JP2014091424A - Travel distance correction system in consideration of application to railway vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve the problem that a plan in consideration of an actual traveling state of a vehicle is not formed, in formation of an inspection plan and a use plan of a railway vehicle.SOLUTION: An accumulated or planned travel distance is corrected in consideration of a fact that a consumption degree of a railway vehicle and an apparatus is different according to assigned application. To put it concretely, incremental kilometers obtained by expressing numerically the consumption degree in each application are calculated, and when each application is assigned to a railway vehicle, it is determined whether the railway vehicle can travel according the application or not. Hereby, the consumption degree of a railway vehicle and an apparatus can be predicted from not only the accumulated travel distance but also information on the application. Consequently, the railway vehicle and the apparatus can be prevented from being failed before inspection.

Description

The present invention relates to a technique related to calculation of a planned travel distance based on both plans or a cumulative travel distance after execution of a plan in preparation of an inspection plan and a use plan in a railway vehicle.

  Currently, railway vehicle inspection plans are created so as not to exceed the number of days between inspections or the cumulative mileage specified by the ministerial ordinance. When the inspection plan is determined, a use plan is created next. In the usage plan, a railway vehicle that actually operates is allocated to the operation so that the railway vehicle does not exceed both the number of days or the mileage between the aforementioned inspections. Here, “operation” represents a schedule that a certain railway vehicle travels in one day, and is a set of information such as a departure point, a departure time, an arrival point, an arrival time, a line section, and a stop station pattern. Conventionally, there is a technique for automatically creating an inspection plan within a range that does not exceed the number of days or the accumulated travel distance (Patent Document 1).

Japanese Patent Laid-Open No. 2001-347948

  In Patent Document 1, only the number of days or a simple cumulative mileage is used as a reference until the next inspection, and information on the operation to which the railway vehicle is assigned is not considered, so the situation where the railway vehicle actually travels is considered. It has not been. For example, even if the same mileage is used, the location and degree of damage are different between a railway vehicle traveling in an urban area and a railway vehicle traveling in a mountainous area. Specifically, in urban areas, there are no tunnels, etc., and it is easy to drive because it has good visibility, and because it is flat and has few curves, it is less constrained to rail cars. On the other hand, in mountainous areas, there are curves and tunnels, so it is difficult to drive due to poor visibility, and the level difference is large, so the degree of wear on railway vehicles is large. In this way, the consumption of the railway vehicle and equipment greatly varies depending on the situation in which the railway vehicle travels.

  The situation in which such a railway vehicle travels is not considered in Patent Document 1.

  Automatic creation of inspection plan, extraction of railway vehicles that may cause inspection interruption, and automatic setting of inspection execution date. Each uses the number of days and the distance traveled as criteria for judgment. The number of days is calculated by adding the inspection cycle date from the final inspection date and calculating the day when the inspection is cut off. As the travel distance, an average travel distance per day is calculated, and a day when an inspection break occurs is calculated using the inspection cycle distance and the average travel distance.

  In addition, an incremental kilometer of the amount of wear for each operation (considering the amount of wear predicted by the railway vehicle traveling for the actual mileage of the route when traveling a certain operation, Calculate the assumed distance to add, the unit is kilometers).

  Furthermore, when assigning the operation of the railway vehicle, the predicted travel distance obtained by adding incremental kilometers to the actual travel distance of the operation is compared with the distance that the railway vehicle can travel before the next inspection. As a result of the comparison, if the predicted travel distance exceeds the travelable distance, information is displayed to the user to prompt the user to change the use plan or the inspection plan.

  According to the present invention, by calculating an incremental kilometer obtained by quantifying the degree of wear for each operation, and determining whether the railway vehicle can run the operation when assigning the operation of the railway vehicle, In addition, it is possible to predict the degree of wear of the railway vehicle and equipment in consideration of the situation where the railway vehicle actually travels. Thereby, it can prevent that a rail vehicle or an apparatus breaks down before a test | inspection.

It is a block diagram of a mileage correction system. This is change information for inspection plans and usage plans. It is a flowchart which calculates an increment kilo from the track record of a measured value. Operational information. Line area information. This is travel difficulty level information. It is operation plan information. It is a flowchart which determines whether a railroad vehicle can drive | work with respect to the allocation after correction. This is inspection plan information. It is usage plan information. Railway vehicle information. It is a flowchart which calculates an increment kilo from measurement data. Measurement result information. It is multiplication rate information. It is usage record information.

<Structure of the invention>
FIG. 1 shows a configuration of a travel distance correction system in the present embodiment. The travel distance correction system includes an input / output device 1, a network 4, and a processing device 5. Each device is executed by a processing device such as a CPU in accordance with a program realized by a so-called computer and stored in a recording medium. The specific operation of the process will be described with reference to FIGS. Here, the input / output device 1 and the processing device 5 can each be composed of a plurality of units.

The input / output device 1 includes an input unit 2 and an output unit 3. The output unit 3 outputs information to the user of the input / output device such as screen display and audio output. The input / output device 1 is assumed to be used by an operator who is involved in a railway vehicle use plan and inspection plan. The network 4 enables communication between the input / output device 1 and the processing device 5. Note that the connection form is not limited as long as data handled by the travel distance correction system of this embodiment can be transmitted and received. The processing device 5 includes an input / output unit 6, a processing unit 7, and a storage unit 8. The processing unit 7 includes a predicted travel distance calculating unit, a warning presence / absence determining unit, and an incremental kilometer calculating unit. The storage unit 8 includes an operation information database, an inspection information database, and a vehicle information database. The operation information database stores operation information, line section information, travel difficulty information, operation plan information, use plan information, multiplication rate information, and use record information. Inspection plan information and measurement performance information are stored in the inspection information database. Vehicle information is stored in the vehicle information database.
<Outline of processing>
In the present invention, since the increment kilo is held for each operation, different processing is performed depending on whether the increment kilo is set in advance or not. Therefore, assuming that the operation is newly created, a process for setting an incremental kilometer for the new operation (FIG. 3), a process for determining whether the railway vehicle can travel using the incremental kilometer (FIG. 4), an inspection A process (FIG. 5) for updating the existing incremental kilometer after the measurement data of the railway vehicle or equipment is determined by the above will be described.

<Operation of calculation of incremental kilometers (Figure 3) for operations with no running record>
With reference to the flowchart of FIG. 3 and the data configuration diagrams of FIGS. 4A to 4D, the flow of processing for setting an incremental kilometer for the operation number 101 of the operation information will be described.

  In step S101, the travel difficulty level of the AAA line which is the line number of the operation number 101 is calculated. Specifically, the line section information (FIG. 4B) and the travel difficulty level information (FIG. 4C) are matched, and the numerical values of the height difference, curve, and tunnel of the line section information (FIG. 4B). ) Is obtained from the travel difficulty level information (FIG. 4C) corresponding to), and the travel difficulty level of the line section information (FIG. 4B) is calculated from the following equation (1).

<Formula (1)>
Height difference + curve multiplication rate + tunnel multiplication rate = difficulty of travel (Formula (1))
Here, when the actual value is entered, the following is obtained: “1 + 2 + 1 = 4”. The value calculated by the above equation (1) (“4” in the above specific example) is stored in the travel difficulty level of the AAA line in the line information (FIG. 4B).

  In step S102, the multiplication rate of the corresponding stop station pattern is acquired from the stop station pattern of the operation information (FIG. 4 (a)) and the stop station pattern of the operation plan information (FIG. 4 (d)). Specifically, 1% which is a rapid multiplication rate which is a stop station pattern of the operation number 101 of the operation information (FIG. 4A) is acquired.

  In step S103, the multiplication rate of the travel difficulty of the line section information (FIG. 4 (b)) and the stop station pattern obtained in step 102 is added to the increment km of the operation number that is the target of the operation information (FIG. 4 (a)). Is used to store the value calculated by the following equation (2).

<Formula 2>
Travel distance x (Driving difficulty + Multiplication rate of stop station pattern)% = Incremental km ... (Formula 2)
Specifically, since the operation number 101 of the operation information (FIG. 4A) is targeted, “4” which is the travel difficulty of the line information (FIG. 4B) and “1” acquired in S102. ”To calculate the incremental kilometer from the above equation (2). Specifically, the calculation “900 × (4 + 1)% = 45” is performed.

  The calculated increment km is stored in the increment km of the operation number 101 of the operation information (FIG. 4A). Here, S101, S102, and S103 are implemented using the 73 incremental kilometer calculation unit in the configuration diagram (FIG. 1).

<Operation of Travel Possible Determination Process (FIG. 5)>
With reference to FIG. 5, a process for determining whether or not a railway vehicle can travel for the assigned operation will be described.

  As a specific example, a determination process when a new operation is assigned to the vehicle 2 when a change occurs in the usage plan of FIG. 2 will be described. In FIG. 2, the vehicle 1 is assigned 106 operations and the vehicle 2 is assigned 107 operations. However, since a certain rail car broke down, the vehicle 2 will run 108 operations from August 1st. Initially, as shown in FIG. 6 (a), the vehicle 2 was scheduled to be inspected on November 30, so the usage plan was prepared until November 29, the day before the inspection.

  In step S201, an operation date and an operation number after the current day of the corresponding railway vehicle are acquired from the use plan information (FIG. 6B). Specifically, when the day is July 25, the operation date and operation number data after July 25 of the vehicle 2 are acquired.

  In step S202, the following equation (3) is calculated for each corresponding operation number, and all predicted travel distances are added.

<Formula 3>
(Travel distance + incremental km) x days of operation days = predicted travel distance (Formula 3)
The travel distance and kilometer are obtained from the operation information (FIG. 4 (a)). Specifically, the fact that the vehicle 2 operates with 107 operations from July 25 to July 31, and the operation with 108 operations from August 1 to November 29 applies to the above formula (3). And the following.

Calculation of predicted operation distance of 107 operation: (890 + 30) × 7 = 6440
Calculation of predicted mileage for 108 operations: (870 + 100) × 121 = 117370
Therefore, the predicted travel distance is 123810 kilometers.

  In step S203, the predicted travel distance calculated in S202 is subtracted from the travelable distance stored in the vehicle information (FIG. 6C) as shown in the following equation (5), and it is determined whether the result is 0 or less. .

<Formula 5>
Travel distance-predicted travel distance (5)
If it is 0 or less, the process proceeds to S204. If it is greater than 0, the process ends. Specifically, the possible travel distance of the vehicle 2 is 122750 kilometers and the predicted travel distance is 123810 kilometers. When applying the above equation (5), “122750−123810 = −1060” is obtained, and the calculated result is 0 or less. Therefore, it progresses to S204.

  In step S204, a warning to the user is output to the output unit 3 of the input / output device 1 (FIG. 1).

  In the example of FIG. 2, the inspection plan and the usage plan are corrected when the user receives a warning. Since the conventional technology does not consider the increment km, since the simple mileage is less in 108 operations than in 107 operations, it is not necessary to change the use plan and the inspection plan. However, although it cannot be grasped only by a simple mileage, since the degree of wear varies greatly depending on the railway line and the stop station pattern of the railway vehicle and equipment, the mileage may at least cause a failure. By utilizing the present invention, the vehicle 2 can avoid a failure.

  Here, S201 and S202 are implemented using the predicted travel distance calculation unit (71). S203 and S204 are implemented using the warning presence / absence determining unit (72).

  Next, as a second embodiment, an operation of processing (FIG. 7) for updating incremental kilometers from measurement data of a railway vehicle or equipment will be described.

  As a specific example, a description will be given of the flow of processing for updating incremental kilometers after registering measurement data of the wheel diameter of the vehicle 1.

  In step S301, the data input by the user is stored in the measurement value of the measurement result information (FIG. 8A). Specifically, 78 cm is stored in the measured value of the wheel diameter of the vehicle 1 in the measurement result information (FIG. 8A).

  In step S302, first, the vehicle number of the same series and the same format as the target railway vehicle is acquired from the vehicle information (FIG. 6C). Next, for the same series as the target railway vehicle in the measurement result information (FIG. 8A), the same inspection type of the same vehicle number, and the data of the same measurement item, the data of the measurement day closest to the current day and its data The data of the next closest measurement date is compared, and the difference data is stored in the difference of the multiplication rate information (FIG. 8B). Specifically, the vehicle 1, vehicle 2, vehicle 3, vehicle 4, vehicle 5 data on the wheel diameter of the mid-term inspection are targeted, and the measurement date is April as the date closest to the current day (April 6 here) Since there are five days, the difference between the data of April 5 and the data of April 1, 2011, which is the next closest measurement date, is acquired and stored in the difference of the multiplication rate information. Differences between the vehicle 1, the vehicle 2, the vehicle 3, the vehicle 4, and the vehicle 5 are 12, 10, 8, 6, and 2, respectively.

  In step S303, an average value of differences of multiplication rate information (FIG. 8B) is calculated. The average value to the maximum value and the minimum value are divided into five equal parts. A value corresponding to the average value is set to 5%, and a multiplication rate from 0 to 10 is assigned to each section. It is determined which range the difference value of the multiplication rate information falls in, and the corresponding multiplication rate is stored in the multiplication rate of the multiplication rate information. Specifically, first, an average value of 12, 10, 8, 6, 2 which is a difference value of multiplication rate information is calculated. Since the average value is 7.6, the maximum value and the minimum value are divided into five equal parts from this value. Dividing into 5 equal parts from 7.6 to the maximum value gives 8.48, 9.36, 10.24, 11.12 and 12. Similarly, when the minimum value is equally divided into five, 6.48, 5.36, 4.24, 3.12, and 2 are obtained. It is determined which category the difference value of multiplication rate information falls into. Since the difference value 12 is the maximum value, the betting rate is 10. The difference value 10 is 8 because it corresponds to the segment from 9.36 to 10.24. Similarly, the difference value 8 has a multiplication rate of 6, the difference value 6 has a multiplication rate of 3, and the difference value 2 has a multiplication rate of 0. These multiplication rates are stored in multiplication rate information.

  In step S304, first, in order to obtain the operation number assigned from the previous inspection to the current inspection for the registered railway vehicle, reference is made to the measurement date of the measurement result information (FIG. 8 (a)), which corresponds to the period. The operation number to be acquired is acquired from the usage record information (FIG. 8C). In order to acquire the travel distance of the acquired operation number, the operation information (FIG. 6A) is referred to. The acquired operation number and travel distance are stored in the multiplying rate information (FIG. 8B). Finally, the increment km of the multiplication rate information is calculated using the following equation (6) and stored.

Travel distance x multiplying rate (%) = incremental kilometer (Formula 6)
Specifically, as shown in the measurement result information (FIG. 8A), the previous inspection date of the vehicle 1 is April 1, 2011 and the current inspection date is April 5, 2012. The operation assigned to the vehicle 1 is acquired from the usage record information (FIG. 8C). The assigned operation number is 103, and the travel distance corresponding to this operation number is acquired from the operation information (FIG. 6A). The travel distance is 1000. The operation number and the travel distance are stored in the multiplication rate information (FIG. 8B). Incremental kilometers are calculated using equation (6) and stored in the incremental kilometers of the multiplication rate information (FIG. 8B). Specifically, “1000 × 10% = 100”.

  In step S305, the average of the incremental kilometer of the operation information (FIG. 6A) and the incremental kilometer of the multiplication rate information (FIG. 8B) is calculated and stored in the incremental kilometer of the operational information (FIG. 6A). To do. Specifically, since the increment kilo of the operation information (FIG. 6 (a)) and the increment kilo of the multiplication rate information (FIG. 8 (b)) are both 100, 100 is the increment kilo of the operation information (FIG. 6 (a)). And finish the process.

  Here, S301, S302, S303, S304, and S305 are implemented using the incremental kilometer calculation unit (73).

  In the first embodiment and the second embodiment, the method for calculating the incremental kilometer has been described by different methods. However, the present invention is not limited to these, and the incremental kilometer may be calculated by combining these two methods.

  For example, the incremental kilometers may be calculated by the methods of the two embodiments, the average of them may be calculated, and the predicted travel distance of FIG. 5 may be calculated based on the average. Here, depending on the situation of the track, weighting may be added to the method of emphasizing the calculation method of two incremental kilometers. By doing so, it is possible to calculate an incremental kilometer more in line with the condition of the track than simply using the average value. Note that either of these two methods for calculating the incremental kilometers may be executed first.

DESCRIPTION OF SYMBOLS 1 Input / output device 2 Input unit 3 Output unit 4 Network 5 Processing device 6 Input / output unit 7 Processing unit 71 Predicted travel distance calculation unit 72 Warning presence / absence determination unit 73 Incremental kilometer calculation unit 8 Storage unit 81 Operation information database 82 Inspection information database 83 Vehicle information database

Claims (6)

An inspection plan correction support method for supporting correction of a vehicle inspection plan,
A travel difficulty level calculating step for calculating a travel difficulty level of a route on which the vehicle travels from information on vehicle operation;
An incremental kilometer calculating step for calculating an incremental kilometer according to the travel difficulty level from the calculated travel difficulty level;
A predicted mileage calculating step of calculating a predicted mileage from the calculated incremental kilometers and the mileage set for each operation;
A comparison step of comparing the calculated predicted travel distance and the travelable distance determined in the inspection plan;
A warning step for issuing warning information when the predicted travel distance is longer than the travelable distance;
An inspection plan correction support method characterized by comprising: In the inspection plan correction support method according to claim 1,
The inspection plan correction support method, wherein the incremental kilometer calculation step further calculates an incremental kilometer using stop station pattern information indicating a pattern in which the vehicle stops at a station. In the inspection plan correction support method according to claim 2,
And a second incremental kilometer calculating step for calculating the incremental kilometer from the inspection result of the train parts.
The predicted travel distance calculating step calculates the predicted travel distance by averaging or predetermined weighting each of the incremental kilometers calculated from the incremental kilometer calculation step and the second incremental kilometer calculation step. A characteristic inspection plan correction support method. An inspection plan correction support system for supporting correction of a vehicle inspection plan,
A processing device, and an input / output device for inputting information to the processing device and outputting information from the processing device,
The processor is
An incremental kilometer calculation processing unit that calculates a travel difficulty level for calculating a travel difficulty level of a route on which the vehicle travels from information related to vehicle operation, and calculates an increment km according to the travel difficulty level from the calculated travel difficulty level; ,
A predicted mileage calculation processing unit that calculates a predicted mileage from the calculated incremental kilometers and the mileage set for each operation;
The calculated predicted travel distance is compared with the travelable distance determined in the inspection plan, and when the predicted travel distance is longer than the travelable distance, a warning processing unit that issues warning information;
An inspection plan correction support system characterized by comprising: In the inspection plan correction support system according to claim 4,
The incremental kilometer calculation processing unit further calculates an incremental kilometer by using stop station pattern information indicating a pattern in which the vehicle stops at a station. In the inspection plan correction support system according to claim 5,
The incremental kilometer calculation unit further includes a function of calculating the incremental kilometer from an inspection result of the train parts,
The predicted travel distance calculation processing unit calculates the predicted travel distance by averaging or predetermined weighting each of the incremental kilometers calculated from the travel difficulty and the incremental kilometers calculated from the inspection results. Inspection plan correction support system.

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