JP6489639B2 - Pantograph abnormality detection device, detection method, and coping method when pantograph abnormality is detected - Google Patents

Description

  The present invention relates to an apparatus for detecting an abnormality of a pantograph of a vehicle traveling in a catenary type train line section, a train operation restriction method when an abnormality is detected, and the like. In particular, the present invention relates to a device that can more accurately detect the state and severity of local wear and roughness of a pantograph slide plate, and a train operation restriction method that can select appropriate multi-step treatment based on the detection result.

  First, referring to FIG. 8, an outline of facilities of a simple catenary train line will be described as an example of a catenary train line of an electric railway. FIG. 8A schematically shows a rail 5 on which the electric railway vehicle 2 travels and a simple catenary type train line 1 that supplies electric power to the vehicle 2 so as to extend to the left and right of the drawing. The rail 5 is fixed on a track sleeper 6. In addition, in this specification and drawing, the longitudinal direction of the rail 5 is also called the front-back direction, and the horizontal direction orthogonal to the longitudinal direction of the rail 5 is called sleeper longitudinal direction or left-right direction.

  On the vehicle body 29 of the vehicle 2 traveling on the rail 5, a pantograph 20 as a current collector is mounted. The upper surface of the uppermost sliding plate 21 of the pantograph 20 slides on the lower surface of the lowermost trolley wire 11 of the train line 1, and power is transferred from the trolley wire 11 to the vehicle 2.

  The simple catenary train line 1 includes the above-described trolley line 11, a hanger (line) 13 that hangs the trolley line 11 at a certain pitch, and a horizontal line that hangs the upper end of the hanger 13 and is supported by a support point such as a utility pole 3. It consists of the hanging overhead line 15 that is. As an example, the pitch of the hanger 13 is 5 m, and the distance between the support points such as the utility pole 3 is 50 m.

  Here, with reference to FIG. 9, an example of the support structure of the train line 1 in the utility pole 3 is demonstrated. An overhead pole support arm 33 is attached to the utility pole 3 shown at the left end of the figure by an arm stopper 31 such as a band. An electrical insulator 32 is provided at the base of the overhead wire support arm 33. The distal end of the overhead wire support arm 33 extends in the left-right direction (direction of sleepers) and reaches the upper part of the track. A suspension line 15 is supported on the top of the tip of the overhead line support arm 33 via a suspension line stopper 35. A brace fitting or curved fitting 37 is attached to the lower part of the distal end portion of the overhead wire support arm 33 below the hanging wire stopper 35. The leading end of the brace or curve fitting 37 is connected to the trolley wire 11 and pulls the trolley wire 11 in the left-right direction.

  With reference to FIG. 8 (B), the left-right deviation of the trolley wire 11 will be described. The trolley line 11 is arranged so as to draw a zigzag on the left and right sides of the track center line in a plan view. That is, in the example of FIG. 8B, in the figure, in the utility pole 3-1 and the utility pole 3-3, the brace bracket or curved fitting 37 pulls the trolley wire 11 in the direction approaching the utility pole 3. In 2, the brace fitting or curved fitting 37 pulls the trolley wire 11 away from the utility pole 3. By repeating this configuration, zigzag (left-right deviation) of the trolley wire 11 is realized. As a result, the sliding position between the sliding plate and the trolley wire is dispersed in the left-right direction, and the reduction of the sliding plate is dispersed and uniformed in the left-right direction. A specific example of the lateral displacement is a width of ± 250 mm and a cycle of 100 m (JR conventional line). In addition to the left-right displacement (zigzag) configuration as shown in FIG. 8B, for example, the trolley wire 11 extends in a direction toward the utility pole 3 by the utility pole 3-1 and away from the utility pole 3 in the utility pole 3-3. There is also a configuration in which the suspension wire 15 is simply hung without providing the bracing bracket or the curved pulling bracket 37 in the central utility pole 3-2.

  An outline example of the structure of a pantograph will be described with reference to FIG. The pantograph 20 is mounted on a frame 26 installed on a roof of a vehicle body 29 of a train car via an insulator 27. The pantograph 20 has a frame 25 that can be moved up and down and is mounted on a frame 26. The upper end of the frame 25 is connected to a boat support 24, and the boat body 22 is supported on the boat support 24 via a restoring spring 23. A sliding plate 21 is attached to the upper surface of the boat body 22. In this example, two sets of the hull 22 and the sliding plate 21 are provided at the front and rear. The sliding plate 21 is made of a carbon-based, copper-based, or iron-based material.

  As described above, the sliding position of the sliding plate and the trolley wire is dispersed in the left-right direction by the lateral displacement of the trolley wire 11, and the reduction of the sliding plate is also dispersed and made uniform. However, during sliding between the trolley wire and the pantograph slide plate, local wear may occur on the slide plate due to some cause such as arcing. When such wear progresses, local concave portions and stepped wear are formed on the surface of the sliding plate, and the trolley wire is fitted into the worn portion, thereby inhibiting smooth left-right movement of the trolley wire. If this state continues, there is a risk of causing an accident such as breakage of the sliding plate or cutting of the trolley wire.

  The present invention provides a method capable of more accurately detecting the state and severity of local wear and roughness of a pantograph sliding plate, and a train operation regulation method capable of selecting multi-step appropriate measures based on the detection result. With the goal.

  The pantograph abnormality detection device of the present invention observes the lower side of the trolley line from below to grasp vibrations in the longitudinal direction of the sleeper of the direct trolley line (left-right vibration) and the shape of the sliding surface of the pantograph sliding plate that passes therethrough A grasping plate shape / trolley line position grasping means for grasping, a local wear determining means for judging whether or not local wear exists in the grasped sliding surface shape of the grasping plate, and a left-right vibration of the grasped trolley line A trolley wire vibration determining means for determining whether or not exceeds a predetermined degree; a comprehensive determining means for comprehensively determining the degree of abnormality of the pantograph in response to the determination results of the local wear determining means and the trolley wire vibration determining means; It is characterized by comprising.

  According to the pantograph abnormality detection method of the present invention, the trolley line is observed from the upper side to the lower side to grasp the left-right vibration of the sleeper longitudinal direction of the trolley line and the shape of the sliding surface of the pantograph sliding plate that passes therethrough. It is determined whether or not the grasped sliding surface shape of the sliding plate has local wear exceeding a predetermined level, and whether or not the grasped lateral vibration of the trolley wire exceeds a predetermined level is determined. It is characterized by comprehensively determining whether or not the pantograph is abnormal in response to the determination of local wear on the moving surface and the determination result of left-right vibration of the trolley wire.

  In the present invention, in addition to the shape of the sliding plate by the camera or the like and the shape of the sliding plate sliding surface grasped by the trolley wire position grasping means, in addition to the left and right vibration of the trolley wire, automatic determination of the degree and severity of pantograph abnormality I do.

  The present invention can be applied to a catenary train line. The catenary-type train line is an overhead train line in which a trolley line is suspended from a suspended overhead line spanned between support points via a vertical line such as a hanger / dropper (not including a rigid overhead railway system). It includes simple catenary formulas, compound catenary formulas, and variations thereof (twin, double messenger, synthetic compound, etc.).

  The train operation restriction method at the time of detecting a pantograph abnormality of the present invention observes the lower side of the trolley line from the upper side, grasps the left-right vibration of the sleeper longitudinal direction of the trolley line, and determines the sliding surface of the pantograph sliding plate that passes therethrough. Grasping the shape, determining whether there is local wear exceeding a predetermined degree in the sliding surface shape of the grasped sliding plate, and determining whether the grasped lateral vibration of the trolley wire exceeds a predetermined degree. A) When the left-right vibration of the trolley wire does not exceed the threshold and there is local wear in the center of the left-right displacement of the sliding plate sliding surface, a request for “visual inspection while continuing train operation” is issued to the train B) The trolley line left-right vibration exceeds the threshold and there is no local wear, or c) The trolley line left-right vibration does not exceed the threshold, and the local wear occurs in a portion other than the center of the deviation. If there is, `` Immediate train deterrence Request for "Early visual inspection without need" in train operation command, and request for "Instant deterrence of train" in train operation command when trolley line left-right vibration exceeds threshold and there is local wear It is characterized by that.

  ADVANTAGE OF THE INVENTION According to this invention, the pantograph abnormality detection apparatus etc. which can detect the local abrasion of a pantograph slide board, the state of roughness, and the seriousness more accurately can be provided. In addition, it is possible to provide a train operation restriction method at the time of detecting a pantograph abnormality, which can select a multistage appropriate treatment based on the detection result. And it is possible to realize safe and stable transportation by reducing train operation inhibition that would cause excessive reaction.

It is a block diagram which shows the whole outline | summary of one Embodiment which concerns on this invention. It is a figure which shows typically the image of the illumination and camera arrangement | positioning in the embodiment of FIG. 1, and the image | photographed pantograph slide board and trolley line. It is a figure which shows typically the form example of the local abrasion of the sliding board grasped | ascertained by embodiment of FIG. 1, FIG. It is a top view which shows typically the left-right movement of the trolley line seen from the running pantograph. It is a figure explaining the behavior of the trolley wire in the sliding board which stepped wear generate | occur | produced, (A) shows the state which the trolley wire moved to the local wear part from the flat part. (B) shows the state where the trolley wire has shifted from the local wear portion to the flat portion. (C) shows the behavior in the local wear part where one side is gentle and one side is stepped. It is a top view which shows notionally the installation position of a camera etc., and the ease of shaking of a train line (trolley line). It is a flowchart of the example of a countermeasure at the time of pantograph abnormality. It is a figure which illustrates typically the equipment outline | summary of a simple catenary type train line as an example of the catenary type train line of an electric railway, Comprising: (A) is a side view, (B) is a top view. It is a typical front view which shows an example of the support structure of the train line in a utility pole. It is a typical side view which shows the example of an outline | summary of the structure of a pantograph.

1; train line, 2; electric railcar, 3; utility pole, 5; rail, 6; sleepers,
11; Trolley wire, 13; Hanger (wire), 15; Suspension wire
20; Pantograph, 21; Sliding plate, 21a; Sliding surface, 21b; Local wear part, 21c; Step part
21d; gentle slope with local wear
22; hull, 23; restoration spring, 24; boat support, 25; framework
26; underframe, 27; insulator, 29; car body,
31; arm stopper, 32; electric insulator, 33; overhead wire support arm, 35;
37; Brace bracket or curved bracket
40; Means for grasping the shape of the sliding plate and the trolley line,
41; slit light source, 43; camera, 45; image processing unit
51; sliding plate local wear determination unit, 53; trolley wire vibration determination unit, 55; comprehensive determination unit,
57; Train operation command, 59; Each train / station / vehicle base
61: Deviation of train line in measurement section, 63: Range that easily vibrates left and right, 65: Range that is difficult to vibrate left and right,
111: Train line deviation, 111 ': Position of trolley line 11 as seen from the pantograph

Hereinafter, embodiments of the present invention will be described with reference to the drawings.
As shown in FIG. 1, the pantograph abnormality detection device according to one embodiment of the present invention includes the following main parts.
Slide plate shape and trolley wire position grasping means 40;
It has a camera 43 and an image processing unit 45 for observing the trolley wire 11 from above and grasps vibrations in the longitudinal direction of the sleepers of the trolley wire 11 in the longitudinal direction (left-right vibration) and slides the pantograph sliding plate 21 that passes therethrough. Know the shape of the moving surface.

Sliding plate local wear judging section 51;
It is determined whether or not local wear exists on the grasped sliding surface shape of the sliding plate 21.
Trolley wire vibration determination unit 53;
It is determined whether or not the grasped lateral vibration of the trolley wire 11 exceeds a predetermined level.
Comprehensive judgment unit 55
Based on the determination results of the local wear determination unit 51 and the trolley wire vibration determination unit 53, the degree of abnormality of the pantograph is comprehensively determined.
The determination units 51, 53, and 55 and the image processing unit 45 described above are configured on an electronic computer having an image input function.

The result determined by the comprehensive determination unit 55 is sent to the train operation command 57. Then, as will be described in detail later with reference to FIG. 7, the train operation command 57 sends each train, station, and vehicle base 59 to the “pantograph slide board at the station or vehicle base at an early stage while continuing the train operation. A command such as “I can check” or “I can check the pantograph sliding plate at the next station without needing immediate train suppression” or “Immediate train suppression” is issued. However, train operation instructions
The command may be sent directly to each train / station / vehicle base 59 without going through 57. Further, as shown in FIG. 5B, a train operation command 57 and commands may be sent simultaneously to each train / station / vehicle base 59. Further, as shown in FIG. 5C, a command may be sent to each train / station / vehicle base 59 first, and then the command may be transferred to a train operation command 57.

  An example of the arrangement of the image acquisition devices (slit light source 41 and camera 43) in the sliding plate shape / trolley line position grasping means will be described with reference to FIG. A slit light source 41 is disposed on the trolley wire 11. The slit light source 41 applies a planar illumination beam LB (refer to LB1 to LB3 in FIG. 2B) extending along the longitudinal direction (horizontal direction) of the sleepers to the sliding surface 21a of the sliding plate 21. A plurality of slit light sources 41 can be arranged in the left-right direction according to the length of the sliding plate sliding surface 21a to be measured and the width of the beam that can be emitted from one slit light source 41.

A camera 43 is disposed on the trolley line 11 at a position slightly separated from the slit light source 41 in the front-rear direction. The camera 43 captures an image of the sliding surface 21a on which the linear illumination beam LB hits obliquely from a position inclined in the rail longitudinal direction. The tilt angle θ from the vertical line of the camera 43 is set to an appropriate value from the vertical visual field width necessary for measurement, its resolution, and the like.
A plurality of cameras 43 may be arranged in the left-right direction according to the length of the sliding plate sliding surface 21a to be measured, the viewing angle of one camera 43, and the distance between the camera 43 and the sliding plate sliding surface 21a. Further, the cameras 43 can be installed on both sides in the front-rear direction of the slit light source 41 to improve the time resolution of the acquired image.

  FIG. 2B schematically shows an image of the sliding plate 21 taken by the camera 43. Here, it is assumed that the local wear portion 21b exists on the sliding surface 21a of the sliding plate 21. The linear illumination beam LB hit from directly above becomes a single line LB1 and is reflected in the image. Here, when the linear illumination beam LB is photographed by hitting the sliding plate sliding surface 21a a plurality of times at a certain time interval, since the train is moving, the sliding plate sliding surface 21a is spaced at a certain interval in the front-rear direction. Beam scanning is performed. In FIG. 2B, three beam lines LB1, LB2, and LB3 are schematically shown. These lines LB1, LB2, and LB3 are recessed at the local wear portion 21b. This is because the camera 43 is looking at the sliding plate sliding surface 21a from the front and back obliquely.

  When this image is processed, the geometric shape and depth of the local wear portion 21b as shown in FIG. 3 are known. This shape grasping technology is an application of the “light cutting method”. With this technology, it is possible to continuously measure all pantograph slide plates of all passing vehicles in an actual business section. Using the current industrially available equipment (slit light source, camera, etc.), it is possible to photograph the sliding surface 21a of the pantograph sliding plate running at 100 km / h at a pitch of 1.4 mm. Note that the width of a general sliding plate is about 33 mm.

  Of course, the trolley line 11 existing under the camera 43 is also reflected in the image taken by the camera 43. When the trolley wire 11 is oscillating left and right, as shown in FIG. 2C, there is a difference B between the position of the trolley wire 11 at the time of photographing and the specified position on the equipment arrangement. By grasping this positional difference B before and after passing through the pantograph, it is possible to grasp the vibration that the pantograph shakes the trolley line 11.

  FIG. 3 is a diagram schematically showing a form example of local wear of the sliding plate grasped by the sliding plate shape grasping means of FIGS. 1 and 2. (A) is an example of local wear that is deep and steep, (B) is an example of local wear that is deep but gentle at the edges, and (C) is an example of local wear that is shallow but steep. The figures are schematic and not quantitative. As an example, the thickness of the sliding plate 21 is about 24 mm, the limit thickness at which the sliding plate sliding surface is worn and the sliding plate reaches the end of its life is about 11 mm. The length is about 3mm.

  When local wear as shown in FIG. 3 is detected, in the case of deep and steep local wear as shown in (A), it is necessary to immediately or promptly stop the train (stopping, checking, not using the corresponding pantograph, etc.) It will be. However, in the case of local wear with a deep but gentle edge as shown in (B), or in the case of shallow but steep local wear as shown in (C), how to deter trains, It is difficult to judge whether or not to check after continuing the operation.

  In the present invention, in addition to the shape of the sliding plate sliding surface grasped by the above-described sliding plate shape grasping means, taking into account the left and right vibration of the trolley wire 11 that can be grasped by the same camera 43, the degree of pantograph abnormality Automatic determination of severity and how to deal with it. This is the main point of this embodiment.

  Next, with reference to FIG. 4, the behavior / vibration of the trolley wire 11 with and without local wear on the sliding plate sliding surface 21a will be described. 4A and 4B, the left diagram is a diagram of a line 111 ′ in which the position of the trolley line 11 directly below the pantograph slide plate is plotted. The horizontal axis is the rail longitudinal direction, the vertical axis is the sleeper longitudinal (left and right) direction, and the zigzag solid line 111 ′ is a line plotting the position of the trolley line. The punch picture on the right side of the figure is a front view schematically showing a state in which the trolley wire 11 reciprocates relatively left and right along the sliding plate sliding surface 21a of the pantograph 20.

  In the case of FIG. 4A in which there is no local wear on the sliding plate sliding surface 21a, the trolley line 11 moves to the left and right according to the left / right deviation as seen from the pantograph, and a line 111 ′ plotting the trolley line position is shown in FIG. 8 is the same form as the plan view of the lateral displacement of the trolley wire 11 shown in FIG.

  On the other hand, in the case of FIG. 4B where there is a steep stepped local wear, the situation is greatly different. That is, in the diagram on the left side of FIG. 4B, the broken line 111 represents the zigzag form of the lateral displacement of the trolley line 11, but the plot solid line 111 ′ when the trolley line 11 is viewed from the pantograph 20 is greatly wavy. , Apart from broken line 111 everywhere. This is because the trolley wire 11 is caught on the end (step) of the local wear of the sliding plate sliding surface 21a, and the trolley wire 11 repeatedly moves to the left and right by repeatedly catching and pulling out the local wear. Therefore, when viewed from the pantograph, the trajectory 111 ′ of the trolley line 11 includes a left-right movement that does not coincide with the train line deviation 111.

  Here, with reference to FIG. 5, the behavior of the trolley wire when stepped wear occurs on the sliding plate will be described. As shown in FIG. 5A, when the trolley wire 11 moves from the flat portion of the sliding surface 21a of the sliding plate 21 to the local wear portion (stepped recess) 21b, the trolley wire 11 moves in the left-right direction. Is smooth. That is, the trolley wire 11 moves smoothly (without being caught) in the same way as its original left-right displacement.

  On the other hand, as shown in FIG. 5 (B), when the trolley wire 11 tries to move from the local wear portion (stepped recess) 21b of the sliding plate 21 to the flat sliding surface 21a, first, the trolley wire 11 is moved. Is caught on the stepped portion 21c, and the smooth horizontal movement of the trolley wire 11 is prevented. When this state continues to some extent, the sliding plate 21 advances in the longitudinal direction of the rail, and the original left-right displacement of the trolley wire 11 is on the right side of FIG. Then, the step portion 21c cannot press the trolley wire 11, and the trolley wire 11 gets over the step portion 21c of the local wear portion 21b. Then, the string is played, and the left and right free vibration is generated in the trolley wire 11.

  When the above-mentioned local wear becomes a severe stepped wear form and the trolley wire gets caught in the local wear, the sliding time becomes longer in that part, so the wear of the local wear part progresses, the worst case As the pantograph hull breaks, there is a possibility that the train line will be broken and the damage will be widespread. FIG. 5C schematically shows the behavior of the trolley wire when the slope of local wear is gentle. When the trolley wire 11 travels along the gentle slope 21d from the left to the right in the figure, the trolley wire 11 is not caught and left-right vibrations are generated, and therefore, no local wear progresses on the slope 21d side.

  Returning to FIG. When the trolley line is caught at the position of local wear on the sliding surface of the sliding plate at the left end of FIG. 4B, a solid plot line 111 ′ obtained by viewing the trolley line 11 from the pantograph 20 as indicated by a line 111′-1 , The left-right deviation is a straight line. This is because even if the sliding plate / pantograph advances in the rail longitudinal direction, the trolley wire 11 is caught by the position of local wear on the sliding surface of the sliding plate, and the left-right position of the trolley wire does not change. From this state, when the trolley wire 11 crawls up the step portion 21c (see FIG. 5) of the local wear portion 21b and comes out of the local wear portion 21b, the above-described string is played, and the solid line 111 is plotted. 'Freely vibrates like a line 111'-2.

  Thereafter, the trolley wire 11 enters the local wear portion 21b of the sliding plate sliding surface 21a again, following substantially the same line 111′-3 as the left / right deviation line 111, and the trolley wire 11 is shifted horizontally by the step portion 21c. The solid line 111 ′ of the trolley line 11 becomes a straight line with a constant left-right displacement as the line 111′-4. After that, when the trolley line 11 deviates from the local wear part 21b, the plotted line 111′-5 is immediately shifted to the broken line 111 of the lateral displacement. Thereafter, the plot line 111′-6 immediately overlaps the line 111 of the lateral displacement, although there is a small vibration. Thus, even if the trolley wire 11 is detached from the same local wear portion 21b, the vibration of the trolley wire 11 is extremely small because the trolley wire 11 is detached from the local wear portion 21b is close to the end of the trolley wire left-right displacement. Because it is a place. As shown in FIG. 9, the trolley wire 11 is pressed (pulled) by a brace or a curved pulling fitting 37 in the left-right direction as shown in FIG. Is incapable of free vibration in the left-right direction.

  FIG. 6 is a plan view conceptually showing a range in which a train line (trolley line) is difficult to vibrate left and right and a range in which left and right easily vibrate. A straight and dash-dot line in the figure is the center line of the orbit. The zigzag solid line 111 indicates the lateral displacement of the trolley line. Reference numeral 37 in the figure indicates a brace fitting or a curved fitting.

  The trolley wire 11 of the portion close to the brace bracket or curved fitting 37 (the portion near the left and right ends of the track) 65 has a relatively strong lateral restraint of the brace bracket or curved fitting 37 and is difficult to vibrate left and right 65 It is. On the other hand, the trolley wire 11 of the portion 63 (portion near the center of the track) 63 that is far from the brace or curve fitting 37 is susceptible to left and right vibration because the left and right restraint of the brace or curve fitting 37 is relatively weak. Range 63.

  The slit light source 41 and the camera 43 are arranged in a range 63 near the center of the orbit where the left and right vibrations easily occur. With the camera 43 installed at this position, not only when the pantograph passes under the camera 43 but also for several seconds before and after passing, the left and right vibration of the trolley line is measured. In addition to the shape of the sliding plate sliding surface grasped by the sliding plate shape grasping means, the degree and severity of pantograph abnormalities and their countermeasures are automatically taken into account by taking into account the left and right vibration of the trolley wire that can be grasped by the same camera. Make a decision.

  FIG. 7 is a flowchart of an example of how to deal with a pantograph abnormality. In the first step S1, the shape of the sliding plate sliding surface 21a and the position (vibration) of the trolley wire 11 are constantly measured by the camera 43 of the sliding plate shape / trolley wire position grasping means 40 (FIG. 1). Yes. In S2, it is determined whether or not the trolley line left-right vibration exceeds a threshold value (for example, 30 mm). If it exceeds (YES), the process proceeds to S3, and if NO, the process proceeds to S11. In S3, it is determined whether or not local wear has occurred on the sliding surface of the sliding plate. If there is no local wear (NO), the process proceeds to S4, and if there is local wear (YES), the process proceeds to S5. The local wear is determined, for example, when there is local wear having a depth of about 3 mm or more compared to the normal wear portion.

  S4 is a case where the left and right vibration of the trolley wire is large but local wear of the sliding plate sliding surface cannot be recognized from the sliding plate shape grasping means. In this case, the sliding plate sliding surface may be rough. . In this case, instead of immediate deterrence of trains, instructions for slow inspection and visual inspection from the next station platform are given. S5 is a case where the left-right vibration of the trolley wire is large and local wear of the sliding surface of the sliding plate is observed. In this case, since the local wear may develop, the train is immediately suppressed. .

  If it is determined in S2 that the trolley line left-right vibration does not exceed the threshold (NO) and the process proceeds to S11, it is determined in S11 whether local wear has occurred on the sliding surface of the sliding plate. Proceed to S13, and if no local wear (NO), proceed to S12. In S12, since there is no left-right vibration of the trolley wire and no local wear, there is no abnormality and no instruction / request is made to each train or the like.

  S13 is a situation where there is no left-right vibration of the trolley wire, but there is local wear on the sliding surface of the sliding plate. If this is the case, there are two possibilities. One is the case where the position of local wear is a position where it is difficult to induce the vibration of the trolley wire, and the other is the case of local wear where the slope is gentle and the possibility of progress is low. Either determination is made based on the location where the local wear occurs (position in the left-right direction). If the local wear is at the end of the lateral deviation of the train line, there is a possibility of the former (the position of the local wear is in a position where it is difficult to induce vibration of the trolley line). Refer to “Difficult ranges”). When the position of local wear is near the center of the lateral displacement of the sliding surface of the sliding plate, there is a high possibility of the latter (local wear with gentle and low possibility of progress).

  Therefore, in S13, it is determined whether or not the location where the local wear occurs on the sliding surface of the sliding plate is the central portion (for example, ± 100 mm from the center of the track). If YES, the flow proceeds to S15 and the location where the local wear occurs is not the center ( If NO, the process proceeds to S14. In the case of S15, since the possibility of the progress of local wear is low, it is possible to make a judgment such as checking at the vehicle base after the end of business operation without performing visual inspection or immediate train suppression. In the case of S14, a visual inspection instruction is given from the next station platform.

  Thus, according to this embodiment, the state and severity of local wear / roughness of the pantograph sliding plate can be detected more accurately. And it can grasp | ascertain reliably the local wear which may lead to a serious accident, and can prevent damage to a pantograph and a train line. In addition, based on the detected pantograph abnormality result, train operation regulation can be selected from multi-stage appropriate measures. As a result, it is possible to realize safe and stable transportation by reducing train operation inhibition that would cause an excessive reaction.

  In addition, by measuring at two places where the directions of left and right deviations are different (two consecutive diameters, black circles 41 and 43 and white circles 41 'and 43' in Fig. 6), a local area with a gentle shape on one side and a sharp shape on one side Even wear can be detected. Reference numeral 41 denotes a slit light source, and 43 denotes a camera.

Claims (5)

Observe the trolley line from the top to the bottom, grasp the sleeper longitudinal vibration (left-right vibration) of the direct trolley line, and grasp the shape of the sliding surface of the pantograph sliding plate that passes through. Grasping means,
Local wear determining means for determining whether or not local wear exists in the sliding surface shape of the grasped sliding plate,
Trolley wire vibration determining means for determining whether the grasped lateral vibration of the trolley wire exceeds a predetermined level;
And comprehensive determining the overall judgment means the degree of abnormality of the path Ntagurafu receives a determination result of the local wear determining means and the trolley wire vibration determining means,
Equipped with,
The sliding plate shape / trolley line position grasping means includes a camera that photographs the sliding surface of the trolley line and the pantograph sliding plate,
In addition to the shape of the sliding plate sliding surface grasped by the sliding plate shape grasping means, in addition to the left and right vibration of the trolley wire that can be grasped by the same camera, automatic determination of the degree of pantograph abnormality is performed. Pantograph abnormality detection device. The sliding plate shape / trolley wire position grasping means is
A slit light source that applies a planar illumination beam along the longitudinal direction of the sleeper to the sliding surface of the sliding plate;
A camera that shoots the sliding plate sliding surface on which the illumination beam hits at an angle inclined in the rail longitudinal direction;
The pantograph abnormality detection device according to claim 1, further comprising: Observe the trolley line from the top to the bottom, grasp the sleeper longitudinal vibration (left-right vibration) of the direct trolley line, and grasp the shape of the sliding surface of the pantograph sliding plate that passes through. Grasping means,
Local wear determining means for determining whether or not local wear exists in the sliding surface shape of the grasped sliding plate,
Trolley wire vibration determining means for determining whether the grasped lateral vibration of the trolley wire exceeds a predetermined level;
Comprehensive determination means for comprehensively determining the degree of abnormality of the pantograph in response to the determination results of the local wear determination means and the trolley wire vibration determination means;
A pantograph abnormality detection device comprising:
The comprehensive judgment means is
A) When the left-right vibration of the trolley line does not exceed the threshold value and there is local wear in the center of the left-right displacement of the sliding plate sliding surface, the abnormality determination of “Need visual inspection while continuing train operation” is performed. Done
B) When the trolley line left / right vibration exceeds the threshold and there is no local wear, or c) When the trolley line left / right vibration does not exceed the threshold and there is local wear in a portion other than the center of the displacement , Judgment of abnormalities of `` early visual inspection is required while immediate train deterrence is unnecessary ''
D) contact wire lateral vibration exceeds a threshold value, and, in the case where there is a local wear, "train immediate suppression necessary" abnormality detecting device characteristics and to Rupa Ntagurafu that performs abnormality determination of. Observe the upper and lower sides of the trolley line by camera shooting , grasp the left-right vibration of the sleeper longitudinal direction of the trolley line, grasp the shape of the sliding surface of the pantograph sliding plate that passes,
Determine whether there is local wear exceeding a predetermined degree in the sliding surface shape of the grasped sliding plate,
Determine whether the grasped left and right vibration of the trolley wire exceeds a predetermined level,
Based on the result of local wear judgment on the sliding surface of the sliding plate and the judgment result of the left-right vibration of the trolley wire, comprehensive judgment is made on whether or not the pantograph is abnormal . In this case, in addition to the grasped shape of the sliding plate sliding surface, the same camera A pantograph abnormality detection method, wherein automatic determination of the degree of pantograph abnormality is performed in consideration of the left-right vibration of the trolley wire that can be grasped in step (b). Observe the lower side of the trolley line from below, grasp the left-right vibration of the sleeper longitudinal direction of the trolley line, grasp the shape of the sliding surface of the pantograph sliding plate that passes,
Determine whether there is local wear exceeding a predetermined degree in the sliding surface shape of the grasped sliding plate,
Determine whether the grasped left and right vibration of the trolley wire exceeds a predetermined level,
A) If the left-right vibration of the trolley line does not exceed the threshold and there is local wear at the center of the left-right displacement of the sliding plate sliding surface, a request for “visual inspection while continuing train operation” To operation instructions , trains, stations and / or vehicle depots (hereinafter referred to as “train operation instructions, etc.”)
B) When the trolley line left / right vibration exceeds the threshold and there is no local wear, or c) When the trolley line left / right vibration does not exceed the threshold and there is local wear in a portion other than the center of the displacement , A request for `` early visual inspection without requiring immediate train deterrence '' is made to the train operation command, etc.
D) A train operation restriction method when a pantograph abnormality is detected, wherein a request for “immediate train suppression” is made to a train operation command or the like when the left-right vibration of the trolley line exceeds a threshold value and there is local wear.

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