KR101902556B1 - Monitoring system for a train and method therefor - Google Patents

Abstract

The present invention relates to a system and a method for monitoring a railway vehicle such as a train or a subway, and more particularly, to a system and method for monitoring a railway vehicle such as a train or a subway by using a quantitative analysis unit for quantitatively displaying, And a qualitative analysis unit for calculating and displaying a risk level for each of the lines, devices, and parts based on the number of times of vehicle malfunctions, and a method thereof.

Description

TECHNICAL FIELD [0001] The present invention relates to a monitoring system for a railway vehicle,

The present invention relates to a system and a method for monitoring a railway vehicle such as a train or a subway, and more particularly, to a system and method for monitoring a railway vehicle such as a train or a subway by using a quantitative analysis unit for quantitatively displaying, And a qualitative analysis unit for calculating and displaying a risk level for each of the lines, devices, and parts based on the number of times of vehicle malfunctions, and a method thereof.

A management method for monitoring the safety of a railway vehicle in the past has been performed through computerized data management through a worksheet in a handbook in the case of a repair history. Based on the data of the repair history, And the so-called RCM or RAMS technique for analyzing the number of times are applied to railway management.

Although the RCM or RAMS analysis technique is applied based on reliability, it is difficult to obtain analytical effects when the configuration and use environment of the railway vehicle are different from each other. Further, until now, It remains at the level of benchmarking the case and remains at an unspecified level.

This is because there is a difficulty in the data accumulation process in the analysis technique. This is because the process of building a system and building a database (structural and functional key items, functional analysis, selection of key items, failure mode impact analysis, RCM decision logic, evaluation of improvement method, RCM analysis program) .

In addition, the presented conclusions do not fully reflect the transitional situations that occurred during the analysis period (such as changes in the maintenance cycle, changes in the parts specification, differences in the technology of the input manpower, etc.).

Moreover, the structural aspect of a railway car is that it is not easy to find the reliability of a component in a complicated configuration and automatically calculate the measures.

For example, a railway car is divided into 10 types of main systems, each of which has a different function and role. Each system is composed of 10-20 types of devices. Each of the devices constituting the system has 10 to 50 kinds of components Moreover, since the components are extended to the device unit and more than 100,000 parts are used, repair data for at least 10,000 equivalent parts must be accumulated in order to establish reliability for each of these components. To give statistical significance to the data, five to ten times as much data must be accumulated.

Therefore, the technological development has made the maintenance simplification by modularization rather than the detailed failure remedial method. In view of the fact that the failure-free system is introduced through dualization, decentralization, etc., RAMS or RCM based maintenance system , And therefore it can be said that improvement is needed in a more efficient way.

In addition, in the case of failure record repair records, the reliability program for railway vehicles must be simplified, as it tends to focus on operational reliability, which affects the operation of the business from the viewpoint of giving meaning to all records. There is a need to establish a method for securing reliability through a visualized quantitative and qualitative monitoring system.

Also, in constructing the database of failure repair, conventionally, the maintenance record management system and the reliability analysis system have been operated as separate systems due to the difference in the construction time and so on. Also, in creating the secondary result such as analysis or countermeasure report, Secondary analysis processes such as resolution, failure mode and effects analysis (FMEA) were required, and even such results were often limited reports of the intent, not the entire integration.

On the other hand, as a prior art known as a monitoring system for a railway car, Korean Patent Publication No. 10-540162 discloses an information system for maintenance of a railway vehicle and a maintenance operation system of a railway vehicle in Korean Patent No. 10-604386 have.

SUMMARY OF THE INVENTION The present invention has been made to overcome the above-described problems of the related art, and it is an object of the present invention to provide a monitoring system and method for monitoring a railway vehicle, There is a technical feature of the invention.

According to another aspect of the present invention, there is provided a monitoring system and method for a railway vehicle, the system comprising: a quantitative analysis unit for quantitatively displaying the number of times a railway vehicle is unavailable for operation, And a qualitative analysis unit for calculating and displaying a risk level for each of the lines, devices, and parts based on the calculated values.

The monitoring system for a railway car according to the present invention having the above-described configuration and the quantitative analysis of the railway vehicle according to the present invention can intuitively and visually grasp the frequency and the risk of a traffic accident by railroad line, apparatus, , The administrator of the railway car can quickly and accurately grasp the number of times of the failure, the amount of risk, and the change in the amount of change and the change of the number of the operation, thereby enabling the manager to quickly take measures necessary for maintenance and safe operation of the railway vehicle. It is a very advanced invention that can improve safety.

1 is a configuration diagram of a monitoring system for a railway vehicle according to the present invention;
FIG. 2 is an example of a graph showing the number of times of annual driving failure of a railway vehicle for the quantitative and qualitative analysis of the present invention,
3 is a flowchart of a quantitative monitoring method of a railway vehicle according to the present invention,
4A and 4B illustrate an example of a quantitative monitoring graph generated according to the quantitative monitoring method of a railway vehicle according to the present invention. FIG. 4A is an example of a six-month running fault graph per line and device, FIG. 4C is an example of an annual running fault graph for each line, a combination and a device, FIG. 4D is an example of a graph showing a running distance for each line and a combination,
5 is a flowchart of a qualitative monitoring method of a railway vehicle according to the present invention,
6A to 6C are examples of a qualitative monitoring graph generated according to the qualitative monitoring method of a railway vehicle of the present invention. FIG. 6A is an example of a risk total amount change graph for each line, FIG. 6B is a graph of a risk per line FIG. 6C shows an example of the risk graph for each line and device,
FIG. 7 is an example of a qualitative monitoring graph generated according to the qualitative monitoring method of the railway vehicle of the present invention, and is an example of a detailed risk graph for each line and each device,
8 is an example of a qualitative monitoring graph generated according to the qualitative monitoring method of the railway vehicle of the present invention,
9A to 9C are graphs showing an example of the performance of the railway vehicle according to the present invention. FIG. 9A is an example of a graph of the reliability index for each line, FIG. 9B is an example of a graph of the line rate per line, An example of a graph of the number of failures,
10 is an example of an index for calculating the reliability index and the regular rate for each line in Figs. 9A and 9B,
11 is a diagram showing a structure of basic input data for performing a method of monitoring a railway vehicle according to the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS A monitoring system and method of a railway vehicle according to the present invention will be described below with reference to the drawings.

It is to be noted, however, that the disclosed drawings are provided as examples for allowing a person skilled in the art to sufficiently convey the spirit of the present invention. Accordingly, the present invention is not limited to the following drawings, but may be embodied in other forms.

In addition, unless otherwise defined, the terms used in the description of the present invention have the same meaning as commonly understood by one of ordinary skill in the art to which the present invention belongs. In the following description and the accompanying drawings, A detailed description of known functions and configurations that may be unnecessarily blurred is omitted.

1 is a configuration diagram of a monitoring system for a railway vehicle according to the present invention.

Referring to FIG. 1, the monitoring system 10 for a railway vehicle according to the present invention includes an existing railway vehicle operation record management device 200 that records the number of times a railway vehicle is interrupted and its cause by route, And a data collecting unit 20 for collecting the maintenance information and the traveling distance information of the railway vehicle necessary for the monitoring system of the present invention.

The number of times of the traffic disability refers to the total number of times that the railway vehicle has failed or the railway vehicle is damaged due to an accident.

The railway vehicle operation record management device 200 is operated by a control center of a railway vehicle and is provided with an existing legacy system for storing and managing a railway vehicle operation record for each railway vehicle, ) Equipment.

The data collecting unit 20 of the monitoring system of the present invention reads the maintenance information of the railway vehicle and the operating distance information of the railway vehicle according to route, device, and combination of the railway vehicle stored in the existing legacy equipment as described above .

The maintenance information of the railway vehicle includes information on the number of times the railway vehicle has failed to operate and the cause of the operation failure.

Also, the monitoring system 10 of the present invention includes a quantitative analysis unit 30 for generating a graph indicating the number of times that the railway vehicle has failed to operate based on the data collected by the data collection unit 20.

Specifically, the quantitative analysis unit 30 displays a graph indicating the number of times of traffic disturbance by line and device for each period, a graph indicating the number of traffic disturbances for each line, a combination, and a device for each period, Thereby generating a graph representing the running distance of the railway vehicle.

In addition, the monitoring system 10 of the present invention includes a qualitative analysis unit 40 that generates a graph indicating a risk of a railway vehicle based on data collected by the data collection unit 20. [

Specifically, the qualitative analysis unit 40 calculates a graph of the change in the total amount of risk per line, a risk graph per line of travel per line, a risk graph by line and device by line, a detailed graph of line by line, Create a detailed graph.

The monitoring system 10 of the present invention further includes a display unit 50 for outputting the graph generated by the quantitative analysis unit 30 and the qualitative analysis unit 40 through a display module 70 installed in the system 10 ).

The monitoring system 10 of the present invention includes a communication unit 60 that transmits data of a graph displayed through the display unit 50 to an external terminal 300 through a communication network 400.

The external terminal 300 refers to any wired or wireless communication device that can be connected to the monitoring system 10 of the present invention through the communication network 400 to transmit and receive information. For example, May be a conventional computer, a mobile phone, a PDA (Personal Digital Assistant, personal information terminal), a tablet computer, or a smart phone.

FIG. 2 is a graph showing an example of a graph showing the number of annual driving failure of a railway car for the quantitative and qualitative analysis of the present invention. FIG.

The system 10 of the present invention collects railway vehicle maintenance information and train travel distance information from the railway vehicle operation management apparatus 200 and generates a graph indicating the number of occurrence of the annual driving failure per line as shown in FIG. .

As shown in the figure, the graph shows the relationship between the A line, the B line, the C line, and the D line in the order of the retrograde device, the security device, the control device, the air / braking device, the door device, the passenger guidance device, , High-voltage devices, electric wiring devices, bodywork, and facility devices. At this time, the horizontal axis of the graph shows devices for each line, and the number of times of occurrence of a driving fault is displayed on the vertical axis.

3 is a flowchart of a quantitative monitoring method of a railway vehicle according to the present invention.

The quantitative monitoring of the present invention is carried out in order to intuitively and clearly display the number of times the railway vehicle is inoperative so as to take necessary measures for the manager of the railway vehicle.

Referring to the drawings, the data collection unit 20 of the system 10 of the present invention receives railway vehicle maintenance information and train travel distance information from an existing railway vehicle operation management system 200, (S101).

Then, the quantitative analysis unit 30 of the present invention searches the railway vehicle maintenance information stored by the data collection unit 20 to determine whether it is information affecting the service (S102).

For example, it is preferable to set the type of the device that affects the service in the database. For example, in the maintenance information of the railway vehicle, a backing device, a security device, a control device, an air / braking device, The frequency of occurrence of operational faults in passenger guidance devices, air conditioning devices, lorry devices, auxiliary power devices, high voltage devices, electric wiring devices and vehicle body devices is determined by information that affects service, .

Next, in step S 102, if it is determined that the railway car maintenance information is influenced by the service, the entire period for which the quantitative analysis is required is designated (S 103). The embodiment of the present invention designates the whole period required for quantitative analysis as one year.

Meanwhile, if it is determined in S 102 that the railway vehicle maintenance information does not affect the service, the information is stored in the database for history management for maintenance (S 104).

Subsequently, the entire period required for quantitative analysis is specified, and the second half period from the half time point to the current time point in the total period is designated as a period (S105) To the 1/2 time point is designated as the previous period (S106).

In the embodiment of the present invention, since the total period required for quantitative analysis is set to one year, the current period is from the time before 6 months to the current time, and the period from the previous year to 6 months is specified.

Then, the quantitative analysis unit 30 searches the railway car maintenance information, and generates a graph indicating the number of times of travel failure for each line and device during the period (S107).

FIG. 4A is a graph showing an example of a six-month running fault graph for each line and device for each line (device for retrofitting, security device, control device, air / brake, door, passenger guidance, air conditioning, (A), (b), (c), and (d) show the number of operational faults (indicated as 'operational faults' in the drawings).

In addition, the quantitative analysis unit 30 searches the railway vehicle maintenance information to generate a graph showing the number of times of the travel failure for each line and device during the electricity period (S108).

FIG. 4B shows an example of a six-month running fault graph for each line and device. As in FIG. 4A, the number of travel disturbances for each line and each device is shown.

 Therefore, the system of the present invention shows the number of times of operation failure for each line and device during the current period and the electricity period during the entire period so that they can be compared with each other, so that it is possible to compare the number of occurrence of operation failure for each device, It is possible to intuitively grasp the situation of improvement or deterioration.

Then, the quantitative analysis unit 30 searches the maintenance information of the railroad car and generates a graph indicating the number of times of travel failure by route, schedule, and device (S109).

FIG. 4C is an example of an annual running fault graph for each line, program, and apparatus, showing the knitting of a railway vehicle (101 to 136) as a horizontal axis and the number of times of a driving failure as a vertical axis, (Retrograde device - red, security device - yellow, etc.) indicating the installation / equipment, electricity, high voltage, auxiliary power, lorry device, air conditioning, passenger guidance, door, air / braking, control device, security device, It is possible to visually check the number of hurdles and the number of hurdles caused by the hurdles during the designated period and the number of hurdles for each combination intuitively.

Next, the quantitative analysis unit 30 searches the railway vehicle maintenance information to generate a graph indicating the distance traveled by each line and the combination (S110).

FIG. 4D is an example of a graph showing the distance traveled by lines and knitting lines, and it is possible to view the travel distance of each knitting by using the knitting railroad train (101 to 136) as the horizontal axis and the vertical distance as the traveling distance. When the horizontal axis is set to have the same knitting as that of the graph of FIG. 4C, the graph of FIG. 4C is arranged at the top, and the graph of FIG. 4D is arranged at the bottom, intuitive understanding of the number of running disturbances proportional to the running distance The reliability index (MKBSF) can be calculated according to the following equation.

(Equation 1)

Reliability Index (MKBSF) = Operating distance (Km) / Number of operating disturbances

Next, a qualitative monitoring method of the railway vehicle of the present invention will be described with reference to FIG.

The qualitative monitoring of the present invention generates a graph showing the total amount of risk of a railway vehicle, the risk per unit, and the risk per part, so that a manager of a railway car can understand the trend of a change in a risk, And to take necessary measures.

Referring to the drawings, the data collection unit 20 of the system 10 of the present invention receives railway vehicle maintenance information and train travel distance information from an existing railway vehicle operation management system 200, (S201).

Then, the qualitative analysis unit 40 of the present invention searches the railway car maintenance information stored by the data collection unit 20 to determine whether it is information affecting the service (S202).

The criterion of the judgment is preferably to set the type of the device that affects the service in the database, as described above.

Next, when it is determined in S 202 that information affecting the service in the railway vehicle maintenance information is detected, the qualitative analysis unit 40 searches the railway vehicle maintenance information and stores the maintenance information for each railway line, The risk is calculated (S203).

The risk is calculated according to the following equation (2).

(Equation 2)

(Number of occurrences of occurrence 1) x (number of occurrences of occurrence 2) x (number of occurrences of occurrence 2) + ) x (the severity of the incident fault)} x Weight by device

The weights for each device used in Equation (2) are set in consideration of the importance of the apparatus and the difficulty of detecting failures.

The monitoring apparatus according to the present invention is characterized in that the apparatus for performing the safety function is highly important in accordance with the importance of the apparatus and the apparatus for performing the simple convenience function is set to a low level of importance. And the degree of difficulty is set to be low if the level is detectable in simple inspection.

In the monitoring apparatus according to the embodiment of the present invention, the weight for each device is set to 1 to 5 according to the difficulty setting.

In the monitoring apparatus of the embodiment of the present invention, the weights of the apparatuses are set as shown in Table 1 below.

Device classification Weight by device Retrograde device 3 Security device 5 Control device 2 Air / brake 2 Door 2 Passenger Information One Air conditioning One Carriage device 4 Auxiliary power 2 High voltage 3 Electrical wiring One Body and equipment 2

The following Table 2 shows the severity of the monitoring failure of the monitoring device according to the embodiment of the present invention.

Rating Type of service failure weight A5 A large passenger event 3000 or more A4 Small Passenger Thoughts 1000 or more A3 Multiple passenger injuries 500 or more A2 Fire, derailment, collision or injury 300 or more A1 Smoke, collision crisis 100 or more T5 Danger breakdown, delayed by more than 30 minutes 100-300 T4 Delayed by more than 10 minutes 10-100 T3 Passengers are delayed more than 5 minutes 5-10 T2 Termination Vehicle Exchange 1-5 T1 Minor breakdown or action on base 0.5-1

For example, if the obstacle caused by the failure of the retrograde system of the railway vehicle occurred 15 times during the period of the terminal exchange and the passenger gets off twice, the risk is calculated as follows.

Risk = {15 (15 terminal vehicles exchanged) x 1 (Operational disturbance severity 1 for base station measures) + 2 (Two passengers get off) x 5 (Passenger severity 5) x 3 Weight per device) = 75

In the equation 2, the RPN (Risk Priority Number) index used in the normal Failure Mode and Effects Analysis (FMEA) process may be used, (3) "

(Equation 3)

RPN exponent = Severity x Occurrence rate x Detection degree

* Severity: 1 to 10, the higher the impact due to failure, the higher.

* Occurrence: It is a value from 1 to 10, and it is higher as the occurrence of failure becomes frequent.

* Detection degree: 1 to 10, the higher the failure detection is, the harder it is.

Therefore, the RPN index is a value having a value of at least 1 to a maximum of 1000, and a high RPN index means that the risk is high.

Therefore, the qualitative analysis unit 40 of the present invention may use the severity value included in the existing FMEA information included in the maintenance information obtained from the existing railway vehicle operation management apparatus 200. [

The step of calculating the risk level in step S203 will be described in more detail as follows.

6A to 6C are examples of the qualitative monitoring graph generated according to the qualitative monitoring method of the railway vehicle of the present invention. First, FIG. 6A is an example of a risk total amount change graph for each line, FIG. FIG. 6C shows an example of a risk graph for each line and device in the year.

The qualitative analysis unit 40 searches the railway car maintenance information to generate a graph indicating the total amount of the risk during the set period (S204).

Referring to FIG. 6A, it is shown that the total amount of risk varies according to the number of lines of the railway vehicle during the set period of 5 years, with each line as a horizontal axis and the total amount of the risk as a vertical axis. To be intuitively grasped.

In addition, the qualitative analysis unit 40 searches the railway vehicle maintenance information to generate a graph indicating a risk per the driving distance for a set period (S205).

Referring to FIG. 6B, the horizontal axis represents each line, and the vertical axis represents the change in risk per one mile of the railroad vehicle for five years (1 million Km in the drawing) You can intuitively understand the state of risk variation.

Then, the qualitative analysis unit 40 searches the railway vehicle maintenance information, and generates a graph indicating the risk level for each line and device in the current year (S206).

Referring to FIG. 6C, the horizontal lines represent the devices of each line, and the vertical lines represent the risk level for each line of the line in the year.

7 is an example of a qualitative monitoring graph generated according to the qualitative monitoring method of a railway vehicle of the present invention, and is an example of a detailed risk graph for each line and device.

The qualitative analysis unit 40 searches the maintenance information of the railway vehicle and generates a graph indicating the amount of change in the risk during the period set for each line and equipment (S207).

Referring to FIG. 7, graphs showing variations in risk level are generated for each line of A line, B line, C line, and D line, and the risk graph for each line is set as a horizontal axis for a set period of one year, And the vertical axis shows the change amount of the risk of each device, so that it is possible to grasp the trend of the change of the risk of the device under the clear line for each line during the corresponding period.

8 is an example of a qualitative monitoring graph generated according to the qualitative monitoring method of a railway vehicle of the present invention, and is an example of a detailed risk graph for each part.

Then, the qualitative analysis unit 40 searches the railway car maintenance information and generates a graph indicating the risk level of each part for each line (S208).

Referring to FIG. 8, graphs showing the risk of each line belonging to each line are generated for each line of A line, B line, C line, and D line. Each component is represented by a vertical axis, and the risk level is displayed for each component. Thus, it is possible to intuitively grasp the risk per part. Further, as shown in the lower part, It is possible to observe the change of the risk degree by each part by generating the graph showing the change amount change.

If it is determined in S22 that there is no influence on the running service in the railway vehicle maintenance information, it is stored in the database for the history management for maintenance (S209).

9A is an example of a graph of the reliability index for each line, FIG. 9B is an example of a graph of the regular rate for each line, FIG. 9C is a graph This is an example of a graph of the number of failures.

The monitoring system of the railway vehicle of the present invention generates a graph indicating a mean Km between service failure (MKBSF) and a graph indicating a punctuality for each line in order to appropriately evaluate the performance of the railway vehicle can do.

Referring to FIG. 9A, reliability is shown for each line by using the horizontal line for each line and the vertical axis for reliability index. Referring to FIG. 9B, each line is represented by the horizontal axis and the regular rate is represented by the vertical axis. And the regular rate.

Therefore, by referring to these graphs, it can be said that the higher the reliability, the higher the regular rate, the better the performance according to the running of the railway vehicle. On the contrary, the lower the reliability and the lower the regularity rate, .

On the other hand, as shown in FIG. 9C, by generating a graph showing a change amount of the number of travel disturbances for each line in each set period, it is possible to easily determine whether or not the travel disturbance increases or decreases, .

Fig. 10 shows an example of an index for calculating the reliability index and the regular rate for each line in Figs. 9A and 9B.

The reliability index (MKBSF) and the punctuality are calculated using a commonly known arithmetic expression. For example, as shown in FIG. 10, the reliability index (MKBSF) Km) is calculated by dividing the number of times of operation failure by the sum of the number of times of operation failure.

In the figure, a line is 3585600/80 = 44820, b line is 3772000/35 = 107771, c line is 4136400/89 = 46476.4, d line is 1552500/33 = 47045.5, and b line among the lines is the most reliable .

The punctuality is calculated by dividing the total travel distance Km by each section distance Km to calculate the number of times of Dia and subtracting a value obtained by dividing the number of times of Dia by the number of travel disturbances by 1 (subtracting).

In the drawing, a line is 1 - {(3585600/24) / 80} = 0.99946, b line is 1 - {(3772000/32) / 35} = 0.9997, c line is 1 - {(4136400/23) / 89} = 0.99951, d line is 1 - {(1552500/15) / 33} = 0.99968, and it can be estimated that the regularity rate of the b line among the lines is the highest.

11 is a diagram showing a structure of basic input data for performing a method of monitoring a railway vehicle according to the present invention.

The input for the maintenance of the conventional railway vehicle has not been clearly standardized so that the data has been input in different manners depending on the manager or the system and in order to perform the reliability evaluation in spite of the existence of the maintenance record of the railway vehicle A separate FMEA process has to be performed. The monitoring system of the present invention provides an input table of standardized basic data as shown in FIG. 11 to overcome such conventional disadvantages.

As shown, the basic input data of the present invention includes line, train and car number, generation verification type, risk (see above description), system unique weight (1-5 or 1- 10), cause (fault content / cause), action (action contents), required time (maintenance time), use of parts (Yes, No) The input can be clearly standardized so that the input operation can be performed simply compared with the conventional complicated input data.

While the present invention has been particularly shown and described with reference to exemplary embodiments thereof, it should be understood that the various changes, substitutions and alterations can be made by those skilled in the art without departing from the spirit and scope of the invention. Should be interpreted as falling within the scope of protection.

Description of the Related Art [0002]
10; The monitoring system of the present invention
20; The data-
30; Quantitative analysis section
40; Qualitative Analysis Department
50; Display portion
60; Communication section
70; Display module
100; Database
200; Railway vehicle operation management system
300; External terminal
400; communications network

Claims (15)

A monitoring system for a railway car,
A data collecting unit 20 for collecting maintenance information and operation distance information of the railway vehicle necessary for monitoring from the existing railway vehicle operation record management device 200;
A quantitative analysis unit (30) for generating a graph indicating the number of times the railroad vehicle has failed to operate based on the data collected by the data collection unit (20);
A qualitative analysis unit (40) for generating a graph indicating a risk of a railway vehicle based on data collected by the data collection unit (20);
A display unit (50) for outputting the graph generated by the quantitative analysis unit (30) and the qualitative analysis unit (40) through a display module (70); And,
The quantitative analysis unit (30)
A graph showing the number of times of the traffic obstacle for each line, a train line, and a device for each period, and a graph showing a travel distance of the railway line for each train line,
The graph showing the number of times of the traffic obstruction shows the combination of railway cars as a horizontal axis and the number of times of traffic disturbances as a vertical axis,
The graph showing the traveling distance of the railway vehicle by the line and the knitting line allows the traveling distance of each knitting to be viewed with the knitting of the railway car as the horizontal axis and the traveling distance as the vertical axis,
A graph indicating the number of travel disturbances is arranged at the upper part and a graph indicating the travel distances according to the line and the combination is arranged at the lower end so as to intuitively grasp the number of travel disturbances proportional to the travel distance for each combination,
The reliability index (MKBSF) is calculated according to the following formula (1)
(Equation 1)
Reliability Index (MKBSF) = Operating distance (Km) / Number of operating disturbances
The qualitative analysis unit (40)
A graph of risk total amount change per line, a risk graph per running distance per line, a risk graph by line and device by period, a detailed graph of risk by line and device, and a detailed risk graph by line,
The risk is calculated according to the following formula (2)
(Equation 2)
(Number of occurrences of occurrence 1) x (number of occurrences of occurrence 2) x (number of occurrences of occurrence 2) + ) x (the severity of the incident fault)} x Weight by device
Wherein the weight for each apparatus is set according to the degree of importance of the apparatus and the difficulty of detecting a failure.
delete delete delete delete delete delete A method of monitoring a railway vehicle,
(S201) receiving the railway vehicle maintenance information and the train travel distance information from the existing railway vehicle operation management apparatus and storing the information in the interlocked database;
A step (S202) of searching stored railway vehicle maintenance information to determine whether or not the information is influential on a service to be operated;
If it is determined in S 202 that the information affects the service in the railway vehicle maintenance information, the step of calculating the risk for each railway line, the train, and the parts is performed by searching the railway car maintenance information (S 203); And,
The step of calculating the risk of step S203 may include:
Searching the railway vehicle maintenance information to generate a graph representing a total amount of the risk for the set period (S204);
A step (S205) of searching a railway car maintenance information to generate a graph indicating a risk per a driving distance for a set period of time;
(S206) of searching for railway vehicle maintenance information and generating a graph indicating a risk level for each line and each device in the year;
A step (S207) of searching a railway car maintenance information and generating a graph indicating a variation amount of a risk for each line and a period set for each equipment;
(S208) of searching for railway car maintenance information and generating a graph indicating a risk level of each part for each line; And,
The risk is calculated by the following equation (2)
(Equation 2)
(Number of occurrences of occurrence 1) x (number of occurrences of occurrence 2) x (number of occurrences of occurrence 2) + ) x (the severity of the incident fault)} x Weight by device
In order to evaluate the performance of railway vehicles,
And the reliability index (MKBSF) is calculated using the equation of the traveling distance (Km) / the number of the traveling obstacles,
Wherein a graph indicating a punctuality is generated for each line.
delete delete delete delete delete delete A computer-readable storage medium having recorded thereon a program for causing a computer to perform the monitoring method of the railway vehicle of claim 8.

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