TW202103996A - Monitoring device detects railway equipment near turnout - Google Patents

Abstract

A monitoring device (1) detects abnormality of railway equipment near a turnout based on obtained vibration wave data from vibration wave data, in which the turnout is transferred by a point switch (10) when trains pass through, fetched by detected data of a vibration sensor (12) of detecting vibration waves disposed on the point switch (10), or vibration wave data when the point switch (10) performs transfer action.

Description

Monitoring device

The present invention relates to a monitoring device for monitoring railway equipment near a switch.

In terms of railways, in order to ensure the safe operation of trains, various types of maintenance are implemented. The objects of maintenance cover many aspects. In particular, the maintenance of tracks requires a lot of time and manpower. In recent years, in order to improve the efficiency of maintenance management, the construction of a system for remotely monitoring the status of railway equipment has continued to progress. In addition to the regular inspections carried out by the conventional knowledge, if the abnormality of the railway equipment or its signs can be quickly detected, it can be useful for maintenance or restoration operations, which is very convenient.

For example, Patent Document 1 discloses a technology that detects the motor current of an AC motor or the speed or acceleration of an operating rod in a switch, which is one example of railway equipment, to determine whether there is an overload. [Prior Technical Literature] [Patent Literature]

[Patent Document 1] Japanese Patent Application Publication No. 2006-281924

[The problem to be solved by the invention]

With regard to ballast tracks, due to the gradual displacement (track deviation) caused by trains passing by, regular ballast replenishment or exchange, and maintenance such as compaction are indispensable. In the track, there are various abnormalities including track displacement. However, such an abnormality in the track will not only be related to the deterioration of the comfort of the train or the abnormal wear of the wheels, but also be considered. Circumstances of the main cause of the derailment accident that caused the worst state of affairs. To this end, daily inspections by operators to the site or regular inspections by inspection vehicles are carried out.

Furthermore, various railway equipment including the switch is installed near the switch in the track. Specifically, it includes the track (track bed) of the main rail of the switch or the point rail, or the switch of the switch point rail, the switch lever connected with the switch, etc. These railway equipments increase the vibration of the switch due to the displacement of the track. As a result, it is prone to lock deviation, poor connection of the point rail, and increase in the conversion force caused by the increase in the contact resistance of the floor. The abnormality is the point that should be paid special attention to during the line protection operation or the maintenance operation of the switch. Therefore, it is expected that abnormalities or signs of railway installations near these turnouts can be quickly detected.

The problem to be solved by the present invention is to provide a novel technology capable of detecting abnormalities in railway equipment near the turnout. [Means to solve the problem]

The first invention for solving the above-mentioned problems is a monitoring device including: Vibration wave data acquisition means (for example, the vibration wave data acquisition unit 202 in FIG. 7), which is the detection data from a sensor (for example, the vibration sensor 12 in FIG. 1) that detects vibration waves provided on the switch To obtain vibration wave data; and The abnormality detection means (for example, the abnormality detection unit 212 of FIG. 7) detects abnormalities of the railway equipment near the switch that is switched by the switch based on the vibration wave data.

According to the first invention, based on the vibration wave data obtained from the detection data of the sensor provided in the switch, it is possible to detect the abnormality of the railway equipment in the vicinity of the switch converted by the switch. When the train passes through the turnout, the wheels pass through the slight step difference between the main rail of the turnout and the end of the point rail, thereby generating shock vibration waves in the rail. In addition, the point rail is movable during the switching operation of the switch, thereby generating an impact vibration wave on the rail. This shock vibration wave is transmitted to the switch through the action rod connected to the point rail, and is detected by the sensor provided in the switch.

Near the switch, there are railway equipment including the main rail of the switch or the track (track bed) of the switch point rail, or the switch of the switch point rail, and the switch tie rod connected to the switch. However, these railways The equipment is due to factors such as track displacement, and the shock vibration waves that are generated on the rail when the train passes or when it changes motion will be different. As a result, from the vibration wave data of the switch, it is possible to detect the track displacement or rail abnormality caused by the railway equipment near the switch, the increase in the vibration of the switch or the deviation of the lock, and the defect of the point rail. Abnormalities such as an increase in conversion force caused by a poor connection and an increase in floor contact resistance. Furthermore, by installing the sensor on the switch, there is also an advantage that the power supply of the sensor can be obtained from the power supply part of the switch.

The second invention is in the first invention, Further equipped with: The opening direction obtaining means (for example, the opening direction obtaining unit 206 in FIG. 7) is for managing or controlling the switching direction of the switch or the opening direction of the switch (hereinafter, including the "opening direction") Device, get the aforementioned opening direction; The aforementioned abnormality detection means performs abnormality detection by using the judgment criterion corresponding to the opening direction when the aforementioned vibration wave data is acquired among the judgment criteria that define the aforementioned opening direction.

According to the second invention, the abnormality detection of the railway equipment near the turnout can be performed with better accuracy by using the criterion for determining the opening direction of the turnout. According to the opening direction (positioning/reverse position), the switch system is a state in which only one of the two point rails on the left and right is closely connected to the switch main rail, and the other is far away from the switch main rail. In other words, the shock wave generated on the rail when the train passes, the two main switch rails on the left and right are mainly generated on the switch main rail next to the point rail. The two turnout main rails are arranged at a specific interval. Because the railway equipment installed on each turnout main rail or the state is different, the shock vibration waves generated are also different. In this way, it is possible to distinguish and detect which side of the railroad equipment on the positioning side and the reverse side has an abnormality by using a determination criterion that defines the opening direction of the turnout.

The third invention is in the first or second invention, The aforementioned detection data contains vibration wave data when the train passes through the aforementioned switch; The monitoring device further has: Traveling speed calculation means (for example, the traveling speed calculation unit 208 of FIG. 7), which calculates the traveling speed of the passing train based on the interval between the detection level fluctuations contained in the aforementioned detection data; The aforementioned abnormality detection means performs abnormality detection by using a criterion for determining a traveling speed domain, and a criterion for determining a traveling speed corresponding to the traveling speed when the vibration wave data is obtained.

According to the third invention, the abnormality detection of the railway equipment near the turnout can be performed with better accuracy by using the criterion for determining the traveling speed range of the train. When the train passes, the wheels of the train pass through the slight step difference between the main rail of the switch and the end of the point rail, which generates shock vibration waves on the rail. However, because of the traveling speed of the train at this time The shock vibrations generated are different. As a result, it is possible to perform abnormality detection with higher accuracy by using a determination criterion that specifies the walking speed range.

The fourth invention is in any of the first to third inventions, Further equipped with: Environmental information obtaining means (for example, the environmental information obtaining unit 210 of FIG. 7), which obtains environmental information of the aforementioned turnout including at least temperature; The aforementioned abnormality detection means uses a criterion for determining the environmental condition that divides the value obtained as the aforementioned environmental information into a plurality of ranges, and determines the environmental condition corresponding to the environmental information when the aforementioned vibration wave data is obtained. Benchmarks to perform anomaly detection.

According to the fourth invention, the abnormality detection of the railway equipment near the turnout can be performed with better accuracy by using the determination criteria that prescribes the environmental conditions. The environmental information is, for example, temperature, humidity, and air pressure. For example, it is widely known that iron rails expand and contract due to temperature, but because of the expansion and contraction of the rails, the degree of close contact between the main rail of the switch and the point rail is different. As a result, the shock wave generated when the wheels of the train pass the tip portion of the point rail and the shock wave generated when the switch is switched are different. For this purpose, for example, it is divided into midsummer or midwinter and other than that, and the determination criterion is defined as the temperature zone that divides the acquired temperature into a plurality of ranges, and it is possible to perform abnormality detection with a good system that takes into account the expansion and contraction of the rail.

The fifth invention is in any of the first to fourth inventions, Further equipped with: The alarm signal output means (for example, the alarm signal output unit 214 in FIG. 7) outputs a specific alarm signal when the abnormality detection means has detected a plurality of abnormalities.

According to the fifth invention, when a plurality of abnormalities are detected, a specific alarm signal is output, so that abnormalities or signs of railway equipment near the turnout can be quickly notified to the output of the alarm signal.

The sixth invention is one of the first to fifth inventions, The vibration wave data acquisition means includes a discrimination means (for example, the vibration type discrimination unit 204 in FIG. 7) for discriminating the vibration wave caused by the passing of the train and the vibration wave during the conversion operation based on the waveform of the vibration wave data.

According to the sixth invention, it is possible to discriminate the vibration wave caused by the passing of the train and the vibration wave during the switching operation of the switch. Generally, the vibration wave caused by the passing of the train is the shock vibration that occurs when the wheels of the train pass the end of the track rail, so it is the same number of shocks as the number of wheels (the number of axles) of the train. The waveform of the intermittent occurrence of sexual vibration. In addition, the vibration wave during the switching operation of the switch has a period of approximately constant time equivalent to the switching operation time, and shock vibration occurs when the point rail leaves the main rail of the switch and immediately thereafter. For this reason, it is the waveform of shock vibration that occurred at the beginning and the end of the period. Therefore, the vibration wave caused by the passing of the train becomes a waveform of shock vibration corresponding to the number of wheels of the train, and the vibration wave during the switching operation becomes a vibration with a total of two shocks at the first and last time in the period. The waveform and the shape of the waveform are obviously different. In this way, from the waveform of the vibration wave data, the vibration wave caused by the passing of the train and the vibration wave during the conversion operation can be distinguished.

The seventh invention is in the sixth invention, The aforementioned vibration wave data acquisition means is to obtain the vibration wave data during the conversion operation from the detection data when the vibration wave data during the conversion operation is determined by the aforementioned discrimination means, and the vibration wave data during the conversion operation is determined by the aforementioned discrimination means as the vibration wave when the train passes. In the case of the above-mentioned detection data, obtain the vibration wave data when the train passes through; The aforesaid abnormality detection means uses the determination criteria related to the conversion operation to perform abnormality detection when it is determined as the vibration wave during the conversion operation by the aforementioned determination means, and when the vibration wave is determined as the vibration wave during the passage of the train by the aforementioned determination means In this case, the abnormality detection is performed using the judgment criteria related to the passage of the train.

According to the seventh invention, the vibration wave caused by the passage of the train and the vibration wave during the conversion operation are determined by the discrimination means, and the determination criteria related to the passage and the conversion operation of the train can be flexibly used based on the determination results. Carry out anomaly detection of railway equipment near the turnout with better accuracy.

Hereinafter, referring to the drawings, suitable embodiments of the present invention will be described. In addition, the present invention is not limited by the embodiments described below, and the form in which the present invention can be applied is not limited to the following embodiments. In addition, in the description of the drawings, the same reference numerals are assigned to the same elements.

[System Components] FIG. 1 is an application example of the monitoring device in this embodiment. As shown in Fig. 1, the monitoring device 1 is connected to a plurality of measurement terminals 20 respectively corresponding to and provided to each switch 10 through a communication network N so as to be able to communicate.

The switch 10 is an electric switch that uses an electric motor as a power source. The rotation output of the electric motor is transmitted to the conversion gear group by a clutch, and the conversion gear group is converted into an appropriate torque to be driven by the conversion mechanism. The linear movement of the action rod caused by the conversion mechanism converts the point rails, and converts the turnouts laid on the rails into positioning/reversing positions, and performs a series of conversion actions.

The switching operation of the switch 10 is controlled by the control terminal 30. The control terminal 30 is in charge of the drive control of the electric motor that controls the rotation direction of the electric motor, or the start and stop of the rotation operation, in accordance with the switching command of the switch output by the linkage device 40. The switching command output from the linkage device 40 includes the opening direction (positioning/reversing) of the switch and an instruction to start the switching. The control terminal 30 drives and controls the electric motor at the timing of the instructed switching start by the switching command so that the rotation direction of the electric motor is controlled in order to achieve the instructed opening direction to start the switching of the point rail.

Moreover, in the switch 10, the vibration sensor 12 and the environment sensor 14 can be built in the frame or externally. The vibration sensor 12 is a sensor that detects the vibration wave generated in the switch 10, for example, it can be realized by an acceleration sensor. The environmental sensor 14 is a sensor that detects environmental information such as temperature, humidity, and air pressure around the place where the switch 10 is installed. For example, it can be a temperature sensor, a humidity sensor, an air pressure sensor, etc. to fulfill. The switch 10 is installed in the vicinity of the switch. Therefore, the environment sensor 14 installed in the switch 10 detects environmental information around the place where the switch is laid. The detection data caused by the vibration sensor 12 and the environment sensor 14 are output to the corresponding measurement terminal 20 at any time. In addition, the power supply of the vibration sensor 12, the environment sensor 14 and the measurement terminal 20 are obtained from the operating power supply of the switch 10.

The measurement terminal 20 is installed in the vicinity of the corresponding switch 10 and transmits the detection data caused by the vibration sensor 12 and the environment sensor 14 provided in the switch 10 to the monitoring device 1. The measurement terminal 20 has a measurement data generation unit 22, a transmission/reception unit 24, and a timing unit 26. The measurement data generating unit 22 uses the detection data generated by the vibration sensor 12 and the environmental sensor 14 to match the detection time, or the control status information input from the control terminal 30, and the corresponding switch of the switch 10 The device ID, etc. are associated with each other to generate measurement data. The transmitting and receiving unit 24 transmits and receives data with the so-called external device of the monitoring device 1 through the communication network N. For example, the measurement data generated by the measurement data generating unit 22 is sent to the monitoring device 1. The timer unit 26 counts the current date and time or the elapsed time from the designated time sequence.

The monitoring device 1 realizes a function of a railway equipment monitoring system that centrally monitors railway equipment including the switch 10 or a central device. The monitoring device 1 monitors each switch 10 based on the detection data of the vibration sensor 12 or the environmental sensor 14 included in the measurement data received from the corresponding measurement terminal 20. The device 10 converts the state of the railway equipment near the turnout and detects its abnormality.

2 and 3 are diagrams showing one example of the schematic configuration of the railway equipment in the vicinity of the turnout to be monitored by the monitoring device 1. Fig. 2 is a vertical cross-sectional view with respect to the traveling direction of the train, and Fig. 3 is a plan view. As shown in Figures 2 and 3, the track in this embodiment is a ballast track, which is laid on a ballast track bed 61 formed by spreading ballast (gravel) on the embankment roadbed 62, and is laid with a hook spike A structure in which a rail fastening device of the same type fixes the rail 50 to the rail frame of the sleeper 60. Moreover, it is not limited to ballast rails, and other rails other than flat rails can also be used. In addition, a switch 52 for branching the rail is laid, and a switch 10 that switches the point rail 56 of the switch 52 is installed in the vicinity of the switch 52. The main rail of the switch or the track (track bed) of the switch point rail 56, or the switch 10 that converts the switch point rail 56, the switch lever connected to the switch 10, etc., serve as a monitoring device The monitoring object of 1 is the railway equipment near the turnout.

[Principle of anomaly detection] The abnormal detection of the railway equipment in the vicinity of the switch 52 caused by the monitoring device 1 will be described. The switch 52 is in a state (locked) that the switch point rail 56 is attached to or fixed to the switch main rail 54 by the switch 10 when the train is passing through. However, it is because of the physical two rails that the switch main The portion immediately adjacent to the rail 54 and the point rail 56 cannot be completely smoothly continuous in the overall shape such as the height or the side surface. There is some space between the switch main rail 54 and the end portion 56a of the point rail 56. Xu's "segment" status. The level difference between the switch main rail 54 and the end portion 56a of the point rail 56 is only to the extent that it does not hinder the running of the train. However, when the wheels of the train pass, shock vibrations are generated in the rail. The shock vibration generated in the rail is transmitted to the switch 10 connected to the point rail 56 and is detected by the vibration sensor 12 provided in the switch 10. That is, the vibration sensor 12 detects the shock vibration when the train passes through the switch 52 converted by the switch 10 in which the vibration sensor 12 is installed.

The shock wave generated when the train passes through the switch 52 varies depending on the state of the railway equipment in the vicinity of the switch 52. That is, on the ballast track, due to repeated trains passing by, the track displacement caused by the wear or subsidence of the ballast, the loosening of the fastening device of the fixed rail and the sleeper, etc. will gradually occur. Railroad equipment in the vicinity of the switch 52 including the main rail of the switch or the track (track bed) of the switch point rail 56, or the switch 10 that switches the switch point rail 56, and the switch tie rod connected to the switch 10, The vibration of the switch 10 is increased due to the displacement of the track, etc., due to this, abnormalities such as lock deviation, poor contact of the point rail 56, and increase in the switching force due to the increase in the contact resistance of the floor, etc. will occur. . Because of this abnormality, the shock vibrations generated on the rails when the train passes by will be different. The monitoring device 1 detects the abnormality of the railway equipment in the vicinity of the switch 52 by detecting the difference in shock vibration waves generated in the rail when the train passes through the vibration sensor 12.

Fig. 4 is a diagram showing a schematic waveform of a vibration wave detected when a train passes. The upper part of FIG. 4 shows the train moving with the direction of travel as the left side, and the lower part of FIG. 4 shows the vibration wave data obtained by one train passing. The vibration wave data shows that the horizontal axis is time, and the vertical axis is the signal waveform of the detection level caused by the vibration sensor 12. As described above, at the timing when the wheels of the train pass the end portion 56a of the point rail, shock vibration occurs in the rail. Since the train system has a plurality of wheels, the number of impulsive vibrations corresponding to the number of wheels (the number of axles) of the train occurs intermittently. 1 The vibration wave caused by the passing of the braided train is a waveform in which the detection level fluctuates greatly at the timing when the wheels pass through the end portion 56a of the point rail, and then the detection level decays with the passage of time . That is, the vibration wave data caused by a single train pass is a waveform having shock vibrations that is only the number of wheels constituting the train.

Fig. 5 is a diagram illustrating the procedure of anomaly detection based on vibration wave data. The monitoring device 1 performs signal analysis on the vibration wave data caused by the first train passing, and compares the analysis data obtained by the signal analysis with the reference analysis data, thereby performing abnormality detection. In this embodiment, in order to extract and compare shock vibration components, as signal analysis, frequency analysis of FFT conversion or wavelet conversion is performed to obtain frequency component data as analysis data. The reference analysis data is the data obtained by using the same technique to analyze the reference vibration wave data. The reference vibration wave data is the same as the object of abnormality detection. It is the vibration wave data related to the switch 10. For example, it satisfies the state of the standard set by the maintenance and inspection, that is, it is regarded as not Vibration wave data obtained under abnormal conditions.

As described above, because of the difference in the state of the railroad equipment in the vicinity of the switch 52, the generation of shock vibrations generated in the rail when the train passes through is different. The difference in vibration indicates the difference in frequency components or their magnitudes. For this reason, performing frequency analysis as a signal analysis of the vibration wave data can be realized by comparing the frequency components included in the shock vibration. As a specific method of comparing analysis data with reference analysis data, there are, for example, a method of using a graph showing frequency component values as "images" and finding the degree of agreement by matching processing, or determining the peaks (components) If the value is above a specified value) is the frequency component consistent.

By the way, in a switch, according to the opening direction (positioning/reverse position), of the two left and right switch point rails, one of the switch point rails becomes the side immediately adjacent to the main rail of the switch, and the other The point rail becomes the opening side away from the main rail of the switch. Next, if the opening direction of the switch is reversed by switching the point rails, the immediately adjacent side and the opening side become opposite, and one of the point rails becomes the open side, and the other point rail becomes the immediately adjacent side. That is, the shock vibration generated by the passing of the train is generated by the way that the wheels pass through the "step difference" between the main rail of the switch and the end of the point rail, mainly generated on the left and right sides. Among the rut-tip rails, the rut-tip rails on the side are next to each other. In addition, the two main switch rails on the left and right are the railway equipment installed near the place where they are laid or their condition is different. For this reason, it is suitable for those who can detect abnormalities of railway equipment according to the opening direction of the turnout.

In addition, the shock vibration generated by the passing of the train is caused by the impact when the wheels pass through the step difference between the main rail of the switch and the end of the point rail. However, due to the traveling speed of the train, the wheels pass through the The degree of impact will be different during a gap. For this reason, it is suitable to perform abnormal detection of railway equipment according to the traveling speed of the train. Specifically, considering the speed limit or the forward path of the line section, a plurality of travel speed domains are specified, and the abnormality detection of the railway equipment is carried out according to the travel speed domain.

The traveling speed of the train can be obtained from the vibration wave data. As shown in FIG. 4, the vibration wave data is a waveform in which the detection level changes greatly at the timing when the wheel passes through the end portion 56a of the point rail, and then the detection level is attenuated. For this reason, from the change in the detection level, it is possible to determine the timing at which the wheel passes the end portion 56a of the point rail. Specifically, the magnitude of the estimated detection level generated when the wheel passes the end portion 56a of the rut rail is specified in advance as the train passing vibration threshold, and the train is judged by the way that the detection level reaches the train passing vibration threshold The wheels passed through the tip 56a of the track rail. The train system has a plurality of wheels, so with one pass of the train, a large change in the detection level (impact vibration) will occur intermittently multiple times. Next, the interval between the wheels in the train is known, so the time interval through the time sequence is the interval between the fluctuations, so the traveling speed of the train can be obtained.

Specifically, the wheel (axle) interval in the same trolley or the trolley interval of a vehicle is almost constant. Therefore, for example, from the first two detection levels in the vibration wave, the interval between the occurrence of large fluctuations (equivalent to continuous two The passing time of each wheel and the distance between the wheels can be used to find the train speed. Alternatively, the train speed can be obtained from the interval between the occurrence of the first four large changes in the detection level in the vibration wave and the interval between the trolleys. That is, among the four fluctuations, the first two fluctuations correspond to the passage of the first trolley, and the second two fluctuations correspond to the passage of the second trolley, and the train speed can be obtained. Alternatively, the train speed can also be obtained from the occurrence interval of the first and last large fluctuations in the detection level in the vibration wave, and the number of occurrences of large fluctuations in the detection level in the vibration wave. That is, the interval between the occurrence of the first and last changes corresponds to the passing time of the train, and the number of occurrences of changes corresponds to the number of wheels (the number of axles) under the entire train, so it is calculated from the number of wheels in a vehicle For the number of trains, the length of the train is calculated from the number of trains and the length of the train.

In addition, because of the temperature, humidity, and atmospheric pressure of the switch environment information, the degree of impact generated when the wheel passes through the end of the point rail is different. For example, it is widely known that iron rails expand and contract because of temperature, which is one of environmental information. Because of the expansion and contraction of the rail, the distance between the main rail of the switch and the end of the point rail (the degree of closeness) will change, so the degree of the difference between the main rail of the switch and the end of the point rail is different. The degree of impact (the detection level or frequency component of the vibration wave) when the wheel passes through the step is different. For this reason, it is desirable to specify a plurality of temperature zones in consideration of the closeness of the switch main rail and the tip of the point rail, and to perform abnormal detection of railway equipment according to the temperature zone.

Moreover, the same is true for other environmental information, namely humidity or air pressure. Humidity or air pressure changes due to the weather in sunny or rainy days. However, due to this change, the elastic coefficient of the ballast bed laid under the rails will change, so when the wheels pass through the end of the rut rail The degree of attenuation (detection level or frequency component) of the vibration wave generated at this time is different. For this reason, for example, a plurality of humidity domains or air pressure domains are specified in consideration of the elastic coefficient of the ballast bed, and it is suitable to perform abnormality detection of railway equipment according to the humidity domain or air pressure domain.

Therefore, in advance, as a condition for detecting vibration wave data, prepare vibration reference data according to the combination of the opening direction of the switch, the traveling speed range of the train, and the environmental conditions, and use the opening direction of the switch when the vibration wave data is detected. The vibration reference data corresponding to the combination of train traveling speed and environmental information is used for abnormal detection of railway equipment. Environmental conditions are multiple ranges of values obtained from environmental information such as temperature, humidity, and air pressure, and correspond to temperature zones, humidity zones, and atmospheric pressure zones.

The vibration detected by the vibration sensor 12 provided in the switch 10 includes the vibration caused by the switching operation of the switch 10 as the vibration when the train is not passing. The vibration wave caused by this conversion action is mainly through the next two methods, which can be distinguished from the vibration wave when the train passes.

The first method is a method of distinguishing from the characteristics of the waveform of the vibration wave. FIG. 6 is a diagram showing a schematic waveform of the vibration wave detected during the switching operation of the switch 10. In FIG. 6, the horizontal axis is time, and the vertical axis is the detection level caused by the vibration sensor 12, which represents the signal waveform of the vibration wave data obtained by one conversion action. As shown in Fig. 6, in the switching action of the switch 10, during the initial constant time when the point rail leaves from the main rail of the switch, and the last constant time when the point rail contacts and is immediately connected to the main rail of the switch, The detection level has changed significantly. In addition, the time (period) required for one switching operation is approximately constant for each switch. On the other hand, the vibration wave caused by the passing of the train (refer to Figure 4) is the time sequence when the wheels of the train pass through the end of the point rail and the rail is subjected to shock vibrations, so it has the characteristics that only trains have. The waveform of the shock vibration of the number of wheels (the number of axles). In addition, the time required for the passage of a one-knit train varies in accordance with the traveling speed of the train. For this reason, the length of the period of the vibration waveform is equivalent to the predetermined switching time of the switch, and if it is a waveform in which shock vibrations occur at the beginning and the end of the period, it can be judged as switching. Vibration waves during movement. Moreover, if it is a waveform in which a plurality of shock vibration waves are generated intermittently, it can be judged that it is a vibration wave caused by a train passing. In this way, from the length of the vibration wave period and the characteristics of the waveform of the vibration wave in the timing of the occurrence of the large shock vibration wave at the detection level, it is possible to distinguish between the vibration wave when the train passes and the switching action of the switch. The vibration wave.

The second method is a method of obtaining and distinguishing/judging from a device that manages or controls the switching direction of the switch 10 or the opening direction of the switch. As described above, the switching action of the switch 10 is controlled by the control terminal 30 (refer to FIG. 1). The control terminal 30 is in charge of the drive control of the electric motor including the rotation direction of the electric motor, or the start and stop of the rotation operation according to the switching command of the switch output by the linkage device 40. When the switching command includes the opening direction (positioning/reverse position) of the switch and the instruction of the switching start, if the switching of the switch 10 is completed by the control terminal 30, it is notified to the interlocking device 40. Therefore, the information about the switching direction of the switch 10 or the timing of the start and completion of the switching operation is obtained from the control terminal 30, and thereby, the vibration wave caused by the switching operation of the switch 10 can be determined. Alternatively, in the interlocking device 40, a switch command (including an instruction to open or start the switch) for the switch of the control terminal 30 is obtained, and thereby, it can be determined that the switch 10 is a vibration wave caused by the switch operation.

Next, the same applies to the vibration wave data caused by the switching operation of the switch 10, and abnormality detection can be performed using the reference vibration wave data used as a criterion for determination. Specifically, similar to the vibration wave data caused by train passing, frequency analysis of FFT conversion or wavelet conversion is performed as signal analysis, and the obtained analysis data is compared with the reference analysis data. Alternatively, it is not necessary to perform signal analysis and compare the vibration wave data itself with the reference vibration wave data. If it is the same switch 10, the vibration wave data obtained by each switching operation becomes substantially the same waveform. From the vibration wave data caused by the switching action of the switch 10, the abnormality of the switch 10 can be detected further. That is, the operating state of the electric motor of the switch 10 or the state (rust etc.) of the floor on which the switch point rails of the switch converted by the switch 10 are slid are detected by the vibration sensor 12 The resulting vibration waves are different.

[Functional composition] FIG. 7 is a block diagram showing the functional structure of the monitoring device 1. According to FIG. 7, the monitoring device 1 includes an operation unit 102, a display unit 104, a sound output unit 106, a communication unit 108, a processing unit 200, and a storage unit 300, and can be configured as a kind of computer.

The operation unit 102 is realized by an input device such as a button switch, a touch panel, a key pad, etc., and outputs an operation signal corresponding to the operation performed to the processing unit 200. The display unit 104 is realized by a display device such as an LCD (Liquid Crystal Display) or a touch panel, and performs various displays according to the display signal from the processing unit 200. The sound output unit 106 is realized by, for example, a sound output device such as a speaker, and performs various sound output corresponding to the audio signal from the processing unit 200. The communication unit 108 is realized by, for example, a wired or wireless communication device, and communicates with each measurement terminal 20 through the communication network N.

The processing unit 200 is realized by, for example, an arithmetic device such as a CPU (Central Processing Unit). Based on programs or data stored in the memory unit 300, it performs instructions or data transfer to each unit constituting the monitoring device 1 to perform the monitoring of the monitoring device 1. Overall control. In addition, the processing unit 200 executes the track state monitoring program 302 stored in the memory unit 300, as the vibration wave data acquisition unit 202, the opening direction acquisition unit 206, the walking speed calculation unit 208, the environmental information acquisition unit 210, and the abnormality detection unit. The functional blocks of the section 212 and the alarm signal output section 214 function. However, these functional blocks can also be constituted as independent calculation circuits by ASIC (Application Specific Integrated Circuit) or FPGA (Field Programmable Gate Array).

The processing unit 200 determines all the switches 10 to be monitored by the monitoring device 1, and manages the switch management data 310 stored in the memory unit 300. The switch management data 310 is generated for each switch 10 and stored: the switch ID 311 identifying the switch 10, the installation location 312, the machine type 313, and the construction method when the switch 10 is installed 314. Acquire the vibration wave data 320, the judgment criterion data 330, and the alarm output condition 315.

Obtaining the vibration wave data 320 is obtained from the detection data obtained by the vibration sensor 12 provided in the switch 10, which is the first train passing of the switch converted by the switch 10, or The data related to the vibration wave data caused by the primary switching action of the switch 10 is generated based on the vibration wave data of each primary time.

In FIG. 8, one example of obtaining the vibration wave data 320 is shown. According to Fig. 8, the obtained vibration wave data 320 is generated based on the vibration wave data of each time, and stored: the data number 321 identifying the vibration wave data, the detection date and time 322, the vibration wave data 323, the vibration type 324, and the detection Time status 325, analysis data 326, comparison reference number 327, and detection result 328.

Whether the vibration type 324 is a vibration wave caused by the passing of a train or a vibration wave caused by the switching action of the switch is determined by the vibration type determination unit 204. The detection status 325 is the detection status of the vibration wave data. If the vibration type is a train passing, it includes the opening direction of the switch, or the traveling speed of the passing train, and the environment information caused by the environment sensor 14, and the vibration type is the conversion action. If it is, it includes the switching direction of the switch or the environmental information caused by the environmental sensor 14. The analysis data 326 is data obtained by performing specific signal analysis on the vibration wave data 323. In this embodiment, as signal analysis, frequency analysis of FFT conversion or wavelet conversion is performed to obtain frequency component data as analysis data 326. The comparison reference number 327 indicates a judgment reference used when detecting an abnormality based on the vibration wave data 323. The determination criterion is defined as the determination criterion data 330. The detection result 328 is the result of abnormality detection based on the vibration wave data 323, for example, the presence or absence of abnormality detection is stored.

Returning to FIG. 7, the determination criterion data 330 is data related to the determination criterion used when the abnormality detection based on the vibration wave data 323 is performed, and plural pieces are prepared for each vibration wave data 323 at the time of detection. In FIG. 9, one example of the judgment criterion data 330 is shown. According to FIG. 9, the criterion data 330 is generated for each criterion, and the criterion number 331 for identifying the criterion, the vibration type 332, the selection condition 333, and the criterion analysis data 334 are stored.

The vibration category 332 indicates the vibration category of the vibration wave data for which the criterion is used for abnormality detection. The selection condition 333 is a condition for selecting the judgment criterion. Specifically, if the vibration category 332 is a train passing, it is a combination of the opening direction of the switch, the traveling speed range of the train, and environmental conditions. If the vibration category 332 is a switching action, it is a combination of the switching direction of the switch and environmental information. . The reference analysis data 334 is data obtained by performing a specific signal analysis on the reference vibration wave data detected in a situation that satisfies the selection condition 333. The reference vibration wave data is the vibration wave data detected by the vibration sensor installed in the switch. For example, it satisfies the established standard of maintenance and inspection, that is, it is deemed to be no abnormality. Vibration wave data detected in the state.

Returning to Fig. 7, the alarm output condition 315 is when the corresponding switch 10 or the railway equipment installed near the switch to which the switch 10 is converted is regarded as abnormal or has its signs, and the output is specified. The condition of the alarm signal to the outside of the device. Specifically, the alarm output condition 315 is a condition based on the detection result 328 of the abnormality detection related to each vibration wave data. For example, it specifies the number of times the detection result is continuously "abnormal", that is, the number of continuous abnormality detections, or the abnormality detection is performed. The ratio of the number of times that the detection result is "abnormal" is also the threshold value of the abnormality detection ratio.

The vibration wave data acquisition unit 202 acquires the vibration wave data at the time when the train passes through the switch converted by the switch from the detection data of the sensor that detects the vibration wave provided in the switch. Furthermore, the vibration wave data acquisition unit 202 has a vibration type discrimination unit 204. The vibration type determination unit 204 determines whether it is a vibration wave caused by a passing train or a vibration wave during a conversion operation based on the detection waveform of the sensor (see FIGS. 4 and 6). The vibration wave data acquisition unit 202 acquires the vibration wave data during the conversion operation from the detection data when the vibration type determination unit 204 determines that it is the vibration wave during the conversion operation.

Specifically, the vibration wave data acquisition unit 202 acquires, from the measurement terminal 20, the detection data including the vibration sensor 12 or the environmental sensor 14 installed in the corresponding switch 10, and the detection of the detection data. Date and time, and measurement data such as the switch ID of the switch 10. Then, from the detection data of the vibration sensor 12 included in the measurement data, if the vibration wave data caused by the passing of the train at the turnout or the switching operation of the switch is acquired, the acquired vibration related to the vibration wave data is generated. Wave data 320.

The vibration wave caused by the passing of the train and the vibration wave caused by the switching action of the switch are discriminated in the vibration type discriminating unit 204. The vibration type discrimination unit 204 discriminates the vibration wave caused by the passing of the train and the vibration wave caused by the switching action of the switch based on the waveform of the vibration wave data obtained from the detection data of the vibration sensor 12. That is, for the time-series detection data caused by the vibration sensor 12, the detection data including a plurality of periods of shock vibrations with large detection levels are judged to be vibration waves caused by the passing of the train. Furthermore, it is to determine the detection data of the period which is the length of the switching time required for the switching operation of the switch 10, including the period of the shock vibration waveform whose detection level is large at the beginning and the end of the period. The detection data is judged to be the vibration wave caused by the switching action of the switch. The train passing vibration threshold is the smallest size that is specified in advance for the estimated detection level that occurs when the train's wheels pass the end of the rut rail (see FIG. 4). In addition, the switching operation vibration threshold value is the smallest magnitude that specifies in advance the estimated detection level that occurs during the switching operation of the switch 10 (see FIG. 6).

Alternatively, the vibration type discrimination unit 204 may determine that the switch is in the switching operation during the switching operation when the switch is acquired by the opening direction acquisition unit 206. It is the vibration wave caused by the conversion action.

The opening direction acquisition unit 206 acquires the opening direction from the management or control of the switching direction of the switch 10 or the opening direction of the switch. Specifically, from the control terminal 30 that controls the switching operation of the switch 10, information about the switching direction of the switch 10 or the timing of the start and completion of the switching operation is acquired. The control terminal 30 is installed in the vicinity of the switch 10 to be controlled. As a result, the measurement terminal 20 obtains information related to the switching control of the switch, including the measurement data, and sends it to the monitoring device 1, thereby opening The direction obtaining unit 206 can obtain the switching direction at the switch. Alternatively, it is possible to obtain a switch command for the switch of the control terminal 30 from the interlocking device 40 (including the switch opening direction or the switch start instruction).

The traveling speed calculation unit 208 calculates the traveling speed of the passing train based on the interval of the fluctuation of the detection level included in the detection data. That is, the vibration wave data when the train passes through the switch is the shock vibration generated when the wheels of the train pass through the tip of the point rail, and has a plurality of large fluctuations in the detection level. The travel speed of the train is calculated from the time interval of the fluctuation, that is, the interval between the occurrence of the fluctuation and the interval between the wheels in the train. For example, from the initial interval between the occurrence of fluctuations related to the passage of one train (the time difference between the timing of the train passing the vibration threshold on the positive side: the interval between the occurrence of fluctuations shown in Figure 4) and the interval between the front and rear wheels in the same trolley Length), calculate the traveling speed of the train.

The environmental information obtaining unit 210 obtains environmental information of the switch including at least the temperature. Specifically, the detection data caused by the environmental sensor 14 provided in the switch 10 is obtained as the environmental information of the switch to which the switch 10 is converted. The environment sensor 14 is, for example, a temperature sensor, a humidity sensor, an air pressure sensor, etc., and acquires the temperature, humidity, air pressure, etc. around the place where the switch 52 is laid as environmental information.

The abnormality detection unit 212 detects abnormalities of the railway equipment near the switch based on the vibration wave data. The abnormality detection is performed using the judgment criteria corresponding to the opening direction when the vibration wave data is acquired, among the judgment criteria specifying the opening direction. Alternatively, an abnormality detection is performed using a determination criterion of a traveling speed domain corresponding to the traveling speed at the time when the vibration wave data is acquired among the determination criteria defining the traveling speed domain. Or, use the judgment criterion of the environmental condition corresponding to the environmental information when the vibration wave data is acquired among the judgment criteria defined by the environmental condition category that divides the value obtained as the environmental information into a plurality of ranges to perform abnormality Detection. In addition, the abnormality of the railway equipment near the switch is detected based on the vibration wave data when the train passes or the vibration wave data during the conversion operation.

That is, the abnormality detection unit 212 performs abnormality detection based on the vibration wave data acquired by the vibration wave data acquisition unit 202 using a determination criterion corresponding to the situation at the time of detection of the vibration wave data. Specifically, perform specific signal analysis of the vibration wave data (for example, frequency analysis of FFT conversion, etc.) to obtain analytical data. Next, if it is the vibration wave data caused by the passing of the train (vibration wave data when the train is passing), the opening direction of the turnout, the traveling speed of the passing train, and the environmental information (temperature or humidity, air pressure) are selected and satisfied as the detection situation. The selection condition 333 of etc. corresponds to the associated judgment criterion data 330. Next, the reference analysis data 334 in the selected judgment reference data 330 and the obtained analysis data are compared to determine whether there is an abnormality. Moreover, if it is the vibration wave data (vibration wave data during the switching operation) caused by the switching action of the switch, the switching direction of the switch and the environmental information (temperature or humidity, air pressure) are selected and satisfied as the detection conditions. The selection condition 333 of etc. corresponds to the associated judgment criterion data 330. Next, the reference analysis data 334 in the selected judgment reference data 330 and the obtained analysis data are compared to determine whether there is an abnormality.

The alarm signal output unit 214 outputs a specific alarm signal when the abnormality detection unit 212 detects a plurality of abnormalities. Specifically, it is determined whether the result of the abnormality detection based on the vibration wave data by the abnormality detection unit 212 satisfies the warning output condition 315 of the corresponding switch 10, and if it is satisfied, a specific warning signal is output. As the warning signal, for example, information that identifies the switch 10 (for example, switch ID 311, or installation location 312, machine type 313, construction method 314 when installing the switch 10, etc.) is specified. A warning message for reporting an abnormality is displayed on the display unit 104, an alarm message or a warning sound is output from the sound output unit 106, and information specifying an abnormality in the information identifying the switch 10 is output through the communication unit 108 To external devices, etc.

The storage unit 300 is implemented by a hard disk, ROM (Read Only Memory), RAM (Random Access Memory), etc., and stores programs or data for the processing unit 200 to control the monitoring device 1 in an integrated manner, and uses As the operating area of the processing unit 200, the calculation results executed by the processing unit 200 according to various programs or the input data through the operation unit 102 or the communication unit 108 are temporarily stored. In this embodiment, the track state monitoring program 302 and the switch management data 310 are stored in the storage unit 300.

[Processing flow] Figure 10 illustrates the flow of track state monitoring processing. This processing is performed in the monitoring device 1, and the processing unit 200 is executed in parallel with each switch 10 as an object.

First, the vibration wave data acquisition unit 202 detects any vibration from the change in the detection level caused by the vibration sensor 12 of the target switch 10 (step S1: "Yes"), the vibration The category determination unit 204 determines whether it is a vibration wave caused by a train passing a turnout or a vibration type of a vibration wave caused by the switching action of the target switch based on the detection level or the waveform of the vibration wave.

If it is the vibration wave caused by the train passing (step S3: "Yes"), the vibration wave data acquisition unit 202 obtains the vibration wave data caused by the train passing from the time-series detection data caused by the vibration sensor (train Vibration wave data during passing) (Step S5). Next, the opening direction acquisition unit 206 acquires the opening direction of the switch when the train passes. Then, the traveling speed calculation unit 208 calculates the traveling speed of the train when the switch passes through the obtained vibration wave data. Furthermore, the environmental information acquiring unit 210 acquires environmental information of the temperature, humidity, and air pressure during the passage of the turnout of the train from the detection data of the environmental sensor 14 (step S7).

Next, the abnormality detection unit 212 performs specific signal analysis (frequency analysis, etc.) of the acquired vibration wave data to obtain analysis data (step S9). Next, based on the acquired switching direction of the turnout, the traveling speed of the train, and the detection state of the vibration wave data of the environmental information, a determination criterion that satisfies the selection condition is selected (step S11). Next, the standard analysis data of the selected determination standard and the obtained analysis data are compared, and it is determined whether there is an abnormality in the railway equipment near the turnout to which the target switch 10 is switched (step S13).

On the other hand, if it is the vibration wave caused by the switching action of the switch 10 (step S3: No), the vibration wave data acquisition unit 202 obtains the switching action from the time-series detection data caused by the vibration sensor The resulting vibration wave data (vibration wave data during conversion operation) (step S15). Next, the opening direction acquisition unit 206 acquires the switching direction of the switch. Furthermore, the environmental information acquiring unit 210 acquires environmental information of temperature, humidity, and air pressure during the conversion operation from the detection data of the environmental sensor 14 (step S17).

Next, the abnormality detection unit 212 performs specific signal analysis (frequency analysis, etc.) of the acquired vibration wave data to obtain analysis data (step S19). Next, based on the acquired switching direction of the switch or the detection state of the vibration wave data of the environmental information, a determination criterion that satisfies the selection condition is selected (step S21). Next, the reference analysis data of the selected determination criteria and the obtained analysis data are compared to determine whether the target switch 10 or the railway equipment near the switch to which the switch 10 is switched is abnormal (step S23).

Next, the alarm signal output unit 214 judges whether the result of the abnormality detection based on the vibration wave data satisfies the alarm output condition, and if it is full (step S31: "Yes"), it outputs the detected information along with the information for identifying the switch. A specific alarm signal for any abnormality (step S33). Next, the processing unit 200 determines whether or not to end this process, and if it is not (step S35: No), it returns to step S1. If it is finished (step S35: "Yes"), this process is finished.

[Effect] In this way, according to the present embodiment, the monitoring device 1 can detect the switch converted by the switch 10 based on the vibration wave data obtained from the detection data of the vibration sensor 12 provided in the switch 10 The nearby railway equipment is abnormal.

[Modifications] Furthermore, the embodiments to which the present invention can be applied are not limited to the above-mentioned embodiments, and it is of course possible to appropriately change them without departing from the scope of the gist of the present invention.

(A) Obtaining vibration wave data For example, the vibration wave data may be extracted from the measurement terminal 20. That is, the function of the vibration wave data acquisition unit 202 in the monitoring device 1 is configured to be possessed by the measurement terminal 20. In this case, the measurement terminal 20 determines whether it is the vibration wave caused by the passing of the train or the switching of the switch 10 from the characteristics of the detection waveform of the vibration sensor 12 provided in the corresponding switch 10 For the vibration type of the vibration wave caused by the motion, one-time vibration wave data is extracted from the detection data of the vibration sensor 12. Next, the extracted vibration wave data is sent to the monitoring device 1 together with the vibration type. In addition, the measurement terminal 20 obtains information related to the switching control of the switch 10 (drive control of the electric motor) from the control terminal 30, and thereby can also determine whether the switch 10 is performing a switching operation.

(B) Vibration sensor 12 The vibration sensor 12 can be a multi-axis sensor such as 2-axis or 3-axis. For example, when it is determined to be a two-axis vibration sensor, it is appropriate to set the plane formed by two orthogonal axes to coincide with the movement plane of the track rail. Furthermore, when it is determined to be a three-axis vibration sensor, the installation posture is arbitrary. For example, it is determined that the plane formed by two of the three axes coincides with the movement plane of the rut rail, and the two One of the shafts is suitable for a posture that coincides with the direct transmission direction of the action lever of the switch 10. In the case of using these multi-axis vibration sensors, it is considered that the detection value caused by each axis is regarded as the vector of the component in the direction of the axis, and the magnitude of the vector is used as the detection level caused by the sensor It can be handled.

10: Pointer 12: Vibration sensor 14: Environmental sensor 20: Measuring terminal 22: Measurement data generation department 24: Transceiver Department 26: Timing Department 30: Control terminal 40: Linkage device 1: Monitoring device 200: Processing Department 202: Vibration Wave Data Acquisition Department 204: Vibration Type Judgment Department 206: Opening Direction Acquisition Department 208: Walking speed calculation unit 210: Environmental Information Acquisition Department 212: Anomaly Detection Department 214: Alarm signal output section 300: Memory Department 302: Track status monitoring program 310: Pointer management information 320: Obtain vibration wave data 330: Judgment criteria data N: communication network 50: Rail 52: Turnout 54: Turnout main track 56: Rutting Point Rail

[Fig. 1] Application example of monitoring device. [Fig. 2] A schematic configuration diagram of the railway equipment near the switch to be monitored. [Fig. 3] A schematic configuration diagram of the railway equipment near the switch to be monitored. [Figure 4] An explanatory diagram of vibration wave data caused by train passing. [Figure 5] An explanatory diagram of anomaly detection based on vibration wave data. [Figure 6] An explanatory diagram of the vibration wave data caused by the switching action of the switch. [Fig. 7] The functional configuration diagram of the monitoring device. [Figure 8] An example of obtaining vibration wave data. [Figure 9] An example of the judgment criterion data. [Fig. 10] The flow of track state monitoring processing.

1: Monitoring device

10: Pointer

12: Vibration sensor

14: Environmental sensors (temperature, humidity, air pressure,...)

20: Measuring terminal

20: Measuring terminal

22: Measurement data generation department

24: Transceiver Department

26: Timing Department

30: Control terminal

40: Linkage device

N: communication network

Claims (7)

A monitoring device with: Vibration wave data acquisition means, which is to obtain vibration wave data from the detection data of a sensor that detects vibration waves installed in the switch; and An abnormality detection means is based on the aforementioned vibration wave data to detect the abnormality of the railway equipment in the vicinity of the switch that is switched by the aforementioned switch. Such as the monitoring device of claim 1, wherein Further equipped with: The means for obtaining the opening direction is to obtain the opening direction from a device that manages or controls the switching direction of the aforementioned switch or the opening direction of the aforementioned switch (hereinafter, including the "opening direction"); The aforementioned abnormality detection means performs abnormality detection by using the judgment criterion corresponding to the opening direction when the aforementioned vibration wave data is acquired among the judgment criteria that define the aforementioned opening direction. Such as the monitoring device of claim 1 or 2, in which, The aforementioned detection data contains vibration wave data when the train passes through the aforementioned switch; The monitoring device further has: The means for calculating the traveling speed is to calculate the traveling speed of the passing train based on the interval between the changes in the detection level contained in the aforementioned detection data; The aforementioned abnormality detection means performs abnormality detection by using a criterion for determining a traveling speed domain, and a criterion for determining a traveling speed corresponding to the traveling speed when the vibration wave data is obtained. Such as the monitoring device of claim 1 or 2, in which, Further equipped with: The environmental information obtaining means is to obtain environmental information of the aforementioned turnout including at least temperature; The aforementioned abnormality detection means uses a criterion for determining the environmental condition that divides the value obtained as the aforementioned environmental information into a plurality of ranges, and determines the environmental condition corresponding to the environmental information when the aforementioned vibration wave data is obtained. Benchmarks to perform anomaly detection. Such as the monitoring device of claim 1 or 2, in which, Further equipped with: The alarm signal output means outputs a specific alarm signal when the aforementioned abnormality detection means detects multiple abnormalities. Such as the monitoring device of claim 1 or 2, in which, The aforementioned vibration wave data obtaining means has: a discriminating means for discriminating between the vibration wave caused by the passing of the train and the vibration wave during the conversion operation based on the waveform of the aforementioned vibration wave data. Such as the monitoring device of claim 6, wherein The aforementioned vibration wave data acquisition means is to obtain the vibration wave data during the conversion operation from the detection data when the vibration wave data during the conversion operation is determined by the aforementioned discrimination means, and the vibration wave data during the conversion operation is determined by the aforementioned discrimination means as the vibration wave when the train passes. In the case of the above-mentioned detection data, obtain the vibration wave data when the train passes through; The aforesaid abnormality detection means uses the determination criteria related to the conversion operation to perform abnormality detection when it is determined as the vibration wave during the conversion operation by the aforementioned determination means, and when the vibration wave is determined as the vibration wave during the passage of the train by the aforementioned determination means In this case, the abnormality detection is performed using the judgment criteria related to the passage of the train.

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