EP3059345B1 - Foreign matter removal system for track branch parts - Google Patents

Foreign matter removal system for track branch parts Download PDF

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Publication number
EP3059345B1
EP3059345B1 EP14850879.9A EP14850879A EP3059345B1 EP 3059345 B1 EP3059345 B1 EP 3059345B1 EP 14850879 A EP14850879 A EP 14850879A EP 3059345 B1 EP3059345 B1 EP 3059345B1
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EP
European Patent Office
Prior art keywords
foreign matter
matter removal
train
track branch
snow
Prior art date
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Application number
EP14850879.9A
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German (de)
English (en)
French (fr)
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EP3059345A1 (en
EP3059345A4 (en
Inventor
Masafumi Sato
Shogo KIGAMI
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nabtesco Corp
Original Assignee
Nabtesco Corp
East Japan Railway Co
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Publication of EP3059345A1 publication Critical patent/EP3059345A1/en
Publication of EP3059345A4 publication Critical patent/EP3059345A4/en
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L5/00—Local operating mechanisms for points or track-mounted scotch-blocks; Visible or audible signals; Local operating mechanisms for visible or audible signals
    • B61L5/02—Mechanical devices for operating points or scotch-blocks, e.g. local manual control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/53—Trackside diagnosis or maintenance, e.g. software upgrades for trackside elements or systems, e.g. trackside supervision of trackside control system conditions
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/20—Safety means for switches, e.g. switch point protectors, auxiliary or guiding rail members
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B7/00—Switches; Crossings
    • E01B7/24—Heating of switches

Definitions

  • the present invention relates to a foreign matter removal system for track branch parts.
  • snow or ice may be held between a base rail and a tongue rail of a track branch part as a result of snow and ice accreted to a car falling thereonto due to vibration when the car passes the track branch part, or as a result of snow depositing thereon, thus causing a problem that non-shifting of the tongue rail occurs. For that reason, various foreign matter removal devices for track branch part have been developed.
  • Patent Literature 1 JP 2005-344355 A discloses a foreign matter removal device for a track branch part, which removes a foreign matter present between a base rail and a tongue rail at the time of retry operation which is performed when a point switching failure occurs.
  • Patent Literature 2 JP 2013-049972 A discloses electric snow blower remote control system for branching device, which has characteristics of high control capability, low cost installation, and optimum control of the electric snow melting machine according to the weather and the season.
  • Patent Literature 3 JP 2001-131935 A discloses a foreign matter removal device for a track branch part which can reduce the number of components while effectively preventing non-conversion at each track branch section, in case there are a plurality of track branch sections.
  • a compressed air source device is shared for two foreign matter removal devices located on the same side in the direction along the main line.
  • the foreign matter removal device for a track branch part according to Patent Literature 1 is a foreign matter removal device for a track branch part, which removes a foreign matter fallen between a base rail and a tongue rail of a track branch part by injecting compressed air into between the base rail and the tongue rail.
  • the aforementioned device injects compressed air while the tongue rail is returning to a normal position or after it has been moved to the normal position in retry operation of a track branch part in which the tongue rail is reversed to return to the normal position and then is switched to a shifted position again upon occurrence of a point switching failure when the position of the tongue rail is switched from the normal position to the shifted position.
  • the foreign matter removal device for a track branch part according to Patent Literature 1 can remove foreign matters present between the basic rail and the tongue rail at the time of retry operation which is performed when point switching failure occurs. Since injection is performed only when a point switching failure is likely to happen, such a control scheme is desirable in the aspect of energy saving. On the other hand, in the above described control scheme, since point switching failure will occur at least once, the total time for point switching will increase. Therefore, in the aspect of foreign matter removal performance, a control scheme in which injection is performed every time the track branch part is switched is more desirable.
  • the branch electric snow blower remote control system described in Patent Literature 2 ( JP 2013-049972 A ) turns on and off electric snow melting machines according to weather information, snowfall information, and, the periods and the rail temperature. Such a control method is desirable in the aspect of melting the snow of the branching device reliably.
  • the control panel of the foreign matter removal device instructs to inject compressed air, based on the information of the sensor connected to its own control panel. So, it is not possible to save energy on the entire line where the foreign matter removal device is installed, because the information from the sensors at other stations is not reflected in the operation of the foreign matter removal device, and the operation mode is not switched based on the operation state of a train.
  • the operation modes of the foreign matter removal devices can be switched individually or in unison, it is possible to select an optimum operation mode according to the operation state of a train. As a result of that, it is possible to promote energy saving for the entire rail line in which the foreign matter removal devices are disposed without deteriorating foreign matter removal performance. In particular, such effect is maximized by individually switching the operation mode in accordance with the location where the foreign matter removal device is installed.
  • the snow accreted to the train reflects a snowfall state or a snow cover state of a travelled rail line. For that reason, by reflecting the concerned state as information to the control operation of the foreign matter removal device of the travelled rail line, it is made possible to optimally operate the concerned foreign matter removal device.
  • the plurality of foreign matter removal devices are switchable among a retry injection operation mode, a preventive injection operation mode, a pre-shifting injection operation mode, an intermittent injection operation mode, or any combination of the each operation mode.
  • the retry injection operation mode is a control mode in which compressed air is injected prior to a shifting operation when performing the shifting operation again after shifting failure occurs
  • the preventive injection operation mode is a control mode in which compressed air is injected every time detecting a passage of train regardless of the shifting operation
  • the pre-shifting injection operation mode is a control mode in which compressed air is injected prior to the shifting operation
  • the intermittent injection operation mode is a control mode in which compressed air is injected at a predetermined time interval regardless of the shifting operation.
  • a nozzle for a foreign matter removal device for a track branch part is applied to a track for a railway car.
  • the nozzle for the foreign matter removal device for a track branch part can be utilized not only for the track for a railway vehicle, but also in other tracks such as conventional lines.
  • Figure 1 is a schematic diagram showing an example of a foreign matter removal system 100 relating to the present embodiment.
  • the foreign matter removal system 100 shown in Figure 1 shows a case in which the foreign matter removal system 100 is applied to rail lines of a first railway car and a second railway car.
  • the foreign matter removal system 100 includes an integrated control center 200.
  • the integrated control center 200 includes a branching device integration mechanism 210, a snow melting facility integration mechanism 220, and other integration mechanisms 230. Moreover, the integrated control center 200 is connected with a weather forecasting 500 so that weather information is provided to the integrated control center 200.
  • LC A-station local control center
  • B-station LC 410 B-station LC 410
  • C-station LC 420 C-station LC 420
  • AA-station LC 300 AA-station LC 300
  • D-station LC 430 E-station LC 440
  • F-station LC 450 F-station LC 450
  • various stations are respectively provided with a G-station LC 610, an H-station LC 620, an I-station LC 630, a J-station LC 640, and a K-station LC 650.
  • the AA-station LC 300 will be described as an example.
  • the AA-station LC 300 is connected with a plurality of foreign matter removal devices 310, various sensors 360, and an information terminal 370. Further, it is also connected with a gas heater 320, an electric heater 330, a hot-air snow melting apparatus 340, and a geothermal heater 350, which each are a snow melting apparatus.
  • the various sensors 360 include a snowfall sensor by use of a photoelectric sensor, a train passage detection sensor by use of an ultrasonic sensor, an image sensor made up of an image pickup device, an infrared sensor, and any other sensors.
  • the LC of each station is provided with various apparatuses as in the AA-station LC.
  • Figure 2 is a schematic diagram for explaining a configuration of the foreign matter removal device 310.
  • the foreign matter removal device 310 includes a control device 311, a compressor 312, an air tank 313, an electromagnetic valve 314, an injection nozzle 315, and a buzzer 317.
  • the control device 311 of the foreign matter removal device 310 communicates with the AA-station LC 300.
  • control device 311 provides a control command to the compressor 312, and the compressor 312 accumulates compressed air in the air tank 313. Further, the control device 311 provides a control command to the electromagnetic valve 314. The electromagnetic valve 314 opens/closes based on the control command so that compressed air is injected from the injection nozzle 315.
  • control device 311 provides a control command to the buzzer 317. As a result of that, the buzzer sounds.
  • examples of the operation mode of the foreign matter removal device 310 relating to the present invention include the following four major operation modes. Note that other than the four major operation modes, a forced injection in which injection is manually performed by an operator at a remote site, and the like can be named.
  • the first of the four operation modes is a retry injection mode in which compressed air is automatically injected prior to shifting operation when shifting operation is performed again upon occurrence of shifting failure of the point. This mode is performed any number of times until the shifting operation is completed.
  • the second is a pre-shifting injection mode in which compressed air is injected immediately before the point is shifted.
  • the third is a preventive injection mode in which compressed air is injected automatically in a preventive manner after passage of the train, for example, after 10 seconds from the passage, in preparation for the passage of a train coming next.
  • the fourth is an intermittent injection mode in which compressed air is automatically injected at a predetermined time interval, for example, at one hour interval.
  • a control rank is set individually for the combinations of these operation modes.
  • the control rank will be described, and thereafter, each operation mode will be described.
  • Figure 3 is an explanatory diagram for explaining the control rank.
  • rank 1 of the control rank indicates the retry injection mode alone; rank 2 of the control rank indicates a combination of the retry injection mode and the pre-shifting injection mode; rank 3 of the control rank indicates a combination of the retry injection mode, the pre-shifting injection mode, and the preventive injection mode; and rank 4 of the control rank indicates a combination of the retry injection mode, the pre-shifting injection mode, the preventive injection mode, and the intermittent injection mode.
  • consumption energy is set to be low in rank 1, and consumption energy is set to be higher as approaching to rank 4.
  • Figure 4 is a flowchart of a retry injection mode.
  • step S31 it is determined whether or not non-shifting has occurred when the tongue rail has moved with respect to the base rail, and the tongue rail is not normally driven when 8 seconds have passed from the start of the movement.
  • step S31 when it is determined that non-shifting has not occurred (No in step S31), since shifting has been reliably performed, the retry injection mode will not be performed and the processing will be ended.
  • step S31 when it is determined that non-shifting has occurred (Yes in step S31), the retry injection mode is performed, and it is determined whether or not the residual quantity of the air tank 313 is not less than predetermined (step S32). For example, it is determined whether or not the residual quantity of the air tank 313 is not less than 0.78 MPa.
  • step S33 detection of the retry operation of the point is performed (step S33).
  • the foreign matter removal device 310 stands by until the retry operation is detected.
  • step S34 when the retry operation is detected (Yes in step S34), performance of injection is announced by the buzzer 317 (step S34).
  • step S35 the electromagnetic valve 314 is opened. Then, it is determined whether or not 2.5 seconds have passed after the electromagnetic valve 314 is opened (step S36). When it is determined that 2.5 seconds have not passed (No in step S36), the electromagnetic valve 314 is opened to inject compressed air.
  • step S36 when it is determined that 2.5 seconds have passed (Yes in step S36), the electromagnetic valve 314 is closed (step S37). After the electromagnetic valve 314 is closed, the process returns to the processing of step S31.
  • FIG. 5 is a flowchart of a pre-shifting injection mode.
  • step S41 it is determined whether or not a point shifting command is present.
  • step S41 it is determined whether or not a point shifting command is present.
  • step S42 it is determined whether or not the residual quantity of the air tank 313 is not less than predetermined. For example, it is determined if the residual quantity of the air tank 313 is not less than 0.78 MPa.
  • step S42 When the residual quantity of the air tank 313 is not less than predetermined (Yes in step S42), performance of injection is announced by the buzzer 317 (step S43).
  • step S44 the electromagnetic valve 314 is opened (step S44). Then, it is determined whether or not 2.5 seconds have passed after the electromagnetic valve 314 is opened (step S45). When it is determined that 2.5 seconds have not passed (No in step S45), the electromagnetic valve 314 is opened to inject compressed air.
  • step S45 when it is determined that 2.5 seconds have passed (Yes in step S45), the electromagnetic valve 314 is closed (step S46).
  • FIG. 6 is a flowchart of a preventive injection mode.
  • step S51 it is determined whether or not a train passage detection sensor included in various sensors 360 has been turned on.
  • step S51 it is determined whether or not a train passage detection sensor included in various sensors 360 has been turned on.
  • step S51 when it is determined that the train passage detection sensor has been turned on (Yes in step S51), it is determined whether or not the residual quantity of the air tank 313 is not less than predetermined (step S52). For example, it is determined if the residual quantity of the air tank 313 is not less than 0.78 MPa.
  • step S52 When the residual quantity of the air tank 313 is not less than predetermined (Yes in step S52), performance of injection is announced by the buzzer 317 (step S53).
  • step S54 the electromagnetic valve 314 is opened. Then, it is determined whether or not 2.5 seconds have passed after the electromagnetic valve 314 is opened (step S55). When it is determined that 2.5 seconds have not passed (No in step S55), the electromagnetic valve 314 is opened to inject compressed air.
  • step S55 when it is determined that 2.5 seconds have passed (Yes in step S55), the electromagnetic valve 314 is closed (step S56).
  • FIG. 7 is a flowchart of an intermittent injection mode.
  • step S61 it is determined whether or not a predetermined time period has passed from the previous injection.
  • step S62 it is determined whether or not the residual quantity of the air tank 313 is not less than predetermined. For example, it is determined if the residual quantity of the air tank 313 is not less than 0.78 MPa.
  • step S62 When the residual quantity of the air tank 313 is not less than predetermined (Yes in step S62), performance of injection is announced by the buzzer 317 (step S63).
  • step S64 the electromagnetic valve 314 is opened (step S64). Then, it is determined whether or not 2.5 seconds have passed after the electromagnetic valve 314 is opened (step S65). When it is determined that 2.5 seconds have not passed (No in step S65), the electromagnetic valve 314 is opened to inject compressed air.
  • step S65 when it is determined that 2.5 seconds have passed (Yes in step S65), the electromagnetic valve 314 is closed (step S66).
  • Figure 8 is a flowchart showing an example of the operation of the AA-station LC 300.
  • the AA-station LC 300 sets an initial value of the control rank (step S1).
  • the retry injection mode is set as the initial value.
  • the weather information includes, other than the information announced from the Meteorological agency, information from sensors such as a snowfall meter provided in a location where the foreign matter removal device 310 is installed. Note that the weather information may be determined by a time series.
  • a combination of the retry injection mode, the pre-shifting injection mode, the preventive injection mode, and the intermittent injection mode is set as the initial value from a predetermined period of time before the first train, and after a predetermined period of time has passed, the setting is switched to that of the retry injection mode alone.
  • step S2 it is determined whether or not the snow accretion state of the lower part of train is not less than a predetermined quantity.
  • the predetermined quantity means the quantity of snow accretion which has accreted in a predetermined range in which the concerned train has passed from a station etc. where snow accretion is confirmed, to a track branch part which is the control target.
  • the concerned predetermined range indicates, for example, a range of at least 3 stations backward.
  • step S2 when it is determined that the snow accretion state of the lower part of train corresponds to a predetermined quantity (the predetermined quantity in step S2), the control rank in an area is maintained at a predetermined stage (step S3).
  • the area refers to a same station yard or the vicinity of the station.
  • control rank may be changed by one rank, or changed by two or more ranks, for a single control.
  • the changing width of rank can be appropriately decided based on an information source, for example, information from a station staff and information of the kind of the sensor and the layout of the sensor, or the location of the station to which the system which is supposed to be the information source belongs.
  • the changing width of rank may be appropriately weighted based on such as difference between a place in the same station yard and a remote place such as another prefecture.
  • the predetermined quantity may be any quantity within a predetermined range having an upper limit and a lower limit.
  • step S2 when it is determined that the snow accretion state of the lower part of train corresponds to less than the predetermined quantity (less than the predetermined quantity in step S2), the control rank in the area is reduced down to the predetermined stage (step S4).
  • step S2 when it is determined that the snow accretion state of the lower part of train corresponds to more than the predetermined quantity (exceeding the predetermined quantity in step S2), the control rank in the area is raised up to the predetermined stage (step S5).
  • step S6 it is determined whether or not the working state of the snow melting apparatus corresponds to not less than a predetermined value.
  • the snow melting apparatus includes a gas heater 320, an electric heater 330, a hot-air snow melting apparatus 340, a geothermal heater 350, and the like.
  • the working state includes the number of operations or the working time of various apparatuses.
  • the predetermined value may be any value within a predetermined range having an upper limit and a lower limit.
  • step S6 when it is determined that the working state of the snow melting apparatus corresponds to a predetermined value (normal in step S6), the control rank of the foreign matter removal device 310 in one station is maintained at a predetermined stage (step S7).
  • step S6 when it is determined that the working state of the snow melting apparatus corresponds to less than a predetermined value (less than the predetermined quantity in step S6), the control rank of the foreign matter removal device 310 in one station is reduced down to a predetermined stage (step S8).
  • step S6 when it is determined that the working state of the snow melting apparatus corresponds to more than a predetermined value (more than the predetermined quantity in step S6), the control rank of the foreign matter removal device 310 in one station is raised up to a predetermined stage (step S9).
  • the various sensors 360 may be determined whether or not the various sensors 360 exhibit not less than a predetermined value, and the control rank of the foreign matter removal device 310 may be changed as with the judgment flow of the working state of the snow melting apparatus.
  • step S10 it is determined whether or not it is within a time period from after the last train to before the first train.
  • step S10 When it is determined that it is out of the time period from after the last train to before the first train (No in step S10), the control rank of the foreign matter removal device 310 whose control rank has been determined to be changed is changed, and the control rank of the foreign matter removal device 310 whose control rank has been determined to be maintained is maintained. Then, the process returns to step S2, and repeats the processing.
  • step S10 when it is determined that it is within the time period from after the last train to before the first train (Yes in step S10), the control of the foreign matter removal device 310 is stopped (step S12). Thereafter, the process returns to step S1, and repeats the processing.
  • Figure 9 is a flowchart of visual confirmation by a station staff, etc.
  • step S71 the snow accretion state of the lower part of train is visually confirmed by a station staff, etc. in the concerned station.
  • the station staff determines whether or not the snow accretion state of the lower part of train corresponds to not less than a reference quantity (step S72).
  • the station staff inputs information through a smartphone or a tablet terminal which corresponds to the information terminal 370 (step S73). Then, the information is transmitted to the AA-station LC 300 or the integrated control center 200 (step S74).
  • FIG. 10 is a flowchart to explain an example of recognition of the snow accretion state by the concerned image sensor.
  • step S81 an image of the snow accretion state of the lower part of train is picked up by the concerned image sensor at a stopping station, a terminal station, or a passing station (step S81).
  • step S82 it is determined whether or not the snow accretion state of the lower part of train corresponds to not less than a reference quantity (step S82).
  • This determination is made such as based on the fact that a white portion is predominant in the color of the image pickup data picked up by the concerned image sensor.
  • an image sensor targeted for a visible light range is to be used, this is not limiting, and it may be an image sensor targeted for an infrared light range.
  • the snow accretion state may be judged not by color, but by grasping the snow accretion state as a shape change.
  • step S82 it is determined whether or not the snow accretion state of the lower part of train corresponds to not less than a reference quantity.
  • step S83 information is transmitted to the AA-station LC 300 or the integrated control center 200 (step S83).
  • Figure 11 is a flowchart showing an example of changing of the control rank of the foreign matter removal device 310.
  • step S21 it is determined whether or not there is instruction for changing control rank (step S21).
  • step S22 it is determined whether or not there is instruction for stopping control (step S22).
  • step S25 it is determined whether or not there is instruction for changing control rank (Yes in step S21).
  • step S22 when it is determined that there is instruction for stopping control (Yes in step S22), the control is stopped (step S23).
  • step S24 it is determined whether or not there is instruction for changing control rank (step S24).
  • the control rank is changed (step S25).
  • step S24 When it is determined that there is no instruction for changing control rank (No in step S24), the process returns to step S23 and repeats the processing.
  • step S26 when it is determined that there is no instruction for changing control rank (No in step S21), it is determined whether or not communication is disabled (step S26). When it is determined that communication is disabled (Yes in step S26), the control rank is set to the highest (step S27), and the process moves to the processing of step S28.
  • step S26 when it is determined that communication is not disabled (No in step S26), the process moves to the processing of step S28.
  • step S25 When the control rank is changed (step S25), and after the processing of steps S26 and S27, foreign matter removal operation is performed according to the control rank (step S28).
  • Figure 12 is a schematic diagram showing another example of the foreign matter removal system 100 of Figure 1 .
  • a foreign matter removal system 100a may be directly controlled from an integrated control center 200a for the entire rail line, not from an LC of each station.
  • the operation mode of the foreign matter removal device 310 can be switched between a plurality of control ranks, it is possible to select optimal one or more operation modes according to the operating state of a train. As a result of that, it is possible to promote energy saving for the entire rail line in which the foreign matter removal device 310 is disposed, without deteriorating the foreign matter removal performance.
  • the snow accreted to a train reflects the snowfall state or snow cover state of a travelled rail line
  • the AA-station LC 300 it is possible to change the operation mode of the foreign matter removal device 310 of the AA-station LC 300 in accordance with the control rank and operation mode information of the snow melting apparatus such as a gas heater 320, an electric heater 330, a hot-air snow melting apparatus 340, and a geothermal heater 350, and the foreign matter removal device 310 of the LC of another station. Further, as a result of that, it is possible to promote energy saving for the entire rail line.
  • the snow melting apparatus such as a gas heater 320, an electric heater 330, a hot-air snow melting apparatus 340, and a geothermal heater 350
  • the foreign matter removal device 310 for track branch part itself automatically selects an operation mode of a high removal performance even when communication with the AA-station LC 300 or/and the integrated control center 200a is disabled, it can ensure a foreign matter removal performance.
  • the retry injection operation mode, the preventive injection operation mode, the pre-shifting injection operation mode, and the intermittent injection operation mode correspond to a plurality of operation modes;
  • the foreign matter removal device 310 for track branch part corresponds to a plurality of foreign matter removal devices for track branch part;
  • the AA-station LC 300 or the integrated control center 200, 200a corresponds to the control center;
  • the foreign matter removal system 100, 100a for track branch parts corresponds to the foreign matter removal system 100 for track branch parts;
  • the information terminal 370 corresponds to the communication terminal device;
  • the image sensor included in the various sensors 360 corresponds to the image pickup device;
  • the gas heater 320, the electric heater 330, the hot-air snow melting apparatus 340, and the geothermal heater 350 correspond to the snow melting apparatus.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Cleaning Of Streets, Tracks, Or Beaches (AREA)
EP14850879.9A 2013-10-03 2014-10-03 Foreign matter removal system for track branch parts Active EP3059345B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2013208336 2013-10-03
PCT/JP2014/005057 WO2015049879A1 (ja) 2013-10-03 2014-10-03 軌道分岐部の異物除去システムおよび軌道分岐部の異物除去装置

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EP3059345A1 EP3059345A1 (en) 2016-08-24
EP3059345A4 EP3059345A4 (en) 2017-09-27
EP3059345B1 true EP3059345B1 (en) 2022-07-13

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JP6740123B2 (ja) 2016-12-28 2020-08-12 東日本旅客鉄道株式会社 異物除去装置の監視システム、異物除去システムおよび異物除去装置の監視方法
JP2019173326A (ja) * 2018-03-27 2019-10-10 ナブテスコ株式会社 除雪装置
JP7194505B2 (ja) * 2018-03-27 2022-12-22 ナブテスコ株式会社 除雪システム
JP7333238B2 (ja) * 2019-09-27 2023-08-24 ナブテスコ株式会社 噴射装置
CN111560911B (zh) * 2020-06-08 2021-11-30 中车青岛四方机车车辆股份有限公司 一种踏面清扫装置的控制方法、装置及列车

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JP5797498B2 (ja) * 2011-08-31 2015-10-21 北海道旅客鉄道株式会社 分岐器電気融雪器遠隔制御システムおよび分岐器電気融雪器遠隔制御方法

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WO2013038657A1 (ja) * 2011-09-16 2013-03-21 東日本旅客鉄道株式会社 軌道分岐部の異物除去装置

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