Track height adjustment calculation method and repair work implementation support program

Abstract

To provide a track height adjustment amount calculation method capable of calculating a planned lifting amount without carrying out a level survey or the like of a rail surface by an operator.SOLUTION: A track lifting amount calculation method in a track facility management system including a database in which track displacement data acquired by a monitoring device of a track facility, kilometrage information of a rail fastening device, and an actual value of the track lifting amount in the rail fastening device are stored, the method comprises the steps of: reading out track displacement data and kilometer information for a predetermined section from the database and displaying a displacement waveform; calculating a track lifting amount at an acquisition position of the track displacement data from a lifting planed track and a track displacement at the acquisition position of the track displacement data; and calculating the track lifting amount in a rail fastening device based on the track lifting amount at the position where the track displacement data is acquired.SELECTED DRAWING: Figure 6

Description

[Technical Field]

[0001] The present invention relates to a method for calculating the amount of adjustment for track (rail) height, and in particular to a method for calculating the amount of adjustment for rail height for each rail fastening device using rail top surface height measurements obtained by a track material monitoring device that is mounted on a vehicle and runs on the rails to inspect track materials such as rails, sleepers, rail fastening devices, and track pads, and a repair work implementation support program. [Background technology]

[0002] It is known that the height of the rail top surface on railway tracks changes over time as trains run, resulting in a decrease in ride comfort. For this reason, the height of the rail top surface is measured periodically, and on slab tracks, repair work is carried out to adjust the rail surface height by inserting packing of a specified thickness under the rail at each rail fastening device where adjustment is required. In order to carry out repair work to adjust the height of the rail surface, it is necessary to calculate the planned height increase in advance, which was previously calculated by workers conducting level surveys of the rail surface, etc. This required a lot of labor and time, and there was a need to make the work more efficient.

[0003] Incidentally, Patent Document 1 describes an invention relating to a method for estimating the track support state of a track, in which a railroad slab, with sleepers arranged at predetermined intervals along the rail, is supported on a trackbed, using data measured on a train. Patent Document 2, for example, describes a technology for adjusting the height of the rail surface by inserting a packing under the rail, specifically between the underside of the rail and the top surface of the tie plate, in a rail fastening device installed on the sleepers. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Patent No. 7000362 [Patent Document 2] Japanese Patent Application Laid-Open No. 2001-81704 Summary of the Invention [Problem to be solved by the invention]

[0005] In recent years, as shown in Figure 1, track equipment monitoring devices 20 equipped with displacement measuring devices using laser displacement sensors and distance meters, as well as imaging devices, have been mounted on commercial vehicles 10 to inspect track materials such as rails, sleepers, rail fastening devices, and track pads while traveling on rails 11. Inspection vehicles specialized for rail inspection have also been put to practical use. The track equipment monitoring devices 20 are composed of a track displacement monitoring device and a track material monitoring device. Therefore, instead of conducting level surveys of the rail surface, the applicant considered calculating the amount of rail lift using the height measurements of the rail top surface obtained by a track displacement monitoring device mounted on a vehicle.

[0006] However, existing track material monitoring devices are configured to measure and store the height of the rail top surface every kilometer (1 m), and there is a difference between the pitch of the measurement position and the pitch P of the position of the rail fastening device on the sleeper 12 to calculate the planned lift amount. Therefore, it was found that there is an issue in that the measurement values ​​obtained by the monitoring device cannot be used as is to calculate the planned lift amount. Furthermore, when calculating the planned lift amount, the maximum lift amount is determined based on the structure and size of the rail fastening device being used, so it is necessary to ensure that the maximum lift amount is not exceeded even if repair work to adjust the height of the rail surface is repeatedly carried out.

[0007] The present invention has been made in light of the above-mentioned problems, and its purpose is to provide a method for calculating the amount of track height adjustment and a program for supporting repair work that can calculate the planned amount of rail height adjustment without requiring workers to measure the level of the rail surface, thereby reducing the labor and time required to carry out repair work to adjust the height of the rail surface. Another object of the present invention is to provide a method for calculating the amount of track height adjustment and a program for supporting repair work, which can prevent the maximum amount of adjustment specified from being exceeded even when repair work to adjust the height of the rail surface is repeatedly performed. [Means for solving the problem]

[0008] In order to solve the above problems, the present invention provides: A track height adjustment amount calculation method for a track facilities management system including a database storing a plurality of track displacement data linked to kilometer distance information acquired at a first pitch by a monitoring device that is mounted on a vehicle running on a track and acquires information about track facilities, identification information and kilometer distance information linked to each of a plurality of rail fastening devices that are arranged at a second pitch different from the first pitch along the track, and actual values ​​of the track height adjustment amount for each of the plurality of rail fastening devices, a first step of reading out the track displacement data for a predetermined section and the associated kilometre information from the database, and displaying a displacement waveform on a monitor screen; a second step of calculating a track height adjustment amount at the positions where the plurality of track displacement data were obtained, based on the input planned line that is the lifting target and each of the track displacements at the positions where the plurality of track displacement data were obtained; and a third step of calculating the amount of track height adjustment in the rail fastening device by proportionally dividing the amounts of track height adjustment at the positions where two adjacent pieces of track displacement data were obtained in accordance with the ratio between the first pitch and the second pitch, based on the amount of track height adjustment at each of the positions where the plurality of pieces of track displacement data were obtained.

[0009] According to the track height adjustment amount calculation method described above, the planned adjustment amount can be calculated based on track displacement data acquired by the monitoring device, eliminating the need for workers to measure the level of the rail surface, thereby reducing the labor and time required to carry out repair work to adjust the height of the rail surface. Furthermore, by adjusting the track height at the rail fastening device based on the track displacement data acquired by the monitoring device, when carrying out repair work to adjust the height of the rail surface, even if the pitch of the track displacement data acquired by the monitoring device differs from the pitch of the rail fastening device, the planned adjustment amount at the rail fastening device can be calculated from the planned adjustment amount at the position where the track displacement data was acquired. Furthermore, because a displacement waveform based on the track displacement data acquired by the monitoring device is displayed on the monitor screen, it is easy to set the planned line that serves as the work target.

[0010] Here, preferably, the database stores a maximum adjustment amount together with an actual value of the track height adjustment amount of the rail fastening device, a fourth step of adding the track height adjustment amount calculated in the third step and an actual value of the track height adjustment amount at the corresponding position; a fifth step of comparing the sum of the fourth step with the maximum adjustment amount of the corresponding rail fastening device to determine whether lifting is possible; The method further comprises a sixth step of outputting the determination result of the fifth step in association with the track height adjustment amount calculated in the third step.

[0011] According to the above method, if the sum of the track height adjustment amount calculated in the third step and the actual value of the track height adjustment amount at the corresponding position exceeds the maximum adjustment amount for the rail fastening device, it is determined that lifting is not possible and the determination result is output, thereby making it possible to prevent the specified maximum adjustment amount from being exceeded even if repair work to adjust the height of the rail surface is carried out repeatedly.

[0012] Also, preferably, the track is a slab track, and the method comprises a seventh step of determining the number or thickness of packing to be inserted under the track for each rail fastening device in accordance with the track height adjustment amount calculated in the third step. This method makes it easy to determine the packing to be prepared before repair work, shortens the time required for preparation work, and eliminates the need to transport excess packing to the site.

[0013] Also, preferably, before the first step, The system has a repair work priority display process that reads out the track displacement data and the associated mileage information for a specified line from the database, calculates the difference between the track displacement data at the acquisition positions of two adjacent track displacement data, and displays the track displacement data and the associated mileage information in descending order of the calculated difference on a monitor screen. According to this method, the repair work priority is displayed on the monitor, making it easy to determine the sections where repair work should be carried out as a priority, and making it easier to create long-term plans for repair work.

[0014] Furthermore, it is preferable that the identification information of each of the plurality of rail fastening devices and the kilometerage information linked thereto are generated based on images acquired by the monitoring device. According to this method, it is possible to determine the planned adjustment amount in the rail fastening device using only information acquired by an existing monitoring device mounted on a vehicle, and it is possible to eliminate the need to provide a new sensor or camera in the monitoring device.

[0015] In addition, a repair work implementation support program according to another invention of the present application is: a computer constituting a track facilities management system, the computer comprising a database storing a plurality of track displacement data linked to kilometer distance information acquired at a first pitch by a monitoring device that acquires information about track facilities mounted on vehicles running on the track, identification information and kilometer distance information linked to each of a plurality of rail fastening devices that are arranged at a second pitch different from the first pitch along the track, and actual track lift amounts and maximum track lift amounts for each of the plurality of rail fastening devices; a displacement waveform display means for reading out the track displacement data for a predetermined section and the kilometer distance information linked thereto from the database, and displaying a displacement waveform on a monitor screen; a first lifting amount calculation means for calculating a track lifting amount at the acquisition positions of the plurality of track displacement data from the input planned line that is a lifting target and each of the track displacements at the acquisition positions of the plurality of track displacement data; a second lift amount calculation means for calculating a track lift amount in the rail fastening device by proportionally dividing the track lift amounts at two adjacent positions where the track displacement data are obtained in accordance with a ratio between the first pitch and the second pitch, based on the respective track lift amounts at the positions where the plurality of track displacement data are obtained; a lifting feasibility determination means for determining whether or not lifting is possible by comparing the amount of track lifting calculated by the second lifting amount calculation means with a maximum lifting amount of the corresponding rail fastening device; The lifting amount calculating means functions as an output means for outputting the result of the determination by the lifting possibility determining means in correspondence with the amount of track lifting calculated by the second lifting amount calculating means.

[0016] According to the repair work implementation support program described above, the planned adjustment amount can be calculated based on track displacement data acquired by the monitoring device, eliminating the need for workers to measure the level of the rail surface, thereby reducing the effort and time required to carry out repair work to adjust the height of the rail surface. [Effects of the Invention]

[0017] The track height adjustment amount calculation method and repair work support program according to the present invention can calculate the planned adjustment amount without requiring workers to measure the rail surface level, thereby reducing the labor and time required for repair work to adjust the rail surface height. Furthermore, there is an advantage that the maximum adjustment amount can be prevented from being exceeded even when repair work to adjust the rail surface height is repeatedly performed. [Brief explanation of the drawings]

[0018] [Figure 1] FIG. 1 is an explanatory diagram showing how track irregularity is measured by an existing track equipment monitoring device mounted on a vehicle. [Figure 2] FIG. 10 is a diagram showing an example of a displacement waveform and an amount of uplift based on the amount of track irregularity measured every 1 meter by a track irregularity monitoring device. [Figure 3] FIG. 10 is a diagram showing an example of the amount of track lift calculated for each measurement position and the amount of track lift calculated for each rail fastening device. [Figure 4] FIG. 10 is an explanatory diagram showing how to calculate the amount of track lift of a rail fastening device from the amount of track lift at a measurement position in the method for calculating the amount of track lift of an embodiment. [Figure 5] FIG. 5 is an explanatory diagram showing a specific example in which the track lift amount at the measurement position shown in FIG. 4 is converted into the track lift amount of the rail fastening device. [Figure 6] 4 is a flowchart showing a processing procedure of a method for calculating a track lift amount according to an embodiment; [Figure 7] 10 is a diagram showing an example of display of the priority of repair work in the track lifting amount calculation method of the embodiment. FIG. DETAILED DESCRIPTION OF THE INVENTION

[0019] The track height adjustment amount calculation method according to the present invention calculates the amount of track elevation at any location using data collected (acquired) and stored by a track equipment monitoring device mounted on a vehicle, and an embodiment of the method will be described below with reference to the drawings. First, a brief description will be given of an existing track facility monitoring device that acquires data used in the track height adjustment amount calculation method of this embodiment.

[0020] The track equipment monitoring devices that are already in practical use consist of a track displacement monitoring device and a track material monitoring device, and are installed under the floor of commercial trains to collect various measurement data while the trains are in operation. The track displacement monitoring device has the function of shining a laser onto the rail to measure distortion of the track and transmitting the data wirelessly to the Track Maintenance Technology Center, while the track material monitoring device has the function of photographing and storing the condition of the metal fittings that secure the rail and sleepers (rail fastening devices) and the condition of the bolts that connect the rails (fishplate bolts) using a camera that can measure distance and output coordinate information (profile camera) and a camera that can detect shade (line sensor camera).

[0021] One of the items measured by the track displacement monitoring device is the displacement of the rail top surface (hereinafter referred to as track displacement). Existing devices measure the amount of displacement every 1 m in the rail extension direction and store it linked to kilometers (units: meters). Meanwhile, the grayscale data of the line sensor included in the track material monitoring device is acquired continuously in 1 mm widths along the rail extension direction. Therefore, rail fastening devices can be identified by image processing the grayscale data from the line sensor, and the position (units of 0.1 m or less) of the identified rail fastening device can be calculated from position information (units: meters) of a predetermined position (such as the measurement start point) and the number of lines. Therefore, it is possible to assign a number to the identified rail fastening device and store it in a database together with its position information.

[0022] Figure 2(A) shows an example of a graph in which the amount of track irregularity measured by the track irregularity monitoring device is plotted every meter and connected by straight lines to represent the displacement waveform A. As can be seen from Figure 2(A), the amount of track displacement varies depending on the position, so the top surface of the rail is uneven. Therefore, as shown by dashed line B in Figure 2(A), a line is drawn connecting the peaks of any waves, and this is used as the target height (planned line) for the repair work. By taking the difference between displacement waveform A and plan line B, the amount of lifting waveform C shown in Figure 2(B) can be obtained.

[0023] However, the actual track displacement measurements acquired and stored by the track displacement monitoring device are values ​​per kilometer (1 m). Meanwhile, the installation interval (pitch) P of rail fastening devices varies depending on the line class, but for a Class 1 line, it is roughly half (50-odd centimeters) of the displacement measurement pitch (1 m), as shown in Figure 1. Therefore, the amount of track lift determined based on the displacement measurement values ​​is as shown in Figure 3(A). In Figure 3(A), an example of the installation location of the rail fastening devices is shown by an upward arrow below the horizontal axis. It can be seen from the figure that in most cases the displacement measurement location and the installation location of the rail fastening devices do not coincide.

[0024] Therefore, in this embodiment, as shown in Fig. 4, a straight line is drawn to connect the planned lift-up amounts (circles) at two displacement measurement positions x0 and x1 adjacent to the installation position of a rail fastening device, and the value a[x] on the vertical axis corresponding to the intersection (black circle) of this line with a perpendicular line V erected at the installation position x' of the rail fastening device is determined as the planned lift-up amount at the installation position of the rail fastening device. Figure 3(B) shows the amount of lift at the installation position of the rail fastening device when determined as described above, plotted with black circles. Also, Figure 5 shows an example of calculation for converting the planned amount of lift at the measurement position into the planned amount of lift at the installation position of the rail fastening device. As described above, if the amount of lift at the installation position of the rail fastening device can be determined based on measurement data from the track displacement monitoring device, it will be possible to determine the number of packing sheets of a specified thickness to be inserted under the rail for each rail fastening device before actual measurements of the rail surface are made, and repair work can be carried out efficiently.

[0025] Next, a specific procedure when the track lift calculation method of this embodiment is applied to a slab track will be described with reference to the flowchart of FIG. In the track lift calculation method of this embodiment, the existing lift and maximum lift (upper lift value) of each rail fastening device on the target track (slab track) due to repair work that has already been carried out are registered in a database that stores measurement data (track displacement data with kilometers and numbered position information of rail fastening devices) obtained by a track equipment monitoring device. Note that the maximum lift is a common value for rail fastening devices of the same type and size.

[0026] When carrying out track repair work, a data processing device such as a personal computer with an application program installed to support the repair work first reads track displacement data for a specific section of the track of interest from the database (DB) and displays it on a monitor screen (step S1). At this time, the data processing device should preferably display the track displacement data in order of repair priority. Specifically, it is conceivable to calculate the difference between the track displacement data of adjacent measurement points and then display the measurement locations (kilometers) and difference values ​​in order of largest difference, as shown in Figure 7. Note that the method of displaying the repair priority order is not limited to the above-mentioned method that focuses on the magnitude of the difference values.

[0027] Next, the data processing device displays a displacement waveform as shown by the solid line A in Fig. 2(A) on the monitor based on the track displacement data read in step S1 above, and the operator sets a plan line as shown by the dashed line B (step S2).The data processing device then calculates the amount of track lift (at 1-meter intervals) for each measurement position (kilometers) as shown by the solid line C in Fig. 2(B) from the set plan line B and displacement waveform A (step S3).

[0028] Subsequently, the data processing device reads out position information of the rail fastening devices in the corresponding section from the database, identifies two adjacent measurement positions for each rail fastening device, and calculates the planned amount of lift for each rail fastening device based on the amount of track lift at those measurement positions by linear interpolation and distance-based allocation processing as shown in Fig. 4 (step S4). Next, data on the existing amount of lift and maximum amount of lift for that rail fastening device is read out from the database, the amount of lift calculated in step S4 is added to the existing amount of lift (step S5), and it is determined whether the total value exceeds the maximum amount of lift (step S6).

[0029] Thereafter, the track lifting amount for each rail fastening device calculated in step S4 is displayed on the monitor screen or a report is created and output in a form that enables distinction between the lifting amount of the rail fastening device whose total value is determined to exceed the maximum lifting amount in step S6 and the lifting amount of the rail fastening device whose total value is determined to not exceed the maximum lifting amount, and the process ends (step S7).

[0030] According to the track lift calculation method using the above procedure, the amount of lift in each rail fastening device can be known and the number of packings to be inserted can be determined without the need for workers to perform level surveys of the rail surface or before actual measurements are taken, allowing for efficient repair work. Furthermore, since the system determines whether the value obtained by adding the calculated amount of lift to the existing amount of lift exceeds the maximum amount of lift and outputs the result, if the maximum amount of lift is exceeded, it may be possible to keep the amount of lift below the maximum amount by, for example, redrawing the planned line set in step S2. This allows for appropriate review of the plan, improving the efficiency of the overall repair work.

[0031] Although the present invention has been described above based on the embodiments, the present invention is not limited to the above-described embodiments and can be modified as appropriate. For example, in the above embodiments, a case where the amount of track lift is calculated for each rail fastening device on a slab track is described, but the present invention can also be applied to a case where the amount of track lift is calculated for each rail fastening device on a ballast track. When repairing ballast track, the track height is adjusted by adding crushed stone or gravel to the track, but by calculating the amount of track lift for each pitch of the rail fastening device, which is smaller than the kilometer pitch, it is possible to adjust the track height with high precision along the length of the rail.In addition, when repairing ballast track, it is also possible to not only lift the track, but also to lower the height of the track surface.

[0032] Furthermore, in the above embodiment, it has been explained that in repairing slab track, the track height is adjusted by selecting the number of packings to be inserted under the track, but it is also possible to prepare multiple types of packings with different thicknesses in advance and adjust the track height by selecting the thickness of the packing to be inserted under the track. [Explanation of symbols]

[0033] 10 vehicles 11 Rail 12 sleepers 20 Track facility monitoring device P Pitch of rail fastening device

Claims

1. A track height adjustment amount calculation method in a track facilities management system equipped with a database storing a plurality of track displacement data linked to kilometer distance information acquired at a first pitch by a monitoring device that is mounted on a vehicle traveling on a track and acquires information about track facilities, identification information and kilometer distance information linked to each of a plurality of rail fastening devices that are arranged at a second pitch different from the first pitch along the track, and actual values ​​of the track height adjustment amount for each of the plurality of rail fastening devices, a first step of reading out the track displacement data for a predetermined section and the mileage information associated therewith from the database, and displaying a displacement waveform on a monitor screen; a second step of calculating a track height adjustment amount at the positions where the plurality of track displacement data were obtained, based on the input planned line that is the lifting target and each of the track displacements at the positions where the plurality of track displacement data were obtained; a third step of calculating a track height adjustment amount for the rail fastening device by proportionally dividing the track height adjustment amounts at two adjacent positions where track displacement data was acquired in accordance with a ratio between the first pitch and the second pitch, based on the respective track height adjustment amounts at the positions where the plurality of track displacement data was acquired; A method for calculating a track height adjustment amount, comprising:

2. The database stores a maximum adjustment amount together with an actual value of a track height adjustment amount in the rail fastening device, a fourth step of adding the track height adjustment amount calculated in the third step and an actual value of the track height adjustment amount at the corresponding position; a fifth step of comparing the sum of the fourth step with the maximum adjustment amount of the corresponding rail fastening device to determine whether lifting is possible; a sixth step of outputting the determination result of the fifth step in correspondence with the track height adjustment amount calculated in the third step; 2. The method for calculating a track height adjustment amount according to claim 1, further comprising:

3. 3. The method for calculating a track height adjustment amount according to claim 1, further comprising a seventh step of determining the number or thickness of packing to be inserted under the track for each rail fastening device in accordance with the track height adjustment amount calculated in the third step, wherein the track is a slab track.

4. Before the first step, 3. The track height adjustment amount calculation method according to claim 1, further comprising a repair work priority display step of reading out the track displacement data and the associated mileage information for a specified line from the database, calculating the difference between the track displacement data at the acquisition positions of two adjacent track displacement data, and displaying the track displacement data and the associated mileage information in descending order of the calculated difference on a monitor screen.

5. The track height adjustment amount calculation method according to claim 1 or 2, characterized in that the identification information of each of the plurality of rail fastening devices and the kilometerage information linked thereto are generated based on images acquired by the monitoring device.

6. a computer constituting a track facilities management system, the computer comprising a database storing a plurality of track displacement data linked to kilometer distance information acquired at a first pitch by a monitoring device that acquires information about track facilities mounted on vehicles running on the track, identification information and kilometer distance information linked to each of a plurality of rail fastening devices that are arranged at a second pitch different from the first pitch along the track, and actual track lift amounts and maximum track lift amounts for each of the plurality of rail fastening devices; a displacement waveform display means for reading out the track displacement data for a predetermined section and the kilometer distance information linked thereto from the database, and displaying a displacement waveform on a monitor screen; a first lifting amount calculation means for calculating a track lifting amount at the acquisition positions of the plurality of track displacement data based on the input planned line that is a lifting target and each track displacement at the acquisition positions of the plurality of track displacement data; a second lift amount calculation means for calculating a track lift amount in the rail fastening device by proportionally dividing the track lift amounts at two adjacent positions where the track displacement data are obtained in accordance with a ratio between the first pitch and the second pitch, based on the respective track lift amounts at the positions where the plurality of track displacement data are obtained; a lifting feasibility determination means for determining whether or not lifting is possible by comparing the amount of track lifting calculated by the second lifting amount calculation means with a maximum lifting amount of the corresponding rail fastening device; an output means for outputting a determination result by the lifting possibility determination means in correspondence with the line lifting amount calculated by the second lifting amount calculation means; A repair work implementation support program to function as a

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