KR101769588B1 - Device and method for identify the status of train breakdown and railroad defect - Google Patents

Abstract

The present invention relates to an apparatus and a method for identifying the current state of a train breakdown and a rail defect. According to one embodiment of the present invention, the method for identifying the current state of a train breakdown and a rail defect comprises the steps of: setting a plurality of inspection sections for each train station; collecting current train breakdown information and current rail defect information with respect to the respective inspection sections; dividing the current train breakdown information and the current rail defect information by northbound lanes and southbound lanes; determining whether a risk exists based on the current train breakdown information and the current rail defect information with respect to the respective inspection sections; and outputting the current train breakdown information and the current rail defect information with respect to the respective inspection sections and the determination of whether a risk exists.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a device and method for detecting a train failure and a line defect,

The present invention relates to an apparatus and method for recognizing the status of train failures and line faults.

Generally, trains are faster, more accurate and stable than other means of transportation, and are used by many modern people. As high-speed railways are opened, they are becoming more popular as public transportation.

Modern railways have been built decades ago and have been in operation until recently. As such, aged or underdeveloped railways are at risk of accidents due to their deficiencies.

The risk of railway accidents is largely caused by the failure of the train itself and the defects of the railway. In order to reduce the risk of railway accidents, it is necessary to comprehensively identify and respond to the existence of such a risk in any section.

In particular, in the case of line defects, accidents directly related to life such as train derailment may occur. Therefore, in order to prevent this, it is necessary to identify the defect status of the line in advance and perform maintenance work

The background technology of the present application is disclosed in Korean Patent Registration No. 10-0920028 (registered on September 25, 2009).

It is an object of the present invention to provide an apparatus and method for recognizing the statuses of train faults and line faults in which a railroad safety officer can intuitively grasp the status of train faults and line faults.

It is another object of the present invention to provide an apparatus and method for recognizing the status of a train fault and a line defect by measuring a defect level of the line to detect the degree of defect of the line.

It should be understood, however, that the technical scope of the embodiments of the present invention is not limited to the above-described technical problems, and other technical problems may exist.

According to another aspect of the present invention, there is provided a method of detecting a train fault and a line fault according to an embodiment of the present invention includes setting a plurality of inspection intervals for each train station, Collecting information and line defect status information, dividing the train fault status information and the line fault status information into an ascending or a descending sequence based on the train fault status information or the line fault status information for each of the inspection periods Determining whether or not the vehicle is in a dangerous state, and outputting the train failure status information, the line defect status information, and the danger status of each of the check intervals.

According to an embodiment of the present invention, the check interval includes a first check interval for grasping train failures and a second check interval for line fault detection for each train station, and the number of the first check intervals and the second check interval The number of intervals may be different.

According to an embodiment of the present invention, the step of setting the check interval may include setting a check interval based on any one of the number of trains that can stop at the train station, the line length of the train station, and the line length from the train station to a neighboring train station. Can be set.

According to an embodiment of the present invention, the train failure status information includes a train failure type and a number of failures by the failure type, and the line defect status information includes at least one of a defect type and a defect area And the number of cases.

According to one embodiment of the present application, the type of failure may include a critical failure, a supplementary critical failure, and other failure and event logs.

According to one embodiment of the invention, the type of defect may include rail defects, sleeping defects, fastener defects and gravel pitting points.

According to an embodiment of the present invention, the step of determining whether or not the dangerous state is in the dangerous state is a case where the number of the malfunction occurrence is equal to or greater than a preset threshold value or the malfunction type is a preset malfunction type, It can be judged.

According to an embodiment of the present invention, the step of determining whether or not the dangerous state is in the dangerous state may include: if the number of the defects is equal to or greater than a preset threshold value or the defect type is one of preset defect types, It can be judged.

According to one embodiment of the present application, the outputting may change the output according to the degree of danger of the dangerous state.

According to another aspect of the present invention, there is provided a method for detecting a line defect status, the method comprising: setting a plurality of inspection intervals for each train station; collecting line defect status information for each of the inspection intervals; Determining whether the line defect area is in a dangerous state or not, and outputting the line defect status information and the dangerous state information for each of the check intervals, The information includes at least one of a defect type and a defect area or a defect occurrence number of the defect type, and the defect type may include a rail defect, a sleeping defect, a fastener defect, and a gravel shortage.

According to another embodiment of the present invention, the step of collecting the line defect status information may include collecting information on the rail defect and the area of the sleeper defect, collecting the number of defects in the fastener defect and the gravel- can do.

According to another embodiment of the present invention, the step of collecting the line defect status information may collect information on the average defect area and the total defect area for the rail defect and the sleeper defect, respectively.

According to another embodiment of the present invention, the step of judging whether or not the dangerous state is in the dangerous state may include determining whether the number of defects is equal to or greater than a preset threshold value, the area of the defective area is equal to or greater than a preset threshold value, In either case, it can be determined that the check interval is in a dangerous state.

According to another embodiment of the present application, the outputting may change the output according to the degree of risk of the dangerous state.

The above-described task solution is merely exemplary and should not be construed as limiting the present disclosure. In addition to the exemplary embodiments described above, there may be additional embodiments in the drawings and the detailed description of the invention.

According to the above-mentioned problem solving means of the present invention, it is possible to provide an apparatus and method for recognizing the status of a railway train fault and a railway fault which can intuitively grasp the status of a train fault and a railway fault by a railway safety specialist.

In addition, according to the present invention, there can be provided an apparatus and method for recognizing the status of train failures and line faults, which can measure the degree of defects of lines by measuring the level of defects of lines.

FIG. 1 is a diagram showing a configuration of an apparatus for detecting the status of train faults and line faults according to an embodiment of the present invention. Referring to FIG.
2 is a diagram illustrating an example of a first check interval and a second check interval according to an embodiment of the present invention.
FIG. 3 is a view showing an example of train failure status information according to an embodiment of the present invention.
4 is a diagram showing an example of line defect status information according to an embodiment of the present invention.
5 is a diagram illustrating an example of the status of train failures and line faults according to one embodiment of the present invention.
6 is a view showing an example of a railway line according to an embodiment of the present invention.
FIG. 7 is a flowchart illustrating a method of determining the status of a train fault and a line fault according to an embodiment of the present invention. Referring to FIG.
FIG. 8 is a flowchart illustrating a method of detecting a state of a line defect according to an embodiment of the present invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings so that those skilled in the art can easily carry out the present invention. It should be understood, however, that the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. In the drawings, the same reference numbers are used throughout the specification to refer to the same or like parts.

Throughout this specification, when a part is referred to as being "connected" to another part, it is not limited to a case where it is "directly connected" but also includes the case where it is "electrically connected" do.

It will be appreciated that throughout the specification it will be understood that when a member is located on another member "top", "top", "under", "bottom" But also the case where there is another member between the two members as well as the case where they are in contact with each other.

Throughout this specification, when an element is referred to as "including " an element, it is understood that the element may include other elements as well, without departing from the other elements unless specifically stated otherwise.

FIG. 1 is a diagram showing a configuration of an apparatus for detecting the status of train faults and line faults according to an embodiment of the present invention. Referring to FIG.

1, the status grasping apparatus 100 may include an interval setting unit 110, a defect information collecting unit 120, a status determining unit 130, an output unit 140, and a storage unit 150 have.

The interval setting unit 110 can set a plurality of check intervals for each train station. The inspection area is a virtual area that is set up to easily identify the state of a train failure or a line defect by classifying a railway line into a predetermined section and recognizing the state of the train fault and the line defect state in each section. The check interval may include a first check interval for identifying a train failure and a second check interval for line fault detection for each train station. Illustratively, the number of first checking intervals and the number of second checking intervals may be different. For example, the number of the first check intervals may be smaller than the number of the second check intervals. This is because more detailed analysis of the line defects is required than the identification of train faults. As described above, according to the embodiment of the present invention, the inspection section for distinguishing between train faults can be distinguished from the inspection section for discriminating line faults with respect to the rail section of the same train station.

The interval setting unit 110 may set the inspection interval based on any one of the number of trains that can stop at each train station, the line length of the train station, and the line length from the train station to the neighboring train station. The interval setting unit 110 may set the number of check intervals or the size (length) of each check interval differently. Illustratively, the first check interval may be set based on the number of trains that can be stationed in the train station, and may be set based on the position of the train on the train station line. In addition, the second check interval may be set based on the line length of the train station, the line length between the railway stations, and the position of the line. 2 is a diagram illustrating an example of a first check interval and a second check interval according to an embodiment of the present invention. As shown in FIG. 2, the check interval may be divided into a first check interval and a second check interval, which are set corresponding to each station name. For example, the section setting section 110 divides the Seoul station into two first inspection sections and two second inspection sections, divides the first inspection section into two inspection sections having different sizes, 2 check intervals can be divided into 6 check intervals.

According to one embodiment of the present invention, the interval setting unit 110 can set the first check interval or the second check interval according to the characteristics of each train station. For example, in the case of a railway station having a large number of downward tracks, it is possible to set a plurality of second check intervals. This makes it possible to grasp the detailed status of line defects and prevent unexpected accidents in advance. As described above, according to one embodiment of the present invention, the interval setting unit 110 sets a checking interval and a track interval for distinguishing a train failure according to the characteristics of train failures and line defects, the need for detailed grasp, To distinguish defects, it is possible to divide and separate the inspection intervals to be divided, and to set the number of inspection intervals for each station or the size (length) of each inspection interval differently.

The defect information collecting unit 120 may collect train fault state information and line fault state information for each inspection period. For example, the defect information collecting unit 120 can receive the train fault state information and the line fault state information from the trajectory detection difference described later. Also, the defect information collecting unit 120 may receive the train failure status information from the communication module installed in each train. The defect information collecting unit 120 can collect the train fault state information and the line fault state information by ascending or descending. The defect information collecting unit 120 collects information on the areas of the rail defects and the railroad defects, and collects the number of defects in the fastener defects and the gravel lack defects.

Illustratively, the defect information collecting unit 120 receives and collects information on the area of the rail defect and the sleeping defect from the trajectory detection difference described later, and receives and collects the number of defect of the fastener hole defect and gravel shortage have. Also, the defect information collecting unit 120 may receive and collect information on the rail defect and the average defect area for each of the sleeper defects and the information on the total defect area of the entire section from the trajectory detection difference. Rail defects, sleeper defects, fastener defects and gravel shortages are discussed further below.

FIG. 3 is a view showing an example of train failure status information according to an embodiment of the present invention. Referring to FIG. 3, the information on the status of train failure can be classified into an ascending or a descending order, and can include the number of failures according to the failure type and the failure type of the train. As an example, the information on the status of train failure can be received and collected from a railroad worker such as a situation room, a station staff, and a mechanic of each train station, and can be received and collected from a system for operating or controlling a train, such as a train operation system.

The type of failure may include critical failures, supplementary critical failures, other failures and event logs. Referring to FIG. 3, the train failure status information can be classified according to the above-described failure type, and the number of failures according to the failure type can be measured and recorded.

4 is a diagram showing an example of line defect status information according to an embodiment of the present invention. Referring to FIG. 4, the line defect status information may be classified into uplink or downlink, and may include at least one of a defect type and a defect area for each defect type or the number of defect occurrence. By way of example, line defect status information can be received and collected from an employee, such as a command room, a maintenance staff, or a mechanic at each train station. Also, it is possible to receive and collect information from a system for operating or controlling a train, such as a train operating system, and collect information by receiving measured information from the trajectory detecting means.

The type of defects may include rail defects, sleeping defects, fastener defects and gravel insufficient points. Referring to FIG. 4, the line defect status information may be classified according to the defect type described above, and the number of failures according to the defect type may be measured and recorded. In addition, the area of the line where the defect occurs, that is, the defect area, can be recorded in association with the number of failures.

6 is a view showing an example of a railway line according to an embodiment of the present invention. Referring to FIG. 6, the railway line may include a rail 610, a tie rail 620, a fastener 360, and a gravel 640. The trajectory test vehicle can detect defects in rail defects, sleeping defects, fastener defects, and gravel shortage while moving along the track. By way of example, the trajectory detecting means can detect defects and area of defects for rail defects and sleeping defects. Further, it is possible to detect defects in fastener hole defects and gravel insufficient points. Also, the trajectory detecting means can calculate an average defective area for each of the rail defects and the sleeping defects. Further, it is possible to calculate the total defect area with respect to the line area of the entire section.

According to one embodiment of the present invention, the defect information collecting unit 120 collects information on rail defects and sleeper defects, rail defects and sleeper defect areas detected in the trajectory detection side, defective fastener defects and gravel short defects, Defects and gravel shortage Information on the number of defects can be received and collected as line defect status information. Also, the defect information collecting unit 120 may receive and collect information on the rail defect and the average defect area for each of the sleeper defects and the information on the total defect area of the entire section from the trajectory detection difference.

According to one embodiment of the present application, the status grasping apparatus 100 may include a communication module which is not shown in the figure, but receives information detected from the trajectory detection lane. The communication module may transmit to the central server device, the user, or the user terminal whether the train failure state information or the line fault state information determined by the state determination section 130 described later is in a dangerous state.

The storage unit 150 may store a check interval for each train station set by the interval setting unit 110, and may store the first check interval and the second check interval separately. Also, the storage unit 150 may store the train fault state information and the line fault state information, and may store the train fault state information or the line fault state information.

The state determination unit 130 can determine whether or not the apparatus is in a dangerous state based on the train fault state information or the line fault state information for each inspection period. First, when the number of failures in a specific inspection interval is equal to or greater than a preset threshold value, the state determiner 130 can determine that the inspection interval is in a dangerous state. In addition, when the fault type of the train of the specific inspection section is one of the preset fault types, the state determination section 130 can determine that the inspection section is in a dangerous state.

According to one embodiment of the present invention, when the state determination unit 130 determines that the state of each check interval is in a dangerous state, it can distinguish the dangerous step according to the degree of danger. Illustratively, the predetermined threshold value includes a first threshold value and a second threshold value, and the second threshold value may be a value larger than the first threshold value. The state determination unit 130 can distinguish between the danger level in which the train failure status information or the line defect status information is equal to or greater than the first threshold value and the risk level in which the line defect status information is equal to or greater than the second threshold value. In addition, the threshold value associated with the train failure status may be different from the threshold value associated with the line defect status. For example, in general, the risk associated with line faults may be lower than the threshold associated with rail fault conditions, since the risk of line faults is greater than the risk of train faults.

According to an embodiment of the present invention, the state determination unit 130 may determine that the line defect information is in a dangerous state if the number of defects in a specific inspection period is equal to or greater than a preset threshold value. In addition, when the defect type of the line of the specific inspection section is one of the preset defect types, the state determination section 130 may determine that the inspection section is in a dangerous state. The state determination unit 130 determines whether or not the line defect information is in a dangerous state by using the average defect area for each of the rail defects and the sleeping defects received from the trajectory detection side and the total defective area relative to the line area of the entire section can do. Illustratively, if the average defect area is greater than or equal to the third threshold, or if the defect area with respect to the total line area is greater than or equal to the fourth threshold value, it can be determined that defects occurring in the entire line as a whole are at a dangerous level, Maintenance can be performed.

According to one embodiment of the present invention, when the train failure state information and the line fault state information are greater than the predetermined threshold value for each inspection period, . Further, the state determiner 130 may classify the risk level into four levels by combining the train fault state information and the state of the line fault state information (whether the threshold value is exceeded) for each inspection period. Accordingly, it is possible to more systematically and step-by-step determine the dangerous state for each inspection period.

5 is a diagram illustrating an example of the status of train failures and line faults according to one embodiment of the present invention. The output unit 140 can output the train failure status information, the line defect status information, and the danger status for each inspection period. Referring to FIG. 5, the output unit 140 may output train fault state information and line fault state information for each inspection period set for each train station.

In addition, the output unit 140 may change the output according to whether the rail fault status information or the line fault status information is in a dangerous state. For example, referring to FIG. 5, the train failure status information or line defect status information determined as a dangerous state may be output in a color different from the background color of the status information, not the dangerous status. Further, in the case of a dangerous state, the output can be changed according to the above-described dangerous steps. Illustratively, the background color of the train failure status information that is equal to or higher than the second threshold value may be output in a darker color than the background color of the train failure status information having the first threshold value or more. Also, the output unit 140 can output the background color of the train fault state information and the line fault state information in different colors.

FIG. 7 is a flowchart illustrating a method of determining the status of train failures and line faults according to an embodiment of the present invention. 7 is performed by an apparatus 100 for recognizing the state of train faults and line faults described above with reference to Figs. Therefore, even if omitted in the following description, the description of the apparatus 100 for recognizing the status of train failures and line defects is also applied to Fig. 7 through Fig. 1 through Fig.

Referring to FIG. 7, in step S710, the interval setting unit 110 may set a plurality of check intervals for each train station. The inspection section can be set to easily identify the status of a train failure or a line defect by distinguishing a railway line by a predetermined section, and identifying the status of train failure and the line defect status in each section. The check interval may include a first check interval for identifying a train failure and a second check interval for line fault detection for each train station. Illustratively, the number of first checking intervals and the number of second checking intervals may be different.

In step S720, the defect information collecting unit 120 may collect train fault state information and line fault state information for each inspection period. For example, information on the status of train failure can be received and collected from railroad workers such as the situation room, the station staff, and the mechanic of each train station, and a system for operating or controlling a train such as a train operation system, You may. In addition, the line defect status information can be received and collected from a system for operating or controlling a train, such as a train operation system, as well as a situation room, a station attendant and a mechanic of each train station, and an area of rail defects and sleeping defects And collects and collects the number of defects in the fastener hole defects and the defects in the gravel defects.

In step S730, the defect information collecting unit 120 may collect the train fault status information and the line defect status information by ascending or descending. The train failure status information may include the type of train failure and the number of failures by type of failure. These types of failures can include critical failures, replenishment stack failures, and other failures and event logs. The train fault information can be classified according to the fault type described above, and the number of faults according to the fault type can be measured and recorded

Also, the line defect status information may include at least one of a defect type and a defect area per defect type or the number of defect occurrence. The type of defects may include rail defects, sleeping defects, fastener defects and gravel insufficient points. The line defect status information can be classified according to the defect type described above, and the number of failures according to the defect type can be measured and recorded. In addition, the area of the line where the defect occurs, that is, the defect area, can be recorded in association with the number of failures.

In step S740, the state determination unit 130 may determine whether the vehicle is in a dangerous state based on the train failure state information or the line fault state information for each inspection period. The state determination unit 130 may determine that the train failure state information is in a dangerous state if the number of failures is equal to or greater than a preset threshold value. In addition, when the failure type of the train is any of the preset failure types, the state determination unit 130 can determine that the train failure state information is in a dangerous state. The state determiner 130 may determine that the line defect information is in a dangerous state if the number of occurrences of defects is equal to or greater than a preset threshold value. In addition, when the defect type of the line is any one of preset defect types, the state determination unit 130 can determine that the line defect status information is in a dangerous state.

In step S750, the output unit 140 may output the train failure status information, the line defect status information, and the danger status for each inspection period. The output unit 140 can change the output according to whether the rail fault status information or the line fault status information is in a dangerous state.

FIG. 8 is a flowchart illustrating a method of detecting a state of a line defect according to an embodiment of the present invention. The method of grasping the state of the line defect shown in FIG. 8 is performed by the apparatus 100 for recognizing the state of the train fault and the line defect described above with reference to FIG. 1 to FIG. Therefore, even if omitted in the following description, the description of the apparatus 100 for detecting the status of train failures and line defects is also applied to Fig. 8 through Fig. 1 through Fig.

Referring to FIG. 8, in step S810, the interval setting unit 110 can set a plurality of check intervals for each train station. The inspection interval can be set to easily identify the status of defects in the track by dividing the railroad track into predetermined sections and detecting the train fault status and line defect status in each section.

In step S820, the defect information collection unit 120 may collect the line defect status information for each inspection period. As an example, the line defect status information can be received and collected from a system for operating or controlling a train, such as a train operation system, as well as a situation room, a station staff, and a mechanic of each train station. . Illustratively, the defect information collecting unit 120 receives and collects information on the areas of the rail defects and the railroad defects from the trajectory detection difference, and collects and collects the number of defects in the fastener defects and the gravel lack defects.

In step S830, the defect information collecting unit 120 may collect the line defect status information by ascending or descending. The line defect status information may include at least one of a defect type and a defect area per defect type or the number of defect occurrence. The type of defects may include rail defects, sleeping defects, fastener defects and gravel insufficient points. The line defect status information can be classified according to the defect type described above, and the number of failures according to the defect type can be measured and recorded. In addition, the area of the line where the defect occurs, that is, the defect area, can be recorded in association with the number of failures.

In step S840, the state determination unit 130 may determine whether or not the apparatus is in a dangerous state based on the line defect status information for each inspection period. The state determination unit 130 may determine that the line defect information is in a dangerous state if the number of the generated defects is equal to or greater than a preset threshold value or if the defective area is equal to or greater than a preset threshold value. In addition, when the defect type of the line is any one of preset defect types, the state determination unit 130 can determine that the line defect status information is in a dangerous state.

In step S850, the output unit 140 may output the line defect status information and the danger status status for each inspection period. The output unit 140 can change the output according to whether the line defect status information is in a dangerous state or not.

It will be understood by those of ordinary skill in the art that the foregoing description of the embodiments is for illustrative purposes and that those skilled in the art can easily modify the invention without departing from the spirit or essential characteristics thereof. It is therefore to be understood that the above-described embodiments are illustrative in all aspects and not restrictive. For example, each component described as a single entity may be distributed and implemented, and components described as being distributed may also be implemented in a combined form.

The scope of the present invention is defined by the appended claims rather than the detailed description, and all changes or modifications derived from the meaning and scope of the claims and their equivalents should be construed as being included within the scope of the present invention.

100: Status monitoring device
110:
120: Defect information collecting unit
130:
140:
150:
610: Rail
620: sleepers
630: Fastener
640: Gravel

Claims (9)

In a method for determining the status of railway train failures and line failures,
Setting a plurality of inspection intervals for each train station;
Collecting the train fault state information and the line fault state information for each of the inspection periods;
Dividing the train fault state information and the line fault state information into an uplink or a downlink;
Determining whether the vehicle is in a dangerous state based on the train fault state information or the line fault state information for each of the inspection periods; And
Outputting the train fault state information, the line fault state information, and the danger state status for each of the inspection periods,
The check interval includes a first check interval for identifying train failures and a second check interval for line fault detection for each train station,
The number of the second check intervals is larger than the number of the first check intervals,
The step of determining whether or not the dangerous state is present includes:
When the train failure state information or the line fault state information is greater than or equal to a preset threshold value,
And a threshold value associated with the line fault status information is lower than a threshold value associated with the train failure status information.
How to identify the status of train failures and line defects. delete The method according to claim 1,
Wherein the setting of the check interval comprises:
Wherein a check interval is set based on any one of a number of trains that can stop at the train station, a line length of the train station, and a line length from the train station to a neighboring train station. The method of claim 3,
The train failure status information includes a failure type of a train and the number of failures by the failure type,
Wherein the line defect status information includes at least one of a defect type and a defect area of the defect type or the number of defects. 5. The method of claim 4,
Wherein the fault type includes a critical fault, a supplementary critical fault, and other fault and event records. 5. The method of claim 4,
Wherein the fault type includes rail defects, sleeping defects, fastener defects, and gravel insufficient points. 5. The method of claim 4,
The step of determining whether or not the dangerous state is present includes:
And determining that the inspection interval is in a dangerous state when the number of the fault occurrences is equal to or greater than a preset threshold value or if the fault type is any of preset fault types. 5. The method of claim 4,
The step of determining whether or not the dangerous state is present includes:
And determining that the inspection interval is in a dangerous state when the number of the defects is equal to or greater than a preset threshold value or if the defect type is one of preset fault types. 9. The method of claim 8,
Wherein the outputting step comprises:
A method for determining the status of train failures and line faults, wherein the output is varied according to the degree of risk of the risk condition.

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