JP6308681B2 - Crossover equipment monitoring device and method - Google Patents

Description

  The present invention relates to a crossover facility monitoring apparatus and method for monitoring a crossover facility provided near a position where a plurality of trolley lines intersect.

  In general, as a method of collecting electricity for electric railways, a current collector such as a pantograph is installed on the roof of a railway vehicle by placing an overhead train line (hereinafter also referred to as “overhead wire”) above the rail through which the railway vehicle passes. The overhead train line system that collects power from overhead lines is widely used. Among the overhead wires, the overhead wire that contacts the pantograph and supplies power to the railway vehicle is called a trolley wire.

  At the point where the track intersects or branches, the overhead line also needs to intersect or branch. A line that intersects or branches the main line is called a “crossover line”. In the vicinity of the intersection of the trolley lines, the main trolley line is disposed below the crossover trolley line. Railcars traveling on the main line press and contact the pantograph against the main trolley line, so the crossing trolley lines and accessory fittings are also pushed up by the pantograph.

  On the other hand, the pantograph of a railway vehicle traveling on a crossover line is in contact with the intersecting main trolley line from an oblique direction, so that depending on the positional relationship between them, the main trolley line may have a pantograph horn (both ends of the current collector hull ) May cause an interruption phenomenon to enter underneath and may damage the pantograph and train wire fittings. Therefore, it is necessary to sufficiently manage the height of the trolley line near the intersection of the trolley lines.

  As a related technique, Patent Document 1 discloses a crossover measuring device that uses a crossover line sensor and a pantograph line sensor to obtain a relative positional relationship between the pantograph and the crossover line. Patent Document 2 also discloses an overhead line position that enables non-contact three-dimensional position measurement by an inspection vehicle or the like for overhead lines including sorting devices and supports other than the trolley line for advanced maintenance of overhead lines. A measurement device is disclosed.

Japanese Patent No. 5245445 (paragraph 0008, FIG. 1) JP 2014-169939 A (paragraph 0011, FIG. 1)

  In order to limit the height difference between the two trolley lines when the pantograph of the railway vehicle passes, a cross fitting is provided at a position where the plurality of trolley lines intersect (near the point). The entire overhead wire structure including the cross metal fittings (such as a trolley wire or a suspended overhead wire) is called a “crossover device”. In the crossover device, in principle, the installation of train wire fittings (also referred to as “crossover line equipment” in the present application) that causes troubles is prohibited. Used.

  The ear (the trolley line gripping part) in a normal train wire fitting is designed on the assumption that the pantograph slides on the lower surface of the trolley line. However, in the crossover device, the pantograph horn may slide on the trolley line obliquely from below, and at this time, the pantograph may collide with the ear of the train wire fitting or the fitting body.

  In order to avoid this, in the crossover device, the range for prohibiting the installation of the train wire fittings is defined as described above. Conventionally, an operator has to visually check or manually measure that there is no train wire bracket in this range, and means for automatically monitoring the presence of a train wire bracket in the bracket mounting prohibited range is Never before.

  Accordingly, one object of the present invention is to automatically monitor the presence of a train wire fitting in the bracket mounting prohibition range of the crossover device by using a non-contact measurement method of a train line facility in an electric inspection vehicle or the like. It is.

  In order to solve the above-described problem, a crossover facility monitoring apparatus according to one aspect of the present invention is a measurement data obtained by measuring a region including an overhead line in a plane that is installed in a railway vehicle and substantially orthogonal to the traveling direction of the railway vehicle. A measurement means for generating the data, a data processing unit for processing the measurement data generated by the measurement means, and storing the measurement data sequentially processed in the memory, and the overhead line and its data based on the measurement data stored in the memory An object extraction unit that extracts a train wire bracket having an end connected to the overhead line, and a position calculation unit that calculates a three-dimensional position of the overhead wire and the train wire bracket based on the extracted coordinates of the overhead line and the train wire bracket And the first trolley line is identified based on the calculated three-dimensional position of the overhead line and the train wire bracket, and there is a second trolley line having a predetermined relationship with the first trolley line , Based on the position of the first or the second trolley wire to calculate the mounting bracket prohibited range, and a determining controller whether catenary bracket is positioned within the mounting bracket prohibited range.

  In addition, a crossover facility monitoring method according to one aspect of the present invention is a measuring unit that is installed in a railway vehicle and that measures a region including an overhead line in a plane substantially orthogonal to the traveling direction of the railway vehicle to generate measurement data. A crossover facility monitoring method used in a crossover facility monitoring apparatus including a step (a) of processing measurement data generated by a measuring means and storing the processed measurement data sequentially in a memory; Step (b) of extracting the overhead wire and the train wire bracket having the end connected to the overhead wire based on the measurement data accumulated in the step, and determining the three-dimensional position of the overhead wire based on the extracted coordinates of the overhead wire The first trolley line is identified on the basis of the calculating step (c) and the calculated three-dimensional position of the overhead line, and the second trolley line having a predetermined relationship with the first trolley line Step (d) of calculating a bracket attachment prohibition range based on the position of the first or second trolley line, if present, and the three-dimensional position of the train line bracket based on the extracted coordinates of the train line bracket And a step (f) of determining whether or not the train wire fitting is located within the bracket attachment prohibition range based on the calculated three-dimensional position of the train wire fitting.

  According to one aspect of the present invention, the three-dimensional positions of the overhead wire and the train wire fitting are calculated based on the measurement data obtained by using the measuring means, and the second trolley wire having a predetermined relationship with the first trolley wire is calculated. When there is a trolley line, by determining whether the train line bracket is located within the bracket mounting prohibition range calculated based on the position of the first or second trolley line, the bracket of the crossover device It is possible to automatically monitor the presence of train wire fittings in the prohibited installation range. As a result, it is possible to realize labor saving and efficiency of work and eliminate oversight.

It is a figure which shows the rail vehicle provided with the crossover equipment monitoring apparatus which concerns on one Embodiment of this invention. It is a schematic diagram which compares and shows the image before and after the image processing by a data processing part. It is a figure which shows the example of the coefficient matrix of a Sobel filter. It is a figure for demonstrating the principle which calculates the position of a target object. It is a figure which shows the positional relationship of a pantograph, a connecting line, and the trolley line of a main line. It is a figure which shows the example of a cross metal fitting. It is a figure which shows the example of the bracket attachment prohibition range. It is a figure which compares and shows the train wire bracket with which installation in a bracket attachment prohibition range is prohibited, and the train line bracket with which installation in a bracket attachment prohibition range is permitted. It is a flowchart which shows the crossover equipment monitoring method which concerns on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
FIG. 1 is a diagram showing a railway vehicle provided with a crossover equipment monitoring device according to an embodiment of the present invention. The crossover facility monitoring device is installed in the railway vehicle 10 and includes measurement means for measuring a region including an overhead line in a plane substantially orthogonal to the traveling direction of the railway vehicle 10 to generate measurement data. As the measuring means, for example, at least one laser range sensor may be used, and a plurality of line cameras may be used.

  In the following, a case where two laser range sensors 11 and 12 and two line cameras 13 and 14 are used will be described as an example. These may be arranged on the roof of a railway vehicle 10 such as an electric inspection vehicle as shown in FIG. 1, or may be arranged on a work table of a railroad vehicle or a maintenance vehicle. Moreover, the crossover facility monitoring device may include a lighting device 15 and a displacement sensor (or acceleration sensor) 16.

  Furthermore, the crossover facility monitoring apparatus includes a region of interest setting unit 21, a data processing unit 22, a processing memory 23, an object extraction unit 24, a position calculation unit 25, a control unit 26, a storage unit 27, And a display unit 28. These may be arranged in the railway vehicle 10 as shown in FIG. 1 or may be arranged outside the railway vehicle 10. In the latter case, for example, at the time of data measurement, the data output from the laser range sensors 11 and 12, the line cameras 13 and 14, and the displacement sensor 16 are transferred to a removable recording medium such as an external hard disk. Once recorded. Further, after the data measurement, the data recorded on the removable recording medium is supplied to the region-of-interest setting unit 21, the data processing unit 22, and the position calculation unit 25.

  Here, at least one of the region-of-interest setting unit 21, the data processing unit 22, and the object extraction unit 24 to the control unit 26 includes a PC (personal computer) including a CPU (central processing unit), and a CPU. You may comprise by the software (program) for making various processing perform. The software is recorded on the recording medium of the storage unit 27. As the recording medium, a hard disk, a flexible disk, an MO, an MT, a CD-ROM, a DVD-ROM, or a nonvolatile memory such as a USB memory can be used.

  Above the railway vehicle, an overhead line such as a trolley wire or a suspended overhead line is disposed substantially parallel to the traveling direction of the railway vehicle. In the crossover device, a crossover trolley wire is disposed near the main trolley wire. The crossover trolley wire is arranged at a position higher than the main trolley wire in the crossover device.

  As shown in FIG. 1, when the railcar 10 is traveling on a crossover, a crossover trolley line exists above the central axis of the railcar 10. On the other hand, when the railway vehicle is traveling on the main line, the main trolley line exists above the central axis of the railway vehicle. In the following, a case where the railway vehicle is traveling on a crossover will be described.

  The laser range sensors 11 and 12 are first on a first straight line extending in a sleeper direction (X-axis direction) substantially orthogonal to the traveling direction (Z-axis direction) and the height direction (Y-axis direction) of the railway vehicle 10. Are arranged at intervals. The laser range sensor 11 projects a laser beam at a projection angle within a first range on a plane (XY plane in FIG. 1) that is substantially orthogonal to the traveling direction of the railway vehicle 10, and forms an overhead line such as a trolley line as a crossover line. Scan the containing area. Further, the laser range sensor 12 projects a laser beam at a projection angle within a second range in a plane substantially orthogonal to the traveling direction of the railway vehicle 10 to scan a region including an overhead line such as a trolley line as a crossover line. .

  Thereby, each of the laser range sensors 11 and 12 measures an area including an overhead line such as a trolley line of a crossover line, angle data indicating a direction in which the overhead line exists, and distance data indicating a distance to the overhead line. Is generated. As shown in FIG. 1, when the main trolley line is located near the crossover trolley line, the position of the main trolley line is also measured.

  For example, each of the laser range sensors 11 and 12 generates a pulsed laser beam using a laser diode, and projects the laser beam to the surrounding space via a rotating mirror (polygon mirror, etc.), thereby widening the overhead line. Scan in the direction. Each of the laser range sensors 11 and 12 detects reflected light from the overhead line using a photodiode or the like.

  The projection direction of the laser beam projected from each of the laser range sensors 11 and 12 is changed by a certain angle step using an angle encoder. The direction in which the overhead line exists is obtained based on the output signal of the angle encoder when the reflected light is detected, and angle data representing the direction in which the overhead line exists is generated. Further, the distance to the overhead line is obtained based on the time from when the pulsed laser beam is projected until the reflected light is detected, and distance data representing the distance to the overhead line is generated.

  Thus, when two laser range sensors 11 and 12 are used, even when a plurality of trolley lines are arranged so as to overlap each other when viewed from one laser range sensor, the trolley lines are separated. And can be measured. However, the measurement results obtained by the laser range sensors 11 and 12 generally include an error of about 10 mm when the measurement distance is 1 m. Therefore, the exact position of the trolley line may be measured using the line cameras 13 and 14.

  The line cameras 13 and 14 are arranged at a second interval on a second straight line substantially parallel to the first straight line. The second straight line may be the same as the first straight line. The line cameras 13 and 14 capture an area including an overhead line such as a trolley line as a crossover line, and generate first image data and second image data representing a one-dimensional image, respectively. As shown in FIG. 1, when the main trolley line is located near the crossover trolley line, the main trolley line is also imaged. Further, when there is a train wire fitting having an end connected to the trolley line, at least a part of the train wire fitting is also imaged.

  The illumination device 15 is installed along a third straight line that is substantially parallel to the first and second straight lines. The third straight line may be the same as the first or second straight line. The illumination device 15 illuminates a space captured by the line cameras 13 and 14 at night or the like. When illuminating the trolley line and train wire fittings using the lighting device 15 at night or in an underground section or tunnel section, the trolley line and train line fittings are illuminated brighter than the background. The luminance value of the image data increases at the pixel where the wire fitting is imaged.

  On the other hand, in the daytime, when the weather is fine, the trolley line and the train wire fittings appear darker than the background, so that the luminance value of the image data becomes small at the pixel where the trolley line and the train wire fittings are imaged. Therefore, it is possible to extract the trolley line and the train line fitting based on the luminance value of the image data.

  For example, each of the line cameras 13 and 14 is attached to a front surface of a line sensor having a plurality of pixels arranged along a second straight line, and transmits light from the surrounding space to the plurality of line sensors. And a lens for focusing on the pixel. With this lens, the imaging angle in a plane (XY plane in FIG. 1) that is substantially orthogonal to the traveling direction of the railway vehicle 10 can be made to correspond to the pixel position in the line sensor 1: 1. Therefore, it is possible to obtain the imaging angle of the trolley line and the train wire fitting in the line camera 13 or 14 from the pixel position in the line sensor.

  The region-of-interest setting unit 21 determines the position of the measured overhead line in a plane substantially orthogonal to the traveling direction of the railcar 10 based on the angle data and the distance data generated by each of the laser range sensors 11 and 12. Set the region of interest to include. When a plurality of overhead lines are measured, the region-of-interest setting unit 21 may set a plurality of regions of interest including the positions of the overhead lines. As shown in FIG. 1, when the main trolley line is located near the crossover trolley line, the region of interest including the position of the crossover trolley line and the region of interest including the position of the main trolley line Is also set.

  The region-of-interest setting unit 21 calculates position information of the region of interest in the one-dimensional image. For example, the region-of-interest setting unit 21 determines the first angle range when the region of interest is viewed from the line camera 13 based on the angle data and the distance data generated by the laser range sensor 11, and the position information of the region of interest. Calculate as Further, the region-of-interest setting unit 21 determines the second angle range when the region of interest is viewed from the line camera 14 based on the angle data and the distance data generated by the laser range sensor 12, and the position information of the region of interest. Calculate as

  Here, the region-of-interest setting unit 21 is the position of the overhead wire represented by the angle data and the distance data generated by the laser range sensor 11 or 12, and the thickness of the train wire bracket having an end connected to the overhead wire. The region of interest may be set in consideration of the position and size and the measurement error of the laser range sensor 11 or 12.

  The data processing unit 22 performs image processing for masking an image outside the region of interest set by the region of interest setting unit 21 for each of the first and second image data generated by the line cameras 13 and 14, respectively. Apply. For example, the data processing unit 22 may replace the value of image data representing an image outside the region of interest with “0” or “1”, or may cut out only the image of the region of interest.

  When the region-of-interest setting unit 21 sets a plurality of regions of interest for each of the first and second image data, the data processing unit 22 is outside one region of interest selected sequentially from these regions of interest. Image processing for masking the image may be performed. Thereby, first image data representing a plurality of images corresponding to a plurality of regions of interest and second image data representing a plurality of images corresponding to the plurality of regions of interest are obtained.

  For example, when the region-of-interest setting unit 21 calculates the first angle range when the region of interest is viewed from the line camera 13 as the position information of the region of interest, the data processing unit 22 sets the first image data On the other hand, image processing for masking an image outside the first angle range when the region of interest is viewed from the line camera 13 is performed.

  Similarly, when the region-of-interest setting unit 21 calculates the second angle range when the region of interest is viewed from the line camera 14 as the position information of the region of interest, the data processing unit 22 displays the second image. The data is subjected to image processing for masking an image outside the second angle range when the region of interest is viewed from the line camera 14.

  When the railway vehicle 10 is traveling, the line cameras 13 and 14 sequentially capture areas including overhead lines such as trolley lines to generate first and second image data, respectively, and the data processing unit 22 Image processing is sequentially performed on the generated first and second image data. The data processing unit 22 stores the first and second image data subjected to the image processing sequentially in the processing memory 23.

  By combining the first image data for a predetermined number of lines (for example, 1000 lines), a two-dimensional image of one frame is generated. Further, by combining the second image data for a predetermined number of lines (for example, 1000 lines), a two-dimensional image of one frame is generated. Thereby, first and second image data each representing a two-dimensional image is obtained.

  An image in which the region-of-interest setting unit 21 sets a plurality of regions of interest for each of the first and second image data, and the data processing unit 22 masks an image outside one region of interest sequentially selected from these regions of interest When processing is performed, first and second image data each representing a plurality of two-dimensional images corresponding to a plurality of regions of interest are obtained.

  FIG. 2 is a schematic diagram showing a comparison of images before and after image processing by the data processing unit. FIG. 2A shows an image before image processing, and FIG. 2B shows an image after image processing. FIG. 2 shows a two-dimensional image of one frame captured by a single line camera over a predetermined period.

  In FIG. 2, the vertical axis represents the angle θ of the overhead line as viewed from the line camera, and the horizontal axis is the Z axis corresponding to the time axis when the railway vehicle travels at a constant speed. The time interval at which the image data is taken into the processing memory or the like may be controlled according to the traveling speed of the railway vehicle. Alternatively, the image data may be taken into a processing memory or the like at regular time intervals, the traveling speed of the railway vehicle may be recorded in the processing memory or the like, and the time axis may be converted to the Z axis later.

  As shown in FIG. 2A, in the image before image processing, the three filaments L1 to L3 constituting the three overhead wires and the filaments constituting the train wire fittings are reflected. On the other hand, as shown in FIG. 2B, in the image after image processing, by cutting out the image of the region of interest, the lines L2 and L3 that are not to be measured are masked, and the lines L1 and L1 to be measured are masked. Only the filaments that make up the train wire fittings are shown.

  Referring to FIG. 1 again, the object extraction unit 24 performs the object extraction process on each of the first and second image data stored in the processing memory 23 and representing a two-dimensional image. That is, the object extraction unit 24 has an overhead line and a train line having an end connected to the overhead line from a two-dimensional image represented by each of the first and second image data stored in the processing memory 23. A metal fitting is extracted as an object.

  For example, the object extracting unit 24 extracts an overhead line from a two-dimensional image by detecting a region that satisfies a first predetermined condition regarding a luminance value, an angle, and the like. Further, the object extraction unit 24 detects a region satisfying the second predetermined condition relating to the luminance value, the angle, the position, and the like from the two-dimensional image, and thereby has a train line having an end portion that overlaps the extracted overhead line. Extract the bracket.

  The object extraction process can be performed by edge detection of the object, pattern matching of the object, or the like. Below, the case where the edge of a target object is detected is demonstrated. The object extraction unit 24 performs edge detection processing on each of the first and second image data that is stored in the processing memory 23 and represents a two-dimensional image, and a predetermined number of edges detected from the plurality of detected edges. Edges that satisfy the condition are extracted. The edge detection process is performed, for example, by obtaining the edge strength and direction by a convolution operation using a Sobel filter.

  FIG. 3 is a diagram illustrating an example of a coefficient matrix (operator) of a Sobel filter. The Sobel filter is a filter used for detecting a contour by calculating a spatial first derivative. The object extraction unit 24 multiplies the values of the nine pixels above, below, left, and right centering on a certain target pixel by a coefficient matrix for horizontal edge detection as shown in FIG. By doing so, the horizontal edge detection value Ix is obtained.

In addition, the object extraction unit 24 multiplies the values of nine pixels above, below, left, and right centered on a certain target pixel by a coefficient matrix for vertical edge detection as shown in FIG. Are added to obtain the vertical edge detection value Iy. The edge strength I and the angle α are obtained using the following equations.
I = (Ix ² + Iy ² ) ^1/2
α = tan ⁻¹ (Iy / Ix)

  The object extraction unit 24 extracts, from among a plurality of edges detected by the edge detection process, an edge having an intensity I that is equal to or greater than a first threshold and an angle α within a first predetermined range as an overhead line edge. Then, edge coordinates representing the position of the edge are obtained. When a part of the edge is missing, the object extraction unit 24 may obtain the edge coordinates by supplementing the missing part with an extension line of the preceding and succeeding edges.

Actually, since the overhead line has a certain thickness, two edges are extracted with respect to one overhead line. However, one of the coordinates of the edges may be used as the coordinates of the overhead line, You may obtain | require the average coordinate of those edges. The overhead line coordinates include, for example, the overhead line angle θ ₁ viewed from the line camera 13 and the overhead line angle θ ₂ viewed from the line camera 14 for each Z coordinate.

In addition, the object extraction unit 24 extracts the overhead line from the plurality of edges detected by the edge detection process, with the intensity I being equal to or greater than the second threshold and the angle α being within the second predetermined range. An edge having an end portion overlapping with is extracted as an edge of a train wire fitting. The object extraction unit 24 may obtain the coordinates of the ends of the train wire fittings that overlap the coordinates of the extracted overhead wires as the coordinates of the train wire fittings, or the coordinates of the overhead wires at the positions that overlap the ends of the train wire fittings. You may ask for. The coordinates of the train wire fitting include, for example, the angle θ ₁ of the train wire fitting viewed from the line camera 13 and the angle θ ₂ of the train wire fitting viewed from the line camera 14 for each Z coordinate.

  Further, the object extraction unit 24 outputs the coordinates of the overhead line and the train wire bracket to the position calculation unit 25. The position calculation unit 25 uses the overhead line and the train for the railcar 10 based on the coordinates of the overhead line and the train wire bracket extracted by the object extraction unit 24 from the two types of images represented by the first and second image data. The three-dimensional position of the wire fitting is calculated.

FIG. 4 is a diagram for explaining the principle of calculating the position of the object. FIG. 4 shows the line cameras 13 and 14 and the position P (x, y) of the object on the XY plane. Based on the angle θ _{1 of the} object viewed from the line camera 13 and the angle θ ₂ of the object viewed from the line camera 14, the position calculation unit 25 determines the position P (x, y of the object with respect to the railway vehicle 10. )

As shown in FIG. 4, the distance between the line camera 13 and the line camera 14 is d (known), the distance between the line camera 13 and the object is r ₁ , and the distance between the line camera 14 and the object. the distance and the r _2, the following equation is established.
r ₁ sin θ ₁ + r ₂ sin θ ₂ = d
r ₁ cos θ ₁ = r ₂ cos θ ₂
From these equations, the distance r ₁ can be obtained.
r ₁ = d / {sin θ ₁ + (cos θ ₁ / cos θ ₂ ) sin θ ₂ }
Therefore, x and y are calculated as follows.
x = r ₁ sin θ ₁ + x ₀
y = r ₁ cos θ ₁ + y ₀

  Furthermore, the position calculation unit 25 shown in FIG. 1 is based on the positional relationship between the center of the track (rail) on which the railcar 10 is traveling and the reference position (for example, the origin of the XY coordinates) of the railcar 10. The two-dimensional position of the overhead wire and the train wire bracket with respect to the center of the track is calculated. The position calculation unit 25 is connected to the overhead line and the three-dimensional position of the overhead line extending along the trajectory with reference to the center of the trajectory by sequentially performing the above-described calculation for a plurality of Z coordinates. The three-dimensional position of the train wire bracket is calculated. When the two laser range sensors 11 and 12 are used, it is possible to improve the calculation accuracy when calculating the positions of the overhead wire and the train wire bracket.

  Alternatively, when the line camera is not used, the data processing unit 22 processes the angle data and distance data generated by the laser range sensor 11 or 12, and processes the sequentially processed angle data and distance data as a processing memory. 23. For example, the object extraction unit 24 detects an area satisfying a first predetermined condition related to an angle, a distance, and the like based on an angle, a distance, and the like represented by measurement data stored in the processing memory 23. To extract. In addition, the object extraction unit 24 detects a region satisfying the second predetermined condition regarding the angle, the distance, and the like, thereby extracting a train wire bracket having an end portion that overlaps the extracted overhead line.

  In this way, the data processing unit 22 processes measurement data (angle data and distance data or image data) generated by measurement means such as a laser range sensor or a line camera, and sequentially processed measurement data. Is stored in the processing memory 23. Based on the measurement data stored in the processing memory 23, the object extraction unit 24 extracts, as an object, a train wire fitting having an overhead line and an end connected to the overhead line. The position calculation unit 25 calculates the three-dimensional position of the overhead line and the train wire bracket with respect to the railcar 10 based on the coordinates of the overhead line and the train wire bracket extracted by the object extraction unit 24.

  The displacement sensor 16 observes displacement due to rolling or vertical movement of the railway vehicle 10 and outputs displacement data representing the displacement of the railway vehicle 10 with respect to the track. The position calculation unit 25 may correct the coordinates of the positions of the overhead wire and the train wire bracket based on the displacement data output from the displacement sensor 16. When an acceleration sensor is used instead of the displacement sensor, the position calculation unit 25 may obtain a displacement based on the acceleration data output from the acceleration sensor and correct the coordinates of the positions of the overhead wire and the train wire bracket.

  Based on the three-dimensional position of the overhead line calculated by the position calculation unit 25, the control unit 26 identifies the trolley line of the crossover line. For example, when a plurality of overhead lines are extracted in a plurality of regions of interest, the control unit 26 is positioned near the center of the track in the X-axis direction with reference to the center of the track on which the railcar 10 is traveling, and The overhead line having a height within a predetermined range from the trajectory in the Y-axis direction is determined to be a crossover trolley line.

  In addition, when a plurality of overhead lines are extracted in a plurality of regions of interest, the control unit 26 has a predetermined relationship with the trolley line of the crossover line based on the three-dimensional position of the overhead line calculated by the position calculation unit 25. It is determined whether or not a main trolley line exists. For example, it has a height within a predetermined range with respect to the trolley line of the crossover line in the Y-axis direction, and the elevation relationship with respect to the trolley line of the crossover line is not reversed as the railway vehicle 10 travels, and the crossover is performed at a certain position. When there is an overhead line that approaches the trolley line within a predetermined distance (for example, 1,200 mm), the control unit 26 determines that the overhead line is a main trolley line.

  Further, when the control unit 26 determines that the main trolley line exists, the control unit 26 calculates the bracket attachment prohibited range based on the position of the main trolley line or the crossover trolley line, and is calculated by the position calculation unit 25. Based on the three-dimensional position of the train wire bracket, it is determined whether or not the train wire bracket is located within the bracket mounting prohibited range.

  FIG. 5 is a diagram illustrating a positional relationship between the pantograph, the connecting line, and the main trolley line. FIG. 5 shows a case where the railway vehicle travels along the crossover line in the direction of the arrow. FIG. 5A is a plan view of the pantograph and the two trolley wires as viewed from above the railway vehicle, and FIGS. 5B to 5D are respectively at the positions shown in FIG. It is front sectional drawing which looked at the pantograph and two trolley lines from the front of a rail vehicle.

  As shown in FIG. 5, a sliding plate is provided on the upper side of the central portion of the current collector boat body of the pantograph to collect electricity by mainly contacting the trolley wire. Further, at both ends of the current collecting boat body, a horn directed obliquely downward is provided to prevent the trolley wire from entering the lower side of the current collecting boat body.

  As shown in FIG. 5A, the crossover trolley line and the main trolley line intersect at a position P in plan view. In the position P, in order to limit the height difference between the two trolley lines when the pantograph of the railway vehicle passes, a cross metal fitting (vertical movement clasp) is attached to the main trolley line. In addition, a connection fitting for electrically connecting the main trolley wire and the crossover trolley wire is provided.

  FIG. 6 is a diagram illustrating an example of a cross fitting. FIG. 6 (A) is a side view of the cross metal fitting, and FIG. 6 (B) is a front view of the cross metal fitting. The crossover trolley wire is disposed between the main trolley wire and the cross fitting. Therefore, in the vicinity of the position P shown in FIG. 5A, the crossover trolley line is located above the main trolley line.

  In the crossover device, the crossover trolley wire and the main trolley wire may not intersect in plan view. In such a case, the crossover trolley line approaches the main trolley line and then moves away. Therefore, although a cross metal fitting cannot be attached to the trolley wire, a connection metal fitting for electrically connecting the main trolley wire and the crossover trolley wire is provided.

  At the position shown in FIG. 5 (B), the pantograph slide plate is in contact with the trolley line of the crossover, and the main trolley line is at a position away from the pantograph. At the position shown in FIG. 5C, the pantograph sliding plate is in contact with the crossover trolley line, and the pantograph horn is in contact with the crossover trolley line. In the position shown in FIG. 5D, the pantograph sliding plate is in contact with the main trolley line, and the crossover trolley line is located above the main trolley line.

  Here, in the position shown in FIG. 5 (C), the pantograph horn of the railway vehicle traveling on the crossover line slides diagonally from the main trolley line, so that the pantograph is connected to the main trolley line. There is a possibility that it will collide with the ear of the train wire bracket (the grip part of the trolley wire) or the bracket body. In addition, there is a possibility that a pantograph of a railway vehicle traveling on the main line pushes up the main trolley line and collides with a train line fitting connected to the crossover trolley line. In order to avoid this, in the crossover device, a bracket mounting prohibition range for prohibiting the mounting of the train wire bracket is defined.

  FIG. 7 is a diagram illustrating an example of the bracket mounting prohibition range. In the example shown in FIG. 7, the inner side of the main trolley line (in the range where the main trolley line is 300 mm to 1,200 mm in plan view from the trajectory center of the crossover line when measured at right angles to the trajectory of the crossover line) In principle, it is forbidden to install rail line fittings on the crossover side).

  Similarly, in the range where the trolley wire of the crossover line is at a distance of 300 mm to 1,200 mm in plan view from the center of the main line trajectory as measured at a right angle to the main track, the train is on the inside (main line side) of the crossover trolley wire In principle, it is prohibited to attach wire fittings. Note that the above numerical values may be changed in a special place such as under a beam (a member that suspends or supports a trolley line or a suspension line).

  Therefore, the control unit 26 shown in FIG. 1 measures at a first distance (for example, 300 mm) or more in a plan view from the trajectory center of the crossover line, measured at right angles to the trajectory of the crossover line in the main trolley line. A range within (for example, 1,200 mm) may be calculated as the bracket mounting prohibited range. Note that “plan view” means that the trolley line and the orbit center are projected onto the XZ plane and the distance is calculated based on the X and Z coordinates of the trolley line and the orbit center.

  Further, when the railway vehicle 10 is traveling on a crossover, the position of the center of the main track is omitted for the X coordinate and the Z coordinate, and the position of the main track trolley is set to the position of the main trolley line. You may approximate. In this case, the control unit 26 measures the crossing trolley line at a right angle to the main trolley line and has a first distance (for example, 300 mm) or more and a second distance (for example, 300 mm) in plan view from the main trolley line. The range within 1,200 mm) may be calculated as the bracket mounting prohibited range. The control unit 26 controls the display unit 28 to issue a warning by an image or sound when it is determined that the train wire bracket is located within the bracket mounting prohibition range.

  Examples of the train wire brackets that are prohibited to be mounted in the bracket mounting prohibited range include hangers, curved brackets, brace brackets, feed ears, connectors, and double ears. On the other hand, when the installation of the train wire fittings is unavoidable, a train wire fitting satisfying a predetermined condition is used. Or, in the case of a curved metal fitting or a brace, a curved metal fitting or a brace that pulls the trolley wire to the outside of the bracket mounting prohibition range or pushes the trolley wire from the outside of the bracket mounting prohibition range. A bracket is attached to the trolley wire.

  FIG. 8 is a diagram showing a comparison between train wire fittings that are prohibited from being attached in the bracket attachment prohibited range and train wire fittings that are allowed to be attached in the bracket attachment prohibited range. FIG. 8A shows an example of a curved metal fitting that is prohibited to be mounted in the bracket attachment prohibited range, and FIG. 8B is an example of a curved metal fitting that is allowed to be installed in the bracket installation prohibited range. Show. By using the curved metal fitting as shown in FIG. 8B, it is possible to avoid the pantograph from colliding with the train wire fitting.

  In the following, a train wire bracket that is allowed to be mounted in the bracket mounting prohibited range is also referred to as an “allowable train line bracket”. As allowable train wire fittings, curving metal fittings as shown in FIG. 8B, trolley wires are pulled outside the bracket mounting prohibition range, or trolley wires are pushed from outside the bracket mounting prohibition range. For example, a curved metal fitting or a brace attached to a trolley wire is applicable.

  The control unit 26 shown in FIG. 1 may further determine whether or not the train line bracket is an allowable train line bracket when it is determined that the train line bracket is located within the bracket mounting prohibition range. For example, image data representing an allowable train wire bracket template used when pattern matching is performed in the object extraction unit 24 is stored in the storage unit 27.

  When a train line fitting located within the bracket attachment prohibition range is detected, the control unit 26 performs pattern matching processing between the image data representing the train line fitting and the image data representing the allowable train line fitting template. The object extraction unit 24 is controlled to perform. When the object extraction unit 24 outputs the result of the pattern matching process to the control unit 26, the control unit 26 determines whether or not the detected train line fitting is an allowable train line fitting based on the result of the pattern matching process. Determine.

  Alternatively, position data representing the position where the allowable train wire fittings are installed may be stored in the storage unit 27 in advance. The control unit 26 compares the position data indicating the position of the train wire fitting with the position data stored in the storage unit 27 when a train wire fitting located within the bracket attachment prohibition range is detected. Then, it is determined whether or not the detected train wire fitting is an allowable train wire fitting.

  The control unit 26 controls the display unit 28 to issue a warning by an image or sound when it is determined that the train line bracket is located within the bracket mounting prohibition range and the train line bracket is not an allowable train line bracket. To do. Thereby, the crossover equipment monitoring device can automatically monitor the presence of the train wire fittings in the bracket mounting prohibition range of the crossover device. As a result, it is possible to realize labor saving and efficiency of work and eliminate oversight.

  Next, a crossover facility monitoring method used in the crossover facility monitoring apparatus according to the present embodiment will be described with reference to FIGS. 1 and 9. FIG. 9 is a flowchart showing a crossover facility monitoring method according to an embodiment of the present invention. Note that processes that are independent of each other may be performed in parallel.

  In step S1 shown in FIG. 9, the region-of-interest setting unit 21 sets a region of interest including the position of the measured overhead line based on the angle data and the distance data generated by each of the laser range sensors 11 and 12. .

  In step S2, the data processing unit 22 performs image processing for masking an image outside the region of interest on each of the first and second image data generated by the line cameras 13 and 14, respectively, and is sequentially processed. The first and second image data are stored in the processing memory 23.

  In step S3, the object extraction unit 24 has an overhead line and an end connected to the overhead line from the two-dimensional image represented by each of the first and second image data stored in the processing memory 23. Extract train wire fittings.

  In step S4, the position calculation unit 25 is based on the coordinates of the overhead line extracted by the object extraction unit 24 from the two types of images represented by the first and second image data accumulated in the processing memory 23. The three-dimensional position of the overhead line is calculated.

  In step S5, the control unit 26 identifies the crossover trolley line based on the three-dimensional position of the overhead line calculated by the position calculation unit 25, and the main line trolley having a predetermined relationship with the crossover trolley line. It is determined whether or not a wire is present, and when a main trolley wire is present, a bracket attachment prohibition range is calculated based on the position of the main trolley wire or the crossover trolley wire.

  In step S <b> 6, the position calculation unit 25 determines the train wire bracket based on the coordinates of the train wire bracket extracted from the two types of images represented by the first and second image data stored in the processing memory 23. A three-dimensional position is calculated.

  In step S <b> 7, the control unit 26 determines based on the three-dimensional position of the train wire bracket calculated by the position calculation unit 25 whether or not the train wire bracket is located within the bracket attachment prohibited range. If the train wire bracket is located within the bracket mounting prohibited range, the process proceeds to step S8. In step S8, the control unit 26 controls the display unit 28 so as to issue a warning by an image or sound. On the other hand, when the train line bracket is not located within the bracket mounting prohibited range, the image data of the next frame is processed.

  Although the case where two laser range sensors and two line cameras are used has been described in the above embodiment, the present invention is not limited to this embodiment, and at least one laser range sensor is provided. Use it. Three or more laser range sensors or three or more line cameras may be used.

  In addition to a laser range sensor, a device capable of three-dimensional measurement such as a TOF (time of flight) camera may be used (in this application, a laser range sensor, a TOF camera, etc. are collectively referred to as “ An area camera or the like may be used instead of the line camera.

  Moreover, although the above embodiment demonstrated the case where a rail vehicle drive | works a crossover, this invention is applicable also when a rail vehicle drive | works a main line. Thus, many modifications are possible within the technical idea of the present invention by those who have ordinary knowledge in the technical field.

  INDUSTRIAL APPLICABILITY The present invention can be used in a crossover facility monitoring apparatus that monitors the presence of train wire fittings in a crossover apparatus provided at a position where a plurality of trolley lines intersect.

  DESCRIPTION OF SYMBOLS 10 ... Rail vehicle, 11, 12 ... Laser range sensor, 13, 14 ... Line camera, 15 ... Illuminating device, 16 ... Displacement sensor, 21 ... Region of interest setting part, 22 ... Data processing part, 23 ... Processing memory, 24 ... object extraction unit, 25 ... position calculation unit, 26 ... control unit, 27 ... storage unit, 28 ... display unit, L1-L3 ... linear

Claims (8)

A measuring means that is installed in the railway vehicle and measures a region including the overhead line in a plane substantially orthogonal to the traveling direction of the railway vehicle, and generates measurement data;
A data processing unit for processing the measurement data generated by the measurement means and storing the sequentially processed measurement data in a memory;
Based on the measurement data stored in the memory, an object extraction unit that extracts an overhead wire and a train wire fitting having an end connected to the overhead wire,
A position calculation unit that calculates a three-dimensional position of the overhead line and the train wire bracket based on the extracted coordinates of the overhead line and the train wire bracket;
The first trolley line is identified on the basis of the calculated overhead line and the three-dimensional position of the train wire bracket, and the first trolley line has a predetermined relationship with the first trolley line. Alternatively, a control unit that calculates a bracket mounting prohibition range based on the position of the second trolley line and determines whether or not the train line bracket is located within the bracket mounting prohibition range;
A crossover facility monitoring device.   The object extraction unit extracts an overhead line by detecting a region satisfying the first predetermined condition based on the measurement data stored in the memory, and further, extracts a region satisfying the second predetermined condition. The transit line equipment monitoring apparatus according to claim 1, wherein a train wire fitting having an end portion that overlaps with the extracted overhead line is extracted by detection.   The control unit has a height within a predetermined range with respect to the first trolley line, the height relationship with respect to the first trolley line is not reversed, and within a predetermined distance with respect to the first trolley line. The crossover facility monitoring apparatus according to claim 1 or 2, wherein the approaching overhead line is determined to be the second trolley line.   In the second trolley line, the control unit measures the direction perpendicular to the track on which the railway vehicle travels, and ranges from the center of the track to the first distance and within the second distance in plan view as the bracket mounting prohibited range. The crossover equipment monitoring device according to any one of claims 1 to 3, which is calculated.   In the first trolley line, the control unit measures a right angle to the second trolley line, and ranges from the second trolley line to the first distance and within the second distance in plan view as a bracket attachment prohibited range. The crossover equipment monitoring device according to any one of claims 1 to 4, which is calculated.   When the control unit determines that the train wire bracket is located within the bracket mounting prohibited range, it further determines whether or not the train wire bracket is a train wire bracket that is allowed to be mounted within the bracket mounting prohibited range. The crossover equipment monitoring device according to any one of claims 1 to 5.   When the control unit determines that the train wire bracket is located within the bracket mounting prohibition range and the train wire bracket is not a train wire bracket that is allowed to be mounted within the bracket mounting prohibition range, by an image or sound. The crossover facility monitoring apparatus according to claim 6, wherein the display unit is controlled to issue a warning. This is a crossover facility monitoring method used in a crossover facility monitoring apparatus that includes a measuring means that is installed in a railcar and measures a region including an overhead line in a plane substantially orthogonal to the traveling direction of the railcar and generates measurement data. And
Processing the measurement data generated by the measuring means and storing the sequentially processed measurement data in a memory;
(B) extracting a train wire fitting having an overhead line and an end connected to the overhead line based on the measurement data stored in the memory;
Calculating the three-dimensional position of the overhead line based on the extracted coordinates of the overhead line;
Based on the calculated three-dimensional position of the overhead line, the first trolley line is identified, and when there is a second trolley line having a predetermined relationship with the first trolley line, the first or second A step (d) of calculating a bracket mounting prohibition range based on the position of the trolley wire;
A step (e) of calculating a three-dimensional position of the train wire bracket based on the extracted coordinates of the train wire bracket;
A step (f) of determining whether or not the train wire fitting is located within the bracket attachment prohibited range based on the calculated three-dimensional position of the train wire fitting;
A crossover facility monitoring method comprising: