JP2012180016A - Warning device for preventing running-off of wheel of road-rail work vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a warning device for preventing running-off of a wheel of a road-rail work vehicle, capable of accurately detecting a lifting state of each railroad wheel.SOLUTION: The warning device 30 for preventing running-off of the wheel of the road-rail work vehicle 1 includes: detection parts 31 to 34 equipped with sensors 23 to 25 for measuring a distance from a rail surface, which are arranged before and after each of the railroad wheels 11 and 12; and warning signal generation parts 41 to 44 which calculate a lifting amount Δ of each railroad wheel by subtracting a reference distance from a distance measured by the detection parts 31 to 34, and which generates a warning signal, when the lifting amount is a predetermined lifting amount or more. The lifting amount of each of the railroad wheels 11 and 12 is securely detected by the detection parts 31 to 34, and based on the detection, a warning signal for preventing the running-off of the wheel is appropriately generated.

Description

  The present invention relates to a track-and-rail work vehicle capable of running on roads and railroad rails, and in particular, for railroad rail running, immediately after loading, and for vehicles with outriggers, it is effective to prevent accidental derailment immediately after jack storage. The present invention relates to a warning device for preventing a ring.

  The track-and-rail work vehicle includes a wheel for traveling on a road and a wheel for traveling on a railroad rail, and a turntable for switching to one of road traveling and railroad rail traveling. Patent Document 1 proposes a track-and-rail work vehicle configured so as to be able to cope with railway rail travel for narrow tracks and standard tracks by adjusting the interval between iron wheels.

  When performing work at a work place on a track, the track work vehicle is moved to a turn work position such as a railroad crossing near the work place by a wheel for traveling on the road. After stopping at the turnover work position, the turntable is extended (overhangs) to lift the roadway work vehicle horizontally, and the roadway work vehicle is turned around the turntable to be in a state along the railroad track. The steel wheel is projected downward and placed on the railroad rail.

  In such loading work, if the front, rear, left and right steel wheels cannot be accurately placed on the left and right rail surfaces, there is a risk that the iron wheels will fall off the rail surface and derail when the turntable is stored. is there. In addition, even when the rail is running on the railroad after the rail is loaded, there is a risk that the flange portion of the iron wheel rides on the rail surface and falls off if the iron wheel floats excessively. Furthermore, in the case of a vehicle with an outrigger, when the jack of the outrigger is stored and the iron wheels are placed on the left and right rail surfaces after the work is finished, the iron wheels cannot be placed on the left and right rail surfaces correctly. As with the case after the line, there is a risk of derailment.

  However, no mechanism has been proposed for preventing the derailment by detecting the lifting of the iron wheel in a railroad work vehicle. In order to detect the lifting of the iron wheel, for example, as proposed in Patent Document 2, the lifting of the wheel from the rail of the wheel can be monitored using a lifting sensor attached to the bottom surface of the railcar body. Conceivable.

JP 2010-254228 A JP 2006-143162 A

  However, as proposed in Patent Document 2, when a sensor is attached to the bottom surface of the vehicle body to detect the lifting of the wheel from the rail, it passes through the rail gap at the rail intersection, rail joint, or the like. At this time, there is a possibility that the detection target rail surface disappears, the detection distance by the sensor temporarily increases, and it is erroneously detected that the wheel is lifted excessively.

  In addition, as described in Patent Document 1, unlike a train or the like, in the case of an orbital work vehicle, an iron wheel can be slid in the width direction so as to be able to travel on a rail track for a narrow track and a standard track. It has become. The lift detection sensor of Patent Document 2 cannot detect the lift of the iron ring when the track widths are different.

  In view of the above, an object of the present invention is to propose a warning device for preventing wheel-out of a railroad work vehicle that can accurately detect the floating state of each iron wheel.

In order to solve the above-mentioned problem, the present invention is a warning device for preventing derailment of a roadway working vehicle including a plurality of wheels for traveling on a road, a plurality of iron wheels for traveling on a railroad rail, and a turntable,
A detection unit for detecting the amount of lifting of each of the iron wheels with respect to the rail surface of the railroad rail;
A warning signal generator for generating a warning signal when the lifting amount exceeds a predetermined set value;
The detection unit includes a distance measurement sensor for measuring the distance to the rail surface,
As the sensor, at each front and rear position of the iron wheel, an iron wheel support mechanism supporting the iron wheel or a front sensor and a rear sensor attached to the vehicle body are provided.
When the lifting amount is zero, the distance from the front sensor to the rail surface is a front reference distance, and the distance from the rear sensor to the rail surface is a rear reference distance.
For each iron wheel, the amount of increase relative to the front reference distance of the distance to the rail surface actually measured by the front sensor exceeds the set value, and at the same time, to the rail surface actually measured by the rear sensor. The warning signal generation unit generates the warning signal when the increase amount of the distance with respect to the rear reference distance exceeds the set value.

  In the warning device for preventing a wheel removal according to the present invention, only when the lift is detected by both sensors arranged before and after the iron wheel, it is determined that the iron wheel has been lifted and a lift warning signal is generated. Even when the rail surface to be detected temporarily disappears in one of the sensors on the front and back of the iron wheel when passing through the crossing portion or joint of the rail, the rail surface is detected on the other lift sensor side. Accordingly, it is possible to prevent erroneous detection that the iron wheel has lifted excessively when passing through the rail intersection and the joint.

  Here, the railroad work vehicle is configured such that the iron wheel slides in the vehicle width direction so as to be able to correspond to the railroad rail for the narrow track and the standard track, and the interval between the iron wheels can be adjusted. If the front sensor and the rear sensor are moved in the vehicle width direction together with the iron wheel, it is possible to deal with narrow and standard railroad rails.

  In this case, it is necessary to arrange two sensors before and after one iron ring, and therefore a total of four sensors for one iron ring. In order to reduce the number of sensors, only one sensor that slides in the vehicle width direction with the iron wheel is attached before or after the iron wheel. It is only necessary to attach two sensors on the rail surface at a position where they can face each other. In this way, three sensors can be used.

  Next, based on the shape of a general iron wheel and railroad rail, it is desirable that the set value used as a criterion for determining whether or not the iron wheel is lifted is 10 mm.

  As the sensor, a magnetic sensor, a laser sensor, or an ultrasonic sensor can be used. However, since the magnetic sensor has a short detection distance, it is generally desirable to use a laser sensor or an ultrasonic sensor.

  In addition, when a warning signal indicating that the iron wheel lift has exceeded the set value is generated, a warning screen is displayed on the touch panel monitor installed in the driver's seat, etc. It is desirable to perform warning output such as generating a warning with synthesized speech. Of course, it is also possible to make an emergency stop by operating a brake using a warning signal.

(A) is a top view which shows embodiment of the track-and-rail work vehicle to which this invention is applied, (b) is the side view, (c) is the back view. (A) is a side view which shows the iron wheel of the front side of the track-and-rail work vehicle of FIG. 1, (b) is the rear view. It is a schematic block diagram which shows the warning device for prevention of wheel removal mounted in the track-and-rail work vehicle of FIG. It is explanatory drawing which shows the state which the iron ring lifted from the rail surface.

  DESCRIPTION OF EMBODIMENTS Embodiments of a track-and-terrain vehicle equipped with a derailment prevention warning device to which the present invention is applied will be described with reference to the drawings.

(Overall configuration of the railroad work vehicle)
With reference to FIG. 1, the whole structure of the track-and-rail work vehicle which concerns on this Embodiment is demonstrated. The railroad work vehicle 1 includes a vehicle body 2 having a structure similar to that of a general truck. A front end portion of the vehicle body 2 serves as a driver's seat 3 and a rear portion thereof serves as a loading platform 4. The chassis 5 extends horizontally in the vehicle longitudinal direction at the center in the vehicle width direction. In this example, a crane 6 is mounted between the driver's seat 3 and the loading platform 4, and the multistage boom 7 of the crane 6 is held in a posture that extends horizontally toward the loading platform in the standby / running state. Yes.

  On the front side of the vehicle body 2, a pair of road driving wheels 8 are arranged on the left and right, and on the rear side of the vehicle body 2, a pair of road driving wheels 9 are arranged on the left and right. In addition, a pair of left and right drive rails 11 for traveling on the railroad rail that can project downward from the vehicle body 2 are disposed on the rear side of the front drive wheel 8, and on the rear side of the rear driven wheel 9. A pair of left and right driven rails 12 for traveling on railroad rails that can project downward from the vehicle body 2 are disposed. The driving iron wheel 11 and the driven iron wheel 12 can be stored in storage positions 11A and 12A on the bottom surface side of the vehicle body indicated by an imaginary line, as shown in FIG. It is possible to project to the projecting positions 11B and 12B projecting downward from the driven wheel 9.

  Next, a turntable 13 is disposed at a portion of the chassis 5 where the front end of the loading platform is located. The turntable 13 is attached to the chassis 5 via a pair of left and right slide mechanisms 14 attached to both side surfaces of the chassis 5, and can be slid in the longitudinal direction of the vehicle body by the slide mechanism 14. The turntable 13 includes a pair of left and right jacks 15 attached to the left and right slide mechanisms 14 in a vertical posture. A swivel plate 16 is horizontally attached to the lower end of the extension side of these jacks 15. A ground plate 18 is horizontally attached to the back surface of the swivel plate 16 via a swivel bearing 17.

  As shown in FIG. 1B, when the center of gravity of the vehicle body 2 is W1 when the loading platform 4 is empty, the center of gravity when loaded on the loading platform 4 (full load) is the position W2 moved to the rear side of the vehicle. Become. The slide range of the turntable 13, that is, the slide range of the central axis of the jack 15 is from the position W1 to the position W3 slightly behind the vehicle body from the position W2. That is, the slide range is set to include a range in which the center of gravity of the vehicle body is moved by loading.

  Further, as shown in FIG. 1 (b), the turntable 13 is stored on the bottom surface side of the vehicle body 2 at the storage position 13 </ b> A indicated by a solid line. At the extended position 13B where the jack 15 is extended downward, as shown by an imaginary line, the grounding plate 18 is positioned below the iron wheels 11 and 12 at the extended positions 11B and 12B. Therefore, since the vehicle body 2 is lifted as a whole by the turntable 13 and slightly lifted from the ground surface, the vehicle body 2 is turned around the vertical rotation center axis of the turntable 13 to perform the turn work. Is possible.

  Here, the pair of driving iron wheels 11 on the front side and the pair of driven iron wheels 12 on the rear side are slidable in the vehicle width direction so as to correspond to the width of the railroad rails of the narrow track and the standard track. As shown in FIG. 1 (c), the pair of driven iron wheels 12 on the rear side can travel on a position 12C where a railroad rail R1 with a narrow track indicated by a solid line can travel and a railroad rail R2 with a standard track indicated by an imaginary line. It is slidable to the correct position 12D. The front drive wheel 11 can also slide similarly. In other words, the iron wheel support mechanism 21 that supports each of the front drive wheels 11 and the iron wheel support mechanism 22 that supports each of the rear pair of driven iron wheels 12 are slidable in the vehicle width direction. 5 is attached.

  2A and 2B are a side view and a rear view showing the left driving iron wheel 11, respectively. In these drawings, 23 and 24 are front sensors arranged in parallel in the vehicle width direction on the front side of the driving iron wheel 11, and 25 is a rear sensor arranged on the rear side of the driving iron wheel 11. These three sensors 23 to 25 are for detecting the amount of lift of the driving iron wheel 11 from the rail surface R1a (R2a) of the rail R1 (R2). Similarly, three sensors 23 to 25 are arranged on each of the other driving iron wheel 11 and the pair of left and right driven iron wheels 12.

  The sensors 23 to 25 in this example are distance measuring sensors for measuring the distance to the rail surface R1a (R2a), and a laser sensor or an ultrasonic sensor is used. The two front sensors 23 and 24 are attached to the chassis 5, and the front sensor 23 located on the inner side in the vehicle width direction is arranged so as to be located directly above the rail surface R1a for the narrow track. The front sensor 24 located at is located so as to be located immediately above the rail surface R2a of the railway rail R2 for the standard track. On the other hand, the rear sensor 25 is attached to the iron wheel support mechanism 21 of the driving iron wheel 11, and is positioned directly above the rail surface R1a or the rail surface R2a on which the driving iron wheel 11 travels.

  FIG. 3 is a schematic configuration diagram of a warning device for preventing wheel removal mounted on the track-and-rail work vehicle 1. The derailment prevention warning device 30 includes four detection units 31 to 34 each including sensors 23 to 25 disposed on each of the pair of left and right driving iron wheels 11 and the pair of left and right driven iron wheels 12, and each detection unit 31. Are provided with four sets of warning signal generators 41 to 44 for detecting the lifting amount of each iron wheel based on the detection signals of .about.34 and generating a lifting warning signal when the lifting amount exceeds a predetermined set value. . Each of the warning signal generators 41 to 44 includes a switching unit 45 for selectively inputting one of the detection signals of the two front sensors 23 and 24, and an in-vehicle controller (see FIG. A switching operation is performed based on a signal from the side (not shown). The detection signal of the front sensor 23 is input when the railway rail R1 for the narrow track is traveling, and the detection signal of the other front lifting sensor 24 is input when the railway rail R2 for the standard track is traveling.

  The measurement distance L1a from the traveling rail surface R1a (R2a) to the sensor 23 (24) represented by the detection signal taken in via the switching unit 45 is a front reference distance preset in the lift amount calculation unit 46. To be compared. The front reference distance is a distance from the front sensor 23 (24) to the rail surface R1a when the lifting amount is zero. By comparing these values, the lift amount Δ1a of each iron wheel is calculated. Similarly, the measurement distance L2a from the running rail surface R2a to the sensor 24 represented by the detection signal taken from the rear sensor 25 is compared with a rear reference distance set in advance in the lift amount calculation unit 47. . The rear reference distance is a distance from the rear sensor 25 to the rail surface R2a when the lifting amount is zero. By comparing these values, the lift amount Δ2a of each iron wheel is calculated.

  In the comparison units 48 and 49, it is determined whether or not the two calculated lift amounts Δ1a and Δ2a are greater than or equal to a preset lift amount Δ. A warning signal S is output when both of them are larger than the set lifting amount Δ. Therefore, from the output side of the derailment prevention warning device 30, the warning signal S is output when there is at least one iron wheel whose front and rear lifting amounts Δ1a and Δ2a are equal to or larger than the set lifting amount Δ among the iron wheels 11 and 12. Is output.

  When the warning signal S is generated, a warning can be displayed on a touch panel monitor (not shown) installed in the driver's seat 3. It is also possible to issue a warning by voice. Furthermore, it is also possible to display the position of the iron wheel in a state where lifting is dangerous. Furthermore, when a warning signal is generated, it is possible to perform control so that the brake is driven to make an emergency stop.

  Here, the set lifting amount Δ for preventing the occurrence of wheel removal can be set to a value of, for example, 10 mm in the case of a standard-shaped iron wheel and rail surface. That is, as shown in FIG. 4, in a state where there is no lifting, the iron wheel 11a is on the rail surface Ra as indicated by a solid line. When the lifting amount increases, the iron wheel moves relative to the rail surface Ra as shown by a broken line 11b, a one-dot chain line 11c, and a two-dot chain line 11d in the figure. In the state indicated by the alternate long and short dash line 11c, the starting point of the straight line portion of the flange surface of the iron wheel hits the rail corner portion, and in the state indicated by the two-dot chain line 11d, the end point of the straight line portion of the flange surface of the iron wheel rises to the rail corner portion.

  When the driver is warned when the midpoint of the straight part of the flange part of the steel wheel is lifted to the rail corner and the vehicle is stopped, it is determined that the steel wheel can return to the standard state shown by the solid line. The This state is an intermediate position between the alternate long and short dash line 11c and the two-dot chain line 11d in FIG. Therefore, in this example, a warning is generated when the lifting amount is 10 mm or more, so that the steel wheel can be reliably prevented from derailing.

  As described above, the railroad work vehicle 1 of the present example is equipped with the warning device 30 for preventing derailment, and generates a warning when the iron wheels 11 and 12 are lifted before reaching derailment. The driver can prevent derailment by taking measures such as decelerating or stopping the vehicle when a warning occurs.

  Moreover, in this example, since the sensors are arranged before and after the iron wheel, it is possible to avoid a situation in which it is erroneously detected that the iron wheel is lifted when passing through the crossing portion and the joint of the rail.

  In addition, in this example, two sensors are arranged on the front side, and a warning is given so that derailment can be prevented by detecting the lifting of the iron wheel when traveling on both the rails for narrow tracks and standard tracks. Can be generated. It is also possible to arrange two sensors on the rear side and one sensor that moves in the vehicle width direction together with the iron wheel on the front side.

  Furthermore, in this example, the warning is generated when the amount of lifting of the iron wheel becomes 10 mm or more, so that it is possible to reliably prevent the iron wheel from falling into a derailed state.

DESCRIPTION OF SYMBOLS 1 Railroad work vehicle 2 Car body 3 Driver's seat 4 Loading platform 5 Chassis 6 Crane 7 Multi-stage boom 8 Drive wheel 9 Driven wheel 11 Drive iron wheel 12 Driven iron wheel 11A, 12A Storage position 11B, 12B Overhang position 12C, 12D Position 13 Turntable 13A Storage position 13B Overhang position 14 Slide mechanism 15 Jack 16 Swivel plate 17 Slewing bearing 18 Grounding plates 21, 22 Iron wheel support mechanism 23, 24 Front sensor 25 Rear sensor 30 Derailment prevention warning devices 31-34 Detection unit 41 to 44 Warning signal generation unit 45 Lifting amount calculation unit 46, 47 Lifting amount calculation unit 48, 49 Comparison unit R1, R2 Rail rail R1a, R2a Rail surface L1a, L2a Measurement distance Δ1a, Δ2a Lifting amount Δ Set lifting amount S Warning signal

Claims (6)

A warning device (30) for preventing wheel loss of a roadway working vehicle (1) including a plurality of wheels (8, 9) for road traveling, a plurality of iron wheels (11, 12) for traveling on railroad rails, and a turntable (13). ) And
Detectors (31-34) for detecting the amount of lift of each of the iron wheels (11, 12) relative to the rail surfaces (R1a, R2a) of the railroad rails;
A warning signal generator (41-44) for generating a warning signal (S) when the lifting amount exceeds a predetermined set value;
The detection unit (31 to 34) includes a distance measuring sensor for measuring the distance to the rail surface,
As the sensor, a front sensor (21, 22) or a front sensor attached to the vehicle body (5) supporting the iron wheel (11, 12) at the front and rear positions of the iron wheel (11, 12). 23, 24) and a rear sensor (25),
When the lifting amount is zero, the distance from the front sensor (23, 24) to the rail surface (R1a, R2a) is a front reference distance (L1o), and the rail surface (25) from the rear sensor (25) If the distance to R1a, R2a) is the rear reference distance (L2o),
For each iron wheel (11, 12), the amount of increase (Δ1a) with respect to the front reference distance of the distance to the rail surfaces (R1a, R2a) actually measured by the front sensor (23, 24) is the set value ( At the same time, the increment (Δ2a) of the distance to the rail surface (R1a, R2a) actually measured by the rear sensor (25) with respect to the rear reference distance is the set value (Δ). The warning signal generator (30) for preventing the wheel removal of a railroad work vehicle, wherein the warning signal generation unit (41 to 44) generates the warning signal (S) when the value exceeds. In claim 1,
The iron wheel support mechanism (21, 22) is slidable in the vehicle width direction with respect to the vehicle body (5),
One of the front sensor (23, 24) and the rear sensor (25) is attached to the iron wheel support mechanism (21, 22), and the other sensor is attached to the vehicle body (5). ,
As the sensor attached to the vehicle body (5) side, a narrow track sensor (23) positioned directly above the rail surface of the rail for the narrow track, and the rail of the rail for the standard track A warning device (30) for preventing wheel loss of an orbital work vehicle, comprising a standard track sensor (24) located right above the surface. In claim 1 or 2,
A warning device (30) for preventing wheel loss of a railroad work vehicle, wherein the set value is 10 mm. In any one of claims 1 to 3,
The sensor (23-25) is a laser sensor or an ultrasonic sensor. In any one of claims 1 to 4,
A warning device (30) for preventing wheel removal of a railroad work vehicle, comprising a warning generating unit that outputs a warning when the warning signal is generated.   Railroad work vehicle (1), characterized in that it comprises the derailment prevention warning device (30) according to any one of claims 1 to 5.

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