Rail track monitoring device and rail interval expansion discrimination device

Abstract

To disclose a technology capable of easily discriminating rail interval expansion.SOLUTION: Imaging means 320 (330) images a range including wheel outer surfaces 231c (241c) of wheels 230 (240) and head unit external surfaces 111c (121c) of head units 111 (121) of rails 110 (120). Image processing means 311 discriminates intervals (expansion amount) M1 (M2) between wheel external surface 231c (241c) of the wheels (230) (240) and head external surfaces 111c (121c) of the rails 110 (120) by image processing an imaged image which is imaged by the imaging means 320 (330). Comparison means 312 compares a set value with the intervals M1 (M2). Rail track discrimination means 314 discriminates a rail track position where rail interval is enlarged based on comparison result of the comparison means 312 and vehicle position detected by a vehicle position detection device 600.SELECTED DRAWING: Figure 7

Description

Technical Field

[0001] The present invention relates to an orbital state monitoring device that monitors the state of an orbit on which a vehicle travels.

Background Art

[0002] In a transportation system including an orbit having rails and a vehicle having wheels that roll along the rails, it is necessary to monitor the state of the orbit in order to ensure safety. For example, since there is a risk of derailment if the rail gap (referred to as "gauge") between the first rail and the second rail constituting the orbit widens, it is necessary to monitor the rail gap. Conventionally, as an orbital state monitoring device that monitors the orbital state such as the rail gap, for example, an orbital state monitoring device disclosed in Patent Document 1 (Japanese Patent Application Laid-Open No. 2019-84955) is known. In the orbital state monitoring device disclosed in Patent Document 1, a plurality of imaging devices attached to a vehicle simultaneously acquire a plurality of imaging images, and the orbital state is monitored by performing image processing on the acquired plurality of imaging images.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] The orbital state monitoring device disclosed in Patent Document 1 monitors the orbital state by attaching a plurality of imaging devices to a vehicle and performing image processing on a plurality of imaging images simultaneously acquired by the plurality of imaging devices. For this reason, the processing is complicated and expensive. An object of the present invention is to provide an orbital state monitoring device that can monitor the orbital state with simple processing at low cost.

Means for Solving the Problem

[0005] The first invention relates to an orbit state monitoring device that monitors an increase in the rail gap between a first rail and a second rail that constitute an orbit. The orbit monitored using the orbit state monitoring device of the present invention extends along the traveling direction of the vehicle and is composed of a first rail and a second rail that are spaced apart in an intersecting direction that intersects the traveling direction of the vehicle. The first rail has a first head portion above. The first head portion has a first head top surface above and a first head outer surface on the side opposite to the second rail along the intersecting direction. The second rail has a second head portion above. The second head portion has a second head top surface above and a second head outer surface on the side opposite to the first rail along the intersecting direction. A vehicle traveling along the orbit has a plurality of first wheels and a plurality of second wheels that are spaced apart in the intersecting direction. The plurality of first wheels have a first wheel tread surface that contacts the first head top surface of the first rail formed on the outer circumference, and along the intersecting direction, a first wheel outer surface is formed on the side opposite to the second wheels from the first wheel tread surface. The plurality of second wheels have a second wheel tread surface that contacts the second head top surface of the second rail formed on the outer circumference, and along the intersecting direction, a second wheel outer surface is formed on the side opposite to the first wheels from the second wheel tread surface. The orbit state monitoring device of the present invention includes a rail gap expansion determination means and an orbit abnormality determination means. The rail interval expansion determination means determines a first interval along the intersection direction between the outer surface of at least one first wheel among a plurality of first wheels and the outer side surface of the first head of the first rail, and a second interval along the intersection direction between the outer surface of at least one second wheel among a plurality of second wheels and the outer side surface of the second head of the second rail. Then, it is determined whether the first interval or the second interval exceeds a set value. The first interval or the second interval corresponds to the rail interval between the first rail and the second rail. The set value is set based on the first interval or the second interval when the rail interval has expanded to a rail interval at which the vehicle may derail. Thereby, the rail interval expansion determination means can determine that the rail interval has expanded to a rail interval at which the vehicle may derail. When the track abnormality determination means determines that the first interval or the second interval exceeds the set value by the rail interval expansion determination means, it determines that the track is in an abnormal state. In the track state monitoring device of the first invention, the track state can be monitored at low cost with simple processing. In a different form of the first invention, it includes vehicle position detection means for detecting the vehicle position along the track of the vehicle. As the vehicle position detection means, known vehicle position detection means can be used. When the track abnormality determination means determines that the first interval or the second interval exceeds the set value by the rail interval expansion determination means, it determines that the track is in an abnormal state at the vehicle position detected by the vehicle position detection means. In this form, the location where the track is in an abnormal state can be easily determined. In a different form of the first invention, at least one first wheel and at least one second wheel are connected to the same axle. In this form, the first interval and the second interval can be easily determined. In a different form of the first invention, the rail interval expansion determination means includes a protrusion amount determination means and a comparison means. The protrusion amount determination means determines, as a first interval, a first protrusion amount in which the top surface of the first head of the first rail protrudes along the intersection direction from the outer surface of the first wheel of at least one first wheel, and determines, as a second interval, a second protrusion amount in which the top surface of the second head of the second rail protrudes along the intersection direction from the outer surface of the second wheel of at least one second wheel. The comparison means compares the first protrusion amount and the second protrusion amount determined by the protrusion amount determination means with a set value, and outputs a comparison result indicating whether the first protrusion amount or the second protrusion amount exceeds the set value. When the comparison result indicating that the first protrusion amount or the second protrusion amount exceeds the set value is output from the comparison means, the track abnormality determination means determines that the track is in an abnormal state. In this embodiment, it is possible to easily determine that the rail interval is expanding. In a different embodiment of the first invention, the protrusion amount determination means includes a first protrusion amount determination means for determining the first protrusion amount and a second protrusion amount determination means for determining the second protrusion amount. In this embodiment, it is possible to easily determine that the rail interval is expanding. In a different embodiment of the first invention, the protrusion amount determination means includes a first imaging means, a second imaging means, and an image processing means. The first imaging means is arranged to be able to image a region (imaging region) including the outer surface of the first wheel of at least one first wheel and the outer side surface of the first head of the first rail. Preferably, the first imaging means is arranged such that the imaging region includes the portion where the tread surface of the first wheel of at least one first wheel and the top surface of the first head of the first rail are in contact. The second imaging means is arranged to be able to image a region (imaging region) including the outer surface of the second wheel of at least one second wheel and the outer side surface of the second head of the second rail. Preferably, the second imaging means is arranged such that the imaging region includes the portion where the tread surface of the second wheel of at least one second wheel and the top surface of the second head of the second rail are in contact. As the first imaging means and the second imaging means, known imaging means can be used. The image processing means determines the first protrusion amount based on the captured image captured by the first imaging means, and also determines the second protrusion amount based on the captured image captured by the second imaging means. As the image processing means, known image processing means can be used. The image processing means can be constituted by a common image processing means for determining the first protrusion amount and the second protrusion amount, or can be constituted by a first image processing means for determining the first protrusion amount and a second image processing means for determining the second protrusion amount. In this embodiment, the first protrusion amount determination means is constituted by the first imaging means and the image processing means, and the second protrusion amount determination means is constituted by the second imaging means and the image processing means. In this embodiment, the rail interval expansion determination means can be configured at low cost. In a different form of the first invention, the protrusion amount determination means includes a first optical sensor, a second optical sensor, and a shape determination means. The first optical sensor is constituted by a first light irradiation means and a first light receiving means. The first light irradiation means is arranged so as to be able to irradiate light to a region (irradiation region) including the outer surface of the first wheel of at least one first wheel and the outer side surface of the first head of the first rail. Preferably, the first light irradiation means is arranged so that the irradiation region includes the portion where the first tread surface of at least one first wheel and the top surface of the first head of the first rail are in contact. The first light receiving means is arranged so as to be able to receive the reflected light obtained by reflecting the light irradiated from the first light irradiation means by an object. The second optical sensor is arranged so as to be able to irradiate light to a region (irradiation region) including the outer surface of the second wheel of at least one second wheel and the outer side surface of the second head of the second rail. Preferably, the second light irradiation means is arranged so that the irradiation region includes the portion where the second tread surface of at least one second wheel and the top surface of the second head of the second rail are in contact. The second light receiving means is arranged so as to be able to receive the reflected light obtained by reflecting the light irradiated from the second light irradiation means by an object. The shape discrimination means discriminates the outer peripheral shapes of the first wheel outer surface of the first wheel and the outer side surface of the first head of the first rail based on the irradiation angle of the light irradiated from the first light irradiation means and the time from when the light is irradiated from the first light irradiation means until the reflected light is received by the first light receiving means, and discriminates the first protrusion amount based on the discriminated outer peripheral shapes of the first wheel outer surface and the outer side surface of the first head. Further, the shape discrimination means discriminates the outer peripheral shapes of the second wheel outer surface of the second wheel and the outer side surface of the second head of the second rail based on the irradiation angle of the light irradiated from the second light irradiation means and the time from when the light is irradiated from the second light irradiation means until the reflected light is received by the second light receiving means, and discriminates the second protrusion amount based on the discriminated outer peripheral shapes of the second wheel outer surface and the outer side surface of the first head. The shape discrimination means can be configured by a common shape discrimination means for discriminating the first protrusion amount and the second protrusion amount, or can be configured by a first shape discrimination means for discriminating the first protrusion amount and a second shape discrimination means for discriminating the second protrusion amount. In this embodiment, the first protrusion amount discrimination means is composed of a first optical sensor and a shape discrimination means, and the second protrusion amount discrimination means is composed of a second optical sensor and a shape discrimination means. In this embodiment, the rail interval expansion discrimination means can be configured at low cost. The second invention relates to a rail interval expansion discrimination device that discriminates that the rail interval between a first rail and a second rail constituting a track has expanded. The first rail and the second rail constituting the track, and the first wheel and the second wheel arranged on the vehicle have the above-described shapes. The protrusion amount discrimination means and the comparison means of the second invention have the same configuration as the above-described protrusion amount discrimination means and comparison means. In the rail interval expansion discrimination device of the second invention, it is possible to discriminate at low cost and with simple processing that the rail interval has expanded.

Effect of the Invention

[0006] By using the track state monitoring device and the rail interval expansion discrimination device of the present invention, it is possible to monitor the track state at low cost and with simple processing.

Brief Description of the Drawings

[0007]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0008] Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIGS. 1 to 8, the traveling direction of the vehicle is indicated by X, the intersection direction (left - right direction) intersecting the traveling direction of the vehicle is indicated by Y, and the up - down direction is indicated by Z. When the vehicle travels on a curved track, the intersection direction Y intersecting the traveling direction changes according to the position along the track (see FIG. 4(b)). In addition, in the embodiments described below, it is assumed that the vehicle 200 travels in the direction of arrow X1. The side of arrow X1 (the front side of the paper surface in FIGS. 1 to 3, FIG. 5, and FIG. 6) is defined as the front side in the traveling direction, and the side of arrow X2 (the back side of the paper surface in FIGS. 1 to 3, FIG. 5, and FIG. 6) is defined as the back side in the traveling direction. Also, the side of arrow Y1 is defined as "left side in the traveling direction", and the side of arrow Y2 is defined as "right side in the traveling direction". Further, the side of arrow Z1 is defined as upward, and the side of arrow Z2 is defined as downward. Of course, the vehicle 200 can also travel in the direction of arrow X2. In this case, the side of arrow X2 becomes the front side in the traveling direction, and the side of arrow X1 becomes the rear side in the traveling direction. Also, the side of arrow Y2 becomes the left side in the traveling direction, and the side of arrow Y1 becomes the right side in the traveling direction.

[0009] First, the track 100 and the vehicle 200 to which the track state monitoring device and the rail interval expansion determination device of the present invention are applied will be described with reference to FIGS. 1 to 3. FIG. 1 is a diagram showing an overview of an example of the track 100 and the vehicle 200. FIG. 2 is a diagram for explaining the rails constituting the track and the wheels of the vehicle. FIG. 3 is an enlarged view of a part of FIG. 2.

[0010] The track 100 has rails 110 and 120 that extend along the traveling direction (X direction) of the vehicle 200 and are spaced apart in the intersecting direction (Y direction) that intersects the traveling direction (X direction).

[0011] The rail 110 has a head 111 on the upper side (arrow Z1 side), a bottom 113 on the lower side (arrow Z2 side), and a web 112 between the head 111 and the bottom 113. The head 111 has a head top surface 111a formed on the upper side, a head inner surface 111b formed along the intersecting direction (Y direction) on the rail 120 side (inner side), and a head outer surface 111c formed on the side opposite to the rail 120 (outer side). On the head top surface 111a, curved chamfers 111d and 111e are formed on the head inner surface 111b side (inner side) and the head outer surface 111c side (outer side) along the intersecting direction.

[0012] The rail 120, similar to the rail 110, has a head 121 on the upper side (arrow Z1 side), a bottom 123 on the lower side (arrow Z2 side), and a web 122 between the head 121 and the bottom 123. The head 121 has a head top surface 121a formed on the upper side, a head inner surface 121b formed along the intersecting direction (Y direction) on the rail 110 side (inner side), and a head outer surface 121c formed on the side opposite to the rail 110 (outer side). On the top surface 121a of the head, curved chamfers 121d and 121e are formed along the intersecting direction on the side of the inner surface 121b of the head (inner side) and the side of the outer surface 121c of the head (outer side).

[0013] The rail gap (referred to as "gauge") A between the rail 110 and the rail 120 is defined by the inner surface 111b of the head of the rail 110 and the inner surface 121b of the head of the rail 120. The rails 110 and 120 are arranged such that the rail gap A becomes a predetermined value. For example, the rail gap A is set to 1067 mm (referred to as "narrow gauge"). The width (referred to as "head width") B of the head 111 (121) of the rail 110 (120) is defined by the inner surface 111b (121b) and the outer surface 111c (121c) of the head of the rail 110 (120). The head width B is the width of the top surface 111a (121a) of the head of the rail. The head width B is set according to the weight per meter of the rail. For example, for a 30 kg rail, it is set to 60 mm. Tolerance dimensions are set above and below the reference value for the dimensions of each part of the rail 110 (120) (with a margin).

[0014] The rail 110 corresponds to the "first rail" of the present invention, the head 111 corresponds to the "first head" of the present invention, the top surface 111a of the head corresponds to the "first top surface of the head" of the present invention, the inner surface 111b of the head corresponds to the "first inner surface of the head" of the present invention, and the outer surface 111c of the head corresponds to the "first outer surface of the head" of the present invention. The rail 120 corresponds to the "second rail" of the present invention, the head 121 corresponds to the "second head" of the present invention, the top surface 121a of the head corresponds to the "second top surface of the head" of the present invention, the inner surface 121b of the head corresponds to the "second inner surface of the head" of the present invention, and the outer surface 121c of the head corresponds to the "second outer surface of the head" of the present invention.

[0015] The vehicle 200 has a vehicle body 210, a plurality of axles 220, a plurality of wheels 230, and a plurality of wheels 240. In this embodiment, a plurality of wheels 230 are arranged on the left side in the traveling direction (arrow Y1 side), and a plurality of wheels 240 are arranged on the right side in the traveling direction (arrow Y2 side). The wheels 230 and the wheels 240 are connected to both ends of the axle 220 to form an axle assembly. The axle assembly is disposed below the vehicle body 210 via a bogie (not shown).

[0016] The wheel 230 is constituted by a rim 231. The rim 231 has a wheel tread 231a on the outer periphery, a wheel inner surface 231b on the wheel 240 side (inner side) along the extending direction (Y direction) of the axle 220, and a wheel outer surface 231c on the side opposite to the wheel 240 (outer side). The wheel tread 231a is inclined such that the outer diameter on the side opposite to the wheel 240 is smaller than the outer diameter on the wheel 240 side along the extending direction of the axle 220. On the wheel tread 231a, a flange 232 protruding toward the outer periphery is formed on the wheel inner surface 231b side (inner side) along the extending direction of the axle 220, and a curved chamfer 231d is formed on the wheel outer surface 231c side (outer side).

[0017] The wheel 240 is similarly constituted by a rim 241. The rim 241 has a wheel tread 241a on the outer periphery, a wheel inner surface 241b on the wheel 230 side (inner side) along the extending direction (Y direction) of the axle 220, and a wheel outer surface 241c on the side opposite to the wheel 230 (outer side). The wheel tread 241a is inclined such that the outer diameter on the side opposite to the wheel 230 is smaller than the outer diameter on the wheel 230 side along the extending direction of the axle 220. On the wheel tread 241a, a flange 242 protruding toward the outer periphery is formed on the wheel inner surface 241b side (inner side) along the extending direction of the axle 220, and a curved chamfer 241d is formed on the wheel outer surface 241c side (outer side).

[0018] The wheel spacing a (referred to as the "distance between the inner surfaces of the wheels") between the wheels 230 and 240 connected to both ends of the axle 220 is defined by the inner wheel surface 231b of the wheel 230 and the inner wheel surface 241b of the wheel 240. The wheel spacing a is set according to the gauge A. For example, when the gauge A is set to 1067 mm, the wheel spacing a is set to 988 mm. The rim width b of the rim 231 (241) of the wheel 230 (240) is set based on the maximum allowable dimension of the axle in the crossing direction (left - right direction), the strength of the rim 231, etc. For example, the rim width b is set to 120 mm. The flange thickness c of the flange 232 (242) of the wheel 230 (240) is set based on the wheel spacing a, etc. For example, when the wheel spacing a is set to 988 mm, the flange thickness c is set to 22 mm. The dimensions of each part of the wheel 230 (240) have allowable dimensions set above and below the reference value (with a margin).

[0019] The wheel 230 corresponds to the "first wheel" of the present invention, the wheel tread 231a corresponds to the "first wheel tread" of the present invention, the inner wheel surface 231b corresponds to the "first inner wheel surface" of the present invention, and the outer wheel surface 231c corresponds to the "first outer wheel surface" of the present invention. The wheel 240 corresponds to the "second wheel" of the present invention, the wheel tread 241a corresponds to the "second wheel tread" of the present invention, the inner wheel surface 241b corresponds to the "second inner wheel surface" of the present invention, and the outer wheel surface 241c corresponds to the "second outer wheel surface" of the present invention.

[0020] Next, the outline of the track condition monitoring device of the present embodiment will be described with reference to FIGS. 4 to 6. FIG. 4(a) is a diagram for explaining a straight track, and FIG. 4(b) is a diagram for explaining a curved track. FIG. 5 is a diagram for explaining the operation of the track condition monitoring device of the present embodiment when the vehicle is traveling on a straight track. FIG. 6 is a diagram for explaining the operation of the track condition monitoring device of the present embodiment when the vehicle is traveling on a curved track. When the gauge A, the head width B of the rail 110, and the wear amount of the head top surface 111a are within the allowable range, the head width B of the rail 120 and the wear amount of the head top surface 121a are within the allowable range, and also when the wheel interval a, the wear amount of the tread surface 231a of the wheel 230, and the wear amount of the tread surface 241a of the wheel 240 are within the allowable range, the rails 110, 120 and the wheels 230, 240 are in the state shown in FIG. 2. In FIG. 2, the tread surface 231a (241a) of the wheel 230 (240) rides on the entire area of the head top surface 111a (121a) of the rail 110 (120). In FIG. 2, the width of the area where the tread surface 231a (241a) rides on the head top surface 111a (121a), that is, the amount of contact of the tread surface 231a (241a) on the head top surface 111a (121a) is the head width B. In this case, there is no risk that either the wheel 230 or the wheel 240 will derail between the rail 110 and the rail 120 (referred to as "derailment within the gauge").

[0021] On the other hand, when the gauge A expands due to decay of the wooden sleeper supporting the rail, the amount of contact of the tread surface 231a of the wheel 230 on the head top surface 111a of the rail 110 or the amount of contact of the tread surface 241a of the wheel 240 on the head top surface 121a of the rail 120 decreases. And as the amount of expansion of the gauge A (displacement amount in the expansion direction) increases, the risk that either the wheel 230 or the wheel 240 will derail within the gauge becomes higher.

[0022] Here, as shown in FIG. 4(a), the straight track on which the vehicle 200 travels straight is composed of the rail 110 and the rail 120 extending linearly. In such a straight track, when the gauge A expands, the state in which the risk that either the wheel 230 or the wheel 240 will derail within the gauge is the highest is a state where the flange of one wheel abuts (including "substantially abuts") against the inner side surface of the head of one rail. FIG. 5 shows a state where the flange 242 of the wheel 240 abuts (including "substantially abuts") against the inner side surface 121b of the head of the rail 120. In FIG. 5, the gauge A1 is enlarged, and the flange 242 of the wheel 240 is in contact with the inner side surface 121b of the head of the rail 120, so that the outer wheel surface 231c of the wheel 230 is shown to be located on the head top surface 111a of the rail 110. That is, the amount of contact of the tread surface 231a of the wheel 230 on the head top surface 111a of the rail 110 has decreased from the head width B shown in FIG. 3 to D shown in FIG. 5. Here, in FIG. 5, the amount of contact D of the tread surface 231a of the wheel 230 on the head top surface 111a of the rail 110 is expressed as [D = (a + b + c) - A1]. Also, when the sum (C + d) of the width d of the chamfer 231d of the wheel 230 and the width C of the chamfer 111d of the head 111 of the rail 110 is 10 mm and the allowable dimension (margin) is 10 mm, the substantial amount of contact S of the tread surface 231a of the wheel 230 on the head top surface 111a of the rail 110 is expressed as [S = D - (C + d)]. On the other hand, as the amount of contact of the tread surface 231a of the wheel 230 on the head top surface 111a decreases, the interval M along the intersecting direction (Y direction) between the outer wheel surface 231c of the wheel 230 and the outer side surface 111c of the head of the rail 110 increases. Similarly, in a state where the gauge A1 is enlarged and the flange 232 of the wheel 230 is in contact (including "substantially in contact") with the inner side surface 111b of the head of the rail 110, the amount of contact of the tread surface 241a of the wheel 240 on the head top surface 121a of the rail 120 decreases from the head width B to D (see FIG. 5). At this time, as the amount of contact of the tread surface 241 of the wheel 240 on the head top surface 121a decreases, the interval M along the intersecting direction (Y direction) between the outer wheel surface 241c of the wheel 240 and the outer side surface 121c of the head of the rail 120 increases.

[0023] Thus, when the gauge A expands, the contact amount of the wheel tread 231a of the wheel 230 on the head top surface 111a of the rail 110 decreases, and the distance M between the outer wheel surface 231c of the wheel 230 and the outer side surface 111c of the head of the rail 110 increases. This distance M is the amount by which the head top surface 111a of the rail 110 protrudes outward (to the side opposite the rail 120 in the intersecting direction (Y direction)) from the outer wheel surface 231c of the wheel 230. Alternatively, the contact amount of the wheel tread 241a of the wheel 240 on the head top surface 121a of the rail 120 decreases, and the distance M between the outer wheel surface 241c of the wheel 240 and the outer side surface 121c of the head of the rail 120 increases. This distance M is the amount by which the head top surface 121a of the rail 120 protrudes outward (to the side opposite the rail 110 in the intersecting direction (Y direction)) from the outer wheel surface 241c of the wheel 240. That is, whether the gauge A has expanded to a state where the possibility of the wheels derailing within the gauge is high can be determined by whether the amount by which the head top surface 111a of the rail 110 protrudes outward (the distance between the outer wheel surface 231c and the outer side surface 111c of the head), M, or the amount by which the head top surface 121a of the rail 120 protrudes outward (the distance between the outer wheel surface 241c and the outer side surface 121c of the head), M, exceeds a set value.

[0024] Also, as shown in Fig. 4(b), the curved track on which the vehicle 200 travels in a curve is composed of the rails 110 and 120 that extend in a curved shape (for example, an arc shape). In such a curved track, a force F acting outward in the curve direction is applied to the vehicle 200 by centrifugal force. Therefore, the outer rail 120 is arranged higher than the inner rail 110, and the track gauge is set longer than the track gauge of a straight track. For example, as shown in FIG. 6, the track is inclined at an angle θ with respect to the horizontal direction. Also, the track gauge A of the curved track is set to A2 (A2 > A1) which is longer than the track gauge A1 of the straight track. The track gauge A2 of the curved track is set according to the curve shape. For example, it is set to be longer than the track gauge A1 of the straight track within a range of 10 mm according to the curve radius. Even when the vehicle 200 travels along a curved track, the state in which the risk of either the wheel 230 or the wheel 240 derailing within the track gauge is highest is a state where the flange of one wheel contacts (including "substantially contacts") the inner surface of the head of one rail. FIG. 6 shows a state where the flange 242 of the wheel 240 contacts the inner surface 121b of the head of the rail 120 arranged on the outside of the curved track. Also, in FIG. 6, the track gauge A2 is enlarged, and a state is shown where the outer surface 231c of the wheel of the wheel 230 is located on the top surface 111a of the head of the rail 110 arranged on the inside of the curved track. That is, the amount of contact of the tread surface 231a of the wheel 230 on the top surface 111a of the head of the rail 110 decreases from the head width B to D. Even when the vehicle 200 travels on a curved track, similar to when it travels on a straight track, whether the track gauge A2 has been enlarged to a state where the possibility of derailing within the track gauge of the wheels is high can be determined by whether the amount of protrusion (the distance between the outer surface 231c of the wheel and the outer surface 111c of the head) M by which the top surface 111a of the head of the rail 110 protrudes outward along the intersecting direction (Y direction) from the outer surface 231c of the wheel 230 or the amount of protrusion (the distance between the outer surface 241c of the wheel and the outer surface 121c of the head) M by which the top surface 121a of the head of the rail 120 protrudes outward along the intersecting direction (Y direction) from the outer surface 241c of the wheel 240 exceeds a set value.

[0025] Since different gauge distances A are set for the straight track and the curved track, it is preferable to compare the protrusion amount (interval) M with different set values according to the state of the track (straight track, curved track). For example, the set value is selected according to the position of the vehicle 200 along the track. On the other hand, if the protrusion amount (interval) M can be compared with a common set value regardless of the state of the track, the discrimination process for the expansion of the gauge distance A will be simplified. Here, the gauge distance A2 on the curved track is longer than the gauge distance A1 on the straight track. Therefore, by discriminating the expansion of the gauge on the curved track, the expansion of the gauge on the straight track can also be discriminated. In this embodiment, as the set value for comparison with the protrusion amount (interval) M, the set value for the curved track is used. Note that even when using the set value for the curved track, there is no particular problem by setting the set value for the curved track so that the difference from the set value for the straight track is within the allowable dimension (margin) range of the gauge distance A. In this embodiment, the expansion of the gauge distance A is discriminated by whether the head top surface 111a (121a) of the rail 110 (120) protrudes from the outer wheel surface 231c (241c) of the wheel 230 (240), that is, whether the interval M between the outer wheel surface 231c (241c) of the wheel and the outer side surface 111c (121c) of the head of the rail 110 (120) exceeds the set value. As the set value, the set value for the curved track with the maximum curvature is used.

[0026] Next, the configuration of the first embodiment of the track state monitoring device of the present invention will be described with reference to FIG. 7. FIG. 7 is a block diagram of the track state monitoring device 300 of the first embodiment. The track state monitoring device 300 of the first embodiment includes a processing means 310, imaging means 320, 330, a vehicle position indicator output means 340, a storage means 350, an input means 360, a display means 370, a printing means 380, and the like. Each means is connected via a wired communication line or a wireless communication line.

[0027] As the imaging means 320, 330, known imaging means such as a CCD camera can be used. The imaging means 320 is arranged to be able to image an area (imaging area) including the outer wheel surface 231c of the wheel 230 and the outer side surface 111c of the head of the rail 110 so that it can determine the protruding amount M1 (the distance between the outer wheel surface 231c of the wheel 230 and the outer side surface 111c of the head of the rail 110) by which the head top surface 111a of the rail 110 protrudes from the outer wheel surface 231c of the wheel 230. Preferably, the imaging means 320 is arranged so that the contact portion between the tread surface 231a of the wheel 230 and the head top surface 111a of the rail 110 is included in the imaging area. The imaging means 330 is arranged to be able to image an area (imaging area) including the outer wheel surface 241c of the wheel 240 and the outer side surface 121c of the head of the rail 120 so that it can determine the protruding amount M2 (the distance between the outer wheel surface 241c of the wheel 240 and the outer side surface 121c of the head of the rail 120) by which the head top surface 121a of the rail 120 protrudes from the outer wheel surface 241c of the wheel 240. Preferably, the imaging means 330 is arranged so that the contact portion between the tread surface 241a of the wheel 240 and the head top surface 121a of the rail 120 is included in the imaging area. The imaging information captured by the imaging means 320 and 330 is stored in the storage means 350.

[0028] As the storage means 350, known storage means such as ROM and RAM can be used. The storage means 350 stores a program for executing the processing of each means, information acquired by each means (for example, imaging information captured by the imaging means 320 and 330, information output from the vehicle position indicator output means 340), information used by each means, or the processing results of each means, etc. As the input means 360, a keyboard, a touch panel, a reading means for reading information stored in a storage medium, etc. are used. As the display means 370, known display means such as a liquid crystal display device can be used. Various information is displayed on the display means 370. As the printing means 380, known printing means can be used. Using the printing means 380, various information is printed out.

[0029] The processing means 310 is constituted by a CPU or the like. The processing means 310 includes an image processing means 311, a comparison means 312, a vehicle position determination means 313, a track abnormality determination means 314, and the like. The number of CPUs for executing the processing of each means can be appropriately selected including 1. For example, the processing of each means can be executed by one CPU. Alternatively, the processing of each means can also be processed using a CPU corresponding to each. When using a plurality of CPUs, they can be arranged in one place or in different places.

[0030] Based on the captured image captured by the imaging means 320 and stored in the storage means 350, the image processing means 311 determines the amount M1 by which the outer side surface 111c of the head of the rail 110 protrudes from the outer surface 231c of the wheel of the wheel 230 in the direction (Y direction) intersecting with the rail 120 and on the opposite side (outer side) of the rail 120, that is, the interval M1 along the intersecting direction (Y direction) between the outer surface 231c of the wheel of the wheel 230 and the outer side surface 111c of the head of the rail 110. Further, based on the captured image captured by the imaging means 330 and stored in the storage means 350, the image processing means 311 determines the amount M2 by which the outer side surface 121c of the head of the rail 120 protrudes from the outer surface 241c of the wheel of the wheel 240 in the direction (Y direction) intersecting with the rail 110 and on the opposite side (outer side) of the rail 110, that is, the interval M2 along the intersecting direction (Y direction) between the outer surface 241c of the wheel of the wheel 240 and the outer side surface 121c of the head of the rail 120. As an image processing method for determining the protrusion amounts (intervals) M1 and M2 based on the image information by the image processing means 311, a known image processing method can be used. Note that the image processing means 311 can also directly perform image processing on the captured images captured by the imaging means 320 and 330 to determine the protrusion amounts (intervals) M1 and M2. The image processing means 311 may include a first image processing means for determining the protrusion amount (interval) M1 and a second image processing means for determining the protrusion amount (interval) M2.

[0031] In this embodiment, the protrusion amount (interval) M1 corresponds to the "first protrusion amount" or "first interval" of the present invention, and the protrusion amount (interval) M2 corresponds to the "second protrusion amount" or "second interval" of the present invention. The imaging means 320, imaging means 330, image processing means 311, and storage means 350 constitute a "protrusion amount discrimination device for discriminating the first protrusion amount and the second protrusion amount" or an "interval discrimination device for discriminating the first interval and the second interval". The imaging means 320, image processing means 311, and storage means 350 constitute a "first protrusion amount discrimination device for discriminating the first protrusion amount" or a "first interval discrimination device for discriminating the first interval". The imaging means 330, image processing means 311, and storage means 350 constitute a "second protrusion amount discrimination device for discriminating the second protrusion amount" or a "second interval discrimination device for discriminating the second interval". The protrusion amount discrimination device 400 corresponds to the "protrusion amount discrimination means" or "interval discrimination means" of the present invention.

[0032] The comparison means 312 compares the protrusion amounts (intervals) M1 and M2 discriminated by the image processing means 311 with the set values, and outputs a comparison result indicating whether the protrusion amount (interval) M1 or M2 exceeds the set value.

[0033] The vehicle position discrimination means 313 discriminates the position along the track of the vehicle 200 based on the vehicle position index output from the vehicle position index output means 340 and the map information of each position along the track stored in the storage means 350. As the vehicle position index output means 340, a known vehicle position index output means for outputting a vehicle position index indicating the position of the vehicle can be used. For example, a position signal output means that outputs a pulse signal in response to the rotation of the wheels 230 or 240 is used. In this case, the traveling distance from the reference position can be discriminated based on the count number of the pulse signal from the reference position and the traveling distance per pulse. Alternatively, azimuth information indicating the vehicle position can be obtained by using a GPS receiver. A vehicle position detection device 600 for detecting the vehicle position along the track 100 of the vehicle 200 is constituted by a vehicle position indicator output means 340, a memory means 350, and a vehicle position determination means 313. The vehicle position detection device 600 corresponds to the "vehicle position detection means" of the present invention. When the imaging information captured by the imaging means 320 and 330 and the vehicle position indicator output from the vehicle position indicator output means 340 determine that the track gauge is expanded, the location where the track gauge is expanded (vehicle position along the track) can be determined and stored in the memory means 350 in time synchronization.

[0034] When the comparison result output from the comparison means 312 (rail interval expansion discrimination device 500) indicates that the protrusion amount (interval) M1 or M2 exceeds the set value, the track abnormality discrimination means 314 determines that the track 100 is in an abnormal state (the track gauge is expanded) at the vehicle position discriminated (detected) by the vehicle position determination means 313 (vehicle position detection device 600). For example, the vehicle position and the abnormal signal indicating that the protrusion amount (interval) M1 or M2 exceeds the set value are stored in the memory means 350. Also, the abnormal state can be displayed on the display means 370 or printed out from the printing means 380.

[0035] In the track state monitoring device 300 of the first embodiment, the protrusion amounts (intervals) M1 and M2 are discriminated based on the captured images captured by the imaging means 320 and 330, but the method for discriminating the protrusion amounts (intervals) M1 and M2 is not limited to this. The track state monitoring device 300 of the second embodiment will be described with reference to FIG. 8. FIG. 8 is a block diagram of the track state monitoring device 300 of the second embodiment. The configuration of the protrusion amount discrimination device 400 of the second embodiment is different from that of the track state monitoring device 300 of the first embodiment. Therefore, only the configuration of the protrusion amount discrimination device 400 will be described below. The protrusion amount discrimination device 400 of the present embodiment has optical sensors 720 and 730 and a shape discrimination means 315. The optical sensor 720(730) irradiates light and receives the reflected light reflected by an object when the irradiated light hits the object, thereby discriminating the position and outer peripheral shape of the object. As the optical sensor 720(730), a known optical sensor can be used. For example, a LiDAR (Light Detection and Ranging) disclosed in Japanese Patent Application Laid-Open No. 2007-214564 can be used.

[0036] The optical sensor 720(730) includes a light irradiation means 721(731) capable of irradiating light and a light receiving means 722(732) capable of receiving light (reflected light). The light irradiation means 721(731) irradiates, for example, pulsed laser light while changing the irradiation angle. The light receiving means 722(732) receives, for example, the reflected laser light when the laser light irradiated from the light irradiation means 721(731) is reflected by an object. The light irradiation means 721 is arranged so as to be able to irradiate laser light to a region (irradiation region) including the outer wheel surface 231c of the wheel 230 and the outer side surface 111c of the head of the rail 110 so that the amount of protrusion (interval) M1 can be discriminated. Preferably, the light irradiation means 721 is arranged so that the contact portion between the tread surface 231a of the wheel 230 and the top surface 111a of the head of the rail 110 is included in the irradiation region. The light irradiation means 731 is arranged so as to be able to irradiate laser light to a region (irradiation region) including the outer wheel surface 241c of the wheel 240 and the outer side surface 121c of the head of the rail 120 so that the amount of protrusion (interval) M2 can be discriminated. Preferably, the light irradiation means 731 is arranged so that the contact portion between the tread surface 241a of the wheel 240 and the top surface 121a of the head of the rail 120 is included in the irradiation region. The irradiation angle of the laser light irradiated from the light irradiation means 721(731) and the time (reflection time) from when the laser light is irradiated from the light irradiation means 721(731) until the reflected laser light is received by the light receiving means 722(732) are stored in the storage means 350. The shape discrimination means 315 discriminates the direction of the object and the distance to the object based on the irradiation angle of the laser light and the time (reflection time) from when the laser light is irradiated until the reflected laser light is received. For example, when the reflection time from when the laser light is irradiated at the irradiation angle αn with respect to the traveling direction until the reflected laser light is received is tn, the shape of an object existing at a position away from the direction of the angle αn with respect to the traveling direction by a distance Ln [= tn × the speed v of the laser light / 2] is discriminated. In the present embodiment, the shape discrimination means 315 discriminates the outer peripheral shapes of the wheel outer surfaces 231c (241c) of the wheels 230 (240) and the outer side surfaces 111c (121c) of the heads of the rails 110 (120). Furthermore, the shape discrimination means 315 discriminates the amount of protrusion (interval) M1 (M2) by which the head top surfaces 111a (121a) of the heads of the rails 110 (120) protrude from the wheel outer surfaces 231c (241c) of the wheels 230 (240) based on the discriminated outer peripheral shapes of the wheel outer surfaces 231c (241c) of the wheels 230 (240) and the outer side surfaces 111c (121c) of the heads of the rails 110 (120). Note that the shape discrimination means 315 can also directly process the irradiation angle of the light irradiated from the light irradiation means 721 (731) and the time (reflection time) from when the light is irradiated from the light irradiation means 721 (731) until the reflected light is received by the light receiving means 722 (732) to discriminate the amount of protrusion (interval) M1 and M2. The shape discrimination means 315 may include a first shape discrimination means for discriminating the amount of protrusion (interval) M1 and a second shape discrimination means for discriminating the amount of protrusion (interval) M2.

[0037] In the present embodiment, the optical sensor 720 corresponds to the "first optical sensor" of the present invention, the light irradiation means 721 corresponds to the "first light irradiation means" of the present invention, and the light receiving means 722 corresponds to the "first light receiving means" of the present invention. The optical sensor 730 corresponds to the "second optical sensor" of the present invention, the light irradiation means 731 corresponds to the "second light irradiation means" of the present invention, and the light receiving means 732 corresponds to the "second light receiving means" of the present invention. The light sensors 720, 730, the shape discrimination means 315, and the storage means 350 constitute a "protrusion amount discrimination device for discriminating the first protrusion amount and the second protrusion amount" or an "interval discrimination device for discriminating the first interval and the second interval". The light sensor 720, the shape discrimination means 315, and the storage means 350 constitute a "first protrusion amount discrimination device for discriminating the first protrusion amount" or a "first interval discrimination device for discriminating the first interval". The light sensor 730, the shape discrimination means 315, and the storage means 350 constitute a "second protrusion amount discrimination device for discriminating the second protrusion amount" or a "second interval discrimination device for discriminating the second interval". The time when the light sensors 720 and 730 irradiate light, the irradiation angle, the reflection time until the reflected light is received, and the vehicle position index output from the vehicle position index output means 340 are stored in the storage means 350 in time synchronization so that when it is determined that the track gauge is expanding, the location where the track gauge is expanding (the vehicle position along the track) can be determined.

[0038] Also, in the above embodiments, the case where each means constituting the track state monitoring device 300 is provided in the vehicle 200 has been described. However, a part of each means constituting the track state monitoring device 300 can also be provided outside the vehicle 200. For example, the imaging means 320, 330 (light sensors 720, 730), the vehicle position index output means 340, and the storage means 350 can be provided in the vehicle 200, and the image processing means 311 (shape discrimination means 315), the comparison means 312, the vehicle position discrimination means 313, the track abnormality discrimination means 314, etc. can be provided outside the vehicle 200. In this case, the captured images captured by the imaging means 320, 330 (the irradiation angle of the light irradiated from the light sensors 720, 730 and the reflection time of the reflected light received by the light sensors 720, 730), and the vehicle position index from the vehicle position index output means 340 are stored in the storage means 350. Then, outside the vehicle 200, the abnormal state of the track and the expansion of the rail interval are discriminated using the information (captured image or irradiation angle and reflection time, vehicle position index) stored in the storage means 350.

[0039] The present invention can also be configured as follows. (Aspect 1) An orbital condition monitoring device that monitors the condition of a track composed of a first rail and a second rail that extend along the traveling direction of a vehicle and are spaced apart in an intersecting direction that intersects the traveling direction, The first rail has a first head portion above, and the first head portion has a first head top surface above and a first head outer surface on the side opposite to the second rail along the intersecting direction. The second rail has a second head portion above, and the second head portion has a second head top surface above and a second head outer surface on the side opposite to the first rail along the intersecting direction. The vehicle has a plurality of first wheels and a plurality of second wheels that are spaced apart in the intersecting direction. The plurality of first wheels have a first wheel tread surface that abuts against the first head top surface of the first rail formed on the outer periphery, and along the intersecting direction, a first wheel outer surface is formed on the side opposite to the second wheel from the first wheel tread surface. The plurality of second wheels have a second wheel tread surface that abuts against the second head top surface of the second rail formed on the outer periphery, and along the intersecting direction, a second wheel outer surface is formed on the side opposite to the first wheel from the second wheel tread surface. It includes a rail interval expansion determination means and a track abnormality determination means. The rail interval expansion determination means determines a first interval along the intersecting direction between the first wheel outer surface of at least one of the plurality of first wheels and the first head outer surface of the first rail, and a second interval along the intersecting direction between the second wheel outer surface of at least one of the plurality of second wheels and the second head outer surface of the second rail, and determines whether the first interval or the second interval exceeds a set value. The track abnormality determination means is characterized in that when it is determined by the rail interval expansion determination means that the first interval or the second interval exceeds the set value, it determines that the track is in an abnormal state. (Aspect 2) The track state monitoring device according to Aspect 1, comprising vehicle position detection means for detecting the vehicle position along the track of the vehicle, wherein the track abnormality determination means determines that the track is in an abnormal state at the vehicle position detected by the vehicle position detection means when it is determined by the rail interval expansion determination means that the first interval or the second interval exceeds the set value. The track state monitoring device is characterized by this. (Aspect 3) The track state monitoring device according to Aspect 1 or 2, wherein the at least one first wheel and the at least one second wheel are connected to the same axle. The track state monitoring device is characterized by this. (Aspect 4) The track state monitoring device according to any one of Aspects 1 to 3, wherein the rail interval expansion determination means includes a protrusion amount determination means and a comparison means, wherein the protrusion amount determination means determines the first protrusion amount, in which the top surface of the first head of the first rail protrudes along the intersection direction from the outer surface of the first wheel of the at least one first wheel, as the first interval, and determines the second protrusion amount, in which the top surface of the second head of the second rail protrudes along the intersection direction from the outer surface of the second wheel of the at least one second wheel, as the second interval, and the comparison means compares the first protrusion amount and the second protrusion amount determined by the protrusion amount determination means with the set value, and outputs a comparison result indicating whether the first protrusion amount or the second protrusion amount exceeds the set value, wherein the track abnormality determination means determines that the track is in an abnormal state when a comparison result indicating that the first protrusion amount or the second protrusion amount exceeds the set value is output from the comparison means. The track state monitoring device is characterized by this. (Aspect 5) The track state monitoring device according to Aspect 4, The amount-of-protrusion determination means includes a first amount-of-protrusion determination means for determining the first amount of protrusion and a second amount-of-protrusion determination means for determining the second amount of protrusion. A track state monitoring device characterized by this. (Aspect 6) A track state monitoring device according to Aspect 5, The amount-of-protrusion determination means includes a first imaging means, a second imaging means, and an image processing means. The first imaging means is arranged so as to be able to image a region including the outer surface of the first wheel of the first wheel and the outer side surface of the first head of the first rail. The second imaging means is arranged so as to be able to image a region including the outer surface of the second wheel of the second wheel and the outer side surface of the second head of the second rail. The image processing means determines the first amount of protrusion based on the captured image captured by the first imaging means, and also determines the second amount of protrusion based on the captured image captured by the second imaging means. The first amount-of-protrusion determination means is constituted by the first imaging means and the image processing means. The second amount-of-protrusion determination means is constituted by the second imaging means and the image processing means. A track state monitoring device characterized by this. (Aspect 7) A track state monitoring device according to Aspect 5, The amount-of-protrusion determination means includes a first optical sensor, a second optical sensor, and a shape determination means. The first optical sensor includes a first light irradiation means capable of irradiating light to a region including the outer surface of the first wheel of the first wheel and the outer side surface of the first head of the first rail, and a first light receiving means capable of receiving reflected light obtained by reflecting the light irradiated from the first light irradiation means by an object. The second optical sensor includes a second light irradiation means capable of irradiating light to a region including the outer surface of the second wheel of the second wheel and the outer side surface of the second head of the second rail, and a second light receiving means capable of receiving reflected light obtained by reflecting the light irradiated from the second light irradiation means by an object. The shape discrimination means discriminates the shape of the outer surface of the first wheel of the first wheel and the outer surface of the first head of the first rail based on the irradiation angle of the light irradiated from the first light irradiation means and the time from when the light is irradiated from the first light irradiation means until the reflected light is received by the first light receiving means, discriminates the first protrusion amount based on the discriminated outer peripheral shape, and also discriminates the shape of the outer surface of the second wheel of the second wheel and the outer surface of the second head of the second rail based on the irradiation angle of the light irradiated from the second light irradiation means and the time from when the light is irradiated from the second light irradiation means until the reflected light is received by the second light receiving means, and discriminates the second protrusion amount based on the discriminated outer peripheral shape. The first protrusion amount discrimination means is constituted by the first optical sensor and the shape discrimination means. The second protrusion amount discrimination means is characterized in that it is constituted by the second optical sensor and the shape discrimination means, and is an orbital state monitoring device. (Aspect 8) A rail interval expansion discrimination device that discriminates that the rail interval between a first rail and a second rail that extend along the traveling direction of the vehicle and are arranged at intervals in an intersecting direction intersecting the traveling direction has expanded. The first rail has a first head portion upward, the first head portion has a first head top surface upward, and has a first head outer surface on the side opposite to the second rail along the intersecting direction. The second rail has a second head portion upward, the second head portion has a second head top surface upward, and has a second head outer surface on the side opposite to the first rail along the intersecting direction. The vehicle has a plurality of first wheels and a plurality of second wheels that are spaced apart in the intersecting direction. The plurality of first wheels have a first wheel tread surface that abuts against the top surface of the first head of the first rail formed on the outer periphery, and along the intersecting direction, a first wheel outer surface is formed on the side opposite to the second wheels from the first wheel tread surface. The plurality of second wheels have a second wheel tread surface that abuts against the top surface of the second head of the second rail formed on the outer periphery, and along the intersecting direction, a second wheel outer surface is formed on the side opposite to the first wheels from the second wheel tread surface. including an overhang amount determination means and a comparison means; The overhang amount determination means determines a first overhang amount in which the top surface of the first head of the first rail protrudes along the intersecting direction from the first wheel outer surface of at least one of the plurality of first wheels, and determines a second overhang amount in which the top surface of the second head of the second rail protrudes along the intersecting direction from the second wheel outer surface of at least one of the plurality of second wheels. The comparison means compares the first overhang amount and the second overhang amount determined by the overhang amount determination means with a set value, and outputs a comparison result indicating that the rail interval is expanding when the first overhang amount or the second overhang amount exceeds the set value. A rail interval expansion determination device characterized by this. (Aspect 9) A rail interval expansion determination device according to Aspect 8, wherein the overhang amount determination means includes a first overhang amount determination means for determining the first overhang amount and a second overhang amount determination means for determining the second overhang amount. A rail interval expansion determination device characterized by this. (Aspect 10) A rail interval expansion determination device according to Aspect 9, wherein the overhang amount determination means includes a first imaging means, a second imaging means, and an image processing means. The first imaging means is arranged to be able to image a region including the first wheel outer surface of the first wheel and the outer side surface of the first head of the first rail. The second imaging means is arranged to be able to image an area including the outer surface of the second wheel of the second wheel and the outer side surface of the second head of the second rail. The image processing means determines the first amount of protrusion based on the captured image captured by the first imaging means, and also determines the second amount of protrusion based on the captured image captured by the second imaging means. The first protrusion amount determination means is constituted by the first imaging means and the image processing means. The second protrusion amount determination means is characterized in that it is constituted by the second imaging means and the image processing means, a rail interval expansion determination device. (Aspect 11) The rail interval expansion determination device according to Aspect 9, The protrusion amount determination means includes a first optical sensor, a second optical sensor, and a shape determination means. The first optical sensor includes a first light irradiation means capable of irradiating light to an area including the outer surface of the first wheel of the first wheel and the outer side surface of the first head of the first rail, and a first light receiving means capable of receiving reflected light obtained by reflecting the light irradiated from the first light irradiation means by an object. The second optical sensor includes a second light irradiation means capable of irradiating light to an area including the outer surface of the second wheel of the second wheel and the outer side surface of the second head of the second rail, and a second light receiving means capable of receiving reflected light obtained by reflecting the light irradiated from the second light irradiation means by an object. The shape determination means determines the shape of the outer surface of the first wheel of the first wheel and the outer side surface of the first head of the first rail based on the irradiation angle of the light irradiated from the first light irradiation means and the time from when the first light irradiation means irradiates light until the first light receiving means receives the reflected light, and determines the first protrusion amount based on the determined outer peripheral shape. Also, the shape of the outer surface of the second wheel of the second wheel and the outer side surface of the second head of the second rail is determined based on the irradiation angle of the light irradiated from the second light irradiation means and the time from when the second light irradiation means irradiates light until the second light receiving means receives the reflected light, and the second protrusion amount is determined based on the determined outer peripheral shape. The first protrusion amount determination means is composed of the first optical sensor and the shape determination means, The second protrusion amount determination means is characterized in that it is composed of the second optical sensor and the shape determination means, and is an orbital state monitoring device.

[0040] The present invention is not limited to the configuration described in the embodiments, and various changes, additions, and deletions are possible. In the embodiment, the abnormal state of the track or the determination of the widened rail interval and the determination of the vehicle position are performed, but it is also possible to configure it to perform only the determination of the abnormal state of the track or the widened rail interval. In the embodiment, the intervals (protrusion amounts) M1 and M2 are compared with a common set value, but the set value can also be changed according to the position along the track. The plurality of configurations described in the embodiments can be used alone, or a plurality of appropriately selected configurations can be combined and used.

Explanation of symbols

[0041] 100 Track 110, 120 Rails 111, 121 Heads 111a, 121a Top surfaces of the heads 111b, 121b Inner surfaces of the heads 111c, 121c Outer surfaces of the heads 111d, 111e, 121d, 121e Chamfers 112, 122 Bellies 113, 123 Bottoms 200 Vehicle 210 Car body 220 Axle 230, 240 Wheels 231, 241 Rims 231a, 241a Wheel treads 231b, 241b Inner surfaces of the wheels 231c, 241c Outer surfaces of the wheels 231d, 241d Chamfers 232, 242 Flanges 300 Orbital state monitoring device 310 Processing means 311 Image processing means 312 Comparison means 313 Vehicle position determination means 314 Track abnormality determination means 320, 330 Imaging means 340 Vehicle position indicator output means 350 Memory means 360 Input means 370 Display means 380 Printing means 400 Protrusion amount determination device 500 Rail interval expansion determination device 600 Vehicle position detection device 720, 730 Optical sensors 721, 731 Light irradiation means 722, 732 Light receiving means

Claims

1. An orbit state monitoring device for monitoring the state of an orbit composed of a first rail and a second rail that extend along the traveling direction of a vehicle and are spaced apart in an intersecting direction intersecting the traveling direction, The first rail has a first head portion above, and the first head portion has a first head top surface above, and has a first head outer surface on the side opposite to the second rail along the intersecting direction, The second rail has a second head portion above, and the second head portion has a second head top surface above, and has a second head outer surface on the side opposite to the first rail along the intersecting direction, The vehicle has a plurality of first wheels and a plurality of second wheels that are spaced apart in the intersecting direction. The plurality of first wheels have a first wheel tread surface that abuts against the first head top surface of the first rail formed on the outer periphery, and along the intersecting direction, a first wheel outer surface is formed on the side opposite to the second wheel from the first wheel tread surface. The plurality of second wheels have a second wheel tread surface that abuts against the second head top surface of the second rail formed on the outer periphery, and along the intersecting direction, a second wheel outer surface is formed on the side opposite to the first wheel from the second wheel tread surface, Comprising rail interval expansion determination means and orbit abnormality determination means, The rail interval expansion determination means determines a first interval along the intersecting direction between the first wheel outer surface of at least one of the plurality of first wheels and the first head outer surface of the first rail, and a second interval along the intersecting direction between the second wheel outer surface of at least one of the plurality of second wheels and the second head outer surface of the second rail, and determines whether the first interval or the second interval exceeds a set value, The orbit abnormality determination means is characterized in that when it is determined by the rail interval expansion determination means that the first interval or the second interval exceeds the set value, it determines that the orbit is in an abnormal state. Orbit state monitoring device.

2. The orbit state monitoring device according to claim 1, Comprising vehicle position detection means for detecting the vehicle position along the orbit of the vehicle. The track abnormality determination means determines that the track is in an abnormal state at the vehicle position detected by the vehicle position detection means when it is determined by the rail interval expansion determination means that the first interval or the second interval exceeds the set value. A track condition monitoring device characterized by the above.

3. The track condition monitoring device according to claim 1, wherein the at least one first wheel and the at least one second wheel are connected to the same axle. A track condition monitoring device characterized by the above.

4. The track condition monitoring device according to any one of claims 1 to 3, wherein the rail interval expansion determination means includes a protrusion amount determination means and a comparison means, the protrusion amount determination means determines the first protrusion amount, in which the top surface of the first head of the first rail protrudes along the intersection direction from the outer surface of the first wheel of the at least one first wheel, as the first interval, and determines the second protrusion amount, in which the top surface of the second head of the second rail protrudes along the intersection direction from the outer surface of the second wheel of the at least one second wheel, as the second interval, the comparison means compares the first protrusion amount and the second protrusion amount determined by the protrusion amount determination means with the set value, and outputs a comparison result indicating whether the first protrusion amount or the second protrusion amount exceeds the set value, the track abnormality determination means determines that the track is in an abnormal state when a comparison result indicating that the first protrusion amount or the second protrusion amount exceeds the set value is output from the comparison means. A track condition monitoring device characterized by the above.

5. The track condition monitoring device according to claim 4, wherein the protrusion amount determination means includes a first protrusion amount determination means for determining the first protrusion amount and a second protrusion amount determination means for determining the second protrusion amount. A track condition monitoring device characterized by the above.

6. The track condition monitoring device according to claim 5, wherein the protrusion amount determination means includes a first imaging means, a second imaging means, and an image processing means, the first imaging means is arranged to be able to image a region including the outer surface of the first wheel of the at least one first wheel and the outer side surface of the first head of the first rail, the second imaging means is arranged to be able to image an area including the second wheel outer surface of the at least one second wheel and the second head outer surface of the second rail, the image processing means determines the first amount of protrusion based on the image captured by the first imaging means, and determines the second amount of protrusion based on the image captured by the second imaging means; the first protrusion amount determination means is composed of the first imaging means and the image processing means, A track condition monitoring device, wherein the second protrusion amount determining means is composed of the second imaging means and the image processing means.

7. 6. The track condition monitoring device according to claim 5, the protrusion amount determination means includes a first optical sensor, a second optical sensor, and a shape determination means; the first optical sensor includes a first light irradiating means capable of irradiating light onto an area including the first wheel outer surface of the at least one first wheel and the first head outer surface of the first rail, and a first light receiving means capable of receiving light reflected from an object from the light irradiated by the first light irradiating means, the second optical sensor includes: a second light irradiating means capable of irradiating light onto an area including the second wheel outer surface of the at least one second wheel and the second head outer surface of the second rail; and a second light receiving means capable of receiving light reflected from an object from the light irradiated by the second light irradiating means, the shape discrimination means discriminates the outer peripheral shapes of the first wheel outer surface of the first wheel and the first head outer surface of the first rail based on the irradiation angle of light irradiated from the first light irradiating means and the time from when the first light irradiating means irradiates light until the first light receiving means receives reflected light, and discriminates the first protrusion amount based on the discriminated outer peripheral shapes; and discriminates the outer peripheral shapes of the second wheel outer surface of the second wheel and the second head outer surface of the second rail based on the irradiation angle of light irradiated from the second light irradiating means and the time from when the second light irradiating means irradiates light until the second light receiving means receives reflected light, and discriminates the second protrusion amount based on the discriminated outer peripheral shapes; the first protrusion amount determination means is composed of the first optical sensor and the shape determination means, The above-described second protrusion amount determination means is constituted by the second optical sensor and the shape determination means, and is an orbital state monitoring device.

8. A rail interval expansion determination device that determines that the rail interval between a first rail and a second rail, which extend along the traveling direction of a vehicle and are arranged at intervals in an intersecting direction intersecting the traveling direction, has expanded, The first rail has a first head portion above, and the first head portion has a first head top surface above, and has a first head outer surface on the side opposite to the second rail along the intersecting direction, The second rail has a second head portion above, and the second head portion has a second head top surface above, and has a second head outer surface on the side opposite to the first rail along the intersecting direction, The vehicle has a plurality of first wheels and a plurality of second wheels arranged at intervals in the intersecting direction. The plurality of first wheels have a first wheel tread surface formed on the outer periphery that abuts against the first head top surface of the first rail, and along the intersecting direction, a first wheel outer surface is formed on the side opposite to the second wheels from the first wheel tread surface. The plurality of second wheels have a second wheel tread surface formed on the outer periphery that abuts against the second head top surface of the second rail, and along the intersecting direction, a second wheel outer surface is formed on the side opposite to the first wheels from the second wheel tread surface. It includes a protrusion amount determination means and a comparison means. The protrusion amount determination means determines a first protrusion amount in which the first head top surface of the first rail protrudes along the intersecting direction from the first wheel outer surface of at least one of the plurality of first wheels, and determines a second protrusion amount in which the second head top surface of the second rail protrudes along the intersecting direction from the second wheel outer surface of at least one of the plurality of second wheels. The comparison means compares the first protrusion amount and the second protrusion amount determined by the protrusion amount determination means with a set value, and outputs a comparison result indicating that the rail interval has expanded when the first protrusion amount or the second protrusion amount exceeds the set value. A rail interval expansion determination device characterized by this.

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