheel of the railway vehicle is derailed, when the displacement amount is more than twice the displacement amount threshold value and the change amount of the inclination angle exceeds the change amount threshold value, The derailment determination unit can determine that both wheels of the axle related to the one wheel of the railway vehicle are derailed.

また、脱線判定部が鉄道車両の一輪が脱線していると判定した後に、変位量が変位量閾値の２倍以上であり、傾斜角の変化量が変化量閾値を超えており、且つ衝撃が衝撃閾値以上であるときに、脱線判定部は、鉄道車両の一輪に係る車軸の両輪が脱線していると判定することが好適である。   In addition, after the derailment determining unit determines that one wheel of the railway vehicle is derailed, the displacement amount is more than twice the displacement amount threshold, the change amount of the inclination angle exceeds the change amount threshold value, and the impact is When it is equal to or greater than the impact threshold, the derailment determination unit preferably determines that both wheels of the axle related to one wheel of the railway vehicle are derailed.

鉄道車両の一輪が脱線した後に、当該一輪に係る車軸の両輪が脱線する場合には、上下方向の変位量は変位量閾値の２倍以上となり、前後方向の軸周りの傾斜角は所定の変化量閾値を超えて変化し、且つ衝撃は衝撃閾値以上となると考えられる。そのため、この構成によれば、上下方向の変位量と前後方向の軸周りの傾斜角の変化量と上下方向の衝撃とのＡＮＤ条件により鉄道車両の一軸脱線を判定することにより、一軸脱線を検知する精度をさらに向上させることができる。   When both wheels of an axle related to a single wheel are derailed after one rail car derails, the vertical displacement is more than twice the displacement threshold, and the tilt angle around the longitudinal axis is a predetermined change. It is considered that the amount changes beyond the threshold value, and the impact is equal to or greater than the impact threshold value. Therefore, according to this configuration, the uniaxial derailment is detected by determining the uniaxial derailment of the railway vehicle based on the AND condition of the vertical displacement, the change in the tilt angle around the longitudinal axis and the vertical impact. Accuracy can be further improved.

また、本発明は、鉄道車両の上下方向の変位量及び鉄道車両の前後方向の軸周りの傾斜角を検出するセンシング工程と、変位量が変位量閾値以上であり、且つ傾斜角が傾斜角閾値以上であるときに、鉄道車両の一輪が脱線していると判定する脱線判定工程とを含む脱線検知方法である。   In addition, the present invention provides a sensing process for detecting a vertical displacement amount of a railway vehicle and a tilt angle around an axis in the front-rear direction of the rail vehicle, the displacement amount is equal to or greater than a displacement amount threshold value, and the tilt angle is a tilt angle threshold value. When it is above, it is a derailment detection method including the derailment judging process which judges that one wheel of a railcar derails.

この場合、センシング工程では、鉄道車両に加わった上下方向の衝撃を検出し、脱線判定工程では、変位量が変位量閾値以上であり、傾斜角が傾斜角閾値以上であり、且つ衝撃が衝撃閾値以上であるときに、鉄道車両の一輪が脱線していると判定することが好適である。   In this case, in the sensing step, the vertical impact applied to the railway vehicle is detected, and in the derailment determination step, the displacement amount is equal to or greater than the displacement amount threshold value, the tilt angle is equal to or greater than the tilt angle threshold value, and the impact is equal to the impact threshold value. When this is the case, it is preferable to determine that one wheel of the railway vehicle is derailed.

また、脱線判定工程では、鉄道車両の一輪が脱線していると判定した後に、変位量が変位量閾値の２倍以上であり、且つ傾斜角の変化量が変化量閾値を超えているときに、鉄道車両の一輪に係る車軸の両輪が脱線していると判定することが好適である。   In the derailment determination step, when it is determined that one wheel of the railway vehicle is derailed, the displacement amount is more than twice the displacement amount threshold value, and the change amount of the inclination angle exceeds the change amount threshold value. It is preferable to determine that both wheels of the axle related to one wheel of the railway vehicle are derailed.

また、脱線判定工程では、鉄道車両の一輪が脱線していると判定した後に、変位量が変位量閾値の２倍以上であり、傾斜角の変化量が変化量閾値を超えており、且つ衝撃が衝撃閾値以上であるときに、鉄道車両の一輪に係る車軸の両輪が脱線していると判定することが好適である。   In the derailment determination step, after determining that one wheel of the railway vehicle is derailed, the displacement amount is twice or more the displacement amount threshold value, the change amount of the inclination angle exceeds the change amount threshold value, and the impact is detected. When is greater than or equal to the impact threshold, it is preferable to determine that both wheels of the axle relating to one wheel of the railway vehicle are derailed.

本発明の脱線検知装置及び脱線検知方法によれば、一輪脱線を検知する精度を向上させることができる。   According to the derailment detection device and the derailment detection method of the present invention, it is possible to improve the accuracy of detecting one-wheel derailment.

第１実施形態の脱線検知装置を搭載した鉄道車両の配置を示す図である。It is a figure which shows arrangement | positioning of the railway vehicle carrying the derailment detection apparatus of 1st Embodiment. 図１の脱線検知装置の車両ごとの構成を示すブロック図である。It is a block diagram which shows the structure for every vehicle of the derailment detection apparatus of FIG. 図２の先頭車両に配置された脱線検知装置の構成を示すブロック図である。It is a block diagram which shows the structure of the derailment detection apparatus arrange | positioned at the head vehicle of FIG. 図３の台車の構成を示す斜視図である。It is a perspective view which shows the structure of the trolley | bogie of FIG. 第１実施形態の脱線検知装置の動作を示すフローチャートである。It is a flowchart which shows operation | movement of the derailment detection apparatus of 1st Embodiment. （ａ）は通常走行時の左後輪及び右後輪を示す正面図であり、（ｂ）は通常走行時の左前輪及び右前輪を示す正面図である。(A) is a front view which shows the left rear wheel and right rear wheel at the time of normal driving | running | working, (b) is a front view which shows the left front wheel and right front wheel at the time of normal driving | running | working. 図４の台車の左前輪が一輪脱線した状態を示す斜視図である。FIG. 5 is a perspective view showing a state where a left front wheel of the carriage of FIG. （ａ）は図７の左前輪が一輪脱線した状態の左後輪及び右後輪を示す正面図であり、（ｂ）は図７の左前輪が一輪脱線した状態の左前輪及び右前輪の高さ方向変位量を示す正面図である。(A) is a front view showing the left rear wheel and the right rear wheel in a state in which the left front wheel in FIG. 7 is derailed, and (b) is a view of the left front wheel and the right front wheel in a state in which the left front wheel in FIG. It is a front view which shows the height direction displacement amount. （ａ）は図７の左前輪が一輪脱線した状態の左後輪及び右後輪を示す正面図であり、（ｂ）は図７の左前輪が一輪脱線した状態の左前輪及び右前輪に係る車軸の傾斜角を示す正面図である。(A) is a front view showing the left rear wheel and the right rear wheel in a state in which the left front wheel in FIG. 7 is derailed, and (b) is the left front wheel and the right front wheel in a state in which the left front wheel in FIG. It is a front view which shows the inclination-angle of the axle which concerns. 図７の台車の左前輪及び右前輪が一軸脱線した状態を示す斜視図である。FIG. 8 is a perspective view showing a state where the left front wheel and the right front wheel of the carriage of FIG. （ａ）は図１０の左前輪及び右前輪が一軸脱線した状態の左後輪及び右後輪を示す正面図であり、（ｂ）は図１０の左前輪及び右前輪が一軸脱線した状態の左前輪及び右前輪の高さ方向変位量を示す正面図である。(A) is a front view showing the left rear wheel and the right rear wheel in a state where the left front wheel and the right front wheel in FIG. 10 are uniaxially derailed, and (b) is a state in which the left front wheel and the right front wheel in FIG. It is a front view showing the amount of displacement in the height direction of the left front wheel and the right front wheel. 第２実施形態の脱線検知装置の動作を示すフローチャートである。It is a flowchart which shows operation | movement of the derailment detection apparatus of 2nd Embodiment.

以下、図面を参照して、本発明の実施形態に係る脱線検知装置及び脱線検知方法について説明する。本発明の第１実施形態に係る脱線検知装置１１０は、図１及び図２に示すように、２両の先頭車両１００ａと、２両の先頭車両１００ａの間に連結された複数の中間車両１００ｂとにそれぞれ搭載されている。本実施形態の先頭車両１００ａ及び中間車両１００ｂは、それぞれ２つの台車１０２を備える。   Hereinafter, derailment detection devices and derailment detection methods according to embodiments of the present invention will be described with reference to the drawings. As shown in FIGS. 1 and 2, the derailment detection device 110 according to the first embodiment of the present invention includes two leading vehicles 100a and a plurality of intermediate vehicles 100b connected between the two leading vehicles 100a. And is mounted on each. The leading vehicle 100a and the intermediate vehicle 100b of this embodiment each include two carriages 102.

図１及び図４に示すように、台車１０２は、レール４００上を走行するための左前輪１０４ＦＬ、右前輪１０４ＦＲ、左後輪１０４ＬＲ及び右後輪ＲＲをそれぞれ有している。左前輪１０４ＦＬと右前輪１０４ＦＲとは車軸１０４ｓにより連結され、左後輪１０４ＬＲと右後輪ＲＲとは車軸１０４ｓにより連結されている。先頭車両１００ａは、先頭車両１００ａ及び中間車両１００ｂのいずれかに脱線が生じたことを無線通信により付近の駅及び付近を走行中の他の鉄道車両に報知する防護無線を送信するためのアンテナ１０６をそれぞれ備える。   As shown in FIGS. 1 and 4, the carriage 102 has a left front wheel 104FL, a right front wheel 104FR, a left rear wheel 104LR, and a right rear wheel RR for traveling on the rail 400, respectively. The left front wheel 104FL and the right front wheel 104FR are connected by an axle 104s, and the left rear wheel 104LR and the right rear wheel RR are connected by an axle 104s. The leading vehicle 100a has an antenna 106 for transmitting a protective radio for notifying one of the leading vehicle 100a and the intermediate vehicle 100b that a derailment has occurred by wireless communication to a nearby station and other railway vehicles that are traveling in the vicinity. Each is provided.

図２に示すように、先頭車両１００ａは、脱線検知装置１１０、リレー１２０、防護無線機１３０、モニタ表示器１４０及びリセットスイッチ１５０を備えている。中間車両１００ｂは、先頭車両１００ａと同様の脱線検知装置１１０を備えている。脱線検知装置１１０は、後述する構成により、先頭車両１００ａ及び中間車両１００ｂの一輪脱線及び一軸脱線を検知する。   As shown in FIG. 2, the leading vehicle 100 a includes a derailment detection device 110, a relay 120, a protective radio 130, a monitor display 140, and a reset switch 150. The intermediate vehicle 100b includes a derailment detection device 110 similar to the leading vehicle 100a. The derailment detection device 110 detects one-wheel derailment and uniaxial derailment of the leading vehicle 100a and the intermediate vehicle 100b with a configuration described later.

一輪脱線とは、先頭車両１００ａ及び中間車両１００ｂの台車１０２の左前輪１０４ＦＬ、右前輪１０４ＦＲ、左後輪１０４ＬＲ及び右後輪ＲＲのいずれかの一輪のみがレール４００から脱線することを意味する。また、一軸脱線とは、例えば、一輪脱線が生じた後に、一輪脱線を生じた一輪に係る車軸１０４ｓの両輪が脱線することを意味する。   One wheel derailment means that only one of the left front wheel 104FL, the right front wheel 104FR, the left rear wheel 104LR, and the right rear wheel RR of the carriage 102 of the leading vehicle 100a and the intermediate vehicle 100b derails from the rail 400. Further, the uniaxial derailment means that, for example, after one wheel derailment occurs, both wheels of the axle 104s related to the one wheel that has derailed one wheel derail.

脱線検知装置１１０は、一輪脱線又は一軸脱線を検知したときに、一輪脱線又は一軸脱線に関する情報に係る出力信号を送信する。先頭車両１００ａ及び中間車両１００ｂの脱線検知装置１１０それぞれは互いに接続されており、中間車両１００ｂの脱線検知装置１１０が一輪脱線又は一軸脱線を検知したときは、中間車両１００ｂの脱線検知装置１１０は、先頭車両１００ａの脱線検知装置１１０に、一輪脱線又は一軸脱線に関する情報に係る出力信号を送信する。一輪脱線又は一軸脱線に関する情報には、一輪脱線又は一軸脱線が生じた先頭車両１００ａ又は中間車両１００ｂ、当該先頭車両１００ａ又は中間車両１００ｂの台車１０２及び当該台車１０２の車輪を特定する情報が含まれる。   The derailment detection device 110 transmits an output signal related to information related to single-wheel derailment or single-axis derailment when detecting single-wheel derailment or single-axis derailment. The derailment detection devices 110 of the leading vehicle 100a and the intermediate vehicle 100b are connected to each other. When the derailment detection device 110 of the intermediate vehicle 100b detects a single-wheel derailment or a single-axis derailment, the derailment detection device 110 of the intermediate vehicle 100b An output signal related to information related to single-wheel derailment or uniaxial derailment is transmitted to the derailment detection device 110 of the leading vehicle 100a. The information related to the one-wheel derailment or the single-axis derailment includes information for identifying the leading vehicle 100a or the intermediate vehicle 100b in which the one-wheel derailment or the uniaxial derailment has occurred, the carriage 102 of the leading vehicle 100a or the intermediate vehicle 100b, and the wheels of the carriage 102. .

リレー１２０は、脱線を検知した脱線検知装置１１０より送信される出力信号を防護無線機１３０に送るラッチングリレーである。脱線を検知した脱線検知装置１１０から出力信号が送信されると、リレー１２０のセットコイルが励磁されて接点が閉じ、防護無線機１３０により防護無線が送信される。なお、本実施形態では、脱線検知装置１１０からの出力信号が送出されなくなり、リレー１２０のセットコイルの励磁が解かれても、リレー１２０の接点が閉じた状態は保持される。そのため、脱線検知装置１１０からの出力信号が送出されなくなっても、防護無線機１３０からの防護無線の送信は継続される。   The relay 120 is a latching relay that sends an output signal transmitted from the derailment detection device 110 that has detected derailment to the protective radio 130. When an output signal is transmitted from the derailment detection device 110 that has detected derailment, the set coil of the relay 120 is excited to close the contact, and the protective radio 130 transmits the protective radio. In the present embodiment, the output signal from the derailment detection device 110 is not sent, and the contact of the relay 120 is kept closed even if the excitation of the set coil of the relay 120 is released. Therefore, even when the output signal from the derailment detection device 110 is not sent, the transmission of the protection radio from the protection radio 130 is continued.

防護無線機１３０は、アンテナ１０６により先頭車両１００ａ及び中間車両１００ｂのいずれかに脱線が生じたことを付近の駅及び付近を走行中の他の鉄道車両に報知する防護無線を送信する。なお、防護無線機１３０は、先頭車両１００ａの運転台のスイッチが乗務員により手動操作されることによっても、防護無線を送信することができる。   The protection radio 130 transmits a protection radio that notifies the nearby station and other railway vehicles traveling in the vicinity that derailment has occurred in either the leading vehicle 100a or the intermediate vehicle 100b by the antenna 106. Note that the protection radio 130 can also transmit the protection radio when the switch of the cab of the leading vehicle 100a is manually operated by a crew member.

モニタ表示器１４０は、先頭車両１００ａの運転台に設置される液晶ディスプレイ等の表示器である。モニタ表示器１４０は、脱線検知装置１１０が先頭車両１００ａ及び中間車両１００ｂのいずれかの一輪脱線又は一軸脱線を検知したときは、一輪脱線又は一軸脱線が生じた先頭車両１００ａ又は中間車両１００ｂ、当該先頭車両１００ａ又は中間車両１００ｂの台車１０２及び当該台車１０２の車輪を特定する情報を表示する。   The monitor display 140 is a display such as a liquid crystal display installed in the cab of the leading vehicle 100a. When the derailment detection device 110 detects a single-wheel derailment or a single-axis derailment of either the leading vehicle 100a or the intermediate vehicle 100b, the monitor indicator 140 displays the leading vehicle 100a or the intermediate vehicle 100b in which a single-wheel derailment or a single-axis derailment has occurred, Information for identifying the carriage 102 of the leading vehicle 100a or the intermediate vehicle 100b and the wheels of the carriage 102 is displayed.

リセットスイッチ１５０は、リレー１２０及び脱線検知装置１１０を初期状態に戻すためのリセット入力を行うスイッチである。リセットスイッチ１５０が押下されると、リレー１２０のリセットコイルが励磁されて接点が開となり、防護無線機１３０の防護無線の送信が停止する。また、リセットスイッチ１５０が押下されると、脱線検知装置１１０が脱線を検知していない初期状態となり、モニタ表示器１４０での情報の表示が消去される。   The reset switch 150 is a switch that performs a reset input for returning the relay 120 and the derailment detection device 110 to the initial state. When the reset switch 150 is pressed, the reset coil of the relay 120 is excited and the contact is opened, and transmission of the protection radio of the protection radio 130 is stopped. Further, when the reset switch 150 is pressed, the derailment detection device 110 is in an initial state in which derailment is not detected, and the display of information on the monitor display 140 is erased.

次に、各車両の脱線検知装置１１０の構成について、先頭車両１００ａを例に挙げて説明する。図３に示すように、脱線検知装置１１０は、先頭車両１００ａの台車１０２ごとに配置されたセンサ部１１１を備える。センサ部１１１は、先頭車両１００ａの上下方向の変位量ｄ及び先頭車両１００ａの前後方向の軸周りの傾斜角θｒを検出する。上下方向の変位量ｄとは、例えば、図４に示すｚ軸方向（垂直方向）に沿い、且つ台車１０２の重心の位置における変位量を意味する。また、前後方向の軸周りの傾斜角θｒとは、例えば、図４に示す台車１０２の前後方向に平行であり、且つ台車１０２の重心を通るｘ軸周りの傾斜角（ロール角）を意味する。なお、上下方向の変位量ｄは，必ずしも厳密に垂直方向に沿うものでなくてもよい。また、センサ部１１１は台車１０２の重心位置に設けることが望ましいが、重心位置に設置できない場合は他の位置に設けることとしてもよい。この場合、車体ローリング等による影響を考慮し、センサ部１１１が検出した変位量を台車１０２の重心位置で検知した値として補正演算を行う。 Next, the configuration of the derailment detection device 110 for each vehicle will be described using the leading vehicle 100a as an example. As shown in FIG. 3, the derailment detection device 110 includes a sensor unit 111 arranged for each carriage 102 of the leading vehicle 100a. The sensor unit 111 detects the inclination angle theta r around longitudinal axis of the vertical displacement amount d and the leading vehicle 100a of the leading vehicle 100a. The vertical displacement d means, for example, the displacement at the position of the center of gravity of the carriage 102 along the z-axis direction (vertical direction) shown in FIG. In addition, the inclination angle θ r around the axis in the front-rear direction means, for example, an inclination angle (roll angle) around the x-axis that is parallel to the front-rear direction of the carriage 102 shown in FIG. To do. Note that the amount of displacement d in the vertical direction is not necessarily strictly along the vertical direction. In addition, the sensor unit 111 is preferably provided at the center of gravity of the carriage 102, but may be provided at another position when it cannot be installed at the center of gravity. In this case, in consideration of the influence of the rolling of the vehicle body, the correction calculation is performed with the displacement detected by the sensor unit 111 as a value detected at the center of gravity of the carriage 102.

センサ部１１１は、加速度センサ１１３及びジャイロセンサ１１４を有する。先頭車両１００ａの台車１０２の上下方向の変位量は、センサ部１１１の加速度センサ１１３により検出される。加速度センサ１１３により検出された先頭車両１００ａの台車１０２の上下方向の加速度を二重積分することにより、先頭車両１００ａの台車１０２の上下方向の変位量ｄを検出することができる。   The sensor unit 111 includes an acceleration sensor 113 and a gyro sensor 114. The amount of vertical displacement of the carriage 102 of the leading vehicle 100 a is detected by the acceleration sensor 113 of the sensor unit 111. By vertically integrating the vertical acceleration of the carriage 102 of the leading vehicle 100a detected by the acceleration sensor 113, the displacement d in the vertical direction of the carriage 102 of the leading vehicle 100a can be detected.

先頭車両１００ａの台車１０２の前後方向の軸周りの傾斜角θｒは、センサ部１１１のジャイロセンサ１１４により検出される。ジャイロセンサ１１４により検出されたｘ軸周りの角速度を積分することにより、先頭車両１００ａの台車１０２の前後方向の軸周りの傾斜角θｒを検出することができる。また、ジャイロセンサ１１４は、脱線した車輪の特定のために、図４に示すｙ軸周りの角速度を検出する。ジャイロセンサ１１４により検出されたｙ軸周りの角速度を積分することにより、先頭車両１００ａの台車１０２の左右方向の軸周りの傾斜角（ピッチ角）θｐを検出することができる。 The inclination angle θ r around the front-rear axis of the carriage 102 of the leading vehicle 100 a is detected by the gyro sensor 114 of the sensor unit 111. By integrating the angular velocity around the x axis, which is detected by the gyro sensor 114 can detect the inclination angle theta r around longitudinal axis of the front vehicles 100a bogie 102. Further, the gyro sensor 114 detects an angular velocity around the y axis shown in FIG. 4 in order to identify the derailed wheel. By integrating the angular velocity around the y axis, which is detected by the gyro sensor 114, the tilt angle about the lateral direction axis of the carriage 102 of the leading car 100a (pitch angle) theta p can be detected.

脱線検知装置１１０は、２つのセンサ部１１１に接続された脱線判定部１１２を備える。脱線判定部１１２は、ＣＰＵ（Central Processing Unit）、ＲＯＭ（Read Only Memory）及びＲＡＭ（Random Access Memory）等のメモリ及び入出力インターフェイス等を備えた電子計算機として構成される。   The derailment detection device 110 includes a derailment determination unit 112 connected to the two sensor units 111. The derailment determination unit 112 is configured as an electronic computer including a memory such as a central processing unit (CPU), a read only memory (ROM), and a random access memory (RAM), an input / output interface, and the like.

脱線判定部１１２は、後述するように、先頭車両１００ａの台車１０２の上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、且つ先頭車両１００ａの台車１０２の前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるときに、先頭車両１００ａの一輪が脱線していると判定する。また、脱線判定部１１２は、先頭車両１００ａの一輪が脱線していると判定した後に、先頭車両１００ａの台車１０２の上下方向の変位量ｄが変位量閾値ｄｔｈの２倍以上であり、且つ先頭車両１００ａの台車１０２の前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ未満であるときに、先頭車両１００ａの一輪脱線した一輪に係る車軸の両輪が脱線していると判定する。 As will be described later, the derailment determination unit 112 has a vertical displacement amount d of the carriage 102 of the leading vehicle 100a equal to or greater than a displacement amount threshold value dth , and an inclination angle about the longitudinal axis of the carriage 102 of the leading vehicle 100a. when theta r is the inclination angle threshold value theta th or more, it is determined that one wheel of the leading vehicle 100a is derailed. Further, the derailment determining unit 112 determines that one wheel of the leading vehicle 100a is derailed, and then the vertical displacement amount d of the carriage 102 of the leading vehicle 100a is twice or more the displacement amount threshold value dth , and When the inclination angle θ r around the front-rear axis of the carriage 102 of the leading vehicle 100a is less than the inclination angle threshold θ th , it is determined that both wheels of the axle related to one wheel that has derailed one wheel of the leading vehicle 100a are derailed. .

なお、中間車両１００ｂの脱線検知装置１１０の構成も、以上、説明した先頭車両１００ａの脱線検知装置１１０と同様の構成を有する。   In addition, the configuration of the derailment detection device 110 of the intermediate vehicle 100b has the same configuration as the derailment detection device 110 of the leading vehicle 100a described above.

以下、本実施形態の脱線検知装置１１０の動作について説明する。図５に示すように、先頭車両１００ａ及び中間車両１００ｂそれぞれの脱線検知装置１１０のセンサ部１１１は、センシング工程として、先頭車両１００ａ及び中間車両１００ｂの台車１０２それぞれにおいて、上下方向の変位量ｄ及び前後方向の軸周りの傾斜角θｒを検出する（Ｓ１１）。脱線検知装置１１０の脱線判定部１１２は、脱線判定工程として、上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、且つ前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるか否かを判定する（Ｓ１２）。 Hereinafter, the operation of the derailment detection device 110 of the present embodiment will be described. As shown in FIG. 5, the sensor unit 111 of the derailment detection device 110 of each of the leading vehicle 100a and the intermediate vehicle 100b performs a sensing process in which the displacement d in the vertical direction and the vertical displacement amount d and the carriage 102 of the leading vehicle 100a and the intermediate vehicle 100b respectively. An inclination angle θ r around the axis in the front-rear direction is detected (S11). Derailment determination unit 112 of the derailment detecting apparatus 110, as derailed determination step, vertical displacement amount d is not less displacement threshold d th or more, and the inclination angle theta r about the axis of the longitudinal direction inclination angle threshold value theta th or It is determined whether or not (S12).

以下、脱線判定工程の詳細について説明する。図６（ａ）（ｂ）に示すように、左前輪１０４ＦＬ、右前輪１０４ＦＲ、左後輪１０４ＬＲ及び右後輪ＲＲのいずれもがレール４００の上に正常に位置しているときは、走行時の振動等を除き、当該車輪に係る車軸１０４ｓの上下方向の変位量及び前後方向の軸周りの傾斜角はいずれも０である。図６（ａ）（ｂ）において、道床からレール４００の踏面までの高さをレール高さＨで示し、左前輪１０４ＦＬ等の踏面からフランジ１０４ｆの外周面まで高さをフランジ高さｈで示す。また、左前輪１０４ＦＬと右前輪１０４ＦＲとの踏面同士の距離及び左後輪１０４ＲＬと右後輪１０４ＲＲとの踏面同士の距離を踏面相互間距離ｗで示す。   Hereinafter, details of the derailment determination step will be described. As shown in FIGS. 6A and 6B, when all of the left front wheel 104FL, the right front wheel 104FR, the left rear wheel 104LR, and the right rear wheel RR are normally positioned on the rail 400, the vehicle is traveling The vertical displacement of the axle 104s related to the wheel and the inclination angle around the longitudinal axis are both zero. 6 (a) and 6 (b), the height from the road bed to the tread surface of the rail 400 is indicated by the rail height H, and the height from the tread surface of the left front wheel 104FL or the like to the outer peripheral surface of the flange 104f is indicated by the flange height h. . Further, the distance between the tread surfaces of the left front wheel 104FL and the right front wheel 104FR and the distance between the tread surfaces of the left rear wheel 104RL and the right rear wheel 104RR are shown as a tread surface distance w.

以下、図７に示すように、台車１０２の左前輪１０４ＦＬのみがレール４００から脱線した状態を想定する。このとき、図８（ａ）に示すように、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの上下方向の変位量及び前後方向の軸周りの傾斜角はいずれも０のままである。一方、図８（ｂ）に示すように、左前輪ＦＬの上下方向の変位量（落下量）は、レール高さＨからフランジ高さｈを除いた（Ｈ−ｈ）である。右前輪ＦＲの上下方向の変位量は０と近似できる。したがって、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの上下方向の変位量は、左前輪ＦＬ及び右前輪ＦＲの上下方向の変位量の平均値として、｛（Ｈ−ｈ）／２｝と近似することができる。   Hereinafter, it is assumed that only the left front wheel 104FL of the carriage 102 is derailed from the rail 400 as shown in FIG. At this time, as shown in FIG. 8A, the vertical displacement of the axle 104s related to the left rear wheel 104RL and the right rear wheel RR and the inclination angle around the front-rear axis remain zero. On the other hand, as shown in FIG. 8B, the vertical displacement amount (falling amount) of the left front wheel FL is (Hh) obtained by subtracting the flange height h from the rail height H. The amount of vertical displacement of the right front wheel FR can be approximated to zero. Accordingly, the vertical displacement amount of the axle 104s related to the left front wheel FL and the right front wheel FR is approximated to {(H−h) / 2} as an average value of the vertical displacement amounts of the left front wheel FL and the right front wheel FR. can do.

また、上述したように、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの上下方向の変位量は０である。したがって、台車１０２の全体の上下方向の変位量ｄは、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの上下方向の変位量と、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの上下方向の変位量との平均値として、ｄ＝｛（Ｈ−ｈ）／４｝と近似することができる。そこで、本実施形態では、例えば、変位量閾値ｄｔｈを０．８ｄ＜ｄｔｈ＜１．２又は０．９ｄ＜ｄｔｈ＜１．１ｄの範囲に設定することができる。 Further, as described above, the amount of vertical displacement of the axle 104s related to the left rear wheel 104RL and the right rear wheel RR is zero. Therefore, the overall vertical displacement d of the carriage 102 is the vertical displacement of the axle 104s related to the left front wheel FL and the right front wheel FR, and the vertical direction of the axle 104s related to the left rear wheel 104RL and the right rear wheel RR. As an average value with the displacement amount, d = {(H−h) / 4} can be approximated. Therefore, in the present embodiment, for example, the displacement amount threshold value d th can be set in a range of 0.8 d <d th <1.2 or 0.9 d <d th <1.1 d.

また、図９（ａ）に示すように、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの前後方向の軸周りの傾斜角は０のままである。一方、図９（ｂ）に示すように、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの前後方向の軸周りの傾斜角αは、図９（ｂ）中において、α＝（弧の長さｌ／半径ｒ）である。半径ｒは踏面相互間距離ｗにより近似できる。また、弧の長さｌは、レール高さＨとフランジ高さｈとの和である（Ｈ＋ｈ）で近似できる。したがって、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの前後方向の軸周りの傾斜角αは、α＝｛（Ｈ＋ｈ）／ｗ｝で近似することができる。   Further, as shown in FIG. 9A, the inclination angle around the axis in the front-rear direction of the axle 104s related to the left rear wheel 104RL and the right rear wheel RR remains zero. On the other hand, as shown in FIG. 9 (b), the inclination angle α around the longitudinal axis of the axle 104s relating to the left front wheel FL and the right front wheel FR is α = (the length of the arc) in FIG. 9 (b). l / radius r). The radius r can be approximated by the distance w between treads. The arc length l can be approximated by (H + h) which is the sum of the rail height H and the flange height h. Therefore, the inclination angle α around the longitudinal axis of the axle 104s related to the left front wheel FL and the right front wheel FR can be approximated by α = {(H + h) / w}.

また、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの前後方向の軸周りの傾斜角αは０である。したがって、台車１０２の全体の前後方向の軸周りの傾斜角θｒは、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの傾斜角αと、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの傾斜角αとの平均値として、θｒ＝｛（Ｈ＋ｈ）／ｗ｝／２で近似することができる。そこで、本実施形態では、傾斜角閾値θｔｈを例えば、０．８θｒ＜θｔｈ＜１．２θｒ又は０．９θｒ＜θｔｈ＜１．１θｒの範囲に設定することができる。 In addition, the inclination angle α around the axis in the front-rear direction of the axle 104s related to the left rear wheel 104RL and the right rear wheel RR is zero. Therefore, the inclination angle θ r around the entire longitudinal axis of the carriage 102 is determined by the inclination angle α of the axle 104s related to the left front wheel FL and the right front wheel FR, and the axle 104s related to the left rear wheel 104RL and the right rear wheel RR. As an average value with respect to the inclination angle α, it can be approximated by θ r = {(H + h) / w} / 2. Therefore, in the present embodiment, the tilt angle threshold value θ th can be set in a range of, for example, 0.8θ r <θ th <1.2θ r or 0.9θ r <θ th <1.1θ r .

図５に戻り、脱線判定部１１２は、上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、且つ前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるときは、一輪脱線と判定する（Ｓ１３）。脱線判定部１１２は、当該一輪脱線に関する脱線した車両、台車１０２及び車輪に関する情報を出力する（Ｓ１４）。なお、台車１０２における一輪脱輪した車輪の特定は、例えば、一輪脱線した台車１０２において、ジャイロセンサ１１４により検出された前後方向の軸周りの傾斜角θｒ及び左右方向の軸周りの傾斜角θｐに基づいて、最も下方に傾斜していると推測される車輪が一輪脱線をしていると特定することができる。 Returning to FIG. 5, the derailment determination unit 112 determines that when the displacement amount d in the vertical direction is equal to or greater than the displacement amount threshold value d th and the tilt angle θ r around the axis in the front-rear direction is equal to or greater than the tilt angle threshold value θ th It is determined that one wheel derailment has occurred (S13). The derailment determination unit 112 outputs information regarding the derailed vehicle, the carriage 102, and the wheels related to the one-wheel derailment (S14). For example, the wheel 102 that has been derailed by one wheel in the carriage 102 may be identified by, for example, the inclination angle θ r about the front-rear axis detected by the gyro sensor 114 and the inclination angle θ about the left-right axis detected by the gyro sensor 114. Based on p , it can be specified that the wheel that is presumed to be inclined most downward is derailed.

脱線判定部１１２が先頭車両１００ａ又は中間車両１００ｂの一輪が脱線していると判定した後に、脱線判定部１１２は、変位量ｄが変位量閾値ｄｔｈの２倍以上であり、且つ傾斜角θｒが傾斜角閾値θｔｈ未満であるか否かを判定する（Ｓ１５）。 After the derailment determination unit 112 determines that one wheel of the leading vehicle 100a or the intermediate vehicle 100b is derailed, the derailment determination unit 112 has the displacement amount d equal to or greater than twice the displacement amount threshold value dth , and the inclination angle θ It is determined whether r is less than the inclination angle threshold θth (S15).

以下、図１０に示すように、台車１０２の左前輪１０４ＦＬ及び右前輪ＦＲの両輪がレール４００から脱線した状態を想定する。このとき、図１１（ａ）に示すように、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの上下方向の変位量及び前後方向の軸周りの傾斜角はいずれも０のままである。一方、図１１（ｂ）に示すように、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの上下方向の変位量は、レール高さＨからフランジ高さｈを除いた（Ｈ−ｈ）である。したがって、一軸脱線の際の台車１０２の全体の上下方向の変位量ｄは、左前輪ＦＬ及び右前輪ＦＲに係る車軸１０４ｓの上下方向の変位量と、左後輪１０４ＲＬ及び右後輪ＲＲに係る車軸１０４ｓの上下方向の変位量との平均値として、ｄ＝｛（Ｈ−ｈ）／２｝であり、一輪脱線時の変位量ｄの２倍の値に近似することができる。   Hereinafter, it is assumed that both the left front wheel 104FL and the right front wheel FR of the carriage 102 are derailed from the rail 400 as shown in FIG. At this time, as shown in FIG. 11A, the vertical displacement amount of the axle 104s and the inclination angle around the front-rear axis of the left rear wheel 104RL and the right rear wheel RR remain zero. On the other hand, as shown in FIG. 11 (b), the vertical displacement of the axle 104s related to the left front wheel FL and the right front wheel FR is (Hh) obtained by subtracting the flange height h from the rail height H. . Therefore, the total vertical displacement d of the carriage 102 during the uniaxial derailment is related to the vertical displacement of the axle 104s related to the left front wheel FL and the right front wheel FR, and the left rear wheel 104RL and the right rear wheel RR. As an average value with the amount of displacement in the vertical direction of the axle 104s, d = {(H−h) / 2}, which can be approximated to a value twice as large as the amount of displacement d when one wheel is derailed.

また，台車１０２の全体の前後方向の軸周りの傾斜角θｒの一軸脱線前後の傾斜角変化量θｄの値は有限値となる。したがって、脱線判定部１１２は、変位量ｄが変位量閾値ｄｔｈの２倍以上であり、かつ傾斜角θｒの一軸脱線前後の傾斜角変化量θｄが所定の変化量閾値θｄｔｈを超えているときに、一軸脱線が生じたものと判定することができる。なお、変化量閾値θｄｔｈはセンサ測定値の検出分解能の値であり、具体的には、例えば、一般的に回転センサとして用いられるロータリーエンコーダの分解能の値である０．３５ｄｅｇとすることができる。 The value of the tilt angle variation theta d uniaxial derailment before and after the inclination angle theta r around longitudinal axis of the entire carriage 102 is a finite value. Therefore, derailing determination unit 112 is a displacement amount d is more than 2 times the displacement threshold d th, and the inclination angle variation uniaxial derailment before and after the inclination angle theta r theta d exceeds a predetermined change amount threshold theta dth It can be determined that uniaxial derailment has occurred. The change amount threshold value θ dth is a value of the detection resolution of the sensor measurement value. Specifically, for example, it can be set to 0.35 deg which is a resolution value of a rotary encoder generally used as a rotation sensor. .

脱線判定部１１２は、変位量ｄが変位量閾値ｄｔｈの２倍以上であり、且つ傾斜角θｒの一軸脱線前後の傾斜角変化量θｄが変化量閾値θｄｔｈを超えているときに、一軸脱線が生じたと判定する（Ｓ１６）。脱線判定部１１２は、当該一軸脱線に関する脱線した車両、台車１０２及び車軸１０４ｓに関する情報を出力する（Ｓ１７）。なお、台車１０２における一軸脱輪した車軸１０４ｓの特定は、例えば、一軸脱線した台車１０２において、ジャイロセンサ１１４により検出された左右方向の軸周りの傾斜角θｐに基づいて、より下方に傾斜していると推測される車軸１０４ｓが一軸脱線をしていると特定することができる。 Derailment determination unit 112, the displacement amount d is not less than twice the displacement amount threshold d th, and when the tilt angle variation uniaxial derailment before and after the inclination angle theta r theta d exceeds the variation threshold theta dth It is determined that uniaxial derailment has occurred (S16). The derailment determining unit 112 outputs information regarding the derailed vehicle, the carriage 102, and the axle 104s regarding the uniaxial derailment (S17). Incidentally, the specific axle 104s uniaxially derailing in carriage 102, for example, in uniaxial derailed bogie 102, based on the inclination angle theta p about the axis of the detected horizontal direction by the gyro sensor 114, and more inclined downward It can be specified that the axle 104s estimated to be deviating uniaxially.

本実施形態によれば、脱線検知装置１１０の脱線判定部１１２は、鉄道車両の上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、且つ前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるときに、鉄道車両の一輪が脱線していると判定する。走行時の振動や乗客の昇降等による上下方向の変位量ｄや前後方向の軸周りの傾斜角θｒの変動が大きい鉄道車両では、上下方向の変位量ｄ等のみに基づく判定では、精度良く一輪脱線を検知することは難しい。しかし、上下方向の変位量ｄと前後方向の軸周りの傾斜角θｒとのＡＮＤ条件により鉄道車両の一輪脱線を判定することにより、一輪脱線を検知する精度を向上させることができる。 According to this embodiment, derailment determination unit 112 of the derailment detecting apparatus 110 is a vertical displacement amount d of railcar displacement threshold d th or more, and the inclination angle theta r about the axis in the longitudinal direction inclination when it is angular threshold theta th or more, it is determined that one wheel of a railway vehicle is derailed. The railway vehicle a large variation of the inclination angle theta r around the vertical displacement amount d and the longitudinal direction axis by the lifting or the like of the vibration and passengers during running, the determination based only on the vertical displacement amount d or the like, accurately It is difficult to detect a single wheel derailment. However, by determining the one wheel derailment of a railway vehicle by AND condition between the inclination angle theta r around the vertical displacement amount d and the longitudinal direction axis, it is possible to improve the accuracy of detecting the one wheel derailment.

本実施形態では、停車時に一輪脱線したときは、一輪脱線の検知後に鉄道車両の再度の走行を抑止することで、脱線の拡大を防止することができる。また、本実施形態では、走行中に一輪脱線したときは、従来の方式での脱線検知方法よりも早く一輪脱線を検知でき、いち早く停車させることにより脱線の拡大を防止することができる。   In the present embodiment, when one wheel is derailed when the vehicle is stopped, it is possible to prevent the derailment from expanding by suppressing the traveling of the railway vehicle again after detection of the one wheel derailment. Further, in this embodiment, when one wheel derails while traveling, it is possible to detect one wheel derailment earlier than the derailment detection method in the conventional method, and it is possible to prevent the derailment from expanding by stopping the vehicle earlier.

また、鉄道車両の一輪が脱線した後には、いずれ当該一輪に係る車軸の両輪が脱線することが予測される。この場合、車軸の両輪が脱線するため、上下方向の変位量ｄは変位量閾値ｄｔｈの２倍以上となり、且つ前後方向の軸周りの傾斜角θｒの一軸脱線前後の傾斜角変化量θｄは変化量閾値θｄｔｈを超えると考えられる。そのため、本実施形態では、脱線判定部１１２が鉄道車両の一輪が脱線していると判定した後に、変位量ｄが変位量閾値ｄｔｈの２倍以上であり、且つ傾斜角変化量θｄが変化量閾値θｄｔｈを超えているときに、脱線判定部１１２は、鉄道車両の当該一輪に係る車軸１０４ｓの両輪が脱線していると判定することができる。 Moreover, after one wheel of a railway vehicle derails, it is predicted that both wheels of the axle related to the one wheel will derail. In this case, since both wheels of the axle are derailed, the vertical displacement d is more than twice the displacement threshold dth , and the tilt angle change amount θ before and after the uniaxial derailment of the tilt angle θ r about the axis in the front-rear direction. It is considered that d exceeds the variation threshold θ dth . Therefore, in this embodiment, after the derailment determination unit 112 determines that one wheel of a railway vehicle is derailed, and the displacement amount d is more than 2 times the displacement threshold d th, and the inclination angle variation theta d is When the change amount threshold θ dth is exceeded, the derailment determination unit 112 can determine that both wheels of the axle 104s related to the one wheel of the railway vehicle are derailed.

以下、本発明の第２実施形態について説明する。本実施形態では、脱線検知装置１１０の脱線判定部１１２は、上下方向の変位量ｄと前後方向の軸周りの傾斜角θｒとに加えて、上下方向の衝撃とのＡＮＤ条件により鉄道車両の一輪脱線を判定する。本実施形態では、脱線検知装置１１０のセンサ部１１１の加速度センサ１１３により、先頭車両１００ａ及び中間車両１００ｂの台車１０２の上下方向の衝撃が検出される。上下方向の衝撃とは、例えば、図４に示すｚ軸方向（垂直方向）に沿い、且つ台車１０２の重心の位置における加速度を意味する。しかし、上下方向の衝撃は、必ずしも厳密に垂直方向に沿い、台車１０２の重心の位置における加速度でなくともよい。 Hereinafter, a second embodiment of the present invention will be described. In the present embodiment, derailment determination unit 112 of the derailment detecting apparatus 110, in addition to the vertical displacement amount d and the inclination angle theta r around longitudinal axis, the AND condition of the vertical impact of the railway car Judging single wheel derailment. In the present embodiment, the acceleration sensor 113 of the sensor unit 111 of the derailment detection device 110 detects an impact in the vertical direction of the carriage 102 of the leading vehicle 100a and the intermediate vehicle 100b. The impact in the vertical direction means, for example, acceleration at the position of the center of gravity of the carriage 102 along the z-axis direction (vertical direction) shown in FIG. However, the impact in the vertical direction is not necessarily the acceleration at the position of the center of gravity of the carriage 102 along the strictly vertical direction.

以下、本実施形態の脱線検知装置１１０の動作について説明する。図１２に示すように、先頭車両１００ａ及び中間車両１００ｂそれぞれの脱線検知装置１００のセンサ部１１１は、センシング工程として、先頭車両１００ａ及び中間車両１００ｂの台車１０２の上下方向の変位量、衝撃及び前後方向の軸周りの傾斜角を検出する（Ｓ２１）。脱線検知装置１１０の脱線判定部１１２は、脱線判定工程として、上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、衝撃Ｓが衝撃閾値Ｓｔｈ以上であり、且つ前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるか否かを判定する（Ｓ２２）。 Hereinafter, the operation of the derailment detection device 110 of the present embodiment will be described. As shown in FIG. 12, the sensor unit 111 of the derailment detection device 100 of each of the leading vehicle 100a and the intermediate vehicle 100b performs the vertical displacement amount, impact, front and rear of the carriage 102 of the leading vehicle 100a and the intermediate vehicle 100b as a sensing process. An inclination angle around the direction axis is detected (S21). The derailment determination unit 112 of the derailment detection device 110 includes, as the derailment determination step, the vertical displacement amount d is equal to or greater than the displacement threshold value dth , the impact S is equal to or greater than the impact threshold value Sth , and the axis around the longitudinal axis inclination angle theta r is equal to or inclination angle threshold value theta th or more (S22).

上下方向の変位量ｄが変位量閾値ｄｔｈ以上であり、衝撃Ｓが衝撃閾値Ｓｔｈ以上であり、且つ前後方向の軸周りの傾斜角θｒが傾斜角閾値θｔｈ以上であるときは、脱線判定部１１２は、一輪脱線であると判定する（Ｓ２３）。脱線判定部１１２は、当該一輪脱線に関する脱線した車両、台車１０２及び車輪に関する情報を出力する（Ｓ２４）。なお、台車１０２における一輪脱輪した車輪の特定は、上記第１実施形態と同様にして行うことができる。 When the vertical displacement d is equal to or greater than the displacement threshold d th , the impact S is equal to or greater than the impact threshold S th , and the tilt angle θ r about the longitudinal axis is equal to or greater than the tilt angle threshold θ th The derailment determination unit 112 determines that it is a single wheel derailment (S23). The derailment determination unit 112 outputs information regarding the derailed vehicle, the carriage 102, and the wheels related to the one-wheel derailment (S24). In addition, the specification of the wheel from which one wheel is removed in the carriage 102 can be performed in the same manner as in the first embodiment.

脱線判定部１１２が先頭車両１００ａ又は中間車両１００ｂの一輪が脱線していると判定した後に、脱線判定部１１２は、変位量ｄが変位量閾値ｄｔｈの２倍以上であり、衝撃Ｓが衝撃閾値Ｓｔｈ以上であり、且つ傾斜角変化量θｄが変化量閾値θｄｔｈを超えているか否かを判定する（Ｓ２５）。変位量ｄが変位量閾値ｄｔｈの２倍以上であり、衝撃Ｓが衝撃閾値Ｓｔｈ以上であり、且つ傾斜角変化量θｄが変化量閾値θｄｔｈを超えているときは、脱線判定部１１２は、一軸脱線であると判定する（Ｓ２６）。脱線判定部１１２は、当該一軸脱線に関する脱線した車両、台車１０２及び車軸１０４ｓに関する情報を出力する（Ｓ２７）。なお、台車１０２における一軸脱輪した車軸１０４ｓの特定は、上記第１実施形態と同様にして行うことができる。 After the derailment determining unit 112 determines that one wheel of the leading vehicle 100a or the intermediate vehicle 100b is derailed, the derailment determining unit 112 has a displacement amount d that is greater than or equal to twice the displacement amount threshold value dth , and the impact S is an impact. threshold and the S th or more, and determines whether the tilt angle variation theta d exceeds the variation threshold θ dth (S25). Displacement amount d is not less than twice the displacement amount threshold d th, impact S is not less impact threshold S th or more, and when the tilt angle variation theta d exceeds the variation threshold theta dth is derailed determination unit 112 determines that it is a uniaxial derailment (S26). The derailment determination unit 112 outputs information regarding the derailed vehicle, the carriage 102, and the axle 104s regarding the uniaxial derailment (S27). In addition, the specification of the axle 104s from which the uniaxial wheel is removed in the carriage 102 can be performed in the same manner as in the first embodiment.

本実施形態では、脱線判定部１１２は、変位量ｄが変位量閾値ｄｔｈ以上であり、傾斜角θｒが傾斜角閾値θｔｈ以上であり、且つ衝撃Ｓが衝撃閾値Ｓｔｈ以上であるときに、鉄道車両の一輪が脱線していると判定する。このように、上下方向の変位量ｄと前後方向の軸周りの傾斜角θｒと上下方向の衝撃ＳとのＡＮＤ条件により鉄道車両の一輪脱線を判定することにより、一輪脱線を検知する精度をさらに向上させることができる。 When in the present embodiment, derailment determination unit 112 is a displacement amount d is displacement threshold d th or more, the inclination angle theta r is the inclination angle threshold value theta th or more, and impact S shock threshold S th or more In addition, it is determined that one wheel of the railway vehicle is derailed. Thus, by determining one wheel derailment of a railway vehicle by AND condition between the inclination angle theta r around the vertical displacement amount d and the longitudinal direction axis as the vertical direction of impact S, the accuracy of detecting the one wheel derailment Further improvement can be achieved.

鉄道車両の一輪が脱線した後に、当該一輪に係る車軸１０４ｓの両輪が脱線する場合には、上下方向の変位量ｄは変位量閾値ｄｔｈの２倍以上となり、前後方向の軸周りの傾斜角θｒの一軸脱線前後の傾斜角変化量θｄは変化量閾値θｄｔｈを超えており、且つ衝撃Ｓは一輪脱線と同様に衝撃閾値Ｓｔｈ以上となると考えられる。そのため、本実施形態によれば、上下方向の変位量ｄと前後方向の軸周りの傾斜角θｒの一軸脱線前後の傾斜角変化量θｄと上下方向の衝撃ＳとのＡＮＤ条件により鉄道車両の一軸脱線を判定することにより、一軸脱線を検知する精度をさらに向上させることができる。 After one wheel of a railway vehicle has derailed, in the case where the two wheels of an axle 104s according to the one wheel is derailed, the displacement amount d in the vertical direction becomes less than twice the displacement amount threshold d th, the tilt angle about the longitudinal direction axis It is considered that the tilt angle change amount θ d before and after the uniaxial derailment of θ r exceeds the change amount threshold value θ dth , and the impact S is equal to or greater than the impact threshold value S th as in the single wheel derailment. Therefore, according to the present embodiment, the railway vehicle uses the AND condition of the vertical displacement amount d, the inclination angle change amount θ d before and after the uniaxial derailment around the longitudinal axis θ r , and the vertical impact S. By determining the uniaxial derailment, the accuracy of detecting the uniaxial derailment can be further improved.

尚、本発明の実施形態の脱線検知装置及び脱線検知方法は、上記した実施の形態に限定されるものではなく、本発明の実施形態の要旨を逸脱しない範囲内において種々変更を加え得ることは勿論である。例えば，一輪脱線から一軸脱線に至る時間内の傾斜角の変化量は、角速度を測定することにより直接求めることとしてもよい。   The derailment detection device and the derailment detection method of the embodiment of the present invention are not limited to the above-described embodiment, and various modifications can be made without departing from the gist of the embodiment of the present invention. Of course. For example, the amount of change in the tilt angle within the time from single wheel derailment to uniaxial derailment may be obtained directly by measuring the angular velocity.

１００ａ…先頭車両、１００ｂ…中間車両、１０２…台車、１０４ＦＬ…左前輪、１０４ＦＲ…右前輪、１０４ＬＲ…左後輪、１０４ＲＲ…右後輪、１０４ｓ…車軸、１０４ｆ…フランジ、１０６…アンテナ、１１０…脱線検知装置、１１１…センサ部、１１２…脱線判定部、１１３…加速度センサ、１１４…ジャイロセンサ、１２０…リレー、１３０…防護無線機、１４０…モニタ表示器、１５０…リセットスイッチ、４００…レール、Ｈ…レール高さ、ｈ…フランジ高さ、ｗ…踏面相互間距離、α…傾斜角、ｄ…変位量、θｒ…傾斜角、θｐ…傾斜角。
DESCRIPTION OF SYMBOLS 100a ... Lead vehicle, 100b ... Intermediate vehicle, 102 ... Bogie, 104FL ... Left front wheel, 104FR ... Right front wheel, 104LR ... Left rear wheel, 104RR ... Right rear wheel, 104s ... Axle, 104f ... Flange, 106 ... Antenna, 110 ... Derailment detector, 111 ... sensor unit, 112 ... derailment determination unit, 113 ... acceleration sensor, 114 ... gyro sensor, 120 ... relay, 130 ... protection radio, 140 ... monitor display, 150 ... reset switch, 400 ... rail, H: Rail height, h: Flange height, w: Distance between treads, α: Inclination angle, d: Displacement amount, θ r ... Inclination angle, θ p ... Inclination angle.

Claims (4)

鉄道車両の上下方向の変位量及び前記鉄道車両の前後方向の軸周りの傾斜角を検出するセンサ部と、
前記変位量が変位量閾値以上であり、且つ前記傾斜角が傾斜角閾値以上であるときに、前記鉄道車両の一輪が脱線していると判定する脱線判定部と、
を備え、
前記脱線判定部が前記鉄道車両の前記一輪が脱線していると判定した後に、前記変位量が前記変位量閾値の２倍以上であり、且つ前記傾斜角の変化量が変化量閾値を超えているときに、前記脱線判定部は、前記鉄道車両の前記一輪に係る車軸の両輪が脱線していると判定する、脱線検知装置。 A sensor unit for detecting a vertical displacement amount of the railway vehicle and an inclination angle around the longitudinal axis of the railway vehicle;
A derailment determination unit that determines that one wheel of the railway vehicle is derailed when the displacement amount is equal to or greater than a displacement amount threshold value and the inclination angle is equal to or greater than an inclination angle threshold value;
Equipped with a,
After the derailment determining unit determines that the one wheel of the railway vehicle is derailed, the displacement amount is more than twice the displacement amount threshold value, and the change amount of the inclination angle exceeds the change amount threshold value. The derailment detection unit determines that both wheels of the axle relating to the one wheel of the railway vehicle are derailed when the derailment determination unit is in operation . 鉄道車両の上下方向の変位量及び前記鉄道車両の前後方向の軸周りの傾斜角を検出するセンサ部と、
前記変位量が変位量閾値以上であり、且つ前記傾斜角が傾斜角閾値以上であるときに、前記鉄道車両の一輪が脱線していると判定する脱線判定部と、
を備え、
前記センサ部は、前記鉄道車両に加わった上下方向の衝撃を検出し、
前記脱線判定部は、前記変位量が前記変位量閾値以上であり、前記傾斜角が前記傾斜角閾値以上であり、且つ前記衝撃が衝撃閾値以上であるときに、前記鉄道車両の前記一輪が脱線していると判定し、
前記脱線判定部が前記鉄道車両の前記一輪が脱線していると判定した後に、前記変位量が前記変位量閾値の２倍以上であり、前記傾斜角の変化量が変化量閾値を超えており、且つ前記衝撃が衝撃閾値以上であるときに、前記脱線判定部は、前記鉄道車両の前記一輪に係る車軸の両輪が脱線していると判定する、脱線検知装置。 A sensor unit for detecting a vertical displacement amount of the railway vehicle and an inclination angle around the longitudinal axis of the railway vehicle;
A derailment determination unit that determines that one wheel of the railway vehicle is derailed when the displacement amount is equal to or greater than a displacement amount threshold value and the inclination angle is equal to or greater than an inclination angle threshold value;
With
The sensor unit detects a vertical impact applied to the railway vehicle,
The derailment determination unit is configured to derail the one wheel of the railway vehicle when the displacement amount is equal to or greater than the displacement amount threshold value, the tilt angle is equal to or greater than the tilt angle threshold value, and the impact is equal to or greater than an impact threshold value. It is determined that
After the derailment determining unit determines that the one wheel of the railway vehicle is derailed, the displacement amount is at least twice the displacement amount threshold value, and the change amount of the inclination angle exceeds the change amount threshold value. And when the said impact is more than an impact threshold value, the above-mentioned derailment judgment part judges that both wheels of the axle concerning the above-mentioned one wheel of the above-mentioned rail car are derailed . 鉄道車両の上下方向の変位量及び前記鉄道車両の前後方向の軸周りの傾斜角を検出するセンシング工程と、
前記変位量が変位量閾値以上であり、且つ前記傾斜角が傾斜角閾値以上であるときに、前記鉄道車両の一輪が脱線していると判定する脱線判定工程と、
を含み、
前記センシング工程では、前記鉄道車両に加わった上下方向の衝撃を検出し、
前記脱線判定工程では、前記変位量が前記変位量閾値以上であり、前記傾斜角が前記傾斜角閾値以上であり、且つ前記衝撃が衝撃閾値以上であるときに、前記鉄道車両の前記一輪が脱線していると判定する、脱線検知方法。 A sensing step of detecting a vertical displacement amount of the railway vehicle and an inclination angle around the longitudinal axis of the railway vehicle;
A derailment determination step of determining that one wheel of the railway vehicle is derailed when the displacement amount is not less than a displacement amount threshold value and the inclination angle is not less than an inclination angle threshold value;
Including
In the sensing step, a vertical impact applied to the railway vehicle is detected,
In the derailment determining step, when the displacement amount is equal to or greater than the displacement amount threshold value, the tilt angle is equal to or greater than the tilt angle threshold value, and the impact is equal to or greater than an impact threshold value, the one wheel of the railway vehicle is derailed. Derailment detection method to determine that the 鉄道車両の上下方向の変位量及び前記鉄道車両の前後方向の軸周りの傾斜角を検出するセンシング工程と、
前記変位量が変位量閾値以上であり、且つ前記傾斜角が傾斜角閾値以上であるときに、前記鉄道車両の一輪が脱線していると判定する脱線判定工程と、
を含み、
前記センシング工程では、前記鉄道車両に加わった上下方向の衝撃を検出し、
前記脱線判定工程では、前記変位量が前記変位量閾値以上であり、前記傾斜角が前記傾斜角閾値以上であり、且つ前記衝撃が衝撃閾値以上であるときに、前記鉄道車両の前記一輪が脱線していると判定し、
前記脱線判定工程では、前記鉄道車両の前記一輪が脱線していると判定した後に、前記変位量が前記変位量閾値の２倍以上であり、前記傾斜角の変化量が変化量閾値を超えており、且つ前記衝撃が衝撃閾値以上であるときに、前記鉄道車両の前記一輪に係る車軸の両輪が脱線していると判定する、脱線検知方法。 A sensing step of detecting a vertical displacement amount of the railway vehicle and an inclination angle around the longitudinal axis of the railway vehicle;
A derailment determination step of determining that one wheel of the railway vehicle is derailed when the displacement amount is not less than a displacement amount threshold value and the inclination angle is not less than an inclination angle threshold value;
Including
In the sensing step, a vertical impact applied to the railway vehicle is detected,
In the derailment determining step, when the displacement amount is equal to or greater than the displacement amount threshold value, the tilt angle is equal to or greater than the tilt angle threshold value, and the impact is equal to or greater than an impact threshold value, the one wheel of the railway vehicle is derailed. It is determined that
In the derailment determining step, after determining that the one wheel of the railway vehicle is derailed, the displacement amount is more than twice the displacement amount threshold value, and the change amount of the inclination angle exceeds the change amount threshold value. And a derailment detection method for determining that both wheels of the axle relating to the one wheel of the railway vehicle are derailed when the impact is equal to or greater than an impact threshold .
JP2015010035A 2015-01-22 2015-01-22 Derailment detection device and derailment detection method Active JP6435203B2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
JP2015010035A JP6435203B2 (en) 2015-01-22 2015-01-22 Derailment detection device and derailment detection method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP2015010035A JP6435203B2 (en) 2015-01-22 2015-01-22 Derailment detection device and derailment detection method

Related Child Applications (1)

Application Number Title Priority Date Filing Date
JP2018199379A Division JP6637572B2 (en) 2018-10-23 2018-10-23 Derailment detection device and derailment detection method

Publications (2)

Publication Number Publication Date
JP2016132422A JP2016132422A (en) 2016-07-25
JP6435203B2 true JP6435203B2 (en) 2018-12-05

Family

ID=56425862

Family Applications (1)

Application Number Title Priority Date Filing Date
JP2015010035A Active JP6435203B2 (en) 2015-01-22 2015-01-22 Derailment detection device and derailment detection method

Country Status (1)

Country Link
JP (1) JP6435203B2 (en)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
IT201700050006A1 (en) * 2017-05-09 2018-11-09 Faiveley Transport Italia Spa System and procedure for detecting an abnormal gait condition of a trolley of a railway vehicle.
CN107521520B (en) * 2017-08-18 2019-04-05 唐智科技湖南发展有限公司 A kind of method and system of wheel derailment early warning
JP7094621B2 (en) * 2018-03-23 2022-07-04 川崎車両株式会社 Freight train freight car information communication system and locomotive unit
CN109032057A (en) * 2018-07-10 2018-12-18 北京同和时代科技有限公司 To monitoring method, the device and system of the polishing trolley derailing of track grinding machine
CN114852130A (en) * 2022-03-25 2022-08-05 上海应用技术大学 Railway vehicle derailment monitoring and early warning device

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP3458872B2 (en) * 1995-07-27 2003-10-20 東急車輛製造株式会社 Railway vehicle derailment detection method and apparatus
JP3744641B2 (en) * 1997-03-25 2006-02-15 西日本旅客鉄道株式会社 Accident detection device
ATE285352T1 (en) * 1998-08-10 2005-01-15 Tokyu Car Corp METHOD AND DEVICE FOR DETECTING RAILWAY CAR DERAILINGS
JP2003261027A (en) * 2002-03-06 2003-09-16 Toack Corp Derailment detector when rolling stock is traveling at low speed
AT413974B (en) * 2003-05-15 2006-07-15 Siemens Transportation Systems DISCHARGE DETECTION BY FALL SPEED DETERMINATION
JP2009255821A (en) * 2008-04-18 2009-11-05 Nsk Ltd Derailment detector 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
JP5812595B2 (en) * 2010-11-02 2015-11-17 曙ブレーキ工業株式会社 Abnormality diagnosis system for railway vehicles
JP6128594B2 (en) * 2013-05-29 2017-05-17 曙ブレーキ工業株式会社 Derailment sign detection system, control device, derailment sign detection method, and derailment sign detection program

Also Published As

Publication number Publication date
JP2016132422A (en) 2016-07-25

Similar Documents

Publication Publication Date Title
JP6435203B2 (en) Derailment detection device and derailment detection method
KR101827485B1 (en) Trolly apparatus for measuring track irregularity having track guidance member of hydraulic type, and method for the same
CN107076645A (en) The wheel wear assay method of rail truck wheel
CN104011548B (en) Method and device for determining the installation position of a sensor module in a vehicle, and vehicle having such a device
CN104321615A (en) Track status monitoring device
US20080272899A1 (en) Rollover prediction and warning method
JP6547902B2 (en) Inspection system, inspection method, and program
KR101256901B1 (en) Prediction methods for derailment of the wheels using the external force acted on the wheelset
JP4692517B2 (en) Method for diagnosing laying position of derailment prevention guard for railway vehicles
JP2006341659A (en) Abnormality detecting method of railroad vehicle
ES2950749T3 (en) Procedure and device for detecting a derailment state of a railway vehicle
US10377330B2 (en) Lateral rollover risk warning device
KR20160000031A (en) Rail car and track monitoring system using running record and the method
KR101619790B1 (en) Method and system for detecting an abrasion of wheel in train
JP2018179573A (en) Travel running speed and position detection method of railway vehicle and stop duration determination method
JP4935469B2 (en) Railway vehicle running abnormality detection method and apparatus
JP5582892B2 (en) Railway vehicle running safety system
JP6637572B2 (en) Derailment detection device and derailment detection method
JP7359549B2 (en) Safety monitoring device and safety monitoring method
JP6454251B2 (en) Derailment state detection device and derailment state detection method
JP4205080B2 (en) Abnormality detection method and apparatus for cart steering mechanism of articulated railway vehicle
JP6644598B2 (en) Method and apparatus for measuring the angle of attack between a wheel and a rail of a railway vehicle
BR102013019072B1 (en) IDENTIFICATION SYSTEM OF THE QUALITY OF RAILWAYS AND SUBWAY VEHICLES AND METHOD OF IDENTIFICATION OF THE SAFETY INDEX BY DIRECT ESTIMATION OF THE CONTACT FORCES BETWEEN THE WHEELS OF THE SUBWAY AND RAILWAY VEHICLES
JP4442699B2 (en) Fail detection device for vehicle body tilt control in railway vehicle and railway vehicle
JP6770414B2 (en) Ride comfort measurement method and equipment

Legal Events

Date Code Title Description
A621 Written request for application examination

Free format text: JAPANESE INTERMEDIATE CODE: A621

Effective date: 20171107

A977 Report on retrieval

Free format text: JAPANESE INTERMEDIATE CODE: A971007

Effective date: 20180822

A131 Notification of reasons for refusal

Free format text: JAPANESE INTERMEDIATE CODE: A131

Effective date: 20180828

A521 Written amendment

Free format text: JAPANESE INTERMEDIATE CODE: A523

Effective date: 20181023

TRDD Decision of grant or rejection written
A01 Written decision to grant a patent or to grant a registration (utility model)

Free format text: JAPANESE INTERMEDIATE CODE: A01

Effective date: 20181106

A61 First payment of annual fees (during grant procedure)

Free format text: JAPANESE INTERMEDIATE CODE: A61

Effective date: 20181112

R150 Certificate of patent or registration of utility model

Ref document number: 6435203

Country of ref document: JP

Free format text: JAPANESE INTERMEDIATE CODE: R150