JP3407771B2 - Wheel flat detection method - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a wheel flatness detecting method capable of detecting a wheel flatness while a vehicle or a train connecting the vehicles is running.

[0002]

2. Description of the Related Art When a vehicle having a plurality of wheels or a train formed by connecting these vehicles (hereinafter referred to simply as a vehicle for simplification of expression) enters a braking operation while traveling,
The rotation speed of some wheels may be extremely lower than the rotation speed of other wheels and may reach zero. This state is called wheel sticking. When the vehicle continues to run with the wheel in a stuck state, the portion of the wheel that comes into contact with the rail (the tread surface portion) is worn flat, which is generally referred to as a flat wheel.

If the vehicle is driven with the flat wheels, the ride quality of the vehicle will be reduced and the noise will be generated. Furthermore, this flat portion hits the rail, which may cause damage to the rail. Therefore, in general, if a wheel is flat, the wheel is ground to repair the tread surface. The following methods are currently used to detect whether or not a wheel is flat, and these methods are used alone or in appropriate combination.

Flat detection by hearing sound while running. This senses the noise generated by the flats by the flight attendants and maintenance staff while listening to the sound. Flat detection by visual inspection. At the time of alternation inspection, etc., visually inspect the tread surface of the wheel to detect flatness. Install a flat detector on the ground. FIG. 14 is a configuration diagram showing the configuration of a flat detection device currently in practical use. The flat detector shown in FIG. 14 is a sleeper 2
The acceleration sensor 3 is attached to the vehicle, and the acceleration of vibration when a flat wheel travels is detected by the acceleration sensor 3 via the rail 1, and the vibration acceleration signal is sent to the flat determiner 4. The flat determiner 4 compares the preset vibration acceleration setting value with the vibration acceleration detection signal to determine whether or not the passing wheel has a flatness.

[0005]

Among the above-mentioned flat detection methods that are currently used, the detection method using the sound of sound described in (1) can detect only the vehicle in which the crew member / inspector is aboard, so However, there is a problem that an intermittent inspection is required because a large number of personnel must be put in to carry out the routine. Further, since there are individual differences in the listening sound, there is a disadvantage that accurate flat detection cannot be expected. In the visual detection method described in (1), the alternation inspection is performed at relatively long intervals, such as once every few months, so there is a problem that the occurrence of flats cannot be detected immediately, and the visual detection interval for flats is shortened. In order to do so, there is still the inconvenience that a large number of personnel must be put in. Since the flat detection by the acceleration sensor described in 1) is applicable only to the vehicle passing through the installation place of the acceleration sensor, the flat detection needs to pass through the installation place. Furthermore, when the vehicle passes through this acceleration sensor installation location, vibration does not occur when the flat portion of the wheel is not in contact with the rail tread surface and is displaced, so this detection device may not be able to detect the flat surface. is there.

Therefore, the object of the present invention is that there is no individual difference,
An object of the present invention is to make it possible to easily and surely detect the occurrence of wheel flats on the vehicle.

[0007]

In order to achieve the above-mentioned object, the wheel flatness detecting method of the present invention determines the rotational speed equivalent value of at least two wheels in a vehicle or a train connecting the vehicles. Detect each,
During the braking operation, a period in which the largest detected value among the detected values exceeds a predetermined first rotational speed set value and the detected values other than the maximum detected value fall below a predetermined second rotational speed set value. However, when the predetermined period is exceeded, it is determined that the wheel having the second rotational speed set value lower than the second rotational speed set value is flat.

Alternatively, with respect to at least two wheels, the rotational speed equivalent values of the wheels are respectively detected, and during braking operation, the largest detected value among the detected values exceeds a predetermined first rotational speed set value, and When the traveling distance obtained based on the maximum detection value during the period in which the detection values other than the maximum detection value are lower than the predetermined second rotation speed setting value exceeds a predetermined value, the second rotation It is determined that the wheels that fall below the speed setting value are flat.

Alternatively, with respect to at least two wheels, rotation speed equivalent values of the wheels are respectively detected, and at least one of the wheels whose rotation speed is to be detected is used as a reference.
The ratio of the wheel diameter of the reference shaft to other wheel diameters is obtained from the rotation speed equivalent value, the wheel diameter of the reference shaft obtained by separate measurement, and the wheel circumference of each wheel from the ratio of the wheel diameters. Then, the peripheral speed of each wheel is calculated from the rotational speed equivalent value of each wheel and the wheel circumference, and during braking operation, the largest peripheral speed among the peripheral speeds exceeds a predetermined first peripheral speed set value, and When the traveling distance obtained based on the maximum peripheral speed during the period in which the detected values other than the maximum detected value are lower than the predetermined second peripheral speed set value, the second peripheral speed is exceeded. It is determined that the wheels that fall below the speed setting value are flat.

Alternatively, in each of the above flatness detecting methods, regarding the wheels driven by the prime mover, the flatness of the wheels is detected by using the rotational speed of the prime mover. Alternatively, in each of the flat detection methods described above, when the flat of the wheel is detected, the driving condition at the time of flat occurrence is stored in addition to the detection result. Alternatively, in each of the flat detection methods described above, the fact that wheel grinding has been performed is stored, and the number of flat occurrences of each wheel after wheel grinding is stored.

Alternatively, in each of the flat detection methods described above, the wheels whose rotation speed is to be detected are divided into a plurality of groups, and the flat detection is performed by dispersing the wheels for each group.

[0012]

The cause of the occurrence of flatness is that the wheels are stuck even when the vehicle or train is running. Therefore, in the first aspect of the invention, during braking operation, when the maximum value of the wheel rotation speeds exceeds the first rotation speed setting value, one of the rotation speeds of the other wheels is changed to the second rotation speed. If the rotation speed falls below the set value and the period of the drop exceeds a predetermined period, it is determined that a wheel whose rotation speed has dropped below the second set rotation speed is flat.

According to a second aspect of the present invention, during braking operation, when the maximum value of the wheel rotation speeds exceeds the first rotation speed setting value, the rotation speed of any of the other wheels is changed. Second
When the rotational speed falls below the set value, the traveling distance of the vehicle or train is calculated from the period of decrease and the maximum wheel rotational speed, and if the traveling distance exceeds a predetermined value, the second rotation is performed. It is determined that the wheel whose rotation speed has decreased below the speed setting value has flattened.

According to a third aspect of the invention, the ratio of the wheel diameter of a specific wheel to the wheel diameter of another wheel based on this is calculated from the rotation speed of each wheel, and the wheel circumference of each wheel is calculated from this wheel diameter ratio. , Further calculating the wheel peripheral speed, and during braking operation, when the maximum value of the respective wheel peripheral speeds exceeds the first peripheral speed setting value, the peripheral speed of any of the other wheels is When the traveling speed of the vehicle or train is calculated from the period of the reduction and the maximum wheel peripheral speed when the traveling speed falls below the second peripheral speed set value, if the traveling distance exceeds a predetermined value, It is determined that the wheel whose peripheral speed has dropped below the peripheral speed setting value has flattened.

According to a fourth aspect of the present invention, in the first to third aspects of the invention, the rotation speed of a prime mover that drives the wheels is used instead of the rotation speed of the wheels, and a flat wheel is generated. judge. In a fifth aspect based on the first aspect through the fourth aspect, the operation data of the vehicle or train when the flat occurrence of the wheels is detected is stored together with the flat detection result.

According to a sixth aspect of the present invention, in the first to fifth aspects, it is stored that the wheel grinding is performed,
The number of flat occurrences after wheel grinding is stored for each wheel. In a seventh invention, a wheel whose rotational speed is detected to detect the occurrence of flatness is divided into a plurality of wheels, and the flatness of the wheel is detected for each group according to the first invention to the sixth invention.

[0017]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS FIG. 1 is a circuit diagram showing a first embodiment of the present invention, which corresponds to the invention described in claim 1, and is a plurality of circuits provided in a vehicle 5 shown in FIG. 2 or 3. This is a circuit for inputting the rotational speed detection values separately output by the rotational speed detector to detect the occurrence of a flat wheel. Therefore, first, the configuration of the vehicle will be described.

FIG. 2 is a configuration diagram showing a first example of the vehicle configuration. The vehicle 5 shown in FIG. 2 travels with first to fourth wheels 6A, 6B, 6C, 6D, and each wheel has first to fourth rotation speed detectors 9A, 9B, 9C and 9D are separately coupled, and the rotational speed detection values N _A , N _B and N are respectively connected.
Outputs _C and N _D. FIG. 3 is a configuration diagram showing a second example of the vehicle configuration. The vehicle 5 shown in FIG. 3 also travels with first to fourth wheels 6A, 6B, 6C and 6D, but each wheel has first to fourth gears 7A, 7B, 7C and 7D. The motors 8A, 8B, 8C and 8D as the prime movers are separately coupled to each other via the first to fourth rotation speed detectors 9 to the respective motors.
A, 9B, 9C and 9D are separately coupled, and these output rotational speed detection values N _A , N _B , N _C and N _D. Therefore, the rotation speed detection value output by the rotation speed detector of FIG. 3 and the rotation speed detection value output by the rotation speed detector of FIG. 2 differ in value by the gear ratio, but in each of the embodiments described below. In the circuit, the detected rotational speed values N _A , N _B ,
It is assumed that the gear ratios of N _C and N _D have been corrected.
That is, the invention described in claim 4 is applied to each embodiment circuit described below.

In the first embodiment circuit of FIG. 1, the brake signal is output when the vehicle is in braking operation. The maximum rotation speed value selector 22 detects the rotation speed detection values N _A , N of the four wheels.
By inputting _B , N _C , and N _D , the maximum value of the speed detection values input on condition that the vehicle is in braking operation is selected and output to the first comparator 23, and the first rotation is performed. The speed setter 24 also outputs the first rotation speed set value to the first comparator 23. The first comparator 23 compares the two, and the maximum rotation speed selector 22
When the output value of is larger, the logic H signal is output. As described above, the flatness of the wheels occurs when the wheels are fixed (that is, the rotation speed of the wheels is substantially zero) while the vehicle is traveling. Therefore, the first rotation speed set value is determined to be that the vehicle is traveling. The output of the first comparator 23 is set to logic L
When it is a signal, the flat detection operation is not performed.

On the other hand, the detected rotational speed values N _A , N _B , N _C ,
The comparison between N _D and the second rotation speed setting value set by the second rotation speed setting device 26 is separately performed by the second comparators 25A, 25B, 25C, 25D. The second rotation speed setting value is lower than the above-described first rotation speed setting value, and is set to a value close to zero in order to detect wheel sticking. When, for example, only N _A of the detected rotation speeds becomes lower than the second rotation speed setting value (that is, the first wheel 6A is fixed), the output of the second comparator 25A corresponding thereto becomes the logic H signal. become. At this time, if the first comparator 23 outputs a logic H signal, the first comparator 23
Only the AND element 27A outputs the logic H signal to the period calculator 28A. The period calculator 28A gives the duration from the time of inputting the logic H signal to the period determiner 29A. When this exceeds the period set by the period setter 30, the period determiner 29A outputs the first time.
It is determined that the wheel 6A is flat, and the first wheel flat detection signal F _A is output. When the fixation of the second wheel 6B reaches the period set by the period setter 30, the period determiner 29B outputs the second wheel flat detection signal F _B by the same operation, and the third wheel 6C, the fourth wheel The same operation is performed on the wheel 6D so that the period determiners 29C and 29D detect the third wheel flat detection signal F.
_C , 4th wheel flat detection signal F _D is output.

FIG. 4 is a circuit diagram showing an application example of the first embodiment circuit shown in FIG. 1. The first embodiment described in the application example circuit of FIG.
Comparator 23, first rotation speed setting device 24, second comparator 25A and 25
B and 25C and 25D, second rotation speed setting device 26, first AND devices 27A and 27B and 27C and 27D, period calculators 28A and 28B and 28
The names, applications, and functions of C and 28D, period determiners 29A and 29B and 29C and 29D, and period setter 30 are the same as in the case of the first embodiment circuit described above with reference to FIG. Is omitted.

In the circuit of the application example of FIG. 4, the maximum rotation speed selector 31 selects the rotation speed detection values N _A , N _B , N _C , and N _D.
Is input, and the rotation speed exhibiting the maximum value is output. The first comparator 23 compares the maximum rotation speed selection value with the first rotation speed setting value set by the first rotation speed setting device 24, and when the former is larger than the latter, the first comparator 23 Outputs a logic H signal. If the vehicle is in a braking operation and the brake signal is a logical H signal and the first comparator 23 also outputs a logical H signal, the AND element 32 for braking outputs the logical H signal to each logical product element 27A, 27B, 27C, 27D. However, since the operation thereafter is the same as that of the first embodiment circuit of FIG. 1,
The description is omitted.

FIG. 5 is a circuit diagram showing a second embodiment of the present invention, which is a case where the invention of claim 5 is applied to the circuit of the first embodiment of FIG. Since the example circuit has a configuration in which the OR element 33 for trigger, the memory 34, and the clock 35 are added to the circuit of the first example described in FIG. 1, only the operation of this addition part will be described below. The trigger logical sum element 33 calculates the logical sum of the wheel flat detection signals output by any of the period determiners 29A, 29B, 29C, and 29D, and the falling point of the trigger logical sum element 33 output (that is, the wheel When the flat detection signal is cleared, the memory 34 is triggered to store the information. In the case of the circuit of the second embodiment of FIG. 5, the first to fourth wheel flat detection signals F _A , F _B , F _C , and F _D , the flat generation date and time output by the clock 35, and flat generation related data (for example, Vehicle load condition, braking force, etc.) and period calculator 28A, 28
The wheel sticking period signals output by B, 28C, and 28D are stored.

FIG. 6 is a circuit diagram showing a third embodiment of the present invention, which is a case where the invention of claim 6 is applied to the first embodiment circuit of FIG. The example circuit is the same as the circuit of the first embodiment described in FIG. 1 with counters 36A, 36B and 36C.
, 36D and reset signal are added,
Only the operation of this additional part will be described below. Each of the counters 36A, 36B, 36C, and 36D is a period determiner 29A, 29.
The flat occurrence detection signals output by B, 29C, and 29D are separately counted, and the number of times each wheel flat is detected Σ _A , Σ
_B , Σ _C and Σ _D are output, but when the wheel is ground, a reset signal is input to reset each counter. That is, the number of flats generated after wheel grinding can be known from the counter output, and is used for determining the timing of wheel grinding based on the number of flats generated.

FIG. 7 is a circuit diagram showing a fourth embodiment of the present invention, which corresponds to the invention described in claim 2.
The maximum rotation speed selector 22, the first comparator 23, the first rotation speed setter 24, and the second comparator 25A described in the fourth embodiment circuit of
The names, uses, and functions of 25B, 25C, and 25D, the second rotation speed setting device 26, and the first AND devices 27A, 27B, 27C, and 27D are the same as those in the first embodiment circuit described above with reference to FIG. Therefore, these explanations are omitted.

In the circuit of the fourth embodiment of FIG. 7, for example, when the first wheel 6A is fixed, the first AND element 27A has the logical H level.
The signal is output to the first mileage estimation arithmetic unit 41A, but the first rotation distance estimation arithmetic unit 41A is supplied with the maximum rotation speed selector.
The maximum value selection value of the rotation speed output by 22 and the approximate setting value of the wheel diameter set by the approximate wheel diameter setting device 42 are also input. Assuming that the wheel radius approximate set value is r and the maximum rotation speed selection value is N _max , the first mileage estimation calculator 41A determines that the wheel peripheral speed is 2π times the product of these input values (that is, 2π · r · N). _max )
Is integrated while the first AND element 27A is outputting the logic H signal. When the mileage estimation calculation value output by the first mileage estimation calculator 41A exceeds the value set by the mileage setter 44, the first mileage determiner 43A outputs the first wheel flat detection signal F _A. . 2nd wheel 6B, 3rd wheel 6
For C and the fourth wheel 6D, the first operation is performed by the same operation.
The traveling distance determiners 43B, 43C, and 43D output wheel flat detection signals F _B , F _C , and F _D.

FIG. 8 is a circuit diagram showing a fifth embodiment of the present invention, which is a case where the invention of claim 5 is applied to the circuit of the fourth embodiment of FIG. The example circuit is the same as the fourth example circuit of FIG.
It is configured by adding a memory 34 and a clock 35. still,
The name, application, and function of this additional portion have been described in the circuit of the second embodiment of FIG.

That is, the circuit of the fifth embodiment of FIG. 8 outputs a wheel flat detection signal if the distance traveled by the vehicle exceeds the value set by the travel distance setter 44 after detecting that any one of the wheels is stuck. The memory 34 stores the wheel flat detection signal and the data relating to the flat occurrence.
FIG. 9 is a circuit diagram showing a sixth embodiment of the present invention, in which the invention of claim 6 is applied to the fourth embodiment circuit of FIG. The circuit is constructed by adding counters 36A, 36B, 36C, 36D and a reset signal to the circuit of the fourth embodiment shown in FIG. The name, application, and function of this additional portion have been described in the circuit of the third embodiment of FIG.

That is, the sixth embodiment circuit of FIG. 9 outputs a wheel flat detection signal if the distance traveled by the vehicle exceeds the value set by the travel distance setter 44 after detecting that one of the wheels is stuck. While outputting, the counters 36A, 36B, 36C and 36D count the number of times the flat detection signal is generated. This count value is reset when the wheel is ground, and the number of flat occurrences after wheel grinding can be grasped for each wheel.

FIG. 10 is a circuit diagram showing a seventh embodiment of the present invention and corresponds to the invention described in claim 3. In FIGS. 7, 8 and 9 (the circuits of the fourth, fifth and sixth embodiments) described above, the wheel diameter set by the rough wheel diameter setter 42 is used for the calculation of the traveling distance. Since the wheel diameters are different from each other, an error occurs in the calculation of the traveling distance. Therefore, the error between the wheel radius (approximate value) used for the calculation and the actual wheel radius is set to almost zero to eliminate the error in the traveling distance.

[0031] That is, inverse operator 52A is 1 / N _A wheel diameter ratio calculator is detected rotational speed N _A reciprocal of the first wheel 6A 53
Output to. The reciprocal calculators 52B, 52C and 52D also output the reciprocal values of the second wheel 6B, the third wheel 6C and the fourth wheel 6D to the wheel diameter ratio calculator 53. In the wheel diameter ratio calculator 53, the vehicle 5
Is a coasting operation as a condition, the first wheel 6A, for example, the first wheel 6A by calculating the ratio of the reciprocal value of the rotational speed 1 / N _A Calculate the wheel diameter ratio of each wheel based on 6A. For example, the wheel diameter ratio R with the second wheel 6B when the first wheel 6A is used as a reference
_B is calculated by the following formula 1 when the rotational speed of the second wheel 6B is N _B.

[0032]

## EQU1 ## R _B = (1 / N _B ) / (1 / N _A ) Similarly, the wheel diameter ratio R _C with the third wheel 6C and the wheel diameter ratio R _D with the fourth wheel 6D are also expressed by the following formula 2 And can be calculated by Equation 3. However, N _C is the rotation speed of the third wheel 6C, and N _D is the fourth wheel 6D.
Is the rotation speed of.

[0033]

## EQU2 ## R _C = (1 / N _C ) / (1 / N _A )

[0034]

[Equation 3] R _D = (1 / N _D ) / (1 / N _A ) The wheel circumference calculator 54 sets the wheel diameter ratio calculation value calculated by the wheel diameter ratio calculator 53 and the reference wheel diameter setter 55. By inputting the reference wheel radius to be calculated, the perimeter of each wheel is calculated. The peripheral speed of each wheel is obtained by individually calculating the product of the perimeter of each wheel thus obtained and the rotational speed of that wheel by the multipliers 56A, 56B, 56C and 56D. .

The peripheral speed maximum value selector 57 is a multiplier 56A, 56B.
, 56C, 56D calculate the peripheral speed calculated value of each wheel and the brake signal indicating that the vehicle is in the braking operation, and select the maximum peripheral speed calculated value to select the third comparator.
The first peripheral speed setter 59 also outputs the first peripheral speed set value to the third comparator 58. The third comparator 58 compares the two and outputs a logic H signal when the output value of the maximum peripheral speed selector 57 is larger.

On the other hand, the comparison between the calculated peripheral speed of each wheel and the value set by the second peripheral speed setter 61 is performed by the fourth comparators 60A and 60A.
Separately for B, 60C and 60D. The second peripheral speed set value is lower than the above-described first peripheral speed set value, and is set to a value close to zero in order to detect wheel sticking. For example, when the calculated peripheral speed of the first wheel 6A becomes smaller than the second peripheral speed set value (that is, the first wheel 6A is stuck), the output of the corresponding fourth comparator 60A becomes a logic H signal. At this time, if the third comparator 58 outputs the logic H signal, only the second AND element 62A outputs the logic H signal to the second mileage calculator 63A. The second mileage calculator 63A also inputs the peripheral speed maximum value selection value selected by the peripheral speed maximum value selector 57, and the signal input from the second AND element 62A is H level.
During the period, the running distance from the time when the wheel is stuck is calculated and output to the second running distance determiner 64A. When the calculated mileage exceeds the value set by the mileage setter 44, the second mileage determiner 64A detects the flat occurrence of the first wheel 6A and outputs the first wheel flat detection signal F _A. To do. If the second wheel 6B sticks and the calculated running distance from the occurrence of the sticking exceeds the value set by the running distance setter 44, the second wheel flat detection signal F _B is sent to the second running by the same operation. The distance determiner 64B outputs, and the third wheel 6C and the fourth wheel 6D also perform the same operation, so that the second travel distance determiner 64C or 64D causes the third wheel flat detection signal F _C or the fourth wheel flat detection signal F to be output. Output _D.

FIG. 11 is a circuit diagram showing an eighth embodiment of the present invention, which is a case where the invention according to claim 5 is applied to the seventh embodiment circuit of FIG. The 7th
The circuit of the embodiment is configured by adding an OR element 33 for trigger, a memory 34, and a clock 35. The name, application, and function of this additional portion have been described in the circuit of the second embodiment of FIG.

That is, in the eighth embodiment circuit of FIG. 11, if the distance traveled by the vehicle after detecting that one of the wheels is stuck exceeds the value set by the travel distance setter 44, the wheel flat detection signal is output. And the data relating to the wheel flat detection signal and the flat occurrence are stored in the memory 34. FIG. 12 is a circuit diagram showing a ninth embodiment of the present invention, in which the invention of claim 6 is applied to the seventh embodiment circuit of FIG. Counters 36A, 36B, 36C and 36D and a reset signal are added to the circuit of the embodiment. The name, application, and function of this additional portion have been described in the circuit of the third embodiment of FIG.

That is, the ninth embodiment circuit of FIG. 12 outputs a wheel flat detection signal if the distance traveled by the vehicle exceeds the value set by the travel distance setter 44 after detecting that one of the wheels is stuck. While outputting, the counters 36A, 36B, 36C and 36D count the number of times the flat detection signal is generated. Since this count value is reset when the wheel is ground, the number of flats generated after wheel grinding can be grasped for each wheel.

FIG. 13 is a block diagram showing a tenth embodiment of the present invention and corresponds to claim 7. The tenth embodiment of FIG. 13 is a vehicle 11 having four wheels 6A-6D to which rotational speed detectors 9A-9D are separately coupled, and a rotational speed detector 9E.
When a train is formed by connecting a vehicle 12 having four wheels 6E to 6H that separately connect 9H to 9H with a coupler 13, a flat generation of wheels belonging to the vehicle 11 occurs. Configure the group to detect with detector 14
Flat generation of wheels belonging to 12 is a flat generation detection device
Configure another group to detect at 15. As the flat generation detecting device 14 or 15 at this time, any of the circuits of the first embodiment to the ninth embodiment described above can be adopted.

In the tenth embodiment of FIG. 13, the flat detection is grouped for each vehicle, but one vehicle may be divided into two groups.
Of course, in the case of a long train in which a large number of vehicles are connected, a plurality of vehicles can be integrated into one group.

[0042]

It has been difficult to detect the flatness of a wheel completely without the use of a large number of skilled human hands, but the flatness detection circuit of the present invention automatically detects the flatness. Therefore, it is possible to reliably detect the occurrence of flatness without the need for a lot of skilled human hands as in the prior art. This flat generation detection device uses logic circuit elements and standard electronic circuits that are commonly used other than that, as long as the rotation speed detector is coupled to the wheel, so the device is inexpensive and compact. Therefore, it is easy to install even in a vehicle where the installation location is restricted. The number of electric trains that use an induction motor that uses AC power with a variable voltage and variable frequency output from an inverter as a drive motor is increasing, but in this case, it is necessary to detect the rotation speed of the drive motor, so flat occurrence detection is required. Since it is not necessary to newly install a rotation speed detector for the purpose, the cost of the device can be further reduced. Also, by storing the data related to flat occurrence in the memory for each occurrence of flat, or by counting the number of flat occurrences, it is possible to determine the appropriate wheel grinding timing and greatly simplify the work such as visual inspection of the wheels. The effect can be obtained. Also, by identifying these flat points by analyzing these data,
It also has the effect of being used as maintenance data such as when deciding when to replace the rails. If the flat occurrence detection circuits are grouped into appropriate groups, the effect of reducing the number of signal lines between vehicles can be obtained. Furthermore, since vibration and noise due to the occurrence of flatness are reduced, it is possible to obtain the effect of improving the riding comfort.

[Brief description of drawings]

FIG. 1 is a circuit diagram showing a first embodiment of the present invention.

FIG. 2 is a configuration diagram showing a first example of a vehicle configuration.

FIG. 3 is a configuration diagram showing a second example of a vehicle configuration.

FIG. 4 is a circuit diagram showing an application example of the first embodiment circuit of FIG.

FIG. 5 is a circuit diagram showing a second embodiment of the present invention.

FIG. 6 is a circuit diagram showing a third embodiment of the present invention.

FIG. 7 is a circuit diagram showing a fourth embodiment of the present invention.

FIG. 8 is a circuit diagram showing a fifth embodiment of the present invention.

FIG. 9 is a circuit diagram showing a sixth embodiment of the present invention.

FIG. 10 is a circuit diagram showing a seventh embodiment of the present invention.

FIG. 11 is a circuit diagram showing an eighth embodiment of the present invention.

FIG. 12 is a circuit diagram showing a ninth embodiment of the present invention.

FIG. 13 is a block diagram showing a tenth embodiment of the present invention.

FIG. 14 is a configuration diagram showing a configuration of a flat detector currently in practical use.

[Explanation of symbols]

1 rail 2 sleepers 3 Acceleration sensor 4 Flat judging device 5,11,12 vehicles 6A-6H wheels 7A-7D gear 8A-8D motor 9A-9H speed detector 14,15 Flat generation detector 22, 31 Maximum rotation speed selector 23 First Comparator 24 1st rotation speed setting device 25A to 25D Second comparator 26 Second rotation speed setting device 27A to 27D First AND element 28A-28D period calculator 29A-29D period determiner 30 period setter 32 AND element for brake 33 Trigger OR element 34 memory 35 clock 36A-36D counter 41A-41D 1st mileage estimation arithmetic unit 42 Outline wheel diameter setting device 43A-43D 1st mileage determination device 44 mileage setter 52A to 52D Reciprocal calculator 53 Wheel diameter ratio calculator 54 Wheel circumference calculator 55 Reference wheel diameter setting device 56A to 56D multiplier 57 Maximum peripheral speed selector 58 Third Comparator 59 1st peripheral speed setting device 60A-60D Fourth comparator 61 Second peripheral speed setting device 62A to 62D Second AND element 63A-63D Second mileage calculator 64A-64D Second mileage determiner

Continuation of front page (56) Reference JP-A-5-336610 (JP, A) JP-A-6-335106 (JP, A) JP-A-5-231858 (JP, A) (58) Fields investigated (Int .Cl. ⁷ , DB name) B61K 9/12 B60L 3/10

Claims (7)

(57) [Claims] 1. In a vehicle or a train in which vehicles are connected, a rotational speed equivalent value of each of at least two wheels is detected, and during braking operation, the largest detected value among the detected values is predetermined. The second rotation speed setting is exceeded when the period in which the detection value other than the maximum detection value falls below the predetermined second rotation speed setting value exceeds the predetermined rotation period. A method for detecting flatness of a wheel, characterized in that it is determined that a flatness has occurred on a wheel having a value lower than a value. 2. A vehicle or a train in which vehicles are connected to each other, wherein at least two wheels have respective rotational speed equivalent values detected, and during braking operation, the largest detected value among the detected values is predetermined. The traveling distance calculated based on the maximum detected value during the period in which the detected value other than the maximum detected value is less than the predetermined second rotational speed set value is exceeded. A wheel flat detection method, characterized in that, when it exceeds, it is determined that a flat wheel has occurred on a wheel that has fallen below the second rotational speed setting value. 3. In a vehicle or a train in which vehicles are connected, the rotational speed equivalent values of at least two wheels are respectively detected, and at least one of the wheels whose rotational speed is to be detected is used as a reference, The ratio of the wheel diameter of the reference shaft to other wheel diameters is obtained from the rotation speed equivalent value, and the wheel circumference of each wheel is obtained from the value of the wheel diameter of the reference shaft obtained by separate measurement and the ratio of the wheel diameters. , The peripheral speed of each wheel is obtained from the rotation speed equivalent value of each wheel and the wheel circumference, and during braking operation, the largest peripheral speed among the peripheral speeds exceeds a predetermined first peripheral speed set value, and When the traveling distance obtained based on the maximum peripheral speed in the period in which the detected values other than the maximum detected value are lower than the predetermined second peripheral speed set value exceeds the predetermined value,
A method for detecting flatness of a wheel, comprising: determining that a flatness has occurred on a wheel that has fallen below a peripheral speed set value. 4. The wheel flatness detecting method according to claim 1, wherein a flatness of the wheel is detected by using a rotational speed of the prime mover for a wheel driven by the prime mover. Flat detection method. 5. The wheel flatness detecting method according to any one of claims 1 to 4, wherein when a wheel flat is detected, in addition to the detection result, the driving condition at the time of occurrence of the flatness is stored. Wheel flat detection method. 6. The wheel flatness detecting method according to any one of claims 1 to 5, wherein the fact that wheel grinding has been performed is stored, and the number of times of occurrence of flatness of each wheel after wheel grinding is stored. Flat detection method for wheels. 7. The wheel flatness detection method according to claim 1, wherein the wheels whose rotational speed is to be detected are divided into a plurality of groups, and the flatness detection is performed in a distributed manner for each group. A method for detecting the flatness of a wheel.