JP3998666B2 - Derailment detector - Google Patents

Description

  The present invention detects a derailment detection that detects that the gap length between the railway vehicle and the rail rail has increased, or that the railcar and the rail rail have caused a relative lateral shift, and further detects the derailment of the railcar. Relates to the device.

  In order to prevent the expansion of accidents due to derailment in railway vehicles, it is desired to detect derailment quickly. Conventionally, various derailment detection devices have been developed in order to automatically detect derailment of a railway vehicle. For example, Patent Document 1 below discloses a derailment detection device that uses vertical acceleration detection means. In this derailment detection device, the vertical displacement amount is obtained by double integration of the vertical acceleration of the portion above the bogie spring, the vertical displacement amount per fixed time is negative, and the absolute value thereof is a predetermined value. When this is the case, derailment is detected. However, in the case of acceleration detection, even if the absolute value of the vertical displacement per fixed time is greater than or equal to a predetermined value, the subsequent state cannot be grasped. It is impossible to accurately determine whether or not.

  Patent Document 2 below discloses a derailment detection device that electrically measures the distance between the vehicle and the rail in order to improve the drawbacks of the mechanical derailment detection method. In this derailment detection device, a gap sensor that is attached to the bearing portion of each wheel with the detection surface facing the rail and electrically measures the distance to the rail is used, and the distance signal measured by the gap sensor is used. A gap value obtained by signal processing is compared between the wheels, and if it is determined that the difference is greater than the set level, derailment is detected. According to the description of Patent Document 2 (paragraph number 0014), any gap sensor may be used as long as it can electrically measure the distance from the detection surface to the rail surface, but a voltage or current signal is taken out as an analog signal. Such a sensor is used. However, no specific example of the gap sensor is shown, and what kind of gap sensor is used for carrying out the invention becomes a problem.

By the way, in order to accelerate or decelerate a railway vehicle, a linear induction motor (LIM) and an eddy current brake using a rail rail as a reaction plate have been developed. In LIM and eddy current braking, an armature attached to the carriage so as to face the rail is used. By applying a magnetic field from the armature to the rail rail, it is possible to generate a propulsive force or a braking force on the railway vehicle, or to generate an attractive force between the railway vehicle and the rail.
Japanese Patent Laid-Open No. 9-39790 (first page, FIG. 1) JP-A-7-79501 (first and third pages, FIG. 1)

  Therefore, in view of the above points, the present invention can detect a derailment of a railway vehicle with no need to add a new sensor by partially using a component of an LIM or an eddy current brake. An object of the present invention is to provide a derailment detection device.

  In order to solve the above problems, a derailment detection device according to the present invention is disposed at a position facing a rail in a railway vehicle, and generates an electromagnetic flux in the rail by a magnetic field generated according to a supplied current, and an electromagnetic Drive means for supplying current to the conversion unit, current detection means for detecting a current supplied from the drive means to the electromagnetic conversion unit and outputting a detection signal, and current generated from the drive unit to the electromagnetic conversion unit Based on the voltage detection means for detecting the voltage and outputting the detection signal, the detection signal output from the current detection means, and the detection signal output from the voltage detection means, it is determined whether or not the railway vehicle is derailed. And a derailment detection means.

  According to the present invention, the alternating current flowing through the electromagnetic conversion unit and the electromagnetic conversion unit according to the electromagnetic coupling state between the electromagnetic conversion unit (armature) and the rail rail that are installed as a component of the LIM or eddy current brake in the railway vehicle By utilizing the fact that the relationship with the generated AC voltage changes, it is possible to reliably detect the derailment of the railway vehicle without adding a new sensor.

Hereinafter, the best mode for carrying out the present invention will be described in detail with reference to the drawings. The same constituent elements are denoted by the same reference numerals, and the description thereof is omitted.
FIG. 1 is a diagram illustrating a derailment detection device and a peripheral portion thereof according to the first embodiment of the present invention. The derailment detection device according to the present embodiment is also used as a linear induction motor (LIM), and can generate a propulsive force, a suction force, or a brake force with respect to the rail rail.

  The derailment detection device shown in FIG. 1 has a first armature 11 arranged as opposed to one rail 21 and a second electric machine arranged as opposed to the other rail 22 as an electromagnetic conversion unit. The child 12 is included. These armatures 11 and 12 are linear electromagnets configured by winding a plurality of grooves formed in a core (magnetic core), and are fixed to a carriage 14 that rotatably supports a wheel 13. Or fixed directly to the axle box of the wheel 13. As the rails 21 and 22, conventional railroad tracks can be used as they are, so there is no need to change anything.

  Conventional eddy current brakes that use rails as secondary conductors use direct current excitation or direct current magnetic fields generated by permanent magnets, and brake force is obtained by eddy current loss that occurs inside the rails as the railcar runs. It is done. In that case, most of the kinetic energy of the railway vehicle is converted into thermal energy by eddy current loss inside the rail, and thus heat generation and temperature rise of the rail occur. Conventionally, heat generation and temperature rise of the rail have been main problems. The derailment detection device according to the present embodiment enables a power regeneration operation by generating a braking force in accordance with an AC excitation current.

Next, the principle of the derailment detection device according to the present embodiment will be described with reference to FIG.
Referring to (A) of FIG. 2, the railway vehicle including the carriage 14 and the guest room attached thereon accumulates kinetic energy by traveling on the rail 21. In FIG. 2, only the armature 11 on one side and the rail 21 on one side are shown for ease of explanation.

  When it is desired to reduce the traveling speed, an alternating magnetic field is generated by passing an alternating current through the windings of the armature 11. This magnetic field generates a magnetic flux that passes through the rail 21 from one end of the armature 11 and returns to the other end of the armature 11, and an eddy current is generated in the rail 21. The magnetic flux also moves in the rail 21 with the movement of the railway vehicle. However, since the eddy current in the rail 21 tries to prevent the magnetic flux from changing, a braking force is generated between the armature 11 and the rail 21.

  By generating an alternating magnetic field by performing alternating current excitation, on the contrary, a relative magnetic flux change in the rail 21 with the traveling of the railway vehicle generates an induced electromotive force in the armature 11, and the kinetic energy of the railway vehicle is increased. Part of the power storage medium used in the equipment installed in the railway car, or part of the power is regenerated in the overhead line (trolley), consumed by the resistance used in the equipment installed in the railway car It becomes possible to charge. As a result, heat generation due to eddy current loss in the rail can be reduced.

  Further, as shown in FIG. 2B, an attractive force due to a magnetic field is generated between the armature 11 and the rail 21. Thereby, it is possible to increase the contact pressure between the wheel 13 and the rail 21 without increasing the weight of the railway vehicle, and it can also be used as an increased adhesion apparatus for a railway vehicle. Since the attractive force by the magnetic field is used, there is an advantage that the load applied to the roadbed does not change even if the contact pressure is increased.

  When a DC magnetic field is used as in the past, depending on the arrangement of the magnetic field, increasing the contact pressure often causes some running resistance due to eddy current loss in the rail. On the other hand, when an AC magnetic field is used as in the present invention, it is possible to generate an attractive force effectively with almost no eddy current loss in the rail by using the synchronous operation of the linear motor. It is. Furthermore, it can also be used as a railway vehicle vibration control device by controlling the suction force.

  FIG. 3 is a block diagram illustrating a configuration of the derailment detection device according to the present embodiment when a DC feeder is used. The first armature 11 is disposed on the carriage 14 so as to face one rail 21, and the second armature 12 is disposed so as to face the other rail 22. These armatures 11 and 12 generate magnetic flux and eddy current in the rails 21 and 22 by the alternating magnetic field generated according to the alternating current supplied from the inverter 15 and change in relative position with respect to the rails 21 and 22. Along with this, an electromotive force is generated. FIG. 3 shows a configuration in which two armatures are connected in parallel to one inverter. However, the present invention can be realized regardless of the number of armatures and the connection form. .

  FIG. 4 is a perspective view showing the outer appearance of the armature and the rail. As shown in FIG. 4, the armature 11 includes a core (magnetic core) 11 a made by laminating ferromagnetic plate materials such as silicon steel plates. In the core 11 a, a plurality of grooves are formed on the surface facing the rail 21. A winding 11b is wound around these grooves. When the armature 11 is mounted under the bogie spring, the maximum length of the core is about 1.1 to 1.3 m, which is the distance between the two axles. Note that the second armature 12 also has the same configuration as the first armature 11.

  Referring to FIG. 3 again, in this embodiment, an inverter 15 capable of frequency control is used as a driving means for supplying current to the armatures 11 and 12. The inverter 15 is grounded to the rail through the wheel 13, and an AC magnetic field is caused by flowing a three-phase AC current to the armatures 11 and 12 based on a DC voltage applied from the overhead wire (trolley) through the pantograph 16. And a power regeneration operation is performed by supplying a direct current to the trolley based on the three-phase alternating current electromotive force applied from the armatures 11 and 12. An inductor 17 is inserted between the pantograph 16 and the inverter 15 in order to reduce ripples. Even if single-phase alternating current is used instead of three-phase alternating current, it is possible to realize a derailment detection device having an eddy current braking function, although the effect of reducing rail heat generation is inferior.

  FIG. 5 shows a principle configuration example of an inverter used in this embodiment. In this example, a three-phase PWM inverter having a power regeneration function is used as the inverter 15. As shown in FIG. 4, the inverter 15 includes switching elements Q1 and Q2 such as IGBTs (insulated gate bipolar transistors) connected to the U-phase winding, and switching elements connected to the V-phase winding. Q3 and Q4, switching elements Q5 and Q6 connected to the W-phase winding, and diodes D1 to D6 connected in parallel to the switching elements Q1 to Q6, respectively.

  These switching elements Q1 to Q6 perform a switching operation between two kinds of power supply potentials respectively supplied by the trolley and the rail and the windings of the U phase to the W phase, thereby causing the armature 11 to perform a three-phase alternating current. Supply current. Further, the inverter 15 performs a power regeneration operation by controlling the switching elements Q <b> 1 to Q <b> 6 to perform a switching operation so as to reverse the current phase with respect to the case where an alternating current is supplied to the armature 11. The inverter 15 may supply a direct current to a device that consumes or stores power on the primary side (DC side) instead of performing the power regeneration operation.

  As shown in FIG. 3, in order to detect the current flowing through the windings of the armatures 11 and 12, the three wires between the inverter 15 and the armatures 11 and 12 have three current detectors 18a to 18c. Are inserted. Further, in order to detect the voltage generated in the armatures 11 and 12, three voltage detectors 19a to 19c are connected between the wirings connecting the inverter 15 and the armatures 11 and 12.

  The current detection units 18a to 18c output digital detection signals obtained by detecting the current, and the voltage detection units 19a to 19c output digital detection signals obtained by detecting the voltage. These detection signals are input to a central processing unit (CPU) 20. The CPU 20 is connected to a ROM 30 that stores software (control program) for causing the CPU 20 to perform an operation. The derailment detection unit 20a and the control unit 20b are realized as functional blocks by the CPU 20 and software. The derailment detection unit 20a and the control unit 20b may be configured with a digital circuit or an analog circuit.

The derailment detection unit 20a is represented by three-phase current values i _U , i _V , i _W represented by detection signals output from the current detection units 18a to 18c and detection signals output from the voltage detection units 19a to 19c. Based on the line voltage values e _UV , e _VW , and e _WU , the input impedances of the armatures 11 and 12 are calculated. Further, the derailment detection unit 20a calculates the equivalent impedance on the secondary side (rail side) by subtracting the impedance of the armatures 11 and 12 when there is no rail from the input impedance of the armatures 11 and 12. To do. The derailment detection unit 20a determines that the railway vehicle is derailed when the calculated impedance value is equal to or less than the set value.

  Based on the impedance value calculated by the derailment detection unit 20a, the control unit 20b detects that the distance between the railway vehicle and the rail rail has increased and displays a warning, or by the derailment detection unit 20a When it is determined that the vehicle is derailed, an alarm is issued or an emergency brake is activated.

  The control unit 20b detects the current vector of the current flowing through the windings of the armatures 11 and 12 based on the detection signals output from the current detection units 18a to 18c, and sends a command signal sent from the command unit. Thus, using the detected current vector, a control signal for controlling the frequency and amplitude of the three-phase alternating current to be supplied to the armatures 11 and 12 is calculated and output to the inverter 15. The vehicle speed information necessary for calculating the control signal includes a method of controlling without a speed sensor in addition to a method of providing the speed sensor 40 for detecting the speed of the railway vehicle.

Next, an impedance calculation method in the derailment detection unit 20a will be described. Here, a calculation method based on a three-phase balanced circuit will be described, but in reality, a pulsation of a calculated value due to unbalance or the like is expected, and thus measures such as filter processing are required.
First, the derailment detection unit 20a converts the line voltage values e _UV , e _VW , and e _WU represented by the detection signals output from the voltage detection units 19a to 19c into the three-phase voltage values e _U , e _V , and e _W. Convert to

これらの２相電圧値ｅ_α、ｅ_βに基づいて、脱線検知部２０ａが、電圧の振幅Ｅ_ｍと位相θ_ｅを求める。

Next, the derailment detection unit 20a converts the three-phase voltage values e _U , e _V , and e _W into two-phase voltage values e _α and e _β .

Based on these two-phase voltage values e _α and e _β , the derailment detection unit 20a obtains the voltage amplitude _Em and the phase θ _e .

さらに、脱線検知部２０ａが、２相電流値ｉ_α、ｉ_βに基づいて、電流の振幅Ｉ_ｍと位相θ_ｉを求める。

Similarly, for the current, the derailment detection unit 20a converts the three-phase current values i _U , i _V , i _W into the two-phase current values i _α , i _β .

Further, the derailment detection unit 20a obtains the current amplitude I _m and the phase θ _i based on the two-phase current values i _α and i _β .

Based on the above formulas (1) to (4), the derailment detection unit 20a obtains the resistance value R and the reactance X viewed from the input end.

FIG. 6 shows an equivalent circuit equivalent to one LIM. As shown in FIG. 6A, the LIM is represented by a circuit similar to a transformer due to the inductive action between the primary side and the secondary side. The primary circuit is represented by an armature resistor r ₁ and a primary leakage reactance x _1, and the excitation circuit is represented by an iron loss r ₀ and an excitation reactance x _0, and the secondary circuit is a secondary resistance It is represented by r ₂ , secondary leakage reactance x ₂ and slip s. Here, the circuit shown in FIG. 6A can be rewritten as shown in FIG. 6B, similarly to the equivalent circuit of the transformer. Furthermore, an equivalent circuit including the excitation circuit in the secondary side circuit can be expressed as shown in FIG. At this time, r _2e and x _2e are referred to as equivalent secondary resistance and equivalent secondary reactance, respectively.

By subtracting the winding resistance r ₁ of the armature and the leakage reactance x ₁ on the primary side from the resistance value R and the reactance X seen from the input end calculated based on the equations (5) and (6), respectively. The equivalent secondary resistance r _2e and the equivalent secondary reactance x _2e can be obtained.
r _2e = R−r ₁
x _2e = X−x ₁

FIG. 7 shows changes in equivalent secondary resistance and equivalent secondary reactance when the frequency of the AC excitation current is changed. In a range where the frequency f of the AC excitation current is smaller than the synchronous frequency, the thrust becomes negative and the braking force works, and the power regeneration operation is performed. In this range, the slip s and the equivalent secondary resistance r _2e are also negative. On the other hand, in a range where the frequency f of the AC excitation current is larger than the synchronous frequency, the thrust is positive and the propulsive force works to perform powering. In this range, the slip s and the equivalent secondary resistance r _2e are also positive.

FIG. 7 shows changes in the equivalent secondary resistance r _2e and the equivalent secondary reactance x _2e when the frequency f of the AC excitation current is changed when the speed of the railway vehicle is 50 km, 100 km, and 200 km. . It can be seen that at any speed, as the frequency f increases, the equivalent secondary reactance x _2e increases monotonously, and the equivalent secondary resistance r _2e also increases within a range where the value is positive.

On the other hand, at the time of derailment, since there is no rail facing the LIM, the magnetic flux decreases in the armature and the input impedance changes. That is, when the railway vehicle is derailed, the magnetic flux is reduced, the excitation reactance x ₀ shown in (A) and (B) in FIG. 6 is reduced. Further, since the secondary resistance r ₂ increases, the impedance (equivalent secondary resistance and equivalent secondary reactance) of the equivalent secondary circuit shown in FIG. At this time, the equivalent secondary impedance moves to the vicinity of the origin in FIG. Therefore, derailment of the railway vehicle can be detected by measuring the input impedance and monitoring the magnitude of the equivalent secondary impedance calculated using the input impedance. However, since the frequency is very low impedance calculation accuracy decreases, the frequency f of the alternating exciting current is greater condition than a predetermined frequency f _d.

Here, by comparing the value obtained by squaring the magnitude of the equivalent secondary impedance with the reference value z _d ² set based on the threshold value z _d of the magnitude of the equivalent secondary impedance, the railway vehicle is derailed. It will be determined whether or not.
(R−r ₁ ) ² + (X−x ₁ ) ² ≦ z _d ² (7)
That is, when the frequency f of the alternating current excitation current is greater than the predetermined frequency f _d (f> f _d ), it is determined that the railway vehicle is derailed if Expression (7) is established. Alternatively, the reference value z _d ² may be set corresponding to a plurality of frequencies f.

When the current and voltage are measured as vectors (or complex numbers), the impedance calculation method in the derailment detection unit 20a is as follows.
First, the derailment detection unit 20a converts the line voltage vectors E _UV , E _VW , and E _WU represented by the detection signals output from the voltage detection units 19a to 19c into the three-phase voltage vectors E _U , E _V , and E _W. Convert to

Based on the three-phase current vectors I _U , I _V , I _W and the three-phase voltage vectors E _U , E _V , E _W , the derailment detection unit 20a obtains input impedances Z _U , Z _V , Z _W.

Here, the sum of squares of the equivalent secondary impedances (Z _U -Z ₁ ), (Z _V -Z ₁ ), and (Z _W -Z ₁ ) of each phase is set based on the threshold value Z _d of the equivalent secondary impedance. It is determined whether or not the railway vehicle is derailed by comparing it with the reference value 3Z _d ^{2 made} .
^{_{(Z U -Z 1) 2 +}} (Z V -Z 1) 2 + (Z W -Z 1) 2 ≦ 3Z d 2 ··· (8)
Here, Z ₁ = r ₁ + jx ₁ is the impedance on the primary side of the armature. When the frequency f of the AC excitation current is higher than the predetermined frequency f _d (f> f _d ), if the equation (8) is established, it is determined that the railway vehicle is derailed. Alternatively, the reference value 3Z _d ² may be set corresponding to a plurality of frequencies f.

  According to the present embodiment, in a range where the frequency f of the AC excitation current is smaller than the synchronization frequency, a negative thrust is generated, so that the derailment detection device also functions as a brake device, and the frequency f of the AC excitation current is synchronized. In the range equal to the frequency, the thrust becomes zero and only the attraction force is generated, so that the derailment detection device also works as a thickening device, and in the range where the frequency f of the AC excitation current is larger than the synchronous frequency, When the thrust is generated, the derailment detection device also functions as a propulsion device. Further, if the amplitude of the AC excitation current is reduced, the above function becomes weak and only works as a derailment detection device. Even in such a case, it is desirable to make the frequency f of the AC excitation current equal to the synchronous frequency so as not to affect the speed of the railway vehicle.

  Next, a second embodiment of the present invention will be described. The derailment detection device according to the present embodiment is also used as a DC eddy current loss brake, generates a DC magnetic field by a DC excitation current, and brakes by an eddy current loss generated inside the rail as the railway vehicle travels. You can gain power. In the present embodiment, the derailment detection operation may be performed during a period when the brake operation is not performed.

  The principle of the derailment detection device according to the present embodiment will be described with reference to FIG. This derailment detection device includes two armatures arranged as opposed to two rails as an electromagnetic conversion unit. These armatures are linear electromagnets configured by winding a plurality of grooves formed in a core (magnetic core), and are fixed to a carriage 14 that rotatably supports a wheel 13; Or it is directly fixed to the axle box of the wheel 13. As the rail, a conventional railroad track can be used as it is, so there is no need to change anything.

  Referring to FIG. 8A, the railway vehicle including the carriage 14 and the guest room attached thereon accumulates kinetic energy by traveling on the rail 21. In FIG. 8, only one armature 11 and one rail 21 are shown for ease of explanation.

  When it is desired to reduce the traveling speed, a DC magnetic field is generated by passing a DC excitation current through the winding of the armature 51. This magnetic field generates a magnetic flux that passes through the rail 21 from the N pole of the armature 11 and returns to the S pole of the armature 11, and an eddy current is generated in the rail 21. The magnetic flux also moves in the rail 21 with the movement of the railway vehicle. However, since the eddy current in the rail 21 tries to prevent the magnetic flux from changing, a braking force is generated between the armature 11 and the rail 21.

  On the other hand, as shown in FIG. 8B, when there is no rail, the magnetic circuit changes, so the generated magnetic flux becomes weak and the input impedance of the armature 11 also changes. By measuring the change in impedance by applying an alternating current, derailment of the railway vehicle can be detected. Alternatively, apart from the winding for passing a direct current excitation current, a probe coil may be wound around the armature, and a voltage induced in the probe coil may be measured to detect derailment of the railway vehicle. . Below, the case where a search coil is provided in an armature is demonstrated.

  FIG. 9 is a block diagram showing a basic configuration of the derailment detection apparatus according to the present embodiment in the case of direct current feeding. In the carriage 14, a first armature 51 is disposed so as to face one rail 21, and a second armature 52 is disposed so as to face the other rail 22. These armatures 51 and 52 generate magnetic flux and eddy current in the rails 21 and 22 by the DC magnetic field generated according to the DC exciting current supplied from the driving unit 60 to the winding of the armature, and from the driving unit 60. Inductive electromotive force is generated in the search coils 53 and 54 in accordance with the alternating current supplied to the armature winding. FIG. 9 shows a configuration in which two armatures 51 and 52 are connected in series to one drive unit 60. However, the present invention is not related to the number of armatures or the connection form. Can be realized.

  The drive unit 60 is grounded to the rail via the wheel 13, and a DC magnetic field is generated by causing a DC excitation current to flow through the armatures 51 and 52 based on a DC voltage applied from the overhead line (trolley) via the pantograph 16. And an induced electromotive force is generated in the search coils 53 and 54 by passing an alternating current through the armatures 51 and 52. An inductor 17 is inserted between the pantograph 16 and the inverter 15 in order to reduce ripples.

  In order to detect the current flowing through the windings of the armatures 51 and 52, a current detection unit 18d is inserted in the wiring between the drive unit 60 and the armature 51. Further, in order to detect the voltage generated in the probe coils 53 and 54, two voltage detectors 19d and 19e are connected between the wires of the probe coils 53 and 54, respectively.

  The current detection unit 18d outputs a digital detection signal obtained by detecting the current, and the voltage detection units 19d and 19e output digital detection signals obtained by detecting the voltage. These detection signals are input to a central processing unit (CPU) 70. The CPU 70 is connected to a ROM 80 that stores software (control program) for causing the CPU 70 to perform an operation. The derailment detection unit 70a and the control unit 70b are realized as functional blocks by the CPU 70 and software. The derailment detection unit 70a and the control unit 70b may be configured with a digital circuit or an analog circuit.

  The derailment detection unit 70a is based on the current value represented by the detection signal output from the current detection unit 18d and the induced electromotive force represented by the detection signals output from the voltage detection units 19d and 19e. The relationship between the alternating current flowing in the windings 51 and 52 and the voltage generated in the search coils 53 and 54 is calculated.

  FIG. 10 is a diagram illustrating a result of a relationship between the gap length between the armature and the rail and the magnetic flux penetrating the search coil determined by simulation. Here, the frequency of the alternating current was set to 50 Hz, and the magnetic flux penetrating the probe coil when the vehicle was stopped was obtained by two-dimensional and three-dimensional simulations. In FIG. 10, the rightmost side shows a case where there is no rail. As shown in FIG. 10, as the gap length between the armature and the rail increases, the magnetic flux penetrating the search coil decreases.

  As one form of the search coils 53 and 54, it is possible to adopt a null flux configuration that captures only a change in magnetic flux at the time of lateral deviation. In this case, an 8-shaped probe coil is inserted between the rail and the armature. FIG. 11 is a top view of an 8-shaped probe coil and rail. As shown in FIG. 11, the 8-shaped probe coil 53 is arranged so that the vertical direction of the 8-shaped shape is orthogonal to the longitudinal direction of the rail 21. The probe coil of the null flux configuration arranged in this way has an output voltage of zero when the rail and the armature do not cause a lateral shift, but when the rail and the armature cause a lateral shift, the amount of the shift is reduced. Outputs an almost proportional voltage.

  The magnetic flux penetrating the probe coil is generated by the current supplied to the armature winding. In addition, an induced electromotive force is generated from the probe coil in proportion to the change in the magnetic flux passing through the probe coil. Therefore, by measuring the alternating current value supplied to the winding of the armature and the voltage value at both ends of the probe coil, for example, based on the value obtained by dividing the voltage value at both ends by the alternating current value, the armature and the rail Can be detected. Furthermore, when the value obtained by dividing the voltage value at both ends by the alternating current value is equal to or less than the set value, it can be determined that the railcar has derailed.

  Based on the value calculated by the derailment detection unit 70a, the control unit 70b shown in FIG. 9 detects that the distance between the railway vehicle and the rail rail has increased and displays a warning, When the detection unit 70a determines that the railway vehicle is derailed, an alarm is issued or an emergency brake is activated.

Further, the control unit 70b detects the DC excitation current value flowing in the windings of the armatures 51 and 52 based on the detection signal output from the current detection unit 18d, and according to the command signal sent from the command unit, A control signal for controlling the DC exciting current value to be supplied to the armatures 51 and 52 is calculated and output to the driving unit 60.
In the above embodiment, although the case where it was set as direct current feeding was demonstrated, the derailment detection apparatus which concerns on this invention is applicable also when it is set as alternating current feeding.

  The present invention detects a derailment detection that detects that the gap length between the railway vehicle and the rail rail has increased, or that the railcar and the rail rail have caused a relative lateral shift, and further detects the derailment of the railcar. It can be used in the apparatus.

It is a figure which shows the derailment detection apparatus which concerns on the 1st Embodiment of this invention, and its periphery part. It is a figure for demonstrating the principle of the derailment detection apparatus which concerns on the 1st Embodiment of this invention. It is a block diagram which shows the structure of the derailment detection apparatus which concerns on the 1st Embodiment of this invention at the time of setting it as DC feeding. It is a perspective view which shows the external appearance of the armature and rail used in the 1st Embodiment of this invention. It is a figure which shows the example of a fundamental structure of the inverter used in the 1st Embodiment of this invention. It is a figure which shows the equivalent circuit of the armature used in the 1st Embodiment of this invention. It is a figure which shows the change of an equivalent secondary resistance and an equivalent secondary reactance when changing the frequency of alternating current excitation current. It is a figure for demonstrating the principle of the derailment detection apparatus which concerns on the 2nd Embodiment of this invention. It is a block diagram which shows the structure of the derailment detection apparatus which concerns on the 2nd Embodiment of this invention at the time of setting it as direct current feeding. It is a figure which shows the result of having calculated | required the relationship between the gap length between an armature and a rail, and the magnetic flux which penetrates a search coil in the 2nd Embodiment of this invention by simulation. It is the figure which looked at the figure-shaped search coil and rail in the 2nd Embodiment of this invention from the top.

11, 12, 51, 52 Armature 13 Wheel 14 Dolly 15 Inverter 16 Pantograph 17 Inductors 18a-18d Current detectors 19a-19e Voltage detectors 20, 70 CPU
20a, 70a Derailment detection unit 20b, 70b Control unit 21, 22 Rail 30, 80 ROM
40 Speed sensor 53, 54 Search coil 60 Drive part Q1-Q6 Switching element D1-D6 Diode

Claims (8)

An electromagnetic conversion unit that is disposed at a position facing the rail in the railway vehicle and generates magnetic flux in the rail by a magnetic field generated according to a supplied current;
Driving means for supplying a current to the electromagnetic converter;
Current detection means for detecting a current supplied from the driving means to the electromagnetic conversion unit and outputting a detection signal;
Voltage detection means for detecting a voltage generated in accordance with a current supplied from the driving means to the electromagnetic conversion unit and outputting a detection signal;
Derailment detection means for determining whether or not the railway vehicle is derailed based on a detection signal output from the current detection means and a detection signal output from the voltage detection means;
A derailment detection device comprising:   The electromagnetic conversion unit includes two armatures respectively disposed at positions facing two rails, and each of the two armatures includes a magnetic core in which a plurality of grooves are formed, and the magnetic core The derailment detection device according to claim 1, further comprising: a winding wound in a groove, wherein the winding is supplied with a current from the driving unit and supplies a voltage generated according to the current to the voltage detection unit.   The derailment detection means calculates the input impedance of the armature based on the detection signal output from the current detection means and the detection signal output from the voltage detection means, thereby derailing the railway vehicle. The derailment detection device according to claim 2, wherein it is determined whether or not there is.   The electromagnetic conversion unit includes two armatures respectively disposed at positions facing two rails, and each of the two armatures includes a magnetic core in which a plurality of grooves are formed, and the magnetic core A first winding wound in a groove, the first winding being supplied with current from the driving means, and a second winding wound in the groove of the magnetic core, The derailment detection device according to claim 1, further comprising: the second winding for supplying an induced electromotive force induced in accordance with a current supplied from the driving unit to the first winding to the voltage detection unit.   The derailment detection unit is configured to apply an alternating current flowing in the first winding and a second winding based on a detection signal output from the current detection unit and a detection signal output from the voltage detection unit. The derailment detection device according to claim 4, wherein it is determined whether or not the railcar is derailed by calculating a relationship with an induced electromotive force induced.   The derailment detection device according to claim 1, wherein the electromagnetic conversion unit generates a propulsive force, an attractive force, or a brake force with respect to the rail by a magnetic field generated according to a supplied current. The electromagnetic conversion section generates an eddy current in the rail by a magnetic field generated according to an AC excitation current supplied from the driving means, thereby generating a braking force for the rail and relative to the rail. An electromotive force is generated as the position changes,
The drive means supplies an AC excitation current to the electromagnetic conversion unit based on a voltage applied to the railway vehicle from an overhead line, and the overhead line or electric power based on an electromotive force applied from the electromagnetic conversion unit. Supply current to devices that consume or store
The derailment detection device according to claim 6. The electromagnetic conversion unit generates an eddy current in the rail by a magnetic field generated according to a direct current excitation current supplied from the driving means to the first winding, thereby generating a braking force on the rail. Generating an induced electromotive force in the second winding according to an alternating current supplied from the driving means to the first winding;
The derailment detection device according to claim 6.

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