JP6638112B1 - Running judgment system of model railway vehicle and its running judgment program - Google Patents

Abstract

An object of the present invention is to accurately determine the running of a model railway vehicle.
An acceleration sensor is mounted on a model railway vehicle. The voltage specifying unit 5b specifies a drive voltage V (voltage value) for driving the traveling motor of the model railway vehicle 3. The traveling determination unit 5c determines a transition between the stopped state and the traveling state of the model railway vehicle 3 based on the acceleration α detected by the acceleration sensor. At the same time, the traveling determination unit 5c determines the acceleration / deceleration of the model railway vehicle 3 during traveling based on the driving voltage V.
[Selection diagram] Fig. 1

Description

  The present invention relates to a travel determination system for a model railway vehicle and a travel determination program therefor.

  For example, Patent Literature 1 discloses a sound effect generator that detects a voltage supplied to a rail of a model railway by a detection circuit and selectively generates various sound effects in accordance with the detection result. . Further, instead of such a method of monitoring the voltage for speed control, a method of mounting an acceleration sensor on a model railway vehicle and monitoring the actual behavior of the vehicle is also known. For example, in Patent Literature 2, each acceleration such as yaw, pitch, and roll is calculated using a three-axis acceleration sensor included in a model railway vehicle, and based on these accelerations, a voice clip recorded in advance is used. An audio control device for selectively reproducing appropriate audio is described.

JP 2003-181155 A U.S. Patent Application Publication No. 2014/0162528

  However, the technique of monitoring the voltage for speed control has a problem that the variation in the characteristic of voltage versus speed in an extremely low speed region cannot be ignored, and the actual behavior of the model railway vehicle cannot be accurately grasped. In general, in the running characteristics of a motor vehicle, there are variations in the running characteristics for each product due to individual differences in electric characteristics of a motor, rotational resistance of a gear, and the like. For this reason, when running a stopped vehicle, some individuals start running at a relatively low voltage, while others run only at a higher voltage. When stopping a running vehicle, there are individuals that stop at a relatively high voltage, and others that do not stop until the voltage becomes lower. The same applies to a case in which the number of vehicles towed by the motor vehicle is small, and the more the towing argument increases, the later the start-up timing and the earlier the stop timing. As a result, in the reproduction of the behavior sound according to the behavior of the vehicle, for example, the reproduction of the behavior of the vehicle is performed in such a manner that a transition from the stop sound to the acceleration sound occurs after the stopped vehicle starts running. A situation may occur where the behavior sounds do not match.

  On the other hand, a monitoring method using an acceleration sensor should theoretically be able to appropriately detect the behavior of a vehicle, but in practice, it is difficult to detect acceleration appropriately and stably. The reason is that during traveling of the vehicle, a high-frequency noise component derived from traveling is always superimposed on the original acceleration component, and the amplitude of the detection signal fluctuates greatly. As a result, in the reproduction of the behavior sound according to the behavior of the vehicle, for example, the reproduction of the behavior sound of the vehicle is performed such that the acceleration sound and the deceleration sound are frequently switched even though the vehicle is coasting at a constant speed. A situation may occur where the behavior sounds that are performed do not match. Disturbance factors that become noise components include unnecessary vibration of the vehicle during traveling, for example, unnecessary vibration of a motor vehicle at extremely low speed (car knock), and vehicle vibration generated when passing through a joint of rails (joint). Examples include swinging, amplification of vibration between vehicles caused by a spring of a coupler, and pushing and pulling back of vehicles due to acceleration / deceleration. In addition, a sudden change in the number of revolutions of the motor due to poor electrical contact due to dirt on the rails also causes disturbance. The present inventors have conducted experiments and simulations to study such noise components, and as a result, it has been found that the noise components cannot be effectively removed even if low-pass filtering is performed.

  The present invention has been made in view of such circumstances, and an object of the present invention is to accurately determine the running of a model railway vehicle.

  In order to solve such a problem, a first invention provides a travel determination system for a model railway vehicle, which includes an acceleration sensor and a travel determination unit. The acceleration sensor is mounted on a model railway vehicle. The travel determination unit determines, based on the detection signal of the acceleration sensor, a transition between a stopped state in which the model railway vehicle is stopped and a travel state in which the model railway vehicle is traveling, and a determination of the model railway vehicle. Acceleration / deceleration of the model railway vehicle during traveling is determined based on the voltage value of the driving voltage for driving the traveling motor.

  Here, in the first invention, when the detection signal of the acceleration sensor changes from within the steady range to a value exceeding a predetermined threshold, the traveling determination unit determines that the vehicle has transitioned from the stopped state to the traveling state. Is preferred. In this case, the traveling determination unit may output an instruction signal for switching the behavior sound reproduced according to the behavior of the model railway vehicle from the stop sound to the acceleration sound at a timing when the vehicle is shifted from the stop state to the travel state. .

  In the first invention, it is preferable that the traveling determination unit determines that the vehicle has shifted from the traveling state to the stopped state when the detection signal of the acceleration sensor changes from a value exceeding a predetermined threshold value to within a steady range. . In this case, the traveling determination unit may output an instruction signal for switching the behavior sound reproduced according to the behavior of the model railway vehicle from the deceleration sound to the stop sound at a timing when the traveling state is shifted to the stop state. .

  In the first invention, the travel determination unit compares the drive voltage value with at least one predetermined threshold value to determine the travel state of the model railway vehicle in one of a plurality of preset speed regions. And an instruction signal for selectively reproducing the behavior sound may be output according to the classified speed region.

  A second invention provides a running determination program for a model railway vehicle, which causes a computer to execute processing having the following steps. In the first step, a detection signal of an acceleration sensor mounted on the model railway vehicle is obtained. In the second step, a voltage value of a drive voltage for driving the traveling motor of the model railway vehicle is acquired. In the third step, based on the detection signal of the acceleration sensor, a transition between a stopped state in which the model railway vehicle is stopped and a traveling state in which the model railway vehicle is traveling is determined, and the driving voltage of the railway model vehicle is determined. Acceleration / deceleration during running of the model railway vehicle is determined based on the voltage value.

Here, in the second invention, the third step determines that the vehicle has shifted from the stop state to the running state when the detection signal of the acceleration sensor changes from a value within a steady range to a value exceeding a predetermined threshold value. Is preferred. In this case, a fourth step of outputting an instruction signal for switching the behavior sound reproduced according to the behavior of the model railway vehicle from the stop sound to the acceleration sound at a timing when the vehicle is shifted from the stop state to the traveling state may be provided. .

  In the second invention, in the third step, when the detection signal of the acceleration sensor changes from a value exceeding a predetermined threshold to within a steady range, it is determined that the vehicle has shifted from the running state to the stop state. preferable. In this case, a fifth step of outputting an instruction signal for switching the behavior sound reproduced according to the behavior of the model railway vehicle from the deceleration sound to the stop sound at a timing when the vehicle is shifted from the running state to the stop state may be provided. .

  In the second invention, by comparing the voltage value of the drive voltage with at least one predetermined threshold value, the running state of the model railway vehicle is classified into any of a plurality of speed regions set in advance, and the classification is performed. A sixth step of outputting an instruction signal for selectively reproducing the behavior sound according to the speed region may be provided.

  According to the present invention, the transition between the stop state and the running state is determined by an acceleration sensor that detects actual vehicle behavior, not a drive voltage in which the voltage-speed characteristics in an extremely low speed range vary significantly. You. Also, regarding acceleration / deceleration during traveling, since the noise component derived from traveling included in the detection signal of the acceleration sensor is large, it is difficult for the acceleration sensor to stably detect an appropriate acceleration. The determination is made based on the input drive voltage. As described above, by performing the monitoring using the acceleration sensor and the driving voltage together, the disadvantages of both can be complemented, so that it is possible to accurately determine the traveling of the model railway vehicle.

Block diagram of model railway traveling system List of judgment results of the driving judgment unit Signal waveform diagram of acceleration sensor in stop state Signal waveform diagram of acceleration sensor in running state Signal waveform diagram of the acceleration sensor when shifting from the stop state to the running state Signal waveform diagram of the acceleration sensor when shifting from the running state to the stop state List of behavior sounds by vehicle type Explanatory drawing of classification of speed area Timing chart for traveling judgment

  FIG. 1 is a block diagram of a model railway traveling system according to the present embodiment. The traveling system 1 includes a rail 2, a model railway vehicle 3, and a power unit 4, and the railway model vehicle 3 travels on the rail 2 under the control of the power unit 4. The model railway vehicle 3 includes a plurality of wheels and a traveling motor M (in the case of a powered vehicle). The metal wheel is provided at the lower part of the vehicle 3 and is in contact with the tread surface of the metal rail 2. The motor M is provided inside the vehicle body 3 and rotates wheels by its driving force.

  The power supply to the traveling motor M is performed by taking in the electric power of the rail 2 via the wheel 3 which is in contact with the rail 2. The control method of the model railway vehicle 3 includes DC control (DC control), PWM control (pulse width modulation control), DCC (Digital Command Control), and the like, and any control method may be adopted. Here, the DC control refers to control in which the value of the DC voltage itself is variably set in a range of 0 to 12 V and supplied to the rail 2 as a drive voltage for driving the motor M. The PWM control refers to control in which the duty ratio of a voltage pulse is variably set and supplied to the rail 2. In this case, the drive voltage corresponds to the effective voltage of the voltage pulse supplied to the rail 2. For example, if a voltage pulse of 12V is supplied at an on-duty of 50%, the effective voltage is 6V. Further, DCC refers to control in which a digital command with an address for designating a model railway vehicle 3 (more precisely, an in-vehicle decoder) is superimposed on an AC voltage of about 12 V and supplied to the rail 2. In this case, the drive voltage corresponds to an internal voltage (applied voltage of the motor M) generated on the model railway vehicle 3 side (on-vehicle decoder side) based on the instruction of the digital command for speed control.

  The travel system 1 includes a travel determination system 5 that determines travel of the model railway vehicle 3 and a sound reproduction unit 6 that reproduces the behavior sound of the model railway vehicle 3. The traveling determination system 5 has an acceleration sensor 5a, a voltage specifying unit 5b, and a traveling determination unit 5c. The acceleration sensor 5a is mounted on the model railway vehicle 3, and detects the behavior of the vehicle 3 in the vehicle length direction directly and in real time as acceleration (current value). As the acceleration sensor 5a, types such as a piezo-resistance type, a capacitance type, and a heat detection type are known, but any type may be used. In particular, a MEMS acceleration sensor widely used in smartphones and the like is suitable for use as the present embodiment because it is small, inexpensive, and highly sensitive. The detection signal of the acceleration sensor 5a is input to the traveling determination unit 5c as the acceleration α.

  The acceleration α input to the traveling determination unit 5c may be obtained by performing processing such as offset removal or smoothing using a low-pass filter on the output of the acceleration sensor 5. Since these processes can be performed by software on the microcomputer side, as a physical configuration, the microcomputer as the traveling determination unit 5c may also have a function such as a low-pass filter.

  The voltage specifying unit 5b specifies, in real time, a voltage value of a driving voltage for driving the traveling motor M of the model railway vehicle 3. Unlike the acceleration sensor 5a, the voltage specifying unit 5b does not necessarily need to be mounted on the vehicle 3, and may be disposed at an appropriate location according to the control method. Specifically, in the case of the DC control and the PWM control, since the drive voltage itself is directly supplied from the outside of the vehicle 3, the voltage is applied to any of the inside of the vehicle 3, the rail 2, the power unit 4, and the connected devices of the power unit 4. The specifying unit 5b may be provided. In the case of DCC, the driving voltage is generated inside the vehicle. Therefore, if the driving voltage is directly detected, basically, the voltage specifying unit 5b is arranged inside the vehicle 3. However, since the content of the digital command for speed control uniquely corresponds to the voltage value of the drive voltage, a mechanism for specifying and analyzing the content of the digital command may be used as the voltage specifying unit 5b. The specifying unit 5b may be arranged outside the vehicle 3. The drive voltage may be directly specified by using a voltage detection sensor provided in the vehicle 3 or on a rail, or by operating a speed control knob or knob provided in the power unit 4. It may be performed indirectly by detecting the amount. The voltage value of the driving voltage output from the voltage specifying unit 5b is input to the traveling determination unit 5c as the driving voltage V.

  The traveling determination unit 5c performs a traveling determination of the model railway vehicle 3 in real time based on the acceleration α detected by the acceleration sensor 5a and the driving voltage V specified by the voltage specifying unit 5b. Specifically, based on the acceleration α, the transition of the state between the state where the vehicle 3 is stopped (stop state) and the state where the vehicle 3 is running (running state) is determined. There are the following two types of determination of the stop / run state transition. In the present embodiment, both types of determination are performed, but only one of them may be determined. One is a transition when the stopped vehicle 3 starts running (stop → run), and the other is a transition when the running vehicle 3 stops (run → stop). Further, the traveling determination unit 5c determines acceleration / deceleration during traveling of the model railway vehicle 3 based on the driving voltage V specified by the voltage specifying unit 5b regardless of the acceleration α.

  FIG. 2 is a list of determination results by the traveling determination unit 5c. The determination result is roughly divided into the above-mentioned "stop state" and "running state", and the "running state" is further subdivided into "coasting", "acceleration" and "deceleration". ing. First, when the acceleration α (absolute value) is smaller than a predetermined threshold value αth, that is, when the acceleration α is within a steady range, it is determined to be “stop state” regardless of the drive voltage V. If the acceleration α (absolute value) exceeds the threshold value αth, that is, if the acceleration α is outside the steady range, it is determined that the vehicle is in the “running state”. In this case, if there is no change in the drive voltage V, it is determined that "coasting", that is, the speed is substantially constant. If the drive voltage V is increasing, it is determined to be “acceleration”, and if the drive voltage V is decreasing, it is determined to be “deceleration”.

  The threshold value αth is used to determine whether the acceleration α is within the steady range or outside the steady range, in other words, whether the model railway vehicle 3 is in the stopped state or the running state. FIG. 3 is a signal waveform diagram of the acceleration sensor 5a when the model railway vehicle 3 is stopped. In the figure, the original waveform is shifted to the negative side as a whole due to the presence of an offset error due to the horizontal installation of the speed sensor 5a. Therefore, various processes such as offset removal, effective value calculation, and smoothing with a low-pass filter are performed on the original waveform, thereby generating a processed waveform. The processed waveform in the stopped state is stable as a value near 0 that does not include not only the original acceleration component but also the noise component derived from running, that is, within the steady range. On the other hand, as shown in FIG. 4, the processed waveform in the running state is different from that in the stopped state, and is entirely shifted from within the steady range due to the acceleration component. The amplitude fluctuates greatly due to the superposition of the components. Disturbance factors that become noise components include vibrations caused by the running of the vehicle 3, such as unnecessary vibrations of the motor vehicle at extremely low speeds (car knocks) and vehicle vibrations caused when passing through rail joints (joints). Dynamic, amplification of vibration between vehicles caused by a spring of a coupler, and pushing and pulling back of vehicles due to acceleration / deceleration. In addition, a sudden change in the number of revolutions of the motor M due to poor electrical contact due to contamination of the rail also causes disturbance.

  Focusing on the difference between the waveforms in the stop state / running state as described above, the threshold αth is set such that the acceleration α in the stop state always falls within the range, and the acceleration α in the run state always exceeds it. If it is set appropriately through simulations and simulations, it is possible to distinguish between a stopped state (within the steady range) and a running state (outside the steady range exceeding the threshold value αth). Specifically, as shown in FIG. 5, when the acceleration α changes from within the steady range to a value exceeding the threshold αth, it is determined that the vehicle has shifted from the stopped state to the running state (start determination). Then, this change timing is determined to be the timing when the vehicle has shifted from the stop state to the running state, that is, the start timing. On the other hand, as shown in FIG. 6, when the acceleration α changes from a value exceeding the threshold value αth into a steady range, it is determined that the vehicle has shifted from the running state to the stop state (stop determination). Then, the change timing is determined to be the timing when the running state is shifted to the stop state, that is, the stop timing.

  Further, the traveling determination unit 5c outputs an instruction signal for instructing the reproduction of the behavior sound or the switching thereof to the sound reproducing unit 6 provided inside or outside the unit in which the traveling determination system 5 is mounted.

  Note that the traveling determination unit 5c can be realized as a microcomputer mounted on the model train 3, but is provided outside the model train 3, for example, a function of the power unit 4 or a microcomputer mounted on the power unit 4. May be realized as peripheral devices.

  The sound reproduction unit 6 reproduces a behavior sound according to the behavior of the model railway vehicle 3 in real time based on the instruction signal from the traveling determination unit 5c. The reproduced behavior sound is output from an in-vehicle speaker in the model railway vehicle 3, an external speaker arranged near the power unit 4, a built-in speaker of a smartphone capable of wireless communication, and the like.

  FIG. 7 is a list of behavior sounds by vehicle type. The behavior sound of the model railway vehicle 3 is set to four “stop sound,” “acceleration sound”, “coasting sound”, and “deceleration sound” in accordance with the determination result of the traveling determination unit 5c. However, the respective behavior sounds greatly differ depending on the vehicle type (further speaking, even the same vehicle type differs depending on the vehicle type). Specifically, in the case of a train (new type), the behavior sound mainly consists of the rotation sound of the main motor (motor sound) and the steady sound of the blower. The sound quality (low-frequency sound to high-frequency sound) changes. In the case of a train (old type), the behavior sound mainly consists of the rotation sound of a fishing motor (motor sound) and the steady sound of a wind turbine. (Wave sound to high frequency sound) changes. However, unlike a train (new model), no motor noise is generated in a coasting state or a deceleration state. In the case of a diesel vehicle, the behavior sound is mainly driven by a diesel engine, and becomes an idle sound in a coasting state or a deceleration state. As a characteristic feature of the railcar, there is a switching between a “shift speed sound” reproduced at a low speed and a “direct connection step sound” reproduced at a high speed as a behavior sound (acceleration sound) at the time of acceleration. In the case of a steam locomotive, the behavior sound is mainly a draft sound (including a change in a sound interval according to the vehicle speed), and becomes a stunning sound in a coasting state or a deceleration state. The new electric locomotive is based on a train (new type), the old electric locomotive is based on a train (old type), and the diesel locomotive is based on a diesel train.

  When changing the behavior sound according to the speed of the model railway vehicle 3, the traveling determination unit 5c classifies the speed state of the vehicle 3 into one of a plurality of predetermined speed regions based on the drive voltage V. Specifically, as shown in FIG. 8, by comparing the current drive voltage V with at least one threshold value Vth1 or Vth2, the traveling state of the vehicle 3 can be set in the low speed region, the medium speed region, and the high speed region. Classified as one of them. Then, an instruction signal for selectively reproducing the behavior sound is output to the sound reproduction unit 6 according to the classified speed region.

  FIG. 9 is a timing chart of travel determination by the travel determination system 5. In the figure, as can be understood from the transition of “speed”, the stopped model train 3 stops again through a time-series sequence of acceleration, coasting, re-acceleration, deceleration, coasting, and re-deceleration. It illustrates a case.

  First, at timing t0, the drive voltage V starts to rise from 0V. However, the vehicle 3 does not start running immediately, and as long as the drive voltage V does not rise to some extent, the vehicle 3 remains stopped, and the acceleration α is within the steady range. As a result, the determination result is “stop”, and the sound reproducing unit 6 is instructed to reproduce the stop sound.

  Next, at the timing t1 when the drive voltage V increases to some extent, the stopped vehicle 3 starts running. Thereby, the acceleration α changes from within the steady range to a value exceeding the threshold αth (outside the steady range), and thereafter, the state in which the acceleration α exceeds the threshold αth is maintained until the vehicle 3 stops at the timing t7. Is done. When the acceleration α exceeds the threshold value αth, the acceleration / deceleration of the vehicle 3, more specifically, any one of “acceleration”, “coasting”, and “deceleration” is determined based on the drive voltage V. Is done. At the timing t1, since the drive voltage V is increasing, the determination result is "acceleration", and the sound reproducing unit 6 is instructed to reproduce the acceleration sound. That is, the timing t1 at which the vehicle shifts from the stop state to the running state (acceleration) corresponds to the above-described start timing. At this start timing, the behavior sound reproduced from the stop sound to the acceleration sound based on the instruction signal from the running determination unit 5c. Switch to

  Next, when the increased drive voltage V becomes constant at the timing t2, the determination result based on the drive voltage V becomes "coasting", and the sound reproducing unit 6 is instructed to reproduce the coasting sound. Thereafter, the determination result based on the drive voltage V is “coasting” in the determination period t2 to t3, “acceleration” in the period t3 to t4, “deceleration” in the period t4 to t5, “coasting” in the period t5 to t6, and the period From t6 to t7, the speed changes to "deceleration", and the reproduction of the behavior sound according to each determination result is instructed in the order of the coasting sound, the acceleration sound, the deceleration sound, the coasting sound, and the deceleration sound. At that time, the running state of the model railway vehicle 3 may be classified into any of a plurality of preset speed regions, and the behavior sound may be selectively reproduced according to the classified speed regions. As you did.

  Then, at timing t7 when the drive voltage V has sufficiently decreased, the running vehicle 3 stops. As a result, the acceleration α changes from a value exceeding the threshold value αth (outside the steady range) to within the steady range. As a result, the determination result is “stop”, and the sound reproducing unit 6 is instructed to reproduce the stop sound. That is, the timing t7 at which the vehicle shifts from the running state (deceleration) to the stop state corresponds to the above-described stop timing. At this stop timing, the behavior sound reproduced from the deceleration sound is changed based on the instruction signal from the running determination unit 5c. Switch to stop sound.

  As described above, according to the present embodiment, the travel determination of the model railway vehicle 3 is performed using the acceleration α and the drive voltage V together. That is, the transition between the stop state and the traveling state in the model railway vehicle 3 is determined based on the acceleration α instead of the driving voltage V. Since the drive voltage V is equivalent to the input of the motor M, it is not related to the disturbance factor due to traveling, but since the variation of the voltage-speed characteristic in the extremely low speed range is remarkable, the drive voltage V Not suitable. Therefore, in this transition determination, an acceleration α that clearly determines whether or not it is within the steady range is used. On the other hand, acceleration / deceleration during traveling is determined based on the driving voltage V, not the acceleration α. The acceleration α is greatly affected by disturbance factors during traveling, and is not suitable as an index for determining acceleration / deceleration during traveling. Therefore, a drive voltage V irrelevant to such a disturbance factor is used. As described above, by complementing the mutual disadvantages of the acceleration α and the drive voltage V, it is possible to accurately determine the traveling of the model railway vehicle 3.

  Further, according to the present embodiment, the behavior sound to be reproduced is switched at the transition timing between the stop state and the running state, specifically, at the start timing or the stop timing. As a result, the behavior sound can be reproduced in synchronization with the transition timing, so that the reality as a railway model can be improved.

  Furthermore, according to the present embodiment, by comparing the drive voltage V with the threshold values Vth1 and Vth2, the traveling state of the model railway vehicle 3 is classified into any of a plurality of speed regions. Thereby, it becomes possible to perform fine control according to the running state of the model railway vehicle 3, for example, to selectively control the behavior sound according to the speed.

  In the above-described embodiment, an example in which the reproduction of the behavior sound is controlled based on the determination result of the traveling determination unit 5c has been described, but the present invention is not limited to this. For example, in order to automatically release a coupler (coupler) equipped with an actuator, traveling determination in an extremely low speed range may be performed. In addition, the present invention may be applied to control for automatically opening and closing the customer door of the model railway vehicle 3 with an actuator according to the determination result of the traveling determination unit 5c.

  Further, the present invention can be regarded as a computer program (running determination program) that implements the running determination system 5 according to the above-described embodiment equivalently by a microcomputer. Specifically, the traveling determination program determines a transition between a stop state and a traveling state based on the acceleration α and the step of acquiring the detection signal of the acceleration sensor 5a, the step of acquiring the drive voltage V, and the like. And a step of determining acceleration / deceleration during traveling based on the driving voltage V. Details of each step are as described in the above embodiment.

REFERENCE SIGNS LIST 1 model railway traveling system 2 rail 3 model railway vehicle 4 power unit 5 traveling determination system 5 a acceleration sensor 5 b voltage specifying unit 5 c traveling determination unit 6 sound reproduction unit

Claims (12)

In the running judgment system of a model railway vehicle,
An acceleration sensor mounted on the model railway vehicle,
Based on the detection signal of the acceleration sensor, a transition between a stopped state in which the model railway vehicle is stopped and a traveling state in which the model railway vehicle is traveling is determined, and the traveling of the model railway vehicle is determined. A travel determination unit that determines acceleration / deceleration during travel of the model railway vehicle based on a voltage value of a drive voltage that drives a motor for use in a railway model vehicle.   The travel determination unit determines that the vehicle has transitioned from the stop state to the travel state when the detection signal of the acceleration sensor changes from within a steady range to a value exceeding a predetermined threshold. Item 3. The running determination system for a model railway vehicle according to item 1.   The travel determination unit outputs an instruction signal for switching a behavior sound reproduced according to the behavior of the model railway vehicle from a stop sound to an acceleration sound at a timing when the vehicle is shifted from the stop state to the travel state. The running determination system for a model railway vehicle according to claim 2.   The travel determining unit determines that the vehicle has shifted from the travel state to the stop state when the detection signal of the acceleration sensor changes from a value exceeding a predetermined threshold to within a steady range. Item 3. The running determination system for a model railway vehicle according to item 1.   The traveling determination unit outputs an instruction signal for switching a behavior sound reproduced according to the behavior of the model railway vehicle from a deceleration sound to a stop sound at a timing when the traveling state is shifted to the stop state. The running determination system for a model railway vehicle according to claim 4. The traveling determination unit, by comparing the voltage value of the drive voltage with at least one predetermined threshold value, classifies the traveling state of the model railway vehicle into one of a plurality of preset speed regions, 6. The system according to claim 3, wherein an instruction signal for selectively reproducing the behavior sound is output according to the classified speed region. In the running judgment program of the model railway vehicle,
A first step of obtaining a detection signal of an acceleration sensor mounted on the model railway vehicle;
A second step of acquiring a voltage value of a drive voltage for driving a traveling motor of the model railway vehicle;
Based on the detection signal of the acceleration sensor, a transition between a stopped state in which the model railway vehicle is stopped and a traveling state in which the model railway vehicle is traveling is determined, and the voltage value of the driving voltage is determined. And a third step of determining acceleration / deceleration during running of the model railway vehicle based on the computer program. The said 3rd step WHEREIN: When the detection signal of the said acceleration sensor changes from the inside of a steady range to the value exceeding the threshold value, it determines with having changed into the said driving | running state from the said stop state, A running determination program for the model railway vehicle described in 7.   A fourth step of outputting an instruction signal for switching a behavior sound reproduced according to the behavior of the model railway vehicle from a stop sound to an acceleration sound at a timing when the vehicle is shifted from the stop state to the traveling state. The running determination program for a model railway vehicle according to claim 8.   The third step is characterized in that when the detection signal of the acceleration sensor changes from a value exceeding a predetermined threshold value to within a steady range, it is determined that the traveling state has shifted to the stop state. A running determination program for a model railway vehicle according to claim 7.   A fifth step of outputting an instruction signal for switching a behavior sound reproduced according to the behavior of the model railway vehicle from a deceleration sound to a stop sound at a timing when the traveling state is shifted to the stop state. The running determination program for a model railway vehicle according to claim 10. By comparing the voltage value of the drive voltage with at least one predetermined threshold value, the running state of the model railway vehicle is classified into one of a plurality of speed regions set in advance, and the classified speed region 12. The program according to claim 9, further comprising a sixth step of outputting an instruction signal for selectively reproducing the behavior sound in response to the command.

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