JP2021160684A - Railroad system, railroad information management device, railroad inspection support method, and railroad inspection support program - Google Patents

Abstract

To provide a railroad system capable of identifying a railroad facility to be preferentially inspected when grasping an abnormal appearance of a railroad vehicle and efficiently and effectively performing maintenance and inspection, a railroad information management device, a railroad inspection support method, and a railroad inspection support program.SOLUTION: A railroad system 100 includes a vehicle appearance inspection device 3 for acquiring appearance inspection information obtained by appearance inspection of a railroad vehicle 7 and a railroad information management device 5 for acquiring the appearance inspection information and route information through which the railroad vehicle 7 has traveled and generating a traveling route screen 9 showing the route through which the railroad vehicle 7 having an abnormal appearance has traveled based on the acquired route information.SELECTED DRAWING: Figure 16

Description

The present disclosure relates to railway systems, railway information management devices, railway inspection support methods, and railway inspection support programs for supporting inspection of railway vehicles and equipment.

To ensure the safety of railway operation, maintenance and inspection of railway vehicles and equipment are important tasks. Maintenance and inspection of the railway vehicles and equipment are carried out by inspectors of the railway operator.

An example of a target item for railway vehicle inspection is a pantograph visual inspection. Railcars obtain electricity as a power source from the trolley line via a pantograph. While the rolling stock is running, the pantograph's sliding plate is in contact with the trolley wire, and the friction caused by this mechanical contact force and the heat of the arc discharge generated when the pantograph moves away from the trolley wire cause the pantograph to wear. Progresses.

Here, the pantograph sliding plate may undergo local and steep stepped step wear. If the railroad is run with stepped wear on the slab, the steep steps on the slab can scrape the trolley wire and damage the train line equipment extensively. If the train line equipment is seriously damaged, it may lead to long-term railway suspension.

For this reason, when inspecting the appearance of a railroad car, the railroad operator may have an inspector go up to the roof of the railroad car to visually inspect the pantograph, or install an automatic measuring device for the rail yard at the depot. By doing so, the presence or absence of wear or damage is determined (see, for example, Patent Document 1). If the pantograph is found to be worn or damaged beyond the standard, it is replaced as appropriate.

Japanese Unexamined Patent Publication No. 2010-136563

As described above, an abnormality in a railroad vehicle equipment leads not only to damage to the equipment itself but also to damage to surrounding railway equipment. Therefore, when an abnormality occurs in the railway vehicle equipment, it is important to inspect the railway equipment to see if the abnormality has occurred in the railway equipment due to the abnormality.

On the contrary, the equipment of the railway vehicle may be damaged due to the abnormality generated on the railway equipment side. For example, if an abnormality occurs in the trolley line and damages the pantograph in contact with the trolley line, the railway equipment may be inspected in order to detect the trolley line abnormality causing the damage at an early stage. is important. However, railway equipment such as train lines under the jurisdiction of railway operators has been laid over a long distance and over a wide area, and a great deal of labor was required for the inspection.

This disclosure is made to solve the above-mentioned problems, and when the appearance abnormality of a railway vehicle is grasped, the railway equipment to be inspected with priority is specified, and efficient and effective maintenance is performed. The purpose is to provide railway systems, railway information management devices, railway inspection support methods, and railway inspection support programs that can carry out inspections.

The railway system according to the present disclosure is based on a vehicle visual inspection device that acquires visual inspection information obtained by visual inspection of a railway vehicle, and an acquisition of visual inspection information and route information on which the railway vehicle has traveled. Further, it is provided with a railway information management device that generates a traveling route screen showing a traveling route on which a railway vehicle having an abnormal appearance has traveled.

The railway information management device according to the present disclosure has an appearance abnormality based on the communication unit that acquires the appearance inspection information obtained by the appearance inspection of the railway vehicle and the route information on which the railway vehicle travels, and the route information acquired by the communication unit. It is provided with a processing unit for generating a traveling route screen indicating the route on which the railroad vehicle in which the above-mentioned occurs has traveled.

The railway inspection support method according to the present disclosure includes a process of acquiring visual inspection information obtained by visual inspection of a railway vehicle, a process of acquiring route information on which the railway vehicle has traveled, and an appearance based on the acquired route information. It includes a process of generating a traveling route screen showing a traveling route on which an abnormal railroad vehicle has traveled.

The railway inspection support program according to the present disclosure is based on a process of acquiring visual inspection information obtained by visual inspection of a railway vehicle, a process of acquiring route information on which a railway vehicle has traveled, and the acquired route information. Then, the process of generating a traveling route screen showing the route on which the railroad vehicle with the abnormal appearance has traveled is executed.

According to the present disclosure, when an appearance abnormality occurs in a railway vehicle, a traveling route screen showing the route on which the railway vehicle has traveled in the past is generated. For this reason, the inspector of the railway operator may have damaged the railway equipment due to the abnormal appearance of the railway vehicle, or the railway may have an abnormality that causes the abnormal appearance of the railway vehicle. Equipment can be easily identified, and efficient and effective maintenance and inspection work can be carried out.

It is the schematic of the railway system in Embodiment 1. It is a figure which shows the data structure of the train formation data table held by the operation management apparatus in Embodiment 1. FIG. It is a figure which shows the data structure of the operation information data table held by the operation management apparatus in Embodiment 1. FIG. It is a figure which shows the data structure of the device operation data table held by the base station management apparatus in Embodiment 1. FIG. It is the schematic of the measuring device in Embodiment 1. FIG. It is a figure which shows the data structure of the appearance inspection data table held by the vehicle appearance inspection apparatus in Embodiment 1. FIG. It is the schematic of the railway information management apparatus in Embodiment 1. FIG. It is a flowchart of the information output processing performed by the operation management apparatus in Embodiment 1. It is a flowchart of the information output processing performed by the base station management apparatus in Embodiment 1. It is the schematic of the pantograph in Embodiment 1. FIG. It is a figure which shows the example of the stepped wear which occurred in the sliding board in Embodiment 1. FIG. It is a figure which shows the example of the analysis result of the sliding plate shape in Embodiment 1. FIG. It is a flowchart of the information output processing performed by the vehicle appearance inspection apparatus in Embodiment 1. It is a flowchart of the information acquisition process performed by the railway information management apparatus in Embodiment 1. It is a flowchart of the generation processing of the traveling route screen performed by the railway information management apparatus in Embodiment 1. It is the schematic of the traveling route screen generated by the railway information management apparatus in Embodiment 1. FIG. It is a flowchart of the output processing of the traveling route screen performed by the railway information management device in Embodiment 1. It is the schematic of the wheel in Embodiment 2. FIG. It is a figure which shows the example of the tread concave wear which occurred in the wheel in Embodiment 2. FIG. It is the schematic of the traveling route screen generated by the railway information management apparatus in Embodiment 3.

Embodiment 1.
<Structure of railway system 100>
The configuration of the railway system 100 according to the first embodiment will be described with reference to FIG. FIG. 1 shows a schematic diagram of a railway system 100 that supports railway operations performed by a railway operator. The railway system 100 includes an operation management device 1, a base station management device 2, a vehicle appearance inspection device 3, an inspection support device 4, and a railway information management device 5. Further, each device constituting the railway system 100 is communicably connected via a network 6 such as the Internet.

The operation management device 1 is, for example, a computer installed at a railway operator's operation command center, monitors the operation status of a large number of railway vehicles 7 traveling in a railway section, and automatically operates based on a planned operation schedule. The course of the railway vehicle 7 is controlled. Examples of the operation management device 1 include a centralized traffic control device (Centralized Traffic Control), an automatic route control device (Programmed Route Control), an operation control system, a passenger guidance system, and the like. In the present embodiment, the operation management device 1 is installed at the operation command center of the railway operator, but the present invention is not limited to this, and the operation management device 1 may be installed on an external server or cloud.

Further, the operation management device 1 includes an input device 11. The input device 11 is a device for inputting an operator's instruction and data to the operation management device 1. Examples of the device for inputting the operator's instruction and data include a keyboard, a mouse, and a touch panel.

The operation management device 1 stores train formation information as information necessary for train operation. Generally, in railway operation, a plurality of railway vehicles 7 are connected to form a train, and a set of railway vehicles 7 included in the train is called a train formation. FIG. 2 shows the data structure of the train formation data table 12 held by the operation management device 1. As shown in FIG. 2, the operation management device 1 stores a train formation number for identifying a train formation and a vehicle number for identifying a plurality of railway vehicles 7 included in the train formation in association with each other for each train formation.

Further, the operation management device 1 stores train operation timetable information as information necessary for train operation. FIG. 3 shows the data structure of the operation information data table 13 held by the operation management device 1. The operation management device 1 manages the operation information of each train formation based on the planned operation schedule. As shown in FIG. 3, the operation management device 1 stores the train formation number, the date, the departure time, the arrival time, the route information indicating the route on which the train formation travels, and the train operation type in association with each other. There is. Here, the operation type refers to, for example, the type of train due to differences in stations such as ordinary, rapid, and limited express trains and services.

Returning to FIG. 1, the base station management device 2 is, for example, a computer installed at a railway operator's operation command center, and provides position information of a railway vehicle 7 traveling along a railroad track and various types mounted on the railway vehicle 7. Acquire device status information. The base station management device 2 includes, for example, a radio train control (Communication Based Train Control) device that wirelessly detects the position of the railroad vehicle 7 and controls its operation, and a crew member of the railroad vehicle 7 and a commander of the operation command center talk to each other. Train radio equipment and the like.

As shown in FIG. 1, the base station management device 2 is communicably connected to a plurality of base stations 21 installed along the track via a network 6 such as a dedicated line. The base station 21 is configured to be capable of wireless communication with the on-board communication device mounted on the railroad vehicle 7, transmits a control signal to the on-board communication device, provides position information of the railroad vehicle 7, and the railroad vehicle 7. Receives signals such as device information indicating the status of various devices mounted on the vehicle from the on-board communication device.

In the present embodiment, the base station management device 2 and the base station 21 are connected by a network by a dedicated line, but the present invention is not limited to this, and the base station may be connected by a public network such as the Internet. Further, in the present embodiment, device information of various devices mounted on the railroad vehicle 7 is transmitted to the base station 21 via the on-board communication device of the railroad vehicle 7, but the present invention is not limited to this. For example, using a communication standard such as 5G, device information may be transmitted directly to the base station 21 from various devices mounted on the railway vehicle 7.

The base station management device 2 stores the position information of the railroad vehicle 7 acquired via the base station 21 and the device information indicating the state of various devices mounted on the railroad car 7. FIG. 4 shows the data structure of the device operation data table 22 held by the base station management device 2. As shown in FIG. 4, the base station management device 2 has a vehicle number for identifying the railroad vehicle 7, the date and time when the data was acquired, and a base station ID for identifying the base station for which the data was received. Information indicating the route on which the railroad vehicle 7 is traveling, the device IDs of various devices mounted on the railroad car 7, and their state values are stored in association with each other.

Here, the "base station ID" in FIG. 4 is, for example, an ID that identifies the nearest base station that has communicated with the railway vehicle 7, and is the position information of the railway vehicle 7. The "equipment ID 1" is, for example, an ID that identifies a load-bearing device mounted on the railway vehicle 7, and the "state value 1" stores the magnitude of the load measured by the load-bearing device. .. The "equipment ID 2" is, for example, an ID that identifies the brake mounted on the railway vehicle 7, and the "state value 2" stores the brake cylinder pressure. The state value information of the device stored in the base station management device 2 is not limited to this, and may be the speed measured by the speedometer, the temperature inside the vehicle measured by the thermometer, the air spring pressure of the trolley, the brake pipe pressure, and the like. ..

Returning to FIG. 1 again, the vehicle visual inspection device 3 is, for example, a computer installed at a rail yard of a railway company, and is connected to a plurality of measuring devices for performing visual inspection on the railway vehicle 7. As the measuring devices, for example, an overhead line measuring device 31 that measures the railroad vehicle 7 from above, an in-track measuring device 32 that measures the railroad car 7 from the track, and a trackside measuring device 33 that measures the railroad car 7 from the side. , It is connected to the vehicle appearance inspection device 3.

FIG. 5 shows a schematic view of the measuring equipment installed at the depot. Examples of the overhead wire measuring device 31 include a stereo camera and an ultrasonic sensor installed on the overhead wire. Examples of the in-orbit measuring device 32 include a vibration sensor, an acceleration sensor, a camera, and the like installed on the orbit. Examples of the track side measuring device 33 include a camera installed on the track side. Here, in the present embodiment, the configuration in which these three types of measuring devices and the vehicle appearance inspection device 3 are connected is shown, but the present invention is not limited to this. The vehicle appearance inspection device 3 may be connected to one or two types of measuring devices among these three types of measuring devices according to the inspection target, or may be connected to measuring devices other than these three types. May be good.

The vehicle appearance inspection device 3 stores the appearance inspection information obtained by measuring with the overhead wire measuring device 31, the in-track measuring device 32, and the track side measuring device 33. FIG. 6 shows the data structure of the appearance inspection data table 35 held by the vehicle appearance inspection device 3 when the pantograph deterioration inspection is performed by the overhead wire measuring device 31. As shown in FIG. 6, the vehicle appearance inspection device 3 has a vehicle number that identifies the railroad vehicle 7, a device ID that identifies the device to be inspected, a date on which the inspection was performed, and a device for each railroad vehicle 7 that has been inspected. The amount of deterioration and the presence or absence of stepped wear are stored in association with each other. Here, the "deterioration amount" indicates the wear amount of the pantograph calculated from the measurement data by the measuring device. Further, in the "stepped wear", information regarding the presence or absence of stepped wear determined based on the analysis of the measurement data is stored.

Here, in the present embodiment, as a vehicle appearance inspection, an example in which deterioration inspection of the pantograph provided on the roof of the railway vehicle 7 is performed is shown, but the present invention is not limited to this, and the vehicle appearance inspection device 3 is, for example, Other visual inspection information such as deterioration measurement of the wheels of the railway vehicle 7 may be stored.

Returning to FIG. 1 again, the inspection support device 4 is, for example, a computer installed at a rail yard of a railroad operator, and supports inspection work of a railroad vehicle 7 carried out in the rail yard. As shown in FIG. 1, the inspection support device 4 is connected to the output device 41. The output device 41 is a device that displays or prints the information output from the inspection support device 4. Examples of the device for displaying information include a liquid crystal display, a plasma display, an organic EL display, and the like. Further, examples of the device for printing information include a printer and the like.

Further, the inspection support device 4 is wirelessly connected to the mobile terminal 42 carried by the inspector at the depot when carrying out the inspection. The mobile terminal 42 is, for example, a tablet-type computer, which communicates with the inspection support device 4 via a wireless LAN and displays various information acquired from the inspection support device 4. As a result, the inspector can obtain necessary information from the inspection support device 4 even near the railroad vehicle 7, so that the inspector can carry out a more efficient inspection.

The railway information management device 5 is a computer installed in a facility managed by a server management company that operates and manages a server. The railway information management device 5, for example, as a cloud server, provides a railway operator with a service that assists the operation of the railway business. The railway information management device 5 is not limited to the cloud server, but may be a rental server managed by the server management company or an on-premises server installed by the railway company in the facility of the railway company.

The configuration of the railway information management device 5 will be described with reference to FIG. FIG. 7 shows a schematic view of the railway information management device 5. The railway information management device 5 includes a communication unit 51, a processing unit 52, and a storage unit 53.

The communication unit 51 is an interface for communicating with each device included in the railway system 100 via the network 6, and is, for example, a LAN terminal. The communication unit 51 is not limited to the LAN terminal which is a wired network terminal, and may perform wireless communication by, for example, a wireless LAN method.

The processing unit 52 is a processor such as a CPU, and is connected to the communication unit 51 and the storage unit 53. The processing unit 52 executes the railway inspection support program held in the storage unit 53, controls the operation of the communication unit 51 and the storage unit 53, performs arithmetic processing, and the like.

The storage unit 53 is a storage medium for storing the railway inspection support program executed by the processing unit 52 and various information, and examples thereof include a hard disk drive (HDD), a solid state drive (SSD), a USB flash memory, and an SD card. Be done.

<Information output processing of operation management device 1>
The information output processing of train formation information and operation information to the railway information management device 5 in the operation management device 1 installed at the operation command center of the railway operator will be described with reference to FIG.

FIG. 8 shows a flowchart of information output processing performed by the operation management device 1. First, the operation management device 1 acquires train formation information in step S101. The commander of the operation command center inputs the train number that identifies the train formation and the vehicle number that identifies the railroad vehicle 7 included in the train formation via the input device 11 connected to the operation management device 1. .. The operation management device 1 receives the input from the input device 11 and stores the received train number and the vehicle number in the train train formation data table 12 in association with each other (see FIG. 2).

Further, the operation management device 1 acquires operation information in step S102. The operation management device 1 acquires train timetable information created by a timetable creation device or the like as operation information. The operation management device 1 stores the train formation number, date / time information, route information, and operation type in the operation information data table 13 in association with each other based on the acquired timetable information (see FIG. 3).

Subsequently, the operation management device 1 outputs the stored train formation information and operation information to the railway information management device 5 in step S103. Information may be output from the operation management device 1 to the railway information management device 5 on a regular basis, for example, every minute, or may be executed based on an information request from the railway information management device 5.

<Information output processing of base station management device 2>
The information output processing of the device operation information to the railway information management device 5 in the base station management device 2 installed at the operation command center of the railway operator will be described with reference to FIG.

FIG. 9 shows a flowchart of information output processing performed by the base station management device 2. First, the base station management device 2 acquires device operation information in step S201. The base station management device 2 acquires the position information of the railroad vehicle 7 from the railroad vehicle 7 and the equipment operation information including the state of various devices mounted on the railroad vehicle 7 via the base station 21. Based on the acquired device operation information, the base station management device 2 stores the vehicle number, date and time information, base station ID, route information, device ID and its state value in the device operation data table 22 in association with each other (see FIG. 4). ).

Subsequently, the base station management device 2 outputs the stored device operation information to the railway information management device 5 in step S202. Information may be output from the base station management device 2 to the railway information management device 5 on a regular basis, for example, every minute, or may be executed based on an information request from the railway information management device 5.

<Information output processing of vehicle appearance inspection device 3>
The information output processing of the appearance inspection information to the railway information management device 5 in the vehicle appearance inspection device 3 installed at the depot of the railway operator will be described with reference to FIGS. 10 to 13.

As an example of vehicle appearance inspection, deterioration inspection of pantograph will be described. FIG. 10 shows a schematic view of a pantograph mounted on the railway vehicle 7. The pantograph is provided with a sliding plate 71, and when the sliding plate 71 comes into contact with the trolley wire 8 which is an overhead wire, the railroad vehicle 7 collects electric power from the trolley wire 8. The amount of wear of the pantograph sliding plate 71 is an example of the amount of deterioration indicating the degree of deterioration of the equipment mounted on the railway vehicle 7.

The wear plate 71 is worn due to two main factors: mechanical contact with the trolley wire 8 and arc discharge generated when the trolley wire 8 is separated from the trolley wire 8. As the wear of the slide plate 71 progresses, the pantograph may not be able to collect electric power. Therefore, in general, a limit value at which the slide plate 71 can be used is set as the amount of wear of the slide plate 71. This limit value is set for each railway operator. When the vehicle appearance inspection of the railway vehicle 7 is carried out, the amount of wear of the sliding plate 71 is confirmed, and when the amount of wear exceeds the limit value, the sliding plate 71 is replaced.

Therefore, in the visual inspection of the railway vehicle 7, the vehicle visual inspection device 3 is used to perform measurement for calculating the amount of wear of the sliding plate 71. The measurement of the pantograph on the sliding plate 71 is performed, for example, by taking a picture with a stereo camera installed as an overhead wire measuring device 31 and measuring the shape with an ultrasonic sensor (see FIG. 5). The measuring method is not limited to this, and may be carried out by a known method capable of measuring the shape of the sliding plate. The measurement data measured by the overhead wire measuring device 31 is collected via the data collecting device 34 installed in the vicinity of the measuring device and transmitted to the vehicle appearance inspection device 3. Then, the vehicle appearance inspection device 3 analyzes the measurement data.

An example of analysis of measurement data by the vehicle appearance inspection device 3 is shown. As shown in FIG. 10, the longitudinal direction of the sliding plate 71 is set as the X-axis, and the lateral direction perpendicular to the X-axis is set as the Y-axis. Further, the vertical direction perpendicular to the X-axis and the Y-axis is set as the Z-axis. Here, since the upper surface of the sliding plate 71 comes into contact with the trolley wire 8, the origin of the XYZ coordinates is set to the upper surface of the sliding plate when no wear occurs. In this case, the wear of the sliding plate 71 proceeds in the negative direction of the Z-axis. The definition of this mark is just an example, and the coordinates may be appropriately defined so that the amount of wear of the sliding plate 71 can be known.

FIG. 11 shows an example of stepped wear generated on the sliding plate 71. As shown in the pantograph image shown in FIG. 11, the stepped wear is a local groove formed on the surface of the scraping plate 71, and is formed in a concave shape one step lower than the other parts of the scraping plate 71. Such stepped wear may lead to an accident such as damage to the sliding plate 71 or cutting of the trolley wire 8. Therefore, in the visual inspection of the railroad vehicle 7, it is determined not only the amount of wear of the sliding plate 71 but also whether or not this stepped wear has occurred.

FIG. 12 is an example of the analysis result of the shape of the sliding plate by the vehicle appearance inspection device 3. The vertical axis of the graph shown in FIG. 12 corresponds to the Z axis of FIG. The numerical value on the vertical axis indicates the amount of displacement from the origin in the state where there is no wear, and the absolute value of this value corresponds to the amount of wear. The plane orthogonal to the Z-axis corresponds to the XY plane of FIG. 10, and indicates the position on the upper surface of the sliding plate 71. As shown in FIG. 12, it can be seen that the scraping plate 71 is worn by a maximum of about 1.5 mm. Further, the sliding plate 71 has a large step of a predetermined amount or more as compared with the surroundings, and it can be said that the sliding plate 71 is in a state where stepped wear has occurred. The vehicle appearance inspection device 3 determines that "there is stepped wear" when the shape of the analyzed sliding plate 71 has a step equal to or greater than a threshold value as compared with the surroundings. On the other hand, the vehicle appearance inspection device 3 determines that there is no stepped wear when the step difference with respect to the surroundings is less than the threshold value in the shape of the analyzed sliding plate 71.

It is preferable that the threshold value of the amount of wear used for detecting the stepped wear can be variably set in the vehicle appearance inspection device 3. By making the threshold value of the stepped wear determination variable, it is possible to make a more suitable determination according to the needs of the railway operator, the type of the railway vehicle 7, the traveling route, and the like.

The inspection result of the sliding plate 71 analyzed by the vehicle appearance inspection device 3 is displayed on the output device 41 and the mobile terminal 42 of the inspection support device 4 connected to the vehicle appearance inspection device 3. As a result, the inspector of the railway company can confirm the inspection result of the visual inspection.

FIG. 13 shows a flowchart of information output processing performed by the vehicle appearance inspection device 3. First, the vehicle appearance inspection device 3 acquires the measurement data of the railway vehicle 7 from the measuring device in step S301. In step S302, the vehicle appearance inspection device 3 executes an analysis on the acquired measurement data, and acquires appearance inspection information including information on the amount of deterioration of the device and appearance abnormality as the analysis result. The vehicle appearance inspection device 3 stores the vehicle number, the device ID, the date, the amount of deterioration, and the appearance abnormality in the appearance inspection data table 35 in association with each other based on the acquired appearance inspection information (see FIG. 6).

Subsequently, the vehicle visual inspection device 3 outputs the stored visual inspection information to the railway information management device 5 in step S303. The data output from the vehicle appearance inspection device 3 to the railway information management device 5 may be performed every time the appearance inspection of the railway vehicle 7 is performed, or may be executed based on the information request from the railway information management device 5. good.

In the present embodiment, the visual inspection is automatically performed by using the overhead wire measuring device 31 and the vehicle visual inspection device 3, but the present invention is not limited to this. An inspector at the depot may visually check the pantograph and manually input the amount of wear and the presence or absence of stepped wear using a mobile terminal 42 or the like. In that case, the vehicle visual inspection device 3 acquires visual inspection information including information on the amount of deterioration of the device and the appearance abnormality from the mobile terminal 42. After that, the vehicle visual inspection device 3 outputs the acquired visual inspection information to the railway information management device 5.

<Information acquisition process of railway information management device 5>
The acquisition process of information output from each device of the railway system 100 in the railway information management device 5 will be described with reference to FIG.

FIG. 14 shows a flowchart of the information acquisition process performed by the railway information management device 5. First, the railway information management device 5 acquires the vehicle formation information and the operation information output from the operation management device 1 in step S401. Then, in step S402, the acquired vehicle formation information and operation information are stored in the storage unit 53 of the railway information management device 5 in the same format as the train formation data table 12 and the operation information data table 13.

Subsequently, the railway information management device 5 acquires the device operation information output from the base station management device 2 in step S403. Then, in step S404, the acquired device operation information is stored in the storage unit 53 of the railway information management device 5 in the same format as the device operation data table 22.

Further, the railway information management device 5 acquires the visual inspection information output from the vehicle visual inspection device 3 in step S405. Then, in step S406, the acquired visual inspection information is stored in the storage unit 53 of the railway information management device 5 in the same format as the visual inspection data table 35.

By executing the information acquisition processing of steps S401 to S406, the storage unit 53 of the railway information management device 5 has the train formation data table 12, the operation information data table 13, and the device operation held by each device of the railway system 100, respectively. A data table similar to the data table 22 and the visual inspection data table 35 will be held.

<Railway information management device 5 travel route screen generation process>
The generation processing of the traveling route screen 9 in the railway information management device 5 will be described with reference to FIGS. 15 to 16.

FIG. 15 shows a flowchart of a traveling route screen generation process performed by the railway information management device 5. First, the railway information management device 5 detects an appearance abnormality in step S501. In the present embodiment, based on the visual inspection information acquired from the vehicle visual inspection device 3, it is detected whether or not there is an inspection target device in which stepped wear is detected, and there is a device in which stepped wear is detected. If so, specify the vehicle number on which the device for which stepped wear has been detected is installed.

Subsequently, the railway information management device 5 refers to the equipment operation data table 22 stored in the storage unit 53 in step S502, and starts from the vehicle number of the railway vehicle 7 in which the stepped wear specified in step S501 is detected. , Acquires the route information of the route that the railway vehicle 7 has traveled in the past. Further, the railway information management device 5 generates a traveling route screen 9 showing the route on which the railway vehicle 7 in which the stepped wear is detected has traveled, based on the acquired route information in step S503.

FIG. 16 shows a schematic view of the traveling route screen 9 generated by the railway information management device 5. As shown in FIG. 16, on the traveling route screen 9, the route on which the railway vehicle 7 of the vehicle number “0439” equipped with the device with stepped wear has traveled in the past is displayed by a thick black line. On the other hand, routes that have not been traveled in the past are indicated by thick white lines. That is, the routes on which the railroad vehicle 7 with stepped wear has traveled in the past and the routes on which the railway vehicle 7 has not traveled are displayed separately.

In the present embodiment, the line on which the railroad vehicle 7 with stepped wear has traveled in the past is indicated by a thick black line, but the present invention is not limited to this, and the railroad vehicle 7 with stepped wear has traveled in the past. It suffices if the route can be distinguished from the route that is not running. For example, the color of the line on which the railroad vehicle 7 with stepped wear has traveled in the past may be changed, or the railroad vehicle 7 may be surrounded by a frame or the like. Further, the route on which the railroad vehicle 7 has traveled in the past may be highlighted by displaying the route on which the railroad vehicle 7 has not traveled in the past in a light manner.

Further, as shown in FIG. 16, it is preferable that the traveling route screen 9 shows the route traveled after the previous visual inspection as the route traveled by the railway vehicle 7 in which the abnormality is detected. In the previous visual inspection, the equipment mounted on the railroad vehicle 7 was inspected and repaired, and it was confirmed that there was no abnormality in the equipment. By displaying the routes that have been traveled since the last visual inspection, it is possible to more accurately identify the routes that are the cause of the abnormality in the equipment mounted on the railway vehicle 7 or the routes that are affected by the equipment abnormality. Therefore, it becomes possible to carry out more efficient and effective maintenance and inspection work.

Further, as shown in FIG. 16, the traveling route screen 9 displays the formation number and vehicle number of the railway vehicle 7 in which the appearance abnormality has occurred, the device ID of the equipment in which the abnormality has occurred, and the period during which the railway vehicle 7 has traveled. ing. As a result, it is possible to clearly grasp the train formation, the railroad vehicle 7, the device in which the appearance abnormality has occurred, and the target period corresponding to the route shown on the traveling route screen 9.

Subsequently, returning to FIG. 15, the railway information management device 5 outputs the information of the travel route screen 9 generated in step S504 to the inspection support device 4. Information may be output from the railway information management device 5 to the inspection support device 4 on a regular basis, or may be executed based on an information request from the inspection support device 4. Further, as the information of the traveling route screen 9 generated by the railway information management device 5 and the traveling route screen 9 output to the inspection support device 4, it is not necessary to send the traveling route screen 9 itself shown in FIG. 16, and the inspection support device 4 It suffices to generate or output the minimum information necessary for displaying the traveling route screen 9 in the above.

<Output processing of the traveling route screen 9 of the inspection support device 4>
The output processing of the traveling route screen 9 in the inspection support device 4 will be described with reference to FIG.

FIG. 17 shows a flowchart of output processing of the traveling route screen 9 performed by the railway information management device 5. First, in step S601, the railway information management device 5 acquires the information on the traveling route screen 9 from the railway information management device 5. Subsequently, the railway information management device 5 stores the acquired information on the travel route screen 9.

In step S602, the railway information management device 5 outputs the stored information on the traveling route screen 9 to the output device 41 and the mobile terminal 42 connected to the railway information management device 5. As a result, the inspector of the railway operator can confirm the traveling route screen 9 showing the route on which the railway vehicle 7 in which the appearance abnormality has occurred is traveled by using the output device 41 or the mobile terminal 42.

According to the configuration of the present embodiment, when an appearance abnormality occurs in the railway vehicle 7, a traveling route screen 9 showing a route on which the railway vehicle 7 having the appearance abnormality has traveled in the past is generated. For this reason, the inspector of the railway operator may have a railway facility that may have been damaged due to an abnormal appearance of the railway vehicle 7, or an abnormality that may cause an abnormality in the appearance of the railway vehicle 7. Certain railway facilities can be easily identified, and efficient and effective maintenance and inspection work can be carried out.

Embodiment 2.
<Appearance inspection of railroad vehicle 7>
The appearance inspection of the railway vehicle 7 in the second embodiment will be described with reference to FIG. Here, the visual inspection of the first embodiment is a deterioration inspection of the pantograph, whereas the visual inspection of the second embodiment is a deterioration inspection of the wheels 72. The configuration of the railway system 100 and other processing performed by each device are the same as those in the first embodiment.

As an example of the visual inspection, the deterioration inspection of the wheel 72 will be described. FIG. 18 shows a schematic view of the wheels 72 mounted on the railroad vehicle 7. FIG. 18 schematically shows the cross section of the wheel 72 when the cross section passing through the axle 73 is used as the cut surface. A flange for preventing derailment of the wheel is provided on the inside of the wheel 72, and a wheel tread, which is a flat surface in contact with the track, is formed on the outside of the wheel 72. A gentle curved surface is formed between the flange and the wheel tread. In FIG. 18, the shape of the wheel 72 before wear is shown by a solid line, and the shape of the wheel 72 when the shape changes due to wear is shown by a dashed-dotted line.

The flange wear shape 721 shown by the alternate long and short dash line is the cross-sectional shape of the wheel 72 when the flange of the wheel 72 is scraped and flange wear occurs. When flange wear occurs, the curved surface between the flange and the wheel tread becomes steep, and the thickness of the flange also decreases. Further, the wheel tread wear shape 722 shown by the alternate long and short dash line is a cross-sectional shape of the wheel 72 when the wheel tread is scraped while the railway vehicle 7 is traveling and the slope of the wheel tread changes.

If the wheels 72 are worn in this way, the running of the railway vehicle 7 may become unstable, or the wheels 72 may be derailed, which may lead to a serious accident. Therefore, when the amount of wear of the wheels 72 is equal to or greater than the limit value in the visual inspection of the railroad vehicle 7, adjustment work for scraping the wheel treads of the wheels 72 and replacement of the wheels 72 are performed.

Therefore, in the visual inspection of the railway vehicle 7, the vehicle visual inspection device 3 is used to perform measurement for calculating the amount of wear of the wheels 72. The measurement on the wheels 72 of the railroad vehicle 7 is performed, for example, by taking a picture with a camera installed as an in-track measuring device 32 (see FIG. 5). The measuring method is not limited to this, and may be carried out by a known method capable of measuring the wheel shape. The measurement data measured by the in-track measuring device 32 is collected via the data collecting device 34 installed in the vicinity of the measuring device and output to the vehicle appearance inspection device 3. Then, the vehicle appearance inspection device 3 analyzes the measurement data.

FIG. 19 shows an example of tread concave wear generated on the wheel 72. As shown in FIG. 19, the tread concave wear is a local groove generated in the wheel tread of the wheel 72, and is formed in a concave shape one step lower than other parts of the wheel tread. When such concave wear of the tread occurs, even if the amount of wear is small, the balance of the wheel tread is lost, leading to accidents such as rocking of the railroad vehicle 7, derailment of the railroad vehicle 7, and damage to the track. There is a danger. Therefore, in the visual inspection of the railroad vehicle 7, it is determined not only the amount of wear of the wheels 72 but also whether or not the tread concave wear has occurred.

The appearance inspection information of the wheels 72 analyzed by the vehicle appearance inspection device 3 is output and displayed on the output device 41 and the mobile terminal 42 of the inspection support device 4 connected to the vehicle appearance inspection device 3. As a result, the inspector of the railway company can confirm the inspection result of the visual inspection.

Also in the present embodiment, similarly to the first embodiment, the vehicle appearance inspection device 3 outputs the appearance inspection information including the information of the wear amount of the wheels 72 and the tread concave wear to the railway information management device 5. Further, similarly to the first embodiment, the railway information management device 5 that has acquired the appearance inspection information generates a traveling route screen 9 showing the route that the railway vehicle 7 having the tread concave wear has traveled in the past.

According to the configuration of the present embodiment, when an appearance abnormality occurs on the wheels 72 of the railway vehicle 7, a traveling route screen 9 showing a route on which the railway vehicle 7 having the appearance abnormality has traveled in the past is generated. For this reason, the inspector of the railway operator may have a railway facility that may have been damaged due to an abnormal appearance of the railway vehicle 7, or an abnormality that may cause an abnormality in the appearance of the railway vehicle 7. Certain railway facilities can be easily identified, and efficient and effective maintenance and inspection work can be carried out.

Embodiment 3.
<Driving route screen>
The traveling route screen 9 in the third embodiment will be described with reference to FIG. Here, while the traveling route screen 9 of the first embodiment shows the route on which the railway vehicle 7 of one vehicle has traveled, the traveling route screen 9 of the third embodiment has the railway vehicles 7 of a plurality of vehicles of different formations. It differs in that it indicates the route traveled. The configuration of the railway system 100 and other processing performed by each device are the same as those in the first embodiment.

FIG. 20 shows a schematic view of the traveling route screen 9 generated by the railway information management device 5. As shown in FIG. 20, on the traveling route screen 9, the route on which the railway vehicle 7 of the vehicle number “0439” in which the pantograph has stepped wear has traveled in the past is displayed by a thick black line. In addition, it is a separate organization from the railroad car 7 of the vehicle number "0439", and the route on which the railroad car 7 of the vehicle number "1154" that has stepped wear has traveled in the past is displayed by a shaded thick line. .. In addition, routes that have not been traveled in the past are indicated by thick white lines. That is, the line on which the first railroad vehicle 7 with stepped wear has traveled in the past, the line on which the second railroad vehicle 7 with stepped wear has traveled in the past, and the first and second railroad vehicles. The routes on which 7 is not traveling are displayed separately.

Further, as shown in FIG. 20, the traveling route screen 9 displays the vicinity of the route on which the railway vehicle 7 having the vehicle number “0439” and the railway vehicle 7 having the vehicle number “1154” have overlapped and traveled by being highlighted by a broken line. doing. In addition, a highlighting "Priority inspection section" is also added near the overlapping travel routes. In this way, by emphasizing and displaying the routes on which a plurality of railway vehicles 7 having an abnormal appearance have traveled in an overlapping manner, the routes or equipment that cause the equipment mounted on the railway vehicle 7 to have an abnormality. Since it is possible to more accurately identify the route affected by the anomaly, it becomes possible to carry out more efficient and effective maintenance and inspection work.

In the present embodiment, the vicinity of the line on which the first and second railroad vehicles 7 having the abnormal appearance have overlapped and traveled is highlighted by a broken line, or is highlighted by adding characters. Not limited to this. For example, the color of the overlapping traveling route may be changed, or it may be surrounded by a frame or the like. In addition, routes other than the overlapping traveling routes may be displayed lightly to make the overlapping traveling routes stand out.

Also in the present embodiment, as in the first embodiment, the railway information management device 5 outputs the generated information on the traveling route screen 9 to the inspection support device 4. Information may be output from the railway information management device 5 to the inspection support device 4 on a regular basis, or may be executed based on an information request from the inspection support device 4.

According to the configuration of the present embodiment, a traveling route screen 9 showing a route on which a plurality of railway vehicles 7 having an abnormal appearance have traveled in the past is generated. For this reason, the inspector of the railway operator may have an abnormality that may cause an abnormality in the appearance of the railway equipment 7 or a railway vehicle 7 that is likely to be damaged due to an abnormality in the appearance of the railway vehicle 7. High railway equipment can be easily identified, and more efficient and effective maintenance and inspection work can be carried out.

In the railway system 100 shown in the above-described first to third embodiments, the operation management device 1, the base station management device 2, the vehicle appearance inspection device 3, and the inspection support device 4 are each 1 for the railway information management device 5. It is connected one by one, but it is not limited to this. For example, the railway information management device 5 may be connected to each device installed at a plurality of operation command centers and depots, or may be connected to each device owned by a plurality of different railway operators. .. Further, the railway system 100 may be composed of a part of an operation management device 1, a base station management device 2, a vehicle appearance inspection device 3, an inspection support device 4, and a railway information management device 5.

Further, the railway information management device 5 refers to the device operation data table 22 stored in the storage unit 53, and acquires the route information of the route on which the railway vehicle 7 has traveled in the past, but the present invention is not limited to this. For example, the railroad information management device 5 refers to the stored train formation data table 12 and operation information data table 13, identifies the train formation number from the vehicle number of the railroad vehicle 7 in which stepped wear has occurred, and specifies the train formation number. It may be configured to acquire the route information of the route on which the train has traveled in the past. Even with this configuration, it is possible to generate a traveling route screen 9 showing the route on which the railway vehicle 7 having an abnormal appearance has traveled from the acquired route information.

The configuration of the railway system 100 shown in each embodiment is merely an example, and it is also possible to appropriately combine, modify, or omit each embodiment within the scope of the technical idea shown in the embodiment. include.

1 Operation management device, 2 Base station management device, 3 Vehicle appearance inspection device, 4 Inspection support device, 5 Railway information management device, 7 Railway vehicle, 9 Travel route screen, 100 Railway system.

The railway system according to the present disclosure is based on a vehicle visual inspection device that acquires visual inspection information obtained by visual inspection of a railway vehicle, and an acquisition of visual inspection information and route information on which the railway vehicle has traveled. Further, it is provided with a railway information management device that generates a traveling route screen showing a traveling route on which a railway vehicle determined to have an appearance abnormality has traveled.

The railway information management device according to the present disclosure has an appearance abnormality based on the communication unit that acquires the appearance inspection information obtained by the appearance inspection of the railway vehicle and the route information on which the railway vehicle travels, and the route information acquired by the communication unit. It is provided with a processing unit for generating a traveling route screen showing a traveling route on which the railroad vehicle determined to have caused the above has occurred.

The railway inspection support method according to the present disclosure includes a process of acquiring visual inspection information obtained by visual inspection of a railway vehicle, a process of acquiring route information on which the railway vehicle has traveled, and an appearance based on the acquired route information. It includes a step of generating a traveling route screen showing a traveling route on which a railway vehicle determined to have an abnormality has traveled.

The railway inspection support program according to the present disclosure is based on a process of acquiring visual inspection information obtained by visual inspection of a railway vehicle, a process of acquiring route information on which a railway vehicle has traveled, and the acquired route information. The process of generating a traveling route screen showing the route traveled by the railway vehicle determined to have an abnormal appearance is executed.

Claims (12)

A vehicle visual inspection device that acquires visual inspection information obtained by visual inspection of railway vehicles, and
A railway information management device that acquires the appearance inspection information and the route information on which the railway vehicle has traveled, and generates a traveling route screen indicating the route on which the railway vehicle has an appearance abnormality based on the acquired route information. When,
The railway system. The railway system according to claim 1, wherein the vehicle appearance inspection device acquires measurement data of a pantograph of the railway vehicle and determines an abnormality of the pantograph as the appearance abnormality. The railway system according to claim 2, wherein the abnormality of the pantograph is stepped wear. The railway system according to claim 3, wherein the vehicle appearance inspection device can variably set a threshold value of the amount of wear used for determining the stepped wear. The railway system according to claim 1, wherein the vehicle appearance inspection device acquires measurement data of the wheels of the railway vehicle and determines the abnormality of the wheels as the appearance abnormality. The railway system according to any one of claims 1 to 5, wherein the railway information management device acquires route information on which the railway vehicle has traveled from at least one of an operation management device and a base station management device. The railway system according to any one of claims 1 to 6, wherein the railway information management device generates the traveling route screen showing the route on which the railway vehicle has traveled from the previous inspection to the current inspection. The railway information management device generates a traveling route screen showing the routes on which the plurality of the railway vehicles having the appearance abnormality have traveled, and highlights and displays the routes on which the plurality of the railway vehicles have traveled in an overlapping manner. The railway system according to any one of claims 1 to 7. An inspection support device that acquires the travel route screen generated by the railway information management device, and
An output device that displays or prints the travel route screen acquired by the inspection support device, and
The railway system according to any one of claims 1 to 8, further comprising. A communication unit that acquires visual inspection information obtained by visual inspection of a railway vehicle and route information on which the railway vehicle traveled.
Based on the route information acquired by the communication unit, a processing unit that generates a travel route screen showing the route on which the railway vehicle with an abnormal appearance has traveled, and a processing unit.
Railroad information management device equipped with. The process of acquiring visual inspection information obtained by visual inspection of railway vehicles, and
The process of acquiring the route information on which the railroad vehicle traveled, and
Based on the acquired route information, a process of generating a traveling route screen showing the route on which the railway vehicle with an abnormal appearance has traveled, and
A railway inspection support method that provides. On the computer
The process of acquiring visual inspection information obtained by visual inspection of railway vehicles, and
The process of acquiring the route information on which the railroad vehicle traveled, and
Based on the acquired route information, a process of generating a traveling route screen showing the route on which the railway vehicle with an abnormal appearance has traveled, and
Railroad inspection support program to execute.

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