Safety confirmation support system for railroad

Abstract

To provide a safety confirmation support system for railroad capable of efficiently clarifying the cause of emergency braking.SOLUTION: A system (100) includes a train (1) having first and second parts (11, 12), a first detection part (2) for detecting a first vibration acceleration at the first part (11), a second detection part (3) for detecting a second vibration acceleration at the second part (12), a storage part (4) for storing first and second vibration data relating to the first and second vibration accelerations, an operation part (5), a display part (6), and a control part (7). The control part (7), when the operation part (5) receives an input of emergency braking, acquires first and second vibration data at an input reception point as first and second vibration data for determination, displays first and second vibration waveforms for determination based on the first and second vibration data for determination on the display part (6), determines whether the first and second vibration waveforms for determination include a one-sided amplitude equal to or more than a prescribed value, and displays information on the cause of the emergency braking on the display part (6) according to a determination result.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a railway safety confirmation support system, and more particularly to a railway safety confirmation support system that supports safety confirmation when an emergency brake is activated.

Background Art

[0002] In railways, particularly high-speed railways, when a train is running on a track, abnormal vibrations, impacts, sounds, and other abnormalities may occur. When a crew member senses an abnormality during operation, the emergency brake is activated by the crew member's operation. Due to the activation of the emergency brake, the train stops (see, for example, Japanese Patent Application Laid-Open No. 6-54406 (Patent Document 1) and Japanese Patent Application Laid-Open No. 2006-315573 (Patent Document 2)).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0004] After the train stops due to the emergency brake, the crew member conducts a safety check. Specifically, the crew member clarifies the cause of the emergency brake, that is, the cause of the abnormality felt by the crew member. Therefore, the crew member has to thoroughly investigate the train and further investigate the track on which it has traveled. Such an investigation not only takes a long time but also places a great burden on the crew member. Furthermore, such an investigation may be conducted by persons other than the crew member (e.g., track maintenance workers on each line, vehicle maintenance workers at the vehicle base, or train dispatchers at the vehicle operation headquarters).

[0005] An object of the present disclosure is to provide a railway safety confirmation support system that enables efficient elucidation of the cause of an emergency brake.

Means for Solving the Problems

[0006] The railway safety confirmation support system according to the present disclosure includes a train, a first detection unit, a second detection unit, a storage unit, an operation unit, a display unit, and a control unit. The train runs on a track. The train has a first portion and a second portion spaced apart from each other in the traveling direction. The first detection unit is provided in the first portion of the train. The first detection unit detects a first vibration acceleration generated in the first portion. The second detection unit is provided in the second portion of the train. The second detection unit detects a second vibration acceleration generated in the second portion. The storage unit is provided outside the train. The storage unit sequentially receives and stores first vibration data related to the first vibration acceleration and second vibration data related to the second vibration acceleration. The operation unit is provided in the train. The operation unit receives an input for operating an emergency brake. The display unit is provided in the train. The control unit is provided in the train. The control unit is configured to execute a first acquisition process, a first display process, a determination process, and a second display process when the operation unit receives an input. The first acquisition process acquires, from the storage unit, the first vibration data and the second vibration data at the point where the input is received as determination-use first vibration data and determination-use second vibration data. The first display process displays, on the display unit, a determination-use first vibration waveform based on the determination-use first vibration data and a determination-use second vibration waveform based on the determination-use second vibration data. The determination process determines whether one or both of the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than a predetermined value. The second display process displays, on the display unit, information regarding the cause of the emergency brake according to the result of the determination process. That is, the second display process displays, on the display unit, that there is a trace of the cause of the emergency brake in the train when one of the determination-use first vibration waveform and the determination-use second vibration waveform includes a one-sided amplitude equal to or greater than a predetermined value. The second display process displays, on the display unit, that there is a trace of the cause of the emergency brake in the track or the train when both the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than a predetermined value.

Advantages of the Invention

[0007] The railway safety confirmation support system according to the present disclosure enables efficient elucidation of the cause of an emergency brake.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Figure 14

Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of the present disclosure will be described. In the following description, embodiments of the present disclosure will be described with examples, but the present disclosure is not limited to the examples described below. In the following description, specific numerical values and specific materials may be exemplified, but the present disclosure is not limited to those examples.

[0010] During the running of a train, abnormalities such as the crew activating the emergency brake are abnormal vibrations, impacts, and sounds that occur in the train. Hereinafter, such abnormal vibrations, impacts, and sounds are also referred to as "abnormal vibrations, etc.". This abnormality is roughly classified into cases that occur due to the track itself and cases that occur without being due to the track itself.

[0011] As an example of the case where an abnormality occurs due to the track itself, when a train passes over a track with irregularities, abnormal vibrations, etc. constantly occur in the train. Track irregularities are, for example, significant steps at points (branch points). In this case, the cause of the emergency brake is in the irregular track, and its trace remains on the track. Therefore, at least by investigating the track, the cause of the emergency brake can be clarified.

[0012] As an example of a situation where an abnormality occurs without being caused by the track itself, a train may accidentally experience abnormal vibrations or the like when it collides with an object within the track. This object may be, for example, a snow block (snowflake) that has fallen onto the track, an animal that has unexpectedly entered the track, a part that has fallen off the train, or a set stone. In this case, the cause of the emergency brake is the train's collision with the object, and the trace (collision mark) remains on the train. Therefore, by investigating at least the train, the cause of the emergency brake can be elucidated.

[0013] However, when a crew member feels an abnormality during running, they immediately activate the emergency brake. That is, the crew member activates the emergency brake in a state where the cause of the abnormality is unknown. Therefore, when an emergency brake occurs, the crew member must thoroughly investigate the train and further investigate the track on which it has run in order to elucidate the cause of the emergency brake, that is, the cause of the abnormality felt by the crew member.

[0014] In such a situation, it is considered that if there is some highly accurate index, the investigation can be carried out efficiently. Specifically, if two vibration waveforms generated in two parts separated in the longitudinal direction of the train are stored at the point where the crew member felt the abnormality, that is, the point where the emergency brake was activated, these two vibration waveforms can be used as judgment vibration waveforms, and it is considered that the cause of the abnormality can be inferred based on these two judgment vibration waveforms. Here, the longitudinal direction of the train means the running direction of the train.

[0015] For example, when an abnormality occurs due to track irregularity, the judgment vibration waveforms with the same tendency should occur in two parts separated in the longitudinal direction of the train. Therefore, when judgment vibration waveforms with the same tendency occur in two parts of the train, there is a high possibility that the trace of the cause of the abnormality is on the track.

[0016] If an abnormality occurs due to a train colliding with an object on the tracks, two parts of the train spaced apart in the fore-and-aft direction should produce different judgment vibration waveforms. The judgment vibration waveform of the part close to the point of collision with the object varies greatly compared to the judgment vibration waveform of the part farther from the point of collision. For this reason, if different judgment vibration waveforms are produced in two parts of the train, there is a high possibility that traces of the cause of the abnormality (collision marks) are on the train. However, it is also possible that the object that collided with the train is caught up in the rear of the train. Therefore, if judgment vibration waveforms with the same tendency are produced in two parts of the train, there remains the possibility that traces of the cause of the abnormality are on the train.

[0017] Therefore, if two parts of the train spaced apart in the fore-aft direction are generating different judgment vibration waveforms at the point where the crew senses something unusual, it can be said that the traces of the cause of the abnormality are located in the train.On the other hand, if two parts of the train spaced apart in the fore-aft direction are generating judgment vibration waveforms with the same tendency at the point where the crew senses something unusual, it can be said that the traces of the cause of the abnormality are located in the track or the train.

[0018] Furthermore, if two vibration waveforms generated in two separate parts of the preceding train in the fore-and-aft direction are stored at the point where the crew senses something unusual, these two vibration waveforms can be used as comparison vibration waveforms, and the cause of the abnormality can be more accurately inferred based on these two comparison vibration waveforms and the two judgment vibration waveforms mentioned above.

[0019] For example, if an abnormality occurs due to irregularities in the tracks, the abnormality will occur constantly, and the judgment vibration waveform of the train on which the abnormality occurred should have the same tendency as the comparison vibration waveform of the preceding train. Therefore, if two judgment vibration waveforms overlap with the two corresponding comparison vibration waveforms, it can be said that traces of the cause of the abnormality are on the tracks.

[0020] On the one hand, when an abnormality occurs due to a train colliding with an object in the track, the abnormality occurs accidentally, and the vibration waveform for determining the train in which the abnormality has occurred should be completely different from the comparison vibration waveform of the preceding train. The preceding train has not collided with the object, and the variation in the comparison vibration waveform is much smaller than the variation in the determination vibration waveform. Therefore, when the two determination vibration waveforms do not overlap with the corresponding two comparison vibration waveforms, it can be said that the trace of the cause of the abnormality is in the train.

[0021] The railway safety confirmation support system according to the embodiment of the present disclosure is completed based on the above idea.

[0022] The railway safety confirmation support system according to this embodiment includes a train, a first detection unit, a second detection unit, a storage unit, an operation unit, a display unit, and a control unit. The train runs on a track. The train has a first part and a second part that are separated from each other in the running direction. The first detection unit is provided in the first part of the train. The first detection unit detects a first vibration acceleration generated in the first part. The second detection unit is provided in the second part of the train. The second detection unit detects a second vibration acceleration generated in the second part. The storage unit is provided outside the train. The storage unit sequentially receives and stores first vibration data related to the first vibration acceleration and second vibration data related to the second vibration acceleration. The operation unit is provided on the train. The operation unit receives an input for activating an emergency brake. The display unit is provided on the train. The control unit is provided on the train. The control unit is configured to execute a first acquisition process, a first display process, a determination process, and a second display process when the operation unit receives an input. The first acquisition process acquires, from the storage unit, the first vibration data and the second vibration data at the point where the input is received as determination-use first vibration data and determination-use second vibration data. The first display process displays, on the display unit, a determination-use first vibration waveform based on the determination-use first vibration data and a determination-use second vibration waveform based on the determination-use second vibration data. The determination process determines whether one or both of the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than a predetermined value. The second display process displays, on the display unit, information regarding the cause of the emergency brake according to the result of the determination process. That is, the second display process displays, on the display unit, that there is a trace of the cause of the emergency brake on the train when one of the determination-use first vibration waveform and the determination-use second vibration waveform includes a one-sided amplitude equal to or greater than a predetermined value. The second display process displays, on the display unit, that there is a trace of the cause of the emergency brake on the track or the train when both the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than a predetermined value (first configuration).

[0023] In the railway safety confirmation support system according to the first configuration, during the running of a train, the first vibration acceleration occurring in the first part is detected by the first detection unit, and the second vibration acceleration occurring in the second part spaced apart from the first part in the running direction is detected by the second detection unit. Specifically, during the running of a train, the vibration accelerations occurring in two parts spaced apart in the front-rear direction, for example, the front part and the rear part of the train, are detected. The first vibration data regarding the first vibration acceleration and the second vibration data regarding the second vibration acceleration are sequentially stored in a storage unit provided outside the train. When the crew feels something abnormal during the running of the train, the operation unit is operated by the crew, and the operation unit receives an input to activate the emergency brake. When the operation unit receives the input, the emergency brake is activated and the train stops.

[0024] When the operation unit receives the input, the control unit executes a first acquisition process, a first display process, a determination process, and a second display process. The first acquisition process acquires, from the storage unit, the first vibration data at the point where the input is received as the first vibration data for determination and the second vibration data at the point where the input is received as the second vibration data for determination. The first vibration data for determination is the first vibration data that occurred in the first part of the train at the point where the crew felt something abnormal, and the second vibration data for determination is the second vibration data that occurred in the second part of the train at the point where the crew felt something abnormal. The first display process displays, on the display unit, the first vibration waveform for determination based on the first vibration data for determination and the second vibration waveform for determination based on the second vibration data for determination. The first vibration waveform for determination is the vibration waveform that occurred in the first part of the train at the point where the crew felt something abnormal, and the second vibration waveform for determination is the vibration waveform that occurred in the second part of the train at the point where the crew felt something abnormal.

[0025] As a result, the crew can check the first vibration waveform for determination and the second vibration waveform for determination displayed on the display unit. That is, the crew can visually compare the two vibration waveforms for determination (the first vibration waveform for determination and the second vibration waveform for determination) that occurred in two parts (the first part and the second part) separated in the longitudinal direction of the train with respect to the point where an abnormality was felt, for example, the two vibration waveforms for determination that occurred in the front part and the rear part of the train respectively. By comparing such two vibration waveforms for determination, the crew can roughly recognize whether the two vibration waveforms for determination are different from each other or have the same tendency.

[0026] Then, the determination process determines whether one or both of the first vibration waveform for determination and the second vibration waveform for determination include a unilateral amplitude equal to or greater than a predetermined value. Thereby, at least whether the two vibration waveforms for determination are different from each other or have the same tendency is determined. That is, if one of the first vibration waveform for determination and the second vibration waveform for determination includes a unilateral amplitude equal to or greater than a predetermined value, it is determined that the two vibration waveforms for determination are different from each other. If both the first vibration waveform for determination and the second vibration waveform for determination include a unilateral amplitude equal to or greater than a predetermined value, it is determined that the two vibration waveforms for determination have the same tendency. And the second display process displays information regarding the cause of the emergency brake on the display unit according to the result of the determination process. That is, when one of the first vibration waveform for determination and the second vibration waveform for determination includes a unilateral amplitude equal to or greater than a predetermined value, since the two vibration waveforms for determination are different from each other, the second display process displays on the display unit that there is a trace of the cause of the emergency brake on the train. On the other hand, when both the first vibration waveform for determination and the second vibration waveform for determination include a unilateral amplitude equal to or greater than a predetermined value, since the two vibration waveforms for determination have the same tendency, the second display process displays on the display unit that there is a trace of the cause of the emergency brake on the track or the train.

[0027] As a result, the crew can recognize the location of the traces regarding the cause of the emergency brake further displayed on the display unit. Then, if the crew investigates the train or the track according to the display on the display unit, they can clarify the cause of the emergency brake, that is, the cause of the abnormality felt by the crew. Therefore, the railway safety confirmation support system according to the first configuration enables the efficient clarification of the cause of the emergency brake.

[0028] The railway safety confirmation support system according to the first configuration preferably includes a plurality of trains. In this case, each of the plurality of trains includes a first detection unit, a second detection unit, an operation unit, a display unit, and a control unit. In each of the plurality of trains, the control unit is configured to execute a second acquisition process and a third display process. The second acquisition process acquires, from the storage unit, the first vibration data and the second vibration data at the above-mentioned location in the train that passed through the above-mentioned location earlier, as the first comparison vibration data and the second comparison vibration data. The third display process displays, on the display unit, a first comparison vibration waveform based on the first comparison vibration data and a second comparison vibration waveform based on the second comparison vibration data (second configuration).

[0029] In the railway safety confirmation support system according to the second configuration, when the operation unit receives an input, the control unit further executes a second acquisition process and a third display process. The second acquisition process acquires, from the storage unit, the first vibration data at the above-mentioned point in the preceding train that passed through the point where the above-mentioned input was received as the first vibration data for comparison, and the second vibration data at the above-mentioned point in the preceding train as the second vibration data for comparison. The first vibration data for comparison is the first vibration data that occurred in the first part of the preceding train at the point where the crew felt something abnormal, and the second vibration data for comparison is the second vibration data that occurred in the second part of the preceding train at the point where the crew felt something abnormal. The third display process displays, on the display unit, the first vibration waveform for comparison based on the first vibration data for comparison and the second vibration waveform for comparison based on the second vibration data for comparison. The first vibration waveform for comparison is the vibration waveform that occurred in the first part of the preceding train at the point where the crew felt something abnormal, and the second vibration waveform for comparison is the vibration waveform that occurred in the second part of the preceding train at the point where the crew felt something abnormal.

[0030] Thereby, the crew can check the first vibration waveform for determination, the second vibration waveform for determination, the first vibration waveform for comparison, and the second vibration waveform for comparison displayed on the display unit. That is, the crew can visually compare the two vibration waveforms for determination (the first vibration waveform for determination and the second vibration waveform for determination) that occurred in two parts spaced apart in the longitudinal direction of the train and the two vibration waveforms for comparison (the first vibration waveform for comparison and the second vibration waveform for comparison) that occurred in two parts spaced apart in the longitudinal direction of the preceding train with respect to the point where the abnormality was felt. For example, the crew can visually compare the vibration waveform for determination and the vibration waveform for comparison that occurred in the front part of each train with respect to the point where the abnormality was felt, and can also visually compare the vibration waveform for determination and the vibration waveform for comparison that occurred in the rear part of each train. By comparing such vibration waveforms for determination and vibration waveforms for comparison, the crew can roughly recognize whether the vibration waveform for determination has the same tendency as or is different from the vibration waveform for comparison.

[0031] Then, when both of the two determination vibration waveforms (the first determination vibration waveform and the second determination vibration waveform) include a one-sided amplitude equal to or greater than a predetermined value and the two determination vibration waveforms have the same tendency as each other, if the crew can recognize that the determination vibration waveforms have the same tendency as the comparison vibration waveforms, it can be inferred that an abnormality constantly occurs and there is a high possibility that a trace of the cause of the abnormality is on the track. On the other hand, in that case, if the crew can recognize that the determination vibration waveforms are different from the comparison vibration waveforms, it can be inferred that the abnormality occurs accidentally and there is a high possibility that a trace of the cause of the abnormality is on the train.

[0032] In the railway safety confirmation support system according to the second configuration, preferably, the control unit is configured to execute comparison processing and fourth display processing. The comparison processing compares the first determination vibration waveform with the first comparison vibration waveform and the second determination vibration waveform with the second comparison vibration waveform when both the first determination vibration waveform and the second determination vibration waveform include a one-sided amplitude equal to or greater than a predetermined value. The fourth display processing displays information regarding the cause of the emergency brake on the display unit according to the result of the comparison processing. That is, the fourth display processing displays on the display unit that a trace of the cause of the emergency brake is on the track when the first determination vibration waveform overlaps with the first comparison vibration waveform and the second determination vibration waveform overlaps with the second comparison vibration waveform. The fourth display processing displays on the display unit that a trace of the cause of the emergency brake is on the train when the first determination vibration waveform does not overlap with the first comparison vibration waveform or the second determination vibration waveform does not overlap with the second comparison vibration waveform (third configuration).

[0033] In the railway safety confirmation support system according to the third configuration, when the operation unit receives an input, the control unit further executes a comparison process and a fourth display process. The comparison process compares the first determination vibration waveform with the first comparison vibration waveform and the second determination vibration waveform with the second comparison vibration waveform when both the first determination vibration waveform and the second determination vibration waveform include a one-sided amplitude equal to or greater than a predetermined value. Thereby, it is determined whether the two determination vibration waveforms have the same tendency as the corresponding two comparison vibration waveforms or are different. The fourth display process displays information regarding the cause of the emergency brake on the display unit according to the result of the comparison process. That is, when the first determination vibration waveform overlaps with the first comparison vibration waveform and the second determination vibration waveform overlaps with the second comparison vibration waveform, the two determination vibration waveforms have the same tendency as the corresponding two comparison vibration waveforms, and anomalies occur constantly. Therefore, the fourth display process displays on the display unit that there are traces of the cause of the emergency brake on the track. On the other hand, when the first determination vibration waveform does not overlap with the first comparison vibration waveform or the second determination vibration waveform does not overlap with the second comparison vibration waveform, the two determination vibration waveforms are different from the corresponding two comparison vibration waveforms, and anomalies occur sporadically. Therefore, the fourth display process displays on the display unit that there are traces of the cause of the emergency brake on the train.

[0034] Such a display identifies the location of the traces related to the cause of the emergency brake on either the train or the track. Then, the crew only needs to investigate either the train or the track according to the display on the display unit in order to clarify the cause of the emergency brake, that is, the cause of the anomaly felt by the crew. Therefore, the railway safety confirmation support system according to the third configuration enables the cause of the emergency brake to be clarified more efficiently.

[0035] In the railway safety confirmation support system according to any one of the first to third configurations, it is preferable that the predetermined value of the one-sided amplitude used in the determination process is 2 m / s 2 (fourth configuration).

[0036] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In each figure, the same or corresponding components are denoted by the same reference numerals, and redundant descriptions will not be repeated.

[0037] <First Embodiment> [Railway Safety Confirmation Support System] FIG. 1 is a schematic diagram showing an example of a railway safety confirmation support system 100 according to the present embodiment. Referring to FIG. 1, the safety confirmation support system 100 includes a train 1, a first detection unit 2, a second detection unit 3, a storage unit 4, an operation unit 5, a display unit 6, and a control unit 7. The safety confirmation support system 100 can be used in railways, and in particular, can be used in high-speed railways where the train 1 runs at high speed.

[0038] The train 1 runs on the track 200. The train 1 is composed of a plurality of vehicles 10. The plurality of vehicles 10 are sequentially connected in the running direction R. The train 1 has a first portion 11 and a second portion 12. The first portion 11 and the second portion 12 are spaced apart from each other in the running direction R, that is, in the front-rear direction of the train 1. For example, the first portion 11 is positioned at the front side portion of the train 1, and the second portion 12 is positioned at the rear side portion of the train 1. In the example of the present embodiment, the first portion 11 is positioned at the leading vehicle 10A of the train 1, and the second portion 12 is positioned at the trailing vehicle 10B of the train 1.

[0039] The first detection unit 2 is provided in the first part 11 of the train 1. The first detection unit 2 detects the first vibration acceleration VA1 generated in the first part 11. In the example of the present embodiment, during the running of the train 1, the first vibration acceleration VA1 generated in the first part 11 of the leading vehicle 10A is detected by the first detection unit 2. In a typical example, the first detection unit 2 is an acceleration sensor. The first detection unit 2 can detect the vibration in the left - right direction generated in the first part 11. The first detection unit 2 may also be configured to detect the vibration in the up - down direction generated in the first part 11. When the vehicle 10 having the first part 11 is equipped with a shake suppression device, the acceleration sensor constituting the shake suppression device can be used as the first detection unit 2. When the vehicle 10 having the first part 11 is equipped with a car body tilt control device, the acceleration sensor constituting the car body tilt control device can be used as the first detection unit 2. The first detection unit 2 may be a dedicated one. The first detection unit 2 is connected to the control unit 7.

[0040] The second detection unit 3 is provided in the second part 12 of the train 1. The second detection unit 3 detects the second vibration acceleration VA2 generated in the second part 12. In the example of the present embodiment, during the running of the train 1, the second vibration acceleration VA2 generated in the second part 12 of the trailing vehicle 10B is detected by the second detection unit 3. In a typical example, the second detection unit 3 is, like the first detection unit 2, an acceleration sensor. The second detection unit 3 can detect the vibration in the left - right direction generated in the second part 12. The second detection unit 3 may also be configured to detect the vibration in the up - down direction generated in the second part 12. When the vehicle 10 having the second part 12 is equipped with a shake suppression device, the acceleration sensor constituting the shake suppression device can be used as the second detection unit 3. When the vehicle 10 having the second part 12 is equipped with a car body tilt control device, the acceleration sensor constituting the car body tilt control device can be used as the second detection unit 3. The second detection unit 3 may be a dedicated one. The second detection unit 3 is connected to the control unit 7.

[0041] The storage unit 4 is provided outside the train 1. In a typical example, the storage unit 4 is a database server. The storage unit 4 is installed, for example, in a central management base that monitors the operation of the train 1. The storage unit 4 is wirelessly communicably connected to the control unit 7. The storage unit 4 may be a cloud server. During the running of the train 1, the storage unit 4 sequentially receives and stores the first vibration data VD1 regarding the first vibration acceleration VA1 from the first detection unit 2 via the control unit 7, and sequentially receives and stores the second vibration data VD2 regarding the second vibration acceleration VA2 from the second detection unit 3 via the control unit 7. The first vibration data VD1 and the second vibration data VD2 include acceleration information, location information, time information, and the like.

[0042] The operation unit 5 is provided on the train 1. The operation unit 5 receives an input for activating the emergency brake. The operation unit 5 is, for example, a push-button switch. The operation unit 5 is connected to the control unit 7. In a typical example, in the train 1, the operation unit 5 is provided in the driver's cab, that is, the leading vehicle 10A (when the traveling direction R is reversed, the trailing vehicle 10B).

[0043] The display unit 6 is provided on the train 1. The display unit 6 is, for example, a display. The control unit 7 is provided on the train 1. The display unit 6 is connected to the control unit 7. In a typical example, in the train 1, the display unit 6 and the control unit 7 are provided in the driver's cab, that is, the leading vehicle 10A (when the traveling direction R is reversed, the trailing vehicle 10B). In the example of the present embodiment, the control unit 7 is configured to execute a first acquisition process, a first display process, a determination process, and a second display process when the operation unit 5 receives an input. The control unit 7 is a computer installed with a program for executing various processes.

[0044] FIG. 2 is a block diagram showing an example of the hardware configuration of the control unit 7. As shown in FIG. 2, the control unit 7 includes a CPU (Central Processing Unit) 71, a main storage device 72, an interface (I / F) 73, and an auxiliary storage device 74. The CPU 71, the main storage device 72, the interface 73, and the auxiliary storage device 74 are communicably connected to each other by a bus 75.

[0045] The main storage device 72 is a RAM (Random Access Memory) or the like that serves as a work area of the CPU 71. The interface 73 is connected to the first detection unit 2, the second detection unit 3, the operation unit 5, and the display unit 6 (see FIG. 1). The interface 73 is connected to an antenna (not shown) for wireless communication with the storage unit 4. The auxiliary storage device 74 is an HDD (Hard Disk Drive) in which various data, programs, and the like are stored. The auxiliary storage device 74 may be a storage medium such as an SSD (Solid State Drive).

[0046] The auxiliary storage device 74 stores a predetermined value SV of one-sided amplitude used in the determination process. In the example of the present embodiment, the auxiliary storage device 74 stores programs for executing the first acquisition process, the first display process, the determination process, and the second display process.

[0047] Hereinafter, with reference to FIGS. 1 to 6, the processing by the railway safety confirmation support system 100 will be described in detail. FIG. 3 is a flowchart for explaining the processing executed by the control unit 7 in the safety confirmation support system 100 according to the first embodiment.

[0048] As shown in step #5 of FIG. 3, during the running of the train 1, when the crew feels an abnormality, the operation unit 5 is operated by the crew. As a result, the operation unit 5 receives an input to activate the emergency brake. When the operation unit 5 receives the input, the emergency brake is activated according to the command of the control unit 7, and the train 1 stops. In this specification, the point where the operation unit 5 receives the input may be referred to as the "input reception point". The input reception point substantially corresponds to the point where the crew feels an abnormality.

[0049] When the operation unit 5 receives an input for an emergency brake in step #5, the control unit 7 executes a first acquisition process (step #10), a first display process (step #15), a determination process (steps #20, #25, and #35), and a second display process (steps #30, #40, and #45).

[0050] First, in step #10, as a first acquisition process, the control unit 7 acquires, from the storage unit 4, the first vibration data VD1 at the input reception point as determination-use first vibration data JVD1. Similarly, the control unit 7 acquires, from the storage unit 4, the second vibration data VD2 at the input reception point as determination-use second vibration data JVD2. The determination-use first vibration data JVD1 is the first vibration data VD1 that occurred in the first portion 11 of the train 1 at the point where the crew member felt something abnormal, and the determination-use second vibration data JVD2 is the second vibration data VD2 that occurred in the second portion 12 of the train 1 at the point where the crew member felt something abnormal. In step #10, the control unit 7 further generates a determination-use first vibration waveform JVW1 based on the determination-use first vibration data JVD1 and a determination-use second vibration waveform JVW2 based on the determination-use second vibration data JVD2.

[0051] Next, in step #15, as a first display process, the control unit 7 displays the determination-use first vibration waveform JVW1 on the display unit 6 and displays the determination-use second vibration waveform JVW2 on the display unit 6. The determination-use first vibration waveform JVW1 is the vibration waveform that occurred in the first portion 11 of the train 1 at the point where the crew member felt something abnormal, and the determination-use second vibration waveform JVW2 is the vibration waveform that occurred in the second portion 12 of the train 1 at the point where the crew member felt something abnormal. On the display unit 6, the determination-use first vibration waveform JVW1 and the determination-use second vibration waveform JVW2 are arranged side by side horizontally, for example, so that the crew member can visually compare the two determination-use vibration waveforms JVW1 and JVW2. On the display unit 6, the determination-use first vibration waveform JVW1 and the determination-use second vibration waveform JVW2 may be arranged vertically side by side. Also, on the display unit 6, the determination-use first vibration waveform JVW1 and the determination-use second vibration waveform JVW2 may be arranged overlapping each other.

[0052] Next, in step #20, the control unit 7 determines, as a determination process, whether one or both of the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 include a unilateral amplitude equal to or greater than a predetermined value SV. Thereby, at least whether the two determination vibration waveforms JVW1 and JVW2 are different from each other or have the same tendency as each other is determined.

[0053] Specifically, in step #25, the control unit 7 determines whether one of the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 includes a unilateral amplitude equal to or greater than a predetermined value SV. If one of the two determination vibration waveforms JVW1 and JVW2 includes a unilateral amplitude equal to or greater than a predetermined value SV, the process proceeds to step #30. In this case, it means that the two determination vibration waveforms JVW1 and JVW2 are different from each other. This situation is considered to be due to the train 1 colliding with an object in the track 200. Therefore, in step #30, the control unit 7 displays, as a second display process, a message indicating that there are traces of the cause of the emergency brake on the train on the display unit 6 and ends the process.

[0054] On the other hand, if the condition that one of the two determination vibration waveforms JVW1 and JVW2 includes a unilateral amplitude equal to or greater than a predetermined value SV is not satisfied, the process proceeds to step #35. In this case, both of the two determination vibration waveforms JVW1 and JVW2 include a unilateral amplitude equal to or greater than a predetermined value SV, or both of the two determination vibration waveforms JVW1 and JVW2 do not include a unilateral amplitude equal to or greater than a predetermined value SV.

[0055] In step #35, the control unit 7 determines whether both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 contain one-sided amplitudes equal to or greater than the predetermined value SV. If neither of the two determination vibration waveforms JVW1, JVW2 contains one-sided amplitudes equal to or greater than the predetermined value SV, the process proceeds to step #40. This means that the two determination vibration waveforms JVW1, JVW2 have the same tendency, but their one-sided amplitudes are small. If the one-sided amplitudes of the determination vibration waveforms JVW1, JVW2 are small, the vibration level is small and can be considered normal. Therefore, in step #40, the control unit 7, as a second display process, displays on the display unit 6 a message indicating that it is not necessary to determine the cause of the emergency braking, and then ends the process.

[0056] On the other hand, if both of the two judgment vibration waveforms JVW1 and JVW2 contain one-sided amplitudes equal to or greater than the predetermined value SV, the process proceeds to step #45. In this case, it means that both of the judgment vibration waveforms JVW1 and JVW2 have the same tendency and their one-sided amplitudes are large. If the one-sided amplitudes are large in both of the judgment vibration waveforms JVW1 and JVW2, the vibration level is high and can be considered abnormal. This situation is considered to be due to the train 1 passing over an irregular track 200. However, it is also considered that the train 1 collided with an object on the track 200 and that the object was further caught up in the rear of the train 1. Therefore, in step #45, the control unit 7, as a second display process, displays on the display unit 6 that there are traces of the cause of the emergency braking on the track or train, and ends the process.

[0057] The predetermined value SV used in the determination process is, for example, 2 m / s 2 However, the specified value SV is 2 m / s 2 The predetermined value SV is not limited to 0.6 m / s and is set based on the vibrations experienced during past impacts and on the vibrations experienced during a comfortable ride. For example, for vibrations in the left-right direction, the predetermined value SV is 0.6 m / s 2 ~2.0m / s 2 For vertical vibration, the specified value SV is 0.1 m / s 2 ~2.0m / s 2It can be set between them. If the predetermined value SV is too large, most of the determination vibration waveforms JVW1 and JVW2 will not include a one-sided amplitude greater than or equal to the predetermined value SV. As a result, it will always proceed to step #40. On the other hand, if the predetermined value SV is too small, most of the determination vibration waveforms JVW1 and JVW2 will include a one-sided amplitude greater than or equal to the predetermined value SV. As a result, it will always proceed to step #45.

[0058] Figs. 4 to 6 are schematic diagrams showing an example of an image displayed on the display unit 6 in the railway safety confirmation support system 100 according to the first embodiment.

[0059] Fig. 4 shows a state where one of the two determination vibration waveforms JVW1 and JVW2 includes a one-sided amplitude greater than or equal to the predetermined value SV, that is, a state when proceeding to step #30 in Fig. 3. As shown in Fig. 4, on the display unit 6, the determination first vibration waveform JVW1 and the determination second vibration waveform JVW2 are displayed side by side horizontally.

[0060] In the example shown in Fig. 4, the determination first vibration waveform JVW1 includes a one-sided amplitude greater than or equal to the predetermined value SV, and the determination second vibration waveform JVW2 does not include a one-sided amplitude greater than or equal to the predetermined value SV. Specifically, the determination first vibration waveform JVW1 including a one-sided amplitude greater than or equal to the predetermined value SV is a vibration waveform based on the first vibration acceleration VA1 generated in the first portion 11 of the leading vehicle 10A at the input reception point. The determination second vibration waveform JVW2 not including a one-sided amplitude greater than or equal to the predetermined value SV is a vibration waveform based on the second vibration acceleration VA2 generated in the second portion 12 of the trailing vehicle 10B at the input reception point.

[0061] From the comparison of the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 4 like this, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 are different from each other. Moreover, it can be recognized that the unilateral amplitude of the first determination vibration waveform JVW1 is much larger than the unilateral amplitude of the second determination vibration waveform JVW2. Also, on the display unit 6, it is displayed that there is a trace of the cause of the emergency brake on the train. From these displays, it can be inferred that the cause of the emergency brake is that the leading vehicle 10A of the train 1 collided with an object within the track 200. In this case, the crew may investigate the train 1 according to the display on the display unit 6.

[0062] FIG. 5 shows a state where both of the two determination vibration waveforms JVW1 and JVW2 do not include a unilateral amplitude equal to or greater than a predetermined value SV, that is, a state when proceeding to step #40 in FIG. 3. As shown in FIG. 5, in both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 displayed side by side horizontally, a unilateral amplitude equal to or greater than the predetermined value SV is not included, and the unilateral amplitude is small.

[0063] From the comparison of the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 5 like this, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency as each other. Moreover, it can be recognized that the unilateral amplitude of either the first determination vibration waveform JVW1 or the second determination vibration waveform JVW2 is small. Also, on the display unit 6, it is displayed that it is not necessary to clarify the cause of the emergency brake. From these displays, it can be inferred that the abnormality felt by the crew is not an abnormal situation but within the normal range. In this case, the crew may resume the operation of the train 1 according to the display on the display unit 6.

[0064] FIG. 6 shows a state where both of the two determination vibration waveforms JVW1 and JVW2 include a unilateral amplitude equal to or greater than a predetermined value SV, that is, a state when proceeding to step #45 in FIG. 3. As shown in FIG. 6, in both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 displayed side by side horizontally, a unilateral amplitude equal to or greater than the predetermined value SV is included, and the unilateral amplitude is large.

[0065] By comparing the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 6, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Moreover, it can be recognized that the amplitude on one side of both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 is large. In addition, the display unit 6 displays that there are traces of the cause of the emergency braking on the track or the train. From these displays, it can be inferred that the cause of the emergency braking was that the train 1 passed over an irregular track 200, or that the leading car 10A of the train 1 collided with an object on the track 200, and that the object was further caught up in the rear of the train 1. In this case, the crew simply needs to investigate the track 200 or the train 1 according to the display on the display unit 6.

[0066] [effect] According to the railway safety confirmation support system 100 of this embodiment, by comparing the two determination vibration waveforms JVW1 and JVW2 displayed on the display unit 6, the crew can roughly determine whether the two determination vibration waveforms JVW1 and JVW2 are different from each other or have the same tendency. Furthermore, the crew can recognize the location of traces related to the cause of the emergency braking, which are further displayed on the display unit 6. Then, by investigating the train 1 or the track 200 according to the display on the display unit 6, the crew can determine the cause of the emergency braking, i.e., the cause of the abnormality that the crew felt. Therefore, the railway safety confirmation support system 100 enables the cause of the emergency braking to be efficiently determined.

[0067] Second Embodiment A railway safety confirmation support system 100 according to the second embodiment will be described with reference to Figures 7 to 11. Figure 7 is a flowchart illustrating the processing executed by the control unit 7 in the safety confirmation support system 100 according to the second embodiment. The safety confirmation support system 100 of the second embodiment differs from the safety confirmation support system 100 of the first embodiment in that it includes a plurality of trains 1, and the control unit 7 is configured to further execute a second acquisition process (step #16) and a third display process (step #17) in each of the plurality of trains 1.

[0068] The safety confirmation support system 100 according to the second embodiment includes a plurality of trains 1, and each of the plurality of trains 1 includes a first detection unit 2, a second detection unit 3, an operation unit 5, a display unit 6, and a control unit 7. When each of the plurality of trains 1 travels on the track 200, the first detection unit 2 of each train detects the first vibration acceleration VA1, and the second detection unit 3 of each train detects the second vibration acceleration VA2. The first vibration data VD1 regarding each detected first vibration acceleration VA1 is sequentially stored in the storage unit 4, and the second vibration data VD2 regarding each detected second vibration acceleration VA2 is sequentially stored in the storage unit 4.

[0069] Referring to FIG. 7, when the operation unit 5 receives an input of an emergency brake at step #5, the control unit 7 executes a second acquisition process (step #16) and a third display process (step #17) in addition to the first acquisition process (step #10), the first display process (step #15), the determination process (steps #20, #25, and #35), and the second display process (steps #30, #40, and #45). In the example of the present embodiment, a program for executing the second acquisition process and the third display process is stored in the auxiliary storage device 74 (FIG. 2) that constitutes the control unit 7 together with the programs for executing the first acquisition process, the first display process, the determination process, and the second display process.

[0070] In step #16, as the second acquisition process, the control unit 7 acquires, from the storage unit 4, the first vibration data VD1 at the input reception point in the preceding train 1 that has passed before the input reception point as the comparison first vibration data CVD1. Similarly, the control unit 7 acquires, from the storage unit 4, the second vibration data VD2 at the input reception point in the preceding train 1 as the comparison second vibration data CVD2. The comparison first vibration data CVD1 is the first vibration data VD1 that occurred in the first part 11 of the preceding train 1 at the input reception point, and the comparison second vibration data CVD2 is the second vibration data VD2 that occurred in the second part 12 of the preceding train 1 at the input reception point. In step #16, the control unit 7 further generates a comparison first vibration waveform CVW1 based on the comparison first vibration data CVD1 and generates a comparison second vibration waveform CVW2 based on the comparison second vibration data CVD2.

[0071] Next, in step #17, the control unit 7 displays the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2 on the display unit 6 as the third display process. The first comparison vibration waveform CVW1 is the vibration waveform that occurred in the first part 11 of the preceding train 1 at the input reception point, and the second comparison vibration waveform CVW2 is the vibration waveform that occurred in the second part 12 of the preceding train 1 at the input reception point. That is, the first comparison vibration waveform CVW1 is the vibration waveform that occurred in the first part 11 of the preceding train 1 at the point where the crew felt an abnormality, and the second comparison vibration waveform CVW2 is the vibration waveform that occurred in the second part 12 of the preceding train 1 at the point where the crew felt an abnormality.

[0072] In the present embodiment, the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 are displayed on the display unit 6, and further, the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2 are displayed on the display unit 6. On the display unit 6, when the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 are arranged side by side horizontally, for example, the comparison vibration waveforms CVW1 and CVW2 are arranged vertically with respect to the corresponding determination vibration waveforms JVW1 and JVW2 so that the crew can visually compare the determination vibration waveforms JVW1 and JVW2 with the comparison vibration waveforms CVW1 and CVW2. On the display unit 6, the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 may be arranged vertically side by side. In this case, the comparison vibration waveforms CVW1 and CVW2 are arranged horizontally with respect to the corresponding determination vibration waveforms JVW1 and JVW2.

[0073] Figs. 8 to 11 are schematic diagrams showing an example of an image displayed on the display unit 6 in the railway safety confirmation support system 100 according to the second embodiment.

[0074] FIG. 8 shows a state where one of the two determination vibration waveforms JVW1 and JVW2 includes a one-sided amplitude equal to or greater than a predetermined value SV, that is, a state when proceeding to step #30 in FIG. 7. This step #30 in FIG. 7 corresponds to step #30 in FIG. 3. As shown in FIG. 8, on the display unit 6, the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 are displayed side by side horizontally. Further, the first comparison vibration waveform CVW1 is displayed below the first determination vibration waveform JVW1, and the second comparison vibration waveform CVW2 is displayed below the second determination vibration waveform JVW2.

[0075] In the example shown in FIG. 8, the first determination vibration waveform JVW1 includes a one-sided amplitude equal to or greater than the predetermined value SV, and the second determination vibration waveform JVW2 does not include a one-sided amplitude equal to or greater than the predetermined value SV. Specifically, the first determination vibration waveform JVW1 including a one-sided amplitude equal to or greater than the predetermined value SV is a vibration waveform based on the first vibration acceleration VA1 generated in the first portion 11 of the leading vehicle 10A at the input reception point. The second determination vibration waveform JVW2 not including a one-sided amplitude equal to or greater than the predetermined value SV is a vibration waveform based on the second vibration acceleration VA2 generated in the second portion 12 of the trailing vehicle 10B at the input reception point.

[0076] Also, in both the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2, the one-sided amplitude is small. In both of these comparison vibration waveforms CVW1 and CVW2, a one-sided amplitude equal to or greater than the predetermined value SV is not included either.

[0077] From the comparison of the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 8, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 are different from each other. Moreover, it can be recognized that the unilateral amplitude of the first determination vibration waveform JVW1 is much larger than the unilateral amplitude of the second determination vibration waveform JVW2. Further, from the comparison between the first determination vibration waveform JVW1 and the first comparison vibration waveform CVW1, and the comparison between the second determination vibration waveform JVW2 and the second comparison vibration waveform CVW2, it can be recognized that the determination vibration waveforms JVW1 and JVW2 generated in the train 1 where the emergency brake was actuated are different from the comparison vibration waveforms CVW1 and CVW2 generated in the preceding train 1. Also, the display unit 6 displays that there are traces of the cause of the emergency brake on the train. From these displays, it can be inferred that the cause of the emergency brake is that the leading vehicle 10A of the train 1 collided with an object within the track 200. In this case, the crew may investigate the train 1 according to the display on the display unit 6.

[0078] FIG. 9 shows a state where both of the two determination vibration waveforms JVW1 and JVW2 do not include a unilateral amplitude equal to or greater than a predetermined value SV, that is, a state when proceeding to step #40 in FIG. 7. This step #40 in FIG. 7 corresponds to step #40 in FIG. 3. As shown in FIG. 9, in both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 displayed side by side horizontally, a unilateral amplitude equal to or greater than the predetermined value SV is not included, and the unilateral amplitude is small. Similarly, in both the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2, the unilateral amplitude is small. Also, in both of the comparison vibration waveforms CVW1 and CVW2, a unilateral amplitude equal to or greater than the predetermined value SV is not included.

[0079] From the comparison of the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 9, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Moreover, it can be recognized that the one-sided amplitude of either the first determination vibration waveform JVW1 or the second determination vibration waveform JVW2 is small. Further, from the comparison between the first determination vibration waveform JVW1 and the first comparison vibration waveform CVW1, and the comparison between the second determination vibration waveform JVW2 and the second comparison vibration waveform CVW2, it can be recognized that the determination vibration waveforms JVW1 and JVW2 that occurred in the train 1 when the emergency brake was activated have the same tendency as the comparison vibration waveforms CVW1 and CVW2 that occurred in the preceding train 1. Also, the display unit 6 displays that it is not necessary to clarify the cause of the emergency brake. From these displays, it can be inferred that the abnormality felt by the crew is not an abnormal situation but within the normal range. In this case, the crew may resume the operation of train 1 according to the display on the display unit 6.

[0080] FIG. 10 shows a state where both of the two determination vibration waveforms JVW1 and JVW2 include a one-sided amplitude equal to or greater than a predetermined value SV, that is, a state when proceeding to step #45 in FIG. 7. This step #45 in FIG. 7 corresponds to step #45 in FIG. 3. As shown in FIG. 10, in both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 arranged side by side horizontally, a one-sided amplitude equal to or greater than the predetermined value SV is included, and the one-sided amplitude is large. On the other hand, in both the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2, the one-sided amplitude is small. Also, in both of the comparison vibration waveforms CVW1 and CVW2, a one-sided amplitude equal to or greater than the predetermined value SV is not included.

[0081] By comparing the two determination vibration waveforms JVW1 and JVW2 shown in Figure 10, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Moreover, it can be recognized that the amplitude on one side of both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 is large. In addition, the display unit 6 displays that there are traces of the cause of the emergency braking on the track or the train. From these displays, it can be inferred that the cause of the emergency braking was that the train 1 passed over an irregular track 200, or that the leading car 10A of the train 1 collided with an object on the track 200, and that the object was further caught up in the rear of the train 1. Furthermore, by comparing the first vibration waveform for determination JVW1 with the first vibration waveform for comparison CVW1, and by comparing the second vibration waveform for determination JVW2 with the second vibration waveform for comparison CVW2, it can be recognized that the vibration waveforms for determination JVW1 and JVW2 generated on the train 1 on which the emergency brake was applied are different from the vibration waveforms for comparison CVW1 and CVW2 generated on the preceding train 1. Therefore, it is highly likely that the abnormality occurred accidentally, and that traces of the cause of the abnormality are found on train 1. In this case, the crew can investigate the track 200 or train 1 according to the indication on the display unit 6, but should prioritize the investigation of train 1.

[0082] Similar to FIG. 10, FIG. 11 shows a situation where both of the two determination vibration waveforms JVW1 and JVW2 include a one-sided amplitude equal to or greater than the predetermined value SV, i.e., a situation where the process proceeds to step #45 in FIG. 7. Step #45 in FIG. 7 corresponds to step #45 in FIG. 3. As shown in FIG. 11, both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2, which are displayed side by side, include a one-sided amplitude equal to or greater than the predetermined value SV, and the one-sided amplitude is large. Similarly, both the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2 have a large one-sided amplitude. However, neither of the comparison vibration waveforms CVW1 and CVW2 includes a one-sided amplitude equal to or greater than the predetermined value SV.

[0083] By comparing the two determination vibration waveforms JVW1 and JVW2 shown in Figure 11, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Moreover, it can be recognized that the amplitude on one side of both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 is large. In addition, the display unit 6 displays that there are traces of the cause of the emergency braking on the track or the train. From these displays, it can be inferred that the cause of the emergency braking was that the train 1 passed over an irregular track 200, or that the leading car 10A of the train 1 collided with an object on the track 200, and that the object was further caught up in the rear of the train 1. Furthermore, by comparing the first vibration waveform for determination JVW1 with the first vibration waveform for comparison CVW1, and by comparing the second vibration waveform for determination JVW2 with the second vibration waveform for comparison CVW2, it can be recognized that the vibration waveforms for determination JVW1 and JVW2 generated in the train 1 whose emergency brake was activated have the same tendency as the comparison vibration waveforms CVW1 and CVW2 generated in the preceding train 1. Therefore, it is highly likely that abnormalities are occurring constantly and that traces of the cause of the abnormalities are on the track 200. In this case, the crew can investigate either the track 200 or the train 1 according to the indication on the display unit 6, but should prioritize investigating the track 200.

[0084] Third Embodiment A railway safety confirmation support system 100 according to the third embodiment will be described with reference to Figures 12 to 14. Figure 12 is a flowchart illustrating the processing executed by the control unit 7 in the safety confirmation support system 100 according to the third embodiment. The safety confirmation support system 100 of the third embodiment differs from the safety confirmation support system 100 of the second embodiment in that the control unit 7 is configured to further execute a comparison process (steps #50 and #55) and a fourth display process (steps #60 and #65) instead of step #45 in Figure 7.

[0085] Referring to FIG. 12, when the operation unit 5 receives an input of an emergency brake in step #5, the control unit 7 performs a first acquisition process (step #10), a first display process (step #15), determination processes (steps #20, #25, and #35), second display processes (steps #30 and #40), a second acquisition process (step #16), and a third display process (step #17), and in addition, a comparison process (steps #50 and #55) and a fourth display process (steps #60 and #65). In the example of the present embodiment, a program for executing the comparison process and the fourth display process is stored in the auxiliary storage device 74 (FIG. 2) that constitutes the control unit 7 together with the program for executing the first acquisition process, the first display process, the determination process, the second display process, the second acquisition process, and the third display process.

[0086] Step #50 is a step that proceeds when both of the two determination vibration waveforms JVW1 and JVW2 include a one-sided amplitude equal to or greater than a predetermined value SV in step #35. In this case, it means that both of the two determination vibration waveforms JVW1 and JVW2 have the same tendency as each other and the one-sided amplitude is large. In step #50, as a comparison process, the control unit 7 compares the first determination vibration waveform JVW1 with the first comparison vibration waveform CVW1 and compares the second determination vibration waveform JVW2 with the second comparison vibration waveform CVW2. Thereby, it is determined whether the two determination vibration waveforms JVW1 and JVW2 have the same tendency as or different from the two corresponding comparison vibration waveforms CVW1 and CVW2.

[0087] Specifically, in step #55, the control unit 7 determines whether the first determination vibration waveform JVW1 overlaps with the first comparison vibration waveform CVW1 and whether the second determination vibration waveform JVW2 overlaps with the second comparison vibration waveform CVW2. In this specification, the first determination vibration waveform JVW1 overlapping with the first comparison vibration waveform CVW1 means that the trends of the waveforms match each other, and it is not necessary for the magnitudes of the amplitudes on one side to be exactly the same. Similarly, the second determination vibration waveform JVW2 overlapping with the second comparison vibration waveform CVW2 means that the trends of the waveforms match each other, and it is not necessary for the magnitudes of the amplitudes on one side to be exactly the same. For example, when the first determination vibration waveform JVW1 overlaps with the first comparison vibration waveform CVW1, the first comparison vibration waveform CVW1 includes an amplitude on one side that is equal to or greater than a comparison predetermined value SV0 which is slightly smaller than a predetermined value SV. Similarly, when the second determination vibration waveform JVW2 overlaps with the second comparison vibration waveform CVW2, the second comparison vibration waveform CVW2 includes an amplitude on one side that is equal to or greater than the comparison predetermined value SV0. The comparison predetermined value SV0 can be set to a value that is, for example, 80 to 90% of the predetermined value SV.

[0088] If the first determination vibration waveform JVW1 does not overlap with the first comparison vibration waveform CVW1 or the second determination vibration waveform JVW2 does not overlap with the second comparison vibration waveform CVW2, the process proceeds to step #60. In this case, it means that the two determination vibration waveforms JVW1 and JVW2 are different from the corresponding two comparison vibration waveforms CVW1 and CVW2, respectively. This situation is considered to be due to the train 1 colliding with an object within the track 200. Therefore, in step #60, the control unit 7, as a fourth display process, displays on the display unit 6 that there are traces of the cause of the emergency brake on the train, and ends the process.

[0089] On the other hand, when the first determination vibration waveform JVW1 overlaps with the first comparison vibration waveform CVW1 and the second determination vibration waveform JVW2 overlaps with the second comparison vibration waveform CVW2, the process proceeds to step #65. In this case, it means that the two determination vibration waveforms JVW1 and JVW2 have the same tendency as the corresponding two comparison vibration waveforms CVW1 and CVW2, respectively. This situation is considered to be due to the train 1 passing through the faulty track 200. Therefore, in step #65, the control unit 7, as the fourth display process, displays on the display unit 6 that there are traces of the cause of the emergency brake on the track, and ends the process.

[0090] FIGS. 13 and 14 are schematic diagrams showing an example of an image displayed on the display unit 6 in the railway safety confirmation support system 100 according to the third embodiment.

[0091] FIG. 13 shows a case where both of the two determination vibration waveforms JVW1 and JVW2 include a one-sided amplitude equal to or greater than a predetermined value SV, and the first determination vibration waveform JVW1 does not overlap with the first comparison vibration waveform CVW1, or the second determination vibration waveform JVW2 does not overlap with the second comparison vibration waveform CVW2. That is, it shows the state when the process proceeds to step #60 in FIG. 12. As shown in FIG. 13, both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 arranged side by side include a one-sided amplitude equal to or greater than the predetermined value SV, and the one-sided amplitude is large. On the other hand, neither the first comparison vibration waveform CVW1 nor the second comparison vibration waveform CVW2 includes a one-sided amplitude equal to or greater than the predetermined value SV, and the one-sided amplitude is small. Further, the first determination vibration waveform JVW1 does not overlap with the first comparison vibration waveform CVW1, and the second determination vibration waveform JVW2 also does not overlap with the second comparison vibration waveform CVW2.

[0092] By comparing the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 13, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Furthermore, it can be recognized that the amplitudes on both sides of the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2 are large. Furthermore, by comparing the first determination vibration waveform JVW1 with the first comparison vibration waveform CVW1 and the second determination vibration waveform JVW2 with the second comparison vibration waveform CVW2, it can be recognized that the determination vibration waveforms JVW1 and JVW2 generated in the train 1 whose emergency braking was activated are different from the comparison vibration waveforms CVW1 and CVW2 generated in the preceding train 1. Furthermore, the display unit 6 displays a message indicating that there are traces of the cause of the emergency braking on the train. From these displays, it can be inferred that the cause of the emergency braking was that the leading car 10A of the train 1 collided with an object on the track 200, and that the object was then caught in the rear of the train 1. In this case, the crew can investigate the train 1 according to the display on the display unit 6.

[0093] 14 shows a situation where both of the two determination vibration waveforms JVW1 and JVW2 include a one-sided amplitude equal to or greater than the predetermined value SV, where the first determination vibration waveform JVW1 overlaps with the first comparison vibration waveform CVW1, and the second determination vibration waveform JVW2 overlaps with the second comparison vibration waveform CVW2, i.e., a situation when proceeding to step #65 in FIG. 12. As shown in FIG. 14, both the first determination vibration waveform JVW1 and the second determination vibration waveform JVW2, which are displayed side by side, include a one-sided amplitude equal to or greater than the predetermined value SV, and the one-sided amplitude is large. Similarly, both the first comparison vibration waveform CVW1 and the second comparison vibration waveform CVW2 do not include a one-sided amplitude equal to or greater than the predetermined value SV, but include a one-sided amplitude equal to or greater than the predetermined comparison value SV0, and the one-sided amplitude is large. Furthermore, the first vibration waveform for determination JVW1 overlaps with the first vibration waveform for comparison CVW1, and the second vibration waveform for determination JVW2 also overlaps with the second vibration waveform for comparison CVW2.

[0094] From the comparison of the two determination vibration waveforms JVW1 and JVW2 shown in FIG. 14, it can be recognized that the two determination vibration waveforms JVW1 and JVW2 have the same tendency. Moreover, it can be recognized that the one-sided amplitude of either the first determination vibration waveform JVW1 or the second determination vibration waveform JVW2 is large. Further, from the comparison between the first determination vibration waveform JVW1 and the first comparison vibration waveform CVW1, and the comparison between the second determination vibration waveform JVW2 and the second comparison vibration waveform CVW2, it can be recognized that the determination vibration waveforms JVW1 and JVW2 that occurred in train 1 when the emergency brake was activated have the same tendency as the comparison vibration waveforms CVW1 and CVW2 that occurred in the preceding train 1. Also, the display unit 6 displays that there are traces of the cause of the emergency brake on the track. From these displays, it can be inferred that the cause of the emergency brake was that train 1 passed over the track 200 with irregularities. In this case, the crew may investigate the track 200 according to the display on the display unit 6.

[0095] According to the safety confirmation support system 100 according to the third embodiment, the location of the traces related to the cause of the emergency brake is specified in either train 1 or the track 200 by the display on the display unit 6. Then, in order to clarify the cause of the emergency brake, that is, the cause of the abnormality felt by the crew, the crew only needs to investigate either train 1 or the track 200 according to the display on the display unit 6. Therefore, the railway safety confirmation support system 100 according to the third embodiment makes it possible to more efficiently clarify the cause of the emergency brake.

[0096] The embodiments according to the present disclosure have been described above. However, the above embodiments are merely examples. Therefore, the present disclosure is not limited to the above embodiments, and the above embodiments can be appropriately modified and implemented without departing from the spirit thereof.

[0097] In the above-described embodiment, in the train 1, the first portion 11 where the first detection unit 2 is provided is positioned at the leading vehicle 10A, and the second portion 12 where the second detection unit 3 is provided is positioned at the trailing vehicle 10B. However, in the train 1, the first portion 11 and the second portion 12 only need to be separated from each other in the traveling direction R, and their respective positions are not limited. For example, the first portion 11 may be positioned at a vehicle 10 other than the leading vehicle 10A, or the second portion 12 may be positioned at a vehicle 10 other than the trailing vehicle 10B. Also, the first portion 11 and the second portion 12 may be positioned at one vehicle 10. In this case, in the vehicle 10, it is only necessary that the center in the longitudinal direction of the vehicle 10 is positioned between the first portion 11 and the second portion 12. The separation distance between the first portion 11 and the second portion 12 may be, for example, 9 m or more.

[0098] In the train 1, the number of the first portions 11, that is, the number of the first detection units 2 may be one, or may be two or more. The number of the second portions 12, that is, the number of the second detection units 3 may be one, or may be two or more.

[0099] Also, after the cause of the emergency brake has been clarified, the safety confirmation support system 100 can also be configured as follows. The safety confirmation support system 100 includes an input unit to which information regarding the clarified cause is input. Hereinafter, the information regarding the clarified cause may be referred to as "cause information" in some cases. The cause information is, for example, track irregularities (e.g., significant steps at points), and accidental collisions with objects (e.g., collisions with snow flakes, collisions with animals). The input unit is connected to the control unit 7. In this safety confirmation support system 100, the control unit 7 executes a process of adding the cause information to the vibration data with respect to the storage unit 4.

[0100] Specifically, after the cause of the emergency brake is clarified, the crew inputs the cause information at the input unit. The control unit 7 associates the input cause information with the first vibration data for determination JVD1 and the second vibration data for determination JVD2. Then, the control unit 7 adds the associated cause information to the vibration data VD1 and VD2 corresponding to the vibration data for determination JVD1 and JVD2 stored in the storage unit 4. The control unit 7 executes such processing each time an emergency brake occurs. As a result, the vibration data VD1 and VD2 with the cause information added are accumulated in the storage unit 4.

[0101] In this case, when a new emergency brake input is received, the control unit 7 acquires the vibration data VD1 and VD2 at the input reception point as new vibration data for determination JVD1 and JVD2. Then, by means of AI technology, vibration data VD1 and VD2 similar to the new vibration data for determination JVD1 and JVD2 are selected within the storage unit 4, and the cause information added to the selected vibration data VD1 and VD2 is extracted from the storage unit 4. The control unit 7 displays this cause information on the display unit 6. Then, the crew can immediately recognize the cause of the newly occurred emergency brake and can easily conduct the cause investigation.

[0102] 2 Moreover, when the input reception point is a turnout (branch point), the predetermined value SV of the unilateral amplitude may be larger than 2 m / s. Also, the predetermined value SV of the unilateral amplitude may be changed according to the Shinkansen section, the conventional line section, and the track grade.

Explanation of Signs

[0103] 100: Railway safety confirmation support system 1: Train 11: First part 12: Second part 2: First detection unit 3: Second detection unit 4: Storage unit 5: Operation unit 6: Display unit 7: Control unit 200: Track R: Running direction

Claims

1. A train that travels along a track and has a first part and a second part that are spaced apart from each other in the traveling direction, a first detection unit provided in the first part of the train, for detecting a first vibration acceleration generated in the first part, a second detection unit provided in the second part of the train, for detecting a second vibration acceleration generated in the second part, a storage unit provided outside the train, for sequentially receiving and storing first vibration data regarding the first vibration acceleration and second vibration data regarding the second vibration acceleration, an operation unit provided in the train, for receiving an input for activating an emergency brake, a display unit provided in the train, a control unit provided in the train, and when the operation unit receives the input, the control unit performs a first acquisition process of acquiring, as determination-use first vibration data and determination-use second vibration data, the first vibration data and the second vibration data at the point where the input is received from the storage unit, performs a first display process of displaying, on the display unit, a determination-use first vibration waveform based on the determination-use first vibration data and a determination-use second vibration waveform based on the determination-use second vibration data, performs a determination process of determining whether one or both of the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than a predetermined value, and performs a second display process of displaying, on the display unit, information regarding the cause of the emergency brake according to the result of the determination process, wherein when one of the determination-use first vibration waveform and the determination-use second vibration waveform includes a one-sided amplitude equal to or greater than the predetermined value, the display unit displays that there is a trace of the cause of the emergency brake in the train, and when both of the determination-use first vibration waveform and the determination-use second vibration waveform include a one-sided amplitude equal to or greater than the predetermined value, the display unit displays that there is a trace of the cause of the emergency brake in the track or the train, and is configured to execute the second display process, a railway safety confirmation support system.

2. The railway safety confirmation support system according to claim 1, comprising a plurality of the trains each including the first detection unit, the second detection unit, the operation unit, the display unit, and the control unit, and in each of the plurality of trains, the control unit performs a second acquisition process of acquiring, as comparison-use first vibration data and comparison-use second vibration data, the first vibration data and the second vibration data at the point in the train that passed the point earlier from the storage unit, A railway safety confirmation support system configured to execute: a third display process of displaying, on the display unit, a first comparison vibration waveform based on the first vibration data for comparison and a second comparison vibration waveform based on the second vibration data for comparison.

3. The railway safety confirmation support system according to claim 2, wherein the control unit when both the first determination vibration waveform and the second determination vibration waveform include a one-sided amplitude equal to or greater than the predetermined value, a comparison process of comparing the first determination vibration waveform with the first comparison vibration waveform and comparing the second determination vibration waveform with the second comparison vibration waveform; a fourth display process of displaying, on the display unit, information regarding the cause of an emergency brake according to the result of the comparison process, when the first determination vibration waveform overlaps with the first comparison vibration waveform and the second determination vibration waveform overlaps with the second comparison vibration waveform, displaying on the display unit that there is a trace of the cause of the emergency brake on the track; when the first determination vibration waveform does not overlap with the first comparison vibration waveform or the second determination vibration waveform does not overlap with the second comparison vibration waveform, the fourth display process of displaying on the display unit that there is a trace of the cause of the emergency brake on the train.

4. The railway safety confirmation support system according to any one of claims 1 to 3, wherein The predetermined value of the one-sided amplitude used in the determination process is 2 m / s ２ A railway safety confirmation support system.

Images