JP2003329431A - Contact wire abrasion state analyzer - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a contact wire abrasion state analyzer capable of guessing the cause of abrasion on the basis of the abrasion data of the contact wire, and obtaining the analyzed data of the abrasion state to easily cope with the generation of the abrasion of the contact wire. <P>SOLUTION: This contact wire abrasion state analyzer has a plurality of past measured data obtained by measuring the abrasion amount of the contact wire measured at predetermined intervals and the acceleration of a pantograph with measurement positions along a railway line, the railway line is divided into a plurality of sections on the basis of the measured data, the abrasion amount of the section having at least the abrasion amount of the contact wire of more than a management abrasion value which may cause a problem in the management of the railway line is extracted from the plurality of measured data, and the data obtained by relating the distributing characteristic of the extracted abrasion amount with the acceleration on the abrasion amount with respect to the measuring position is outputted on the plurality of measured data. <P>COPYRIGHT: (C)2004,JPO

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a trolley wire wear state analysis device, and more particularly, to a wear state analysis data in which the cause of wear can be inferred from trolley wire wear data and the occurrence of trolley wire wear can be easily dealt with. The present invention relates to a trolley wire wear state analysis device capable of obtaining

[0002]

2. Description of the Related Art In a vehicle such as a train on a train track, a pantograph slides in contact with a trolley wire and receives electric power from this to run. A sliding plate is attached to the upper part of the pantograph, and the trolley wire comes into contact with it. This sliding plate is usually formed of a copper wire that is softer than the trolley wire. The vehicle obtains the required electric power from the trolley wire via this sliding plate. The lower surface (sliding surface or sliding surface) of the trolley wire and the pantograph upper surface (sliding plate) gradually wear due to mutual sliding contact. The trolley wire is alternately deviated in the left-right direction for each supporting electric pole (hereinafter, electric pole) so that the wear on the pantograph side is not concentrated on a part. The wear amount and deviation amount of the trolley wire are regularly measured by mounting a measuring device on the inspection vehicle etc., and the data is recorded together with the distance from the reference position (and also the pole number) and the location of each. Wear is measured along with the location.

Data containing the trolley wire wear amount measured by a measurement vehicle (hereinafter referred to as measurement data) is processed by a computer and once recorded in a recording device such as an optical disk, VTR, hard disk, etc. The measured data and the measured waveform recorded in the system are displayed on the CRT display, and the data such as overhead lines are recorded on the VTR, and the state of the site is confirmed by displaying the data, and the abnormal parts and the points requiring special attention are displayed. The railway is maintained after picking it up and confirming the actual track condition and trolley wire condition through on-site work. On the other hand, the above-mentioned inspection data is usually arranged with the date and time when it was measured as an inspection section map along the kilometer based on the measurement start point,
Or the inspection data is graphed and organized,
The minimum unit is a unit of 5 cm, and various inspection data can be searched and displayed by computer processing.

[0004]

Conventionally, the total wear data of the inspection data is displayed as the wear status of the trolley wire by computer processing, but the content that can be analyzed from this wear data is the center of the trolley wire. To the sliding surface (= wear amount), the change in the minimum value of the so-called residual diameter, the change in the average value, etc. Also, graphs such as the maximum wear value and the wear rate showing the occurrence of wear between utility poles. It is also possible to display. However, the analysis data of the change of the minimum value of the residual diameter and the change of the average value of the former cannot grasp the cause of wear at present, and from the graph of the maximum wear of the latter, the wear rate, etc. It is not possible to analyze which position is under load. Therefore, when picking up an abnormal point or a point requiring attention, the number of points must be increased, and it is impossible to grasp the sufficient cause of the load.
There is a problem that the work at the site is wasted or that sufficient measures cannot be taken. An object of the present invention is to solve the above-mentioned problems of the prior art, and the cause of wear can be estimated from the wear data of the trolley wire, and analysis data of the wear state that can easily cope with the occurrence of trolley wire wear can be obtained. The present invention is to provide a trolley wire wear state analyzing apparatus.

[0005]

The features of the trolley wire wear state analyzing apparatus of the present invention for achieving such an object are that the wear amount of the trolley wire measured at a predetermined interval and the acceleration of the pantograph are measured. Along with the measurement position, there are multiple pieces of past inspection data that were measured along the railway line, and the railway line was divided into multiple sections based on the inspection data, and at least the amount of wear on the trolley wire was a problem in line management. The wear amount in a certain section that is equal to or greater than the controlled wear value is extracted from each of the plurality of measurement data, and the distribution characteristic of the extracted wear amount with respect to the measurement position is related to the acceleration of the wear amount. The measurement data is output.

[0006]

As described above, according to the present invention, the wear amount equal to or greater than the control wear value, which is a problem in route management, is extracted from a plurality of past measurement data together with the acceleration of the pantograph, and these values are calculated. Since the distribution characteristics are output, it is possible to easily understand the distribution state of the wear occurrence points regarding the acceleration, the maximum wear control value, and the like for a plurality of past measurement data. Therefore, it can be seen that wear that is subject to management has been continuously concentrated in a certain place from the past. Since such a worn portion can be presumed to be a place where a load is applied to the trolley wire, it becomes possible to use it as data for identifying the cause of the occurrence. As a result, the cause of wear can be inferred from the wear data of the trolley wire based on the inspection data, and the location where the abnormal location or the sensitive location is picked up becomes more accurate,
Sufficient measures can be taken on site.

[0007]

1 is a block diagram of an embodiment to which the trolley wire wear state analyzing apparatus of the present invention is applied, FIG. 2 is an explanatory view of the wear data, and FIG. 3 is a trolley wire in a certain section. FIG. 4 is an explanatory diagram of the distribution characteristic of the pantograph acceleration versus the wear occurrence point, and FIG. 4 is a flowchart of the analysis process for obtaining the distribution characteristic of the pantograph acceleration versus the wear occurrence point. In FIG. 1, reference numeral 10 denotes a trolley wire wear state analyzing apparatus, which includes an MPU 1, an image memory 2, a memory 3, and a CR.
The T display 4, the keyboard 5, the mouse 6, and the external storage device 7 are interconnected via a bus 8. The CRT display 4, the keyboard 5, the mouse 6, and the external storage device 7 such as a hard disk (HDD) or an optical disk storage device are connected to the bus 8 via the interface 9. Further, here, the keyboard 5, the mouse 6, and the MPU1 to CRT display 4 to which the external storage device 7 is connected serve as the inspection data analysis processing device main body 11 for the trolley wire wear state analysis.

In the memory 3, a data extraction program 31 for the maximum wear control value, etc. vs. pantograph acceleration, and a distribution characteristic display program 3 for pantograph acceleration vs. wear occurrence points.
2 and the like are stored, and a parameter area 33, a work area 34, and the like are provided. Then, in the parameter area 33,
A control wear value P and a control acceleration value K are provided. The management wear value P can be updated by inputting it from the keyboard, and the management wear value P is a wear value that is a problem in line management as a wear amount of the trolley wire, and is a section of each line. It is a wear value that is managed according to. Note that the measured wear value is calculated from the image of the trolley wire taken at each measurement point every 5 cm, and usually, the contact surface is irradiated with laser light in a non-contact manner to measure the wear value. The width of the sliding surface of the trolley wire corresponding to the amount of wear is measured by collecting the image with a CCD camera and subjecting the obtained image to contour processing, and the distance E from the center of the trolley wire to the sliding surface is measured.
Is calculated as the residual diameter to obtain the wear amount. Therefore, the smaller the distance E, the greater the amount of wear.

Further, the maximum wear control value here is a maximum value detected between utility poles (a section from one utility pole to the next utility pole), and usually one is the maximum value. However, when the wear value is detected with a width in terms of the wear amount of the actual minute change and the measurement accuracy for measuring this, in other words, the wear value is detected with the measurement resolution having a predetermined allowable range. In this case, for example, when the wear value is measured with a resolution of 0.1 mm, a plurality of measured values having the maximum value are generated in a width of 0.1 mm. The plurality of maximum values are treated as maximum wear control values. In other words, the maximum value that includes the measurement error and falls within the predetermined allowable range is treated as the maximum wear control value. The same applies to the next largest wear control value. For example, when the maximum wear value between certain utility poles was 6.0 mm, and when it was obtained as a measured value in a rounded form,
The maximum wear value of 6.0 mm is 5.5 mm to 6.49.
A wear value up to mm is measured as a maximum wear value of 6.0 mm. It usually occurs in multiple places. In this case, the next large wear value is a wear value of 4.5 mm to 5.49 ... mm, which also occurs at a plurality of locations. Therefore, here, these are not regarded as the maximum wear value and the next largest wear value, but as the maximum wear management value and the next largest wear management value, respectively. Further, the external storage device 7 stores the measurement data files 11a to 1 including the past trolley wire wear amounts corresponding to the measurement dates and times.
1n is stored in each. In this inspection data, the wear amount corresponding to each measurement point and the acceleration value of the pantograph corresponding thereto are stored.

An acceleration sensor is mounted on the pantograph of the inspection vehicle, and at the same time when the wear amount is measured, the acceleration of the pantograph at that time is sampled as an impact value (hard point acceleration) received by the trolley wire. Therefore, the pantograph acceleration represents the impact value on the trolley wire of the pantograph between the electric poles. FIG. 2A shows a data format 12 of the inspection data file 11 (as a representative of the inspection data files 11a to 11n) stored in the external storage device 7. Next, telephone pole number column 12b, wear value column 12c, and acceleration value column 1
2d, trolley wire height column 12e, trolley wire deviation column 12
It is f. The measurement interval of each data is taken at a sampling interval of 5 cm. Therefore, 1
The distance between the data for one format and the data for the next one format is a traveling distance of 5 cm, which is sequentially stored at addresses Ao, A1 ... An for storing each data.

Here, the station number column is the number because the measurement data is collected by adding a number to each measuring station with reference to a specific station. The telephone pole number is the number that is sequentially added to the telephone pole from No. 1 on the basis of the position serving as the reference point or the station name. On the railroad track, utility poles are usually installed every 50 m, and reference points are set every 10 km. The measurement position of inspection data corresponds to each reference point set every 10 km. Then, the data is corrected and the inspection data is collected. So 5
The data every cm is 1000 data between the electric poles in calculation. The wear value is the wear value of the trolley wire measured by the inspection vehicle, the acceleration value is the acceleration of the pantograph (impact value received by the trolley wire), and the height is the height of the trolley wire, The deviation is the amount of deviation of the trolley wire.

A data extraction program 31 for the maximum wear control value, etc. vs. pantograph acceleration is executed by the MPU 1 by the function key input of the wear amount data analysis by the keyboard 5, and when this is executed, it corresponds to the condition of the selected date and time. The wear value exceeding the control wear value P by referring to the wear value column 12c of the data of the data format 12 shown in FIG. 2 (a), which is determined by the designated station name and telephone pole number of the inspection data file 11. Selectively extract the data with. Further, the maximum wear control value and the next largest wear control value that exceed the control wear value P between certain electric poles, and the acceleration values when the maximum wear management value and the next largest wear management value are measured are extracted, respectively. . Then, for each wear value, the distance (wear position) from the utility pole number and the storage position (data address) of the data to the utility pole starting point (start-side utility pole position) is calculated, and as shown in FIG. A data table 13a of the maximum wear control value and a data table 13b of the next largest wear control value are created and stored in the work area 34. Then, similar processing is performed on other designated inspection data in the past, and a large number of data tables 13a of maximum wear control values and data tables 13b of next largest wear control values between the same utility poles are generated. When the creation of such a data table is completed, the distribution characteristic display program 32 of the pantograph acceleration vs. wear occurrence location is called.

The distribution characteristic display program 32 of the pantograph acceleration vs. wear occurrence point, when this is executed by the MPU 1, is the data table 13a of the maximum wear control value and the data table 13b of the next large wear control value stored in the work area 34. Is sequentially read and the horizontal axis (distance from the starting point of the utility pole) and the vertical axis (acceleration value) are set based on each table data having an acceleration equal to or higher than the management acceleration K, and the distribution characteristics of the wear occurrence points in FIG. 3 are set. The graph data is generated, transferred to the image memory 2 and displayed on the screen of the CRT display 4.

FIG. 3 is a distribution characteristic graph of wear occurrence points showing the relationship between the maximum wear control value and the next largest wear control value of the trolley wire and the acceleration of the pantograph, where the vertical axis is the acceleration and the horizontal axis is the abscissa. Distance from telephone pole starting point (position on line)
Is. This is an overlay display of the past five times of inspection data every six months for the specified utility poles in the same inspection section (specified by station name). Note that the point marks indicated by ▲ and △ may be changed in color, corresponding to the respective inspection data having different dates. As can be understood from the distribution characteristic graph of the wear occurrence point, the correlation between the acceleration and the maximum wear control value and the next largest wear control value can be understood. The acceleration at this time corresponds to the strength of the shock received by the pantograph when the pantograph and the trolley wire collide or, conversely, the strength of the shock received by the trolley wire. From such a distribution characteristic graph, the wear points which have been continuously generated from the past due to the collision of the pantograph and the trolley wire become clear. Then, by displaying the acceleration, the maximum wear control value, and the like with respect to a plurality of past measurement data in the above relationship, it can be understood that wear that is to be managed is continuously concentrated at a certain location. This makes it possible to use it as a material for identifying the cause of this wear. For example, the location A in FIG. 3 corresponds to the branch point of the trolley wire, and the support relationship between the trolley wire and the structure for branching and supporting the trolley wire, the bending fitting, etc. is poor. The point B is a take-off point, and the support of the trolley wire at this point is poor.

FIG. 4 is a flow chart of the analysis process for obtaining the distribution characteristic graph of FIG. 3, in which the MPU 1 executes the data extraction program 31 of the maximum wear control value and the pantograph acceleration by the function key input of the wear amount data analysis. Then, as an initial setting, first, the data address A is set to A = 0, the telephone pole number N is set to an initial value (N = 1), and the route section to be analyzed is designated by the station name or the like (step 101). . Next, the inspection data to be analyzed is selected according to the date and time (step 102). Then, between the first utility poles, the wear value column 1 of the data format 12
2c, data having a wear value equal to or greater than the control wear value P is extracted (step 103). Next, the maximum wear value and the next largest wear value are referred to from the extracted wear value data, and the data having the maximum wear management value and the next largest wear management value are extracted (step 104). Then, the data table 13a of the maximum wear control value and the data table 13b of the next large wear control value are created (step 105), and the data table created in the work area 34 is stored in a predetermined area such as the external storage device 7. (Step 106). Next, it is determined whether or not to select other past measurement data between the same electric poles in the next same section (step 107). Here, if YES, the process returns to step 102, and the process returns from step 102 to step 106 to open a large number of data tables based on the past measurement data between corresponding utility poles corresponding to the designated route section. The data is stored in a predetermined area such as the storage device 7.

When the determination in step 107 is NO, the process proceeds to step 108, in which the distribution characteristic display program 32 for the pantograph acceleration vs. wear occurrence location is executed by the MPU 1 and the external storage device 7 or the like stored in step 106 is stored therein. The acceleration control value K
The above data is read from each data table (step 108), and the distribution characteristic graph of the wear occurrence points of FIG. 3 is displayed on the screen of the CRT display 4 (step 10).
9). Then, a loop for waiting for the end of the distribution characteristic graph display is entered (step 110), and when the display is ended by the input of a display predetermined function key, it is determined whether or not the next utility pole section is analyzed (step 111), YES And N = N +
The telephone pole number is updated as 1 (step 112). As a result, when the telephone pole number is updated, the next telephone pole section is selected as the data extracted in step 103.
The process returns from step 112 to step 102, and similar processing is performed. In this case, in step 107, the selection conditions of the previous measurement data are stored so that the plurality of initially selected measurement data with different dates and times are automatically selected without being selected again. deep. By doing so, the past inspection data is selected under the same conditions, and in step 109, the distribution characteristic graph of the wear occurrence points of FIG. 3 is displayed for the next electric pole section. N in step 111
When it becomes O, the processing here ends.

By the way, along with the distribution characteristic graph of FIG. 3, the structures on the line marked with ▲ and △ such as stations, garages, bridges, tunnels and railroad crossings are displayed. It is possible to simultaneously display the data of the gradient of the track, the data of the track bed of the track, the data of the roadbed, etc. In this case, the railroad structure data file and the like are stored in the external storage device 7 together with the inspection data.

As described above, in the embodiment, the distribution characteristic graph of the wear occurrence point is displayed for each utility pole section in relation to the acceleration and the wear, but the present invention analyzes such a utility pole section. It is not limited to the graph display by. In the embodiment, the distribution characteristic graph shows the relationship between the maximum wear control value and the next largest wear control value of the trolley wire and the acceleration of the predetermined value K or more in the pantograph corresponding to the section of the electric pole. It suffices that the unit of data corresponds to a predetermined section in which the inspection data can be divided, and the analysis result is not limited to the distribution characteristic graph form as shown in FIG. Further, it is not necessary to add an acceleration equal to or higher than the predetermined value K as an analysis condition. Further, in the embodiment, the extracted wear value is the maximum wear control value and the next largest wear management value, but in the present invention, the extracted wear value is limited to the maximum wear management value and the next largest wear management value. It is also possible to extract and display only those having a controlled wear value P or more, instead of those.

[0019]

As described above, according to the present invention, the wear amount equal to or higher than the control wear value, which is a problem in route management, is extracted from a plurality of past measurement data together with the acceleration of the pantograph, and these values are calculated. Since the distribution characteristics are output, it is possible to easily understand the distribution state of the wear occurrence points regarding the acceleration, the maximum wear control value, and the like for a plurality of past measurement data. Therefore, it can be seen that wear that is subject to management has been continuously concentrated in a certain place from the past. Since such a worn portion can be presumed to be a place where a load is applied to the trolley wire, it becomes possible to use it as data for identifying the cause of the occurrence. As a result, the cause of wear can be inferred from the wear data of the trolley wire based on the inspection data, and the location where the abnormal location or the sensitive location is picked up becomes more accurate,
Sufficient measures can be taken on site.

[Brief description of drawings]

FIG. 1 is a block diagram of an embodiment to which a trolley wire wear state analysis device of the present invention is applied.

FIG. 2 is an explanatory diagram of the wear data.

FIG. 3 is an explanatory diagram of distribution characteristics of pantograph acceleration vs. wear occurrence point for a trolley wire in a certain section.

FIG. 4 is a flowchart of an analysis process for obtaining the distribution characteristics of the pantograph acceleration vs. wear occurrence point of FIG.

[Explanation of symbols]

1 ... MPU, 2 ... Image memory, 3 ... Memory, 4 ... CRT
Display, 5 ... Keyboard, 6 ... Mouse, 7 ... External storage device, 8 ... Bus, 10 ... Trolley wire wear state analysis device, 11 ... Inspection data analysis processing device main body, 11a-11
n ... inspection data file, 12 ... data format,
31 ... Maximum wear control value etc. vs. pantograph acceleration data extraction program, 32 ... Pantograph acceleration vs. wear occurrence location distribution characteristic display program, 33 ... Parameter area, 34 ... Work area.

Continued front page    (72) Inventor Kazuo Okada             Hitachi Electronics, 3-16-3 Higashi, Shibuya-ku, Tokyo             Engineering Co., Ltd. (72) Inventor Echi Uchida             Hitachi Electronics, 3-16-3 Higashi, Shibuya-ku, Tokyo             Engineering Co., Ltd. F term (reference) 2F065 AA21 BB12 CC34 DD06 FF04                       FF23 FF67 GG04 JJ03 JJ26                       KK02 MM07 QQ21 QQ25 QQ28                       QQ31 RR05 RR09                 2F069 AA24 BB26 GG07 GG59 QQ05                       QQ10

Claims (4)

[Claims] 1. A plurality of past inspection data obtained by measuring the wear amount of a trolley wire measured at a predetermined interval and the acceleration of a pantograph along with the measurement position along a railway line, and the inspection data includes On the basis of dividing the railway line into a plurality of sections based on at least the wear amount of the trolley wire, the wear amount in a section having a management wear value equal to or greater than a problematic value in line management is extracted from each of the plurality of measurement data. The trolley wire wear state analyzing device is characterized in that the trolley wire wear state analyzing apparatus outputs data relating the distribution characteristic of the extracted wear amount with respect to the measurement position to the acceleration of the wear amount for a plurality of the inspection data. 2. The section is a section from a certain trolley wire supporting electric pole to a trolley wire supporting electric pole next to the trolley wire supporting electric pole, and a wear amount equal to or higher than the control wear value is a predetermined allowable value with respect to a maximum value of the wear amount. The trolley wire wear state analysis device according to claim 1, wherein the trolley wire wear state analysis device is a maximum wear control value obtained with a range. 3. The section is a section from a certain trolley wire supporting electric pole to a trolley wire supporting electric pole next to the trolley wire supporting electric pole, and a wear amount equal to or higher than the control wear value is a predetermined allowable value with respect to a maximum value of the wear amount. 2. The trolley wire wear state analyzing device according to claim 1, wherein the maximum wear control value obtained in a range and the next large wear control value obtained in a predetermined allowable range with respect to the wear value of the next magnitude. 4. The predetermined allowable range is determined by the measurement resolution of the wear amount, and the data showing the relationship between the acceleration and the wear amount is selected from the acceleration data having a predetermined value or more. The trolley wire wear state analysis device according to claim 3, wherein the output of the data is displayed as a distribution characteristic graph on the screen.