Rail installation status determination system

Abstract

To provide a rail installation status determination system capable of easily improving the accuracy of the determination of rail installation status.SOLUTION: The rail installation status determination system includes: a vibration database in which vibration data representing the relationship among the position, vibrations, and running speed of a vehicle traveling along a rail R; a preprocessing unit that performs a series of preprocessing of the vibration data recorded in the vibration database; and a determination unit that determines the rail installation status based on the pre-processed vibration data. The route includes straight sections 31 and curved sections 32. The preprocessing unit executes a series of curve section exclusion processing to exclude vibration data acquired in the curve section 32.SELECTED DRAWING: Figure 6

Description

Technical Field

[0001] The present invention relates to a rail installation state determination system for determining the installation state of rails.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2011-221687 (Patent Document 1) discloses a traveling bogie system in which a plurality of traveling bogies equipped with vibration sensors, volume sensors, and current sensors travel along a traveling route, and detection data including a detection position and a detection time is transmitted to a ground-side controller.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] In the traveling bogie system of Patent Document 1, diagnostic data obtained by vibration sensors, volume sensors, current sensors, etc. is analyzed for each traveling bogie by a traveling bogie analysis unit, and for each rail-side facility such as a traveling rail, a load port, and a buffer by an infrastructure analysis unit. That is, the data obtained by the traveling bogie system of Patent Document 1 includes, in addition to the installation state of the rail, data on vibrations and sounds generated due to the shape of the rail and the traveling state of the vehicle. Therefore, when attempting to determine the installation state of the rail, it is likely to include inappropriate data, which may be a factor in reducing the accuracy of the determination.

[0005] Therefore, it is desired to realize a system that can easily improve the accuracy of determining the installation state of the rail.

Means for Solving the Problems

[0006] The rail installation state determination system according to the present disclosure is a rail installation state determination system for vehicle running equipment including a rail installed along a predetermined route and a vehicle running along the rail, which includes a vibration database in which vibration data indicating the relationship between the position, vibration, and running speed of the vehicle running along the rail is recorded, a preprocessing unit that performs preprocessing on the vibration data recorded in the vibration database, and a determination unit that determines the installation state of the rail based on the vibration data after the preprocessing is completed. The route includes a straight section where the extending shape of the rail in plan view is linear and a curved section where the extending shape of the rail in plan view is curved. The preprocessing unit executes a curved section exclusion process for excluding the vibration data obtained in the curved section from the vibration data recorded in the vibration database.

[0007] According to this configuration, since the preprocessing unit performs the curved section exclusion process, it is possible to avoid determining the installation state of the rail based on the vibration data in the curved section where vibrations unrelated to the installation state of the rail are likely to occur. Therefore, it is easy to improve the accuracy of the determination of the installation state of the rail by the determination unit.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

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Figure 9

Embodiments for Carrying Out the Invention

[0009] Hereinafter, embodiments of the rail installation state determination system 100 will be described with reference to the drawings. Various technical features of the following rail installation state determination system 100 are also applicable to a rail inspection method using the rail installation state determination system 100 and a rail inspection program for controlling the rail installation state determination system 100. Such a method, program, and further, a storage medium (for example, an optical disk, a flash memory, etc.) in which the program is stored are also disclosed by this specification.

[0010] FIG. 1 is a diagram showing the vehicle running equipment 10 determined by the rail installation state determination system 100 of this embodiment. The rail installation state determination system 100 determines the installation state of the rail R provided in the vehicle running equipment 10. The vehicle running equipment 10 includes a rail R installed along a predetermined path Pt and a vehicle V running along the rail R. In this embodiment, the vehicle running equipment 10 includes a plurality of vehicles V, but the number of vehicles V may be one. The vehicle V is a transport vehicle for transporting the article W, but the vehicle V does not necessarily transport the article W, and the vehicle V may transport people.

[0011] Here, the direction along the path Pt is defined as the traveling direction X, and the direction orthogonal to the traveling direction X in the vertical direction view along the vertical direction Z (vertical direction) (here, the horizontal direction orthogonal to the traveling direction X) is defined as the width direction Y. As shown in FIG. 1, a forward direction F1 is set for each part of the path Pt. Taking the direction opposite to the forward direction F1 as the reverse direction F2 (see FIG. 2), the vehicle V basically travels along the path Pt in the forward direction F1.

[0012] FIG. 2 is a perspective view of the vehicle V. FIG. 3 is a front view of the vehicle V. Here, the side facing the forward direction F1 along the path Pt is defined as the downstream side X1, and the side facing the reverse direction F2 along the path Pt is defined as the upstream side X2. The traveling direction X can be rephrased as the front-rear direction of the vehicle V, the downstream side X1 can be rephrased as the front side of the vehicle V, and the upstream side X2 can be rephrased as the rear side of the vehicle V. One side in the width direction Y (here, the right side facing the forward direction F1) is defined as the first width side Y1, and the other side in the width direction Y (here, the left side facing the forward direction F1) is defined as the second width side Y2.

[0013] The vehicle V travels along the path Pt to convey the article W. The article W is, for example, a FOUP (Front Opening Unified Pod) that houses a semiconductor wafer. The vehicle V is an automated guided vehicle. In the illustrated example, the vehicle V is an overhead conveyor vehicle. In the present embodiment, the path Pt is configured such that the vehicle V can circulate between the conveyance source and the conveyance destination of the article W by traveling in the forward direction F1. The path Pt is physically formed by the rail R. The rail R is, for example, suspended and supported from the ceiling. In the present embodiment, the rail R includes a right rail portion Ra on which the right wheel 14a of the vehicle V rolls and a left rail portion Rb on which the left wheel 14b of the vehicle V rolls. The running surface of the rail R is a surface facing the upper side Z1. In the illustrated example, the vehicle V is an overhead conveyor vehicle and the path Pt is formed along the ceiling, but the path Pt may be formed on the floor surface or the like. Note that the floor surface may be a floor surface suspended and supported from the ceiling.

[0014] As shown in FIG. 2, the vehicle V includes a first traveling unit 11 as a traveling unit. The first traveling unit 11 includes wheels (14a, 14b) that roll on the traveling surface of the rail R, and a traveling drive unit 13 (for example, an electric motor such as a servo motor) that rotates the wheels (14a, 14b). When the wheels (14a, 14b) are rotationally driven by the traveling drive unit 13, the first traveling unit 11 travels along the rail R. In the present embodiment, the vehicle V further includes a second traveling unit 12 on the upstream side X2 with respect to the first traveling unit 11. The second traveling unit 12 is configured in the same manner as the first traveling unit 11, and when the wheels (14a, 14b) are rotationally driven by the traveling drive unit 13, it travels along the rail R. In the present embodiment, the wheels have a right wheel 14a and a left wheel 14b.

[0015] In the present embodiment, the vehicle V includes auxiliary wheels 16 that contact and roll on the side surface of the rail R. The auxiliary wheels 16 are provided so as to contact and roll from at least one side in the width direction Y with respect to the rail R. In the example shown in FIG. 3, a pair of auxiliary wheels 16 are provided side by side in the width direction Y so as to contact from both sides in the width direction Y with respect to the rail R.

[0016] The vehicle V includes a main body unit 15 connected to the first traveling unit 11. The article W is transported by the vehicle V while being housed in the main body unit 15. In the present embodiment, the main body unit 15 is supported by the first traveling unit 11 in a state of being disposed on the lower side Z2 with respect to the first traveling unit 11. In the present embodiment, the main body unit 15 is connected to both the first traveling unit 11 and the second traveling unit 12, and is supported by the first traveling unit 11 and the second traveling unit 12 in a state of being disposed on the lower side Z2 with respect to the first traveling unit 11 and the second traveling unit 12.

[0017] As shown in FIG. 2, the vehicle V includes a collision prevention sensor 17 that detects another vehicle V existing on the downstream side X1 with respect to the vehicle V. When the collision prevention sensor 17 detects another vehicle V, the vehicle V on which the collision prevention sensor 17 is mounted decelerates or stops to avoid a collision with the other vehicle V.

[0018] As shown in FIG. 2, information holders 19 such as two-dimensional codes and RF tags are installed at multiple locations on the path Pt. The information holders 19 are installed, for example, at locations where the vehicle V can stop, such as a station, an area before a branch, an area after a branch, an area before a merge, and an area after a merge, which will be described later. The information holder 19 holds position information that is the information of the position where the information holder 19 is installed. The vehicle V includes a reading device 18 that reads the position information held by the information holder 19, and recognizes its current position based on the position information read by the reading device 18.

[0019] The vehicle V recognizes its current position L, for example, based on the position information read by the reading device 18 and the travel distance after the reading device 18 reads the position information. The travel distance of the vehicle V is measured using, for example, a rotary encoder. Note that the vehicle V can also be configured to recognize its current position based on the output of a positioning device such as a GNSS (Global Navigation Satellite System) receiver. The vehicle travel facility 10 includes a control system (not shown) that controls a plurality of vehicles V. The control system grasps the current position L of each of the plurality of vehicles V by acquiring the current position information of the vehicle V from each vehicle V.

[0020] FIG. 4 is a diagram showing a merge area 43 included in the path Pt. FIG. 5 is a diagram showing a branch area 47 included in the path Pt. As shown in FIGS. 4 and 5, guide rails 25 are provided in some sections of the path Pt. In the present embodiment, the guide rail 25 is disposed above the rail R in the Z1 direction. In the present embodiment, the guide rail 25 is disposed between the right rail portion Ra and the left rail portion Rb in the width direction Y when viewed in the vertical direction.

[0021] The vehicle V includes a guided part (21, 22) that is guided by the guide rail 25 by contacting the guide rail 25 from either side in the width direction Y, and a guide drive part 23 (for example, a solenoid or an electric motor) that moves the guided part in the width direction Y. The movement of the guided part in the width direction Y by the guide drive part 23 is performed, for example, by driving only the guided part in the width direction Y, or by driving the guided part together with a support part that supports the guided part in the width direction Y.

[0022] Returning to FIG. 2, in the present embodiment, the first traveling part 11 includes a first guide wheel 21 that rotates (here, idles) around an axis along the vertical direction Z as a guided part, and the guide drive part 23 provided on the first traveling part 11 moves the first guide wheel 21 in the width direction Y. In the example shown in FIG. 2, the first traveling part 11 includes two first guide wheels 21 arranged in the traveling direction X, and the guide drive part 23 moves these two first guide wheels 21 in the width direction Y by moving a support part that supports these two first guide wheels 21 in the width direction Y.

[0023] In the present embodiment, the second traveling part 12 includes a second guide wheel 22 that rotates (here, idles) around an axis along the vertical direction Z as a guided part, and the guide drive part 23 provided on the second traveling part 12 moves the second guide wheel 22 in the width direction Y. In the example shown in FIG. 2, the second traveling part 12 includes two second guide wheels 22 arranged in the traveling direction X, and the guide drive part 23 moves these two second guide wheels 22 in the width direction Y by moving a support part that supports these two second guide wheels 22 in the width direction Y. Hereinafter, when describing matters common to the first guide wheel 21 and the second guide wheel 22, they will be described as "guide wheels" without distinction.

[0024] The vehicle V includes a movement detection part that detects the movement of the guide wheel in the width direction Y. In the present embodiment, the first guide wheel 21 and the second guide wheel 22 are guide wheels, and the first movement detection part 21a and the second movement detection part 21b are movement detection parts. The vehicle V detects that the guide wheel has moved in the width direction Y or detects the position of the guide wheel by acquiring the detection result of the movement of the guide wheel in the width direction Y by the movement detection part.

[0025] A plurality of stations that are the destinations of the vehicle V are set on the path Pt. At the station, the vehicle V transfers the article W to and from an article support portion provided at the station. The operations of the vehicle V include a traveling operation along the path Pt, an operation of receiving the article W from the article support portion at the station, and an operation of unloading the article W onto the article support portion at the station. After traveling to the station that is the source of conveyance and receiving the article W at that station, the vehicle V travels to the station that is the destination of conveyance and unloads the article W at that station.

[0026] Examples of the above-mentioned "article support portion" include a load port of a processing device 34 that performs processing such as processing and sorting on the article W, an inlet / outlet port of a storage device 35, a storage shelf (not shown) that temporarily stores the article W, and the like. The article support portion is disposed, for example, directly below the path Pt at the station.

[0027] FIG. 6 is a diagram showing an example of the path Pt. The path Pt includes a straight section 31 in which the extending shape of the rail R in plan view is linear. The path Pt includes a curved section 32 in which the extending shape of the rail R in plan view is curved. The rail R is configured by connecting the ends of a plurality of rail members. Examples of the "rail member" include members integrally formed from iron, steel, concrete, and the like.

[0028] As shown in FIGS. 4 to 6, the rail R has a curved unit 32r in which the rail members are continuously connected without interruption within each of the curved sections 32. In this way, since the rail members are continuously connected without interruption within the curved section 32, vibration M of the vehicle V caused by an inappropriate installation state of the rail R in the curved section 32 is less likely to occur. The rail R has a straight unit 31r in which the linear rail members are continuously connected without interruption. The curved unit 32r may include both a curved rail member and a linear rail member. The straight section 31 is composed of one or a plurality of straight units 31r.

[0029] Route Pt includes a merging area 43 where a plurality of route sections merge into one route section. In the merging area 43, at least in part, a section is set where either the right rail part Ra or the left rail part Rb is installed and the other is not installed. The merging area 43 includes at least a curved section 32. In the illustrated example, the merging area 43 includes a straight section 31 and a curved section 32.

[0030] Route Pt includes a branching area 47 where one route section branches into a plurality of route sections. In the branching area 47, at least in part, a section is set where either the right rail part Ra or the left rail part Rb is installed and the other is not installed. The branching area 47 includes at least a curved section 32. In the illustrated example, the branching area 47 includes a straight section 31 and a curved section 32.

[0031] Route Pt includes a normal area 41 which is an area other than the merging area 43 and the branching area 47. In the normal area 41, both the right rail part Ra and the left rail part Rb are installed. The normal area 41 includes at least one of a straight section 31 and a curved section 32. In the illustrated example, the normal area 41 includes a straight section 31 and a curved section 32.

[0032] Route Pt includes a plurality of nodes where the running route branches or merges, and a plurality of links connecting a pair of nodes respectively. In the present embodiment, the merging area 43 is a node where the running route merges. In the example shown in FIG. 4, the node is one curved unit 32r. In the present embodiment, the branching area 47 is a node where the running route branches. In the example shown in FIG. 5, the node is one curved unit 32r. In the present embodiment, the normal area 41 is a link connecting a pair of nodes. The link has at least one straight unit 31r or at least one curved unit 32r.

[0033] As shown in FIG. 6, information holders 19 are respectively installed on a plurality of nodes. Information holders 19 are respectively installed on a plurality of links. The information holders 19 are installed at both ends of the nodes, both ends of the links, etc. The information holders 19 are installed, for example, at the ends of the curved units 32r, at the connection points between the curved units 32r and the straight units 31r, at the ends of the straight units 31r, at the central parts of the straight units 31r, at the central parts of the curved units 32r, etc.

[0034] FIG. 7 is a diagram showing a rail installation state determination system 100. The rail installation state determination system 100 includes a vibration database 51 in which vibration data showing the relationship between the position L, vibration M, and traveling speed N of a vehicle V traveling along a rail R is recorded. The position L of the vehicle V may be an actually measured position, a predicted position, or a position indicating any one of the plurality of curved units 32r and the plurality of straight units 31r described above. Examples of the vibration M of the vehicle V include the vibration M in the traveling direction X, the vibration M in the width direction Y, and the vibration M in the vertical direction Z. In the present embodiment, the traveling speed N of the vehicle V is an actually measured traveling speed N, but it may be derived from a target speed.

[0035] The rail installation state determination system 100 includes a preprocessing unit 52 that performs preprocessing S10 on the vibration data recorded in the vibration database 51. The rail installation state determination system 100 includes a determination unit 53 that determines the installation state of the rail R based on the vibration data on which the preprocessing S10 has been completed. In the present embodiment, the preprocessing S10 includes a curve section exclusion process S11, a deceleration exclusion process S13, an acceleration exclusion process S14, and a separation process S15, which will be described later.

[0036] The preprocessing unit 52 executes a curve section exclusion process S11 that excludes the vibration data acquired in the curve section 32 from the vibration data recorded in the vibration database 51. By doing so, it is possible to avoid determining the installation state of the rail R based on the vibration data of the curve section 32 where vibrations M that are irrelevant to the installation state of the rail R are likely to occur.

[0037] In this embodiment, the path Pt includes a first section and a second section. The first section is a section where the curvature of the extending shape of the rail R in plan view is less than a preset first curvature. The second section is a section where the curvature of the extending shape of the rail R in plan view is equal to or greater than the preset first curvature.

[0038] In this embodiment, the preprocessing unit 52 executes a first section exclusion process of excluding the vibration data acquired in the first section from the vibration data recorded in the vibration database 51. In this embodiment, the second section is the straight section 31, the first section is the curved section 32, and the first section exclusion process and the curved section exclusion process S11 are the same process.

[0039] The first curvature may be set such that the first section becomes a section where the vibration M of the vehicle V is likely to increase when the installation state of the rail R is appropriate. The second section may be set such that the vibration M of the vehicle V is small when the installation state of the rail R is appropriate. The second section may be set to be a straight section 31 or a substantially straight section where the extending shape of the rail R in plan view is linear.

[0040] The preprocessing unit 52 executes a deceleration exclusion process S13 of excluding the vibration data acquired in a state where the traveling speed N is decreasing toward zero from the vibration data recorded in the vibration database 51. Examples of the state where the traveling speed N is decreasing toward zero include a deceleration state where the target speed of deceleration is zero, a deceleration state where the target speed of deceleration is within a predetermined speed range near zero (for example, 0.5 m / s or less, 0.3 m / s or less, 0.1 m / s or less, etc.), a state within a predetermined time range (for example, 5 seconds, 1 second, 0.5 seconds, etc.) before the time when the traveling speed N after deceleration becomes zero, and the like.

[0041] The preprocessing unit 52 executes an acceleration exclusion process S14 that excludes vibration data acquired while the traveling speed N is accelerating from zero from the vibration data recorded in the vibration database 51. Examples of the state where the traveling speed N is accelerating from zero include an acceleration state where the starting speed of acceleration is zero, an acceleration state where the starting speed of acceleration is within a predetermined speed range close to zero (for example, 0.5 m / s or less, 0.3 m / s or less, 0.1 m / s or less, etc.), a state within a predetermined time range (for example, 5 seconds, 1 second, 0.5 seconds, etc.) after a time when the traveling speed N before acceleration was zero, and the like.

[0042] The preprocessing unit 52 further executes a separation process S15 that divides the remaining vibration data after the curve section exclusion process S11 into vibration data acquired in the normal section 41, vibration data acquired in the merging section 43, and vibration data acquired in the branching section 47. In this way, the vibration data from which the vibration data acquired in the curve section 32 has been excluded by the curve section exclusion process S11 can be divided into vibration data acquired in the normal section 41, vibration data acquired in the merging section 43, and vibration data acquired in the branching section 47. In the present embodiment, for each of the divided vibration data, the determination unit 53 determines the installation state of the rail R. Therefore, even when the manner in which the vibration M caused by the installation state of the rail R differs between the normal section 41, the merging section 43, and the branching section 47, it becomes easier to make a determination taking that influence into account. For example, even in the straight section 31, when the vehicle V is in a single-wheel traveling state in a part of the merging section 43 and the branching section 47, the vibration M is likely to be different from that in the straight section 31 of the normal section 41. In the present embodiment, the separation process S15 is performed on the remaining vibration data after the curve section exclusion process S11, the deceleration exclusion process S13, and the acceleration exclusion process S14 have been performed.

[0043] The determination unit 53 performs determination using machine learning such as an autoencoder, a convolutional neural network (CNN), a recurrent neural network (RNN), a decision tree, etc. Note that the determination unit 53 may be configured to perform determination using time series analysis such as an ARIMA model, a TBATS model, etc. The determination unit 53 may be configured to perform determination of the installation state of the rail R based on a comparison between normal data indicating the relationship between the vibration M and the traveling speed N at an appropriate location of the installation state of the rail R, and vibration data indicating the relationship between the position L, the vibration M, and the traveling speed N of the vehicle V traveling along the rail R. The determination unit 53 may be configured to perform determination of the installation state of the rail R based on a comparison between abnormal data indicating the relationship between the vibration M and the traveling speed N at an inappropriate location of the installation state of the rail R, and vibration data indicating the relationship between the position L, the vibration M, and the traveling speed N of the vehicle V traveling along the rail R. The determination of the installation state of the rail R may be performed by setting a determination threshold value. Examples of the determination of the installation state of the rail R include determining the normality degree of the installation state of the rail R, identifying a location where the installation state of the rail R is appropriate, identifying a location where the installation state of the rail R is inappropriate, etc.

[0044] The determination unit 53 performs determination on the vibration data for which the preprocessing S10 has been completed. The determination unit 53 performs determination of the installation state of the rail R based on the waveform Ma of the vibration M shown in the vibration data. The determination unit 53 is configured to perform determination on the vibration data for which the preprocessing S10 has been completed, and determine a location of the rail R where the step of the rail R is equal to or greater than a predetermined size as a location where the installation state of the rail R is inappropriate. Examples of the waveform Ma of the vibration M include the shape of the vibration M, the amplitude Mb of the vibration M, the average value of the vibration M, the frequency of the vibration M, etc. Examples of the amplitude Mb of the vibration M include the difference between the maximum value and the minimum value, the difference between the maximum value and the average value, the difference between the minimum value and the average value, etc. Examples of the step of the rail R include, for example, the step of the wheel rolling surface in the rail R, the step of the upper surface of the rail R, the step of the side surface of the rail R, etc.

[0045] The rail installation state determination system 100 includes a server 55. The rail installation state determination system 100 includes a display device 56. The rail installation state determination system 100 has a display control unit 54 that controls the display device 56. In the present embodiment, the server 55 has a vibration database 51, a preprocessing unit 52, a determination unit 53, and a display control unit 54. A plurality of clients included in the rail installation state determination system 100 each have a display device 56.

[0046] In the present embodiment, the server 55 is installed outside the vehicle V, but it may be mounted on the vehicle V. The server 55 may be composed of a plurality of control devices and arithmetic devices, with a part of them mounted on the vehicle V and the other part installed outside the vehicle V. The display device 56 may be mounted on the vehicle V or installed outside the vehicle V. The rail installation state determination system 100 may include only one display device 56.

[0047] The rail installation state determination system 100 includes a position detection unit 61 that detects a position L. The rail installation state determination system 100 includes a speed detection unit 62 that detects a traveling speed N. The rail installation state determination system 100 includes a vibration detection unit 63 that detects a vibration M. Examples of the position detection unit 61 include the above-described reading device 18, a GPS (Global Positioning System), an RTK (Realtime Kinematic), a position detection device using image processing of an image captured by an imaging device, and the like. Examples of the speed detection unit 62 include a device that calculates the traveling speed N from the rotational speeds of the wheels (14a, 14b) of the vehicle V, a device that calculates the traveling speed N from the position L and the traveling time T, and a device that detects the traveling speed N from a moving image or the like captured by an imaging device. Examples of the vibration detection unit 63 include a vibration meter that detects the vibration of the article storage unit of the main body unit 15, a vibration meter that detects the vibration of the traveling unit (the first traveling unit 11, the second traveling unit 12) of the vehicle V, a vibration meter that detects the vibration of the rail R, and the like.

[0048] The vibration detection unit 63 is configured to detect the waveform Ma. The vibration detection unit 63 is configured to detect at least one or two of the vibrations M in the traveling direction X, the vibrations M in the width direction Y, and the vibrations M in the vertical direction Z. In the present embodiment, the vibration detection unit 63 is configured to detect at least the vibrations M in the vertical direction Z. In the present embodiment, the position detection unit 61, the speed detection unit 62, and the vibration detection unit 63 are respectively mounted on a plurality of vehicles V, but they may be mounted on only one vehicle V.

[0049] The display control unit 54 displays a map of the route Pt indicating the position L of the vehicle V on the display screen D of the display device 56. The display control unit 54 simultaneously displays on the display screen D of the display device 56 the vibration M of the vehicle V including the vibration detection unit 63 and a map of the route Pt indicating the position L of the vehicle V at the time when the vibration M is detected. FIG. 8 is a display screen D on which the vibration M and a map of the route Pt indicating the position L are simultaneously displayed. In the present embodiment, the vibration M is displayed as a waveform Ma having the traveling time T on the horizontal axis and the displacement amount on the vertical axis. In the illustrated example, the position L1 of the vehicle V corresponding to the traveling time t1 is displayed on the map of the route Pt.

[0050] The display control unit 54 displays a map of the route Pt indicating the determination result Re by the determination unit 53 on the display screen D of the display device 56. FIG. 9 is a display screen D in a state where the determination result Re by the determination unit 53 is shown on the map of the route Pt. Examples of the determination result Re by the determination unit 53 shown on the map of the route Pt include locations where it is determined that the installation state of the rail R is inappropriate, locations where it is determined that the installation state of the rail R is appropriate, locations where it is determined that the installation state of the rail R is inappropriate, the degree of normality of the installation state of the rail R, and the like. In the example shown in FIG. 9, the locations where it is determined that the installation state of the rail R is inappropriate are indicated by thick circular marks on the map of the route Pt. A plurality of determination results Re by the determination unit 53 are shown on the map of the route Pt. Examples of the map of the route Pt on which the determination result Re is shown include the entire map of the route Pt, a map of at least one-half of the entire route Pt, a map of at least one-fourth of the entire route Pt, and the like.

[0051] According to the rail installation state determination system 100 of the present embodiment, since the curve section exclusion process S11 is performed, it is easy to find inappropriate portions of the installation state of the rail R at least in the straight section 31. Inappropriate portions of the installation state of the rail R in the curve section 32 often affect the vibration data of the adjacent straight section 31, so it is also easy to find inappropriate portions of the installation state of the rail R in the curve section 32. In the present embodiment, since the vibration data of the straight section 31 in the normal area 41 can be obtained by the separation process S15, a large amount of vibration data with a normal installation state of the rail R can be obtained. For example, by using it for machine learning, threshold setting, etc., it is easy to improve the accuracy of determination. In the present embodiment, since the vibration data includes not only the vibration M in the vertical direction Z but also the vibration M in the traveling direction X, the vibration M in the width direction Y, etc., it is easy to find not only the step of the rail R but also the displacement in the width direction Y of the rail R.

[0052] 〔Other Embodiments〕 Next, other embodiments of the rail installation state determination system 100 will be described.

[0053] (1) In the above embodiment, the configuration in which the preprocessing S10 includes the curve section exclusion process S11 has been described as an example. However, without being limited to such an example, the preprocessing S10 may not include the curve section exclusion process S11 and may include the deceleration exclusion process S13, or the acceleration exclusion process S14, or the deceleration exclusion process S13 and the acceleration exclusion process S14. Further, for example, the preprocessing S10 may include a first section exclusion process instead of the curve section exclusion process S11. Further, for example, the second section may be a section including the straight section 31 and the curve section 32 with a first curvature or more, and the first section exclusion process and the curve section exclusion process S11 may be different processes. Further, for example, the second section may be a curve section that does not include the straight section 31. Further, for example, the preprocessing S10 may include a straight section extraction process S21 that extracts the vibration data obtained in the straight section 31 from the vibration data recorded in the vibration database 51 instead of the curve section exclusion process S11.

[0054] (2) In the above-described embodiment, the preprocessing unit 52 was described by taking as an example a configuration in which the separation process S15 that separates the vibration data acquired in the normal area 41, the vibration data acquired in the confluence area 43, and the vibration data acquired in the branch area 47 is executed. However, the present invention is not limited to such an example. For example, the separation process S15 may be a process that separates the vibration data acquired in the normal area 41 and the vibration data acquired in the confluence area 43 and the branch area 47. Further, for example, the separation process S15 may be a process that separates the vibration data acquired in the normal area 41 and the vibration data acquired in the confluence area 43. Further, for example, the separation process S15 may be a process that separates the vibration data acquired in the normal area 41 and the vibration data acquired in the branch area 47. Further, for example, the preprocessing unit 52 may have a configuration in which the separation process S15 is not executed.

[0055] (3) In the above-described embodiment, the preprocessing S10 was described by taking as an example a configuration that includes the deceleration exclusion process S13 and the acceleration exclusion process S14. However, the present invention is not limited to such an example. For example, the preprocessing S10 may have a configuration that does not include the deceleration exclusion process S13. Further, for example, the preprocessing unit 52 may have a configuration that does not include the acceleration exclusion process S14.

[0056] (4) In the above-described embodiment, the separation process S15 was described by taking as an example a configuration that is performed on the remaining vibration data after the curve section exclusion process S11, the deceleration exclusion process S13, and the acceleration exclusion process S14 are performed. However, the present invention is not limited to such an example. For example, the order of the curve section exclusion process S11, the deceleration exclusion process S13, the acceleration exclusion process S14, and the separation process S15 may be freely interchanged.

[0057] (5) In the above-described embodiment, the rail installation state determination system 100 was described by taking as an example a configuration that includes a server 55 and a plurality of clients having a display device 56. However, the present invention is not limited to such an example. For example, the rail installation state determination system 100 may be a stand-alone type system. Further, for example, the rail installation state determination system 100 may have a configuration that includes only one display device 56.

[0058] (6) In the above-described embodiment, the configuration in which the determination unit 53 determines the installation state of the rail R based on the vibration data acquired in the straight section 31 has been described as an example. However, without being limited to such an example, for example, a configuration in which the determination unit 53 determines the installation state of the rail R based on the vibration data acquired in the straight section 31 and the vibration data acquired in the second section may be used. Further, in the preprocessing S10, the vibration data may be divided into the vibration data acquired in the straight section 31 and the vibration data acquired in the second section, and the determination unit 53 may determine the installation state of the rail R for each of these vibration data.

[0059] (7) Note that the configurations disclosed in the above-described embodiments can be applied in combination with the configurations disclosed in other embodiments (including combinations of the embodiments described as other embodiments) as long as no contradiction occurs. Regarding other configurations as well, all the embodiments disclosed in this specification are merely examples in all respects. Therefore, various modifications can be made as appropriate without departing from the spirit of the present disclosure.

[0060] Hereinafter, the rail installation state determination system according to the present disclosure will be described.

[0061] As one aspect, a rail installation state determination system is a rail installation state determination system in vehicle running equipment including a rail installed along a predetermined path and a vehicle running along the rail, the system comprising: a vibration database in which vibration data indicating the relationship between the position, vibration, and running speed of the vehicle running along the rail is recorded; a preprocessing unit that performs preprocessing on the vibration data recorded in the vibration database; and a determination unit that determines the installation state of the rail based on the vibration data after the preprocessing is completed. The path includes a straight section where the extending shape of the rail in plan view is linear and a curved section where the extending shape of the rail in plan view is curved. The preprocessing unit executes a curved section exclusion process of excluding the vibration data obtained in the curved section from the vibration data recorded in the vibration database.

[0062] According to this configuration, since the preprocessing unit performs the curved section exclusion process, it is possible to avoid determining the installation state of the rail based on the vibration data in the curved section where vibration unrelated to the installation state of the rail is likely to occur. Therefore, it is easy to improve the accuracy of the determination of the installation state of the rail by the determination unit.

[0063] As one aspect, the path includes a confluence area where a plurality of path sections merge into one path section, a branching area where one path section branches into a plurality of path sections, and a normal area that is an area other than the confluence area and the branching area. The preprocessing unit further executes a separation process of dividing the remaining vibration data after the curved section exclusion process into the vibration data obtained in the normal area and the vibration data obtained in the confluence area or the branching area.

[0064] According to this configuration, in order to determine the installation state of the rail by the determination unit by dividing the vibration data acquired in the normal area and the vibration data acquired in the merging area or the branching area, even if the vibration characteristics caused by the installation state of the rail are different between the normal area and the merging area and the branching area, it becomes easier to perform the determination considering the influence. Therefore, it is easy to improve the accuracy of the determination of the installation state of the rail by the determination unit.

[0065] As one aspect, the preprocessing unit executes a deceleration exclusion process of excluding the vibration data acquired in a state where the traveling speed is decreasing toward zero from the vibration data recorded in the vibration database.

[0066] According to this configuration, since the preprocessing unit performs the deceleration exclusion process, it is possible to avoid determining the installation state of the rail based on the vibration data including vibrations caused by the stop of the vehicle and the deceleration for stopping. Therefore, it is easy to improve the accuracy of the determination of the installation state of the rail by the determination unit.

[0067] As one aspect, the preprocessing unit executes an acceleration exclusion process of excluding the vibration data acquired in a state where the traveling speed is accelerating from zero from the vibration data recorded in the vibration database.

[0068] According to this configuration, since the preprocessing unit performs the acceleration exclusion process, it is possible to avoid determining the installation state of the rail based on the vibration data including vibrations caused by the start of the vehicle and the acceleration for starting. Therefore, it is easy to improve the accuracy of the determination of the installation state of the rail by the determination unit.

[0069] The rail installation state determination system according to the present disclosure only needs to be able to exhibit at least one of the above-described effects.

Description of Reference Numerals

[0070] 10: Vehicle Traveling Facility 31: Straight Section 32: Curve Section 41: Normal Area 43: Confluence area 47: Branch area 51: Vibration database 52: Pretreatment unit 53: Judgment unit 100: Rail installation state judgment system M: Vibration N: Travel speed Pt: Route R: Rail

Claims

1. In a vehicle running facility including a rail installed along a predetermined route and a vehicle running along the rail, a rail installation state determination system for determining the installation state of the rail, a vibration database in which vibration data indicating the relationship between the position, vibration, and running speed of the vehicle running along the rail is recorded; a preprocessing unit that performs preprocessing on the vibration data recorded in the vibration database; a determination unit that determines the installation state of the rail based on the vibration data after the preprocessing is completed; comprising: the route includes a straight section where the extending shape of the rail is linear in plan view and a curved section where the extending shape of the rail is curved in plan view; the preprocessing unit executes a curved section exclusion process for excluding the vibration data obtained in the curved section from the vibration data recorded in the vibration database, the rail installation state determination system.

2. The route includes a merging area where a plurality of route sections merge into one route section, a branching area where one route section branches into a plurality of route sections, and a normal area that is an area other than the merging area and the branching area; The preprocessing unit further executes a separation process for dividing the remaining vibration data after the curved section exclusion process into the vibration data obtained in the normal area and the vibration data obtained in the merging area or the branching area, the rail installation state determination system according to Claim 1.

3. The preprocessing unit executes a deceleration exclusion process for excluding the vibration data obtained in a state where the running speed is decreasing toward zero from the vibration data recorded in the vibration database, the rail installation state determination system according to Claim 1 or 2.

4. The preprocessing unit executes an acceleration exclusion process for excluding the vibration data obtained in a state where the running speed is accelerating from zero from the vibration data recorded in the vibration database, the rail installation state determination system according to Claim 1 or 2.

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