Rail installation status determination system

Abstract

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

Description

Technical Field

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

Background Art

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

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

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

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

Means for Solving the Problems

[0006] The rail installation status determination system according to this disclosure is a rail installation status determination system for a vehicle running equipment comprising rails installed along a predetermined route and a vehicle that runs along the rails, and the system determines the installation status of the rails, comprising: a vibration database in which vibration data indicating the relationship between the position, vibration and running speed of the vehicle running along the rails is recorded; a pre-processing unit that performs pre-processing on the vibration data recorded in the vibration database; and a determination unit that determines the installation status of the rails based on the vibration data after the pre-processing has been completed, wherein the route includes a straight section in which the extended shape of the rail in a plan view is straight and a curved section in which the extended shape of the rail in a plan view is curved, and the pre-processing unit performs a curved section exclusion process to exclude the vibration data acquired in the curved section from the vibration data recorded in the vibration database.

[0007] With this configuration, since the pre-processing unit performs the process of excluding curved sections, it is possible to avoid determining the rail installation status based on vibration data from curved sections where vibrations unrelated to the rail installation status are likely to occur. Therefore, it is easier to improve the accuracy of the determination of the rail installation status by the determination unit. [Brief explanation of the drawing]

[0008] [Figure 1] A diagram showing an example of a rail installation status determination system and vehicle running equipment. [Figure 2] Perspective view showing an example of a vehicle in Figure 1. [Figure 3] Front view showing an example of a vehicle in Figure 1. [Figure 4] Figure 1 shows the confluence area included in the route. [Figure 5] Figure 1 shows the branching area included in the route. [Figure 6] A magnified view of a portion of the route in Figure 1. [Figure 7] Figure 1 shows an example of a rail installation status determination system. [Figure 8] Figure 7 shows an example of the display screen of the display device. [Figure 9]Figure 7 shows an example of the display screen of the display device. [Modes for carrying out the invention]

[0009] Hereinafter, embodiments of the rail installation status determination system 100 will be described with reference to the drawings. Various technical features of the rail installation status determination system 100 described below are also applicable to rail inspection methods using the rail installation status determination system 100 and rail inspection programs for controlling the rail installation status determination system 100. Such methods and programs, as well as storage media (e.g., optical discs, flash memory, etc.) in which such programs are stored, are also disclosed herein.

[0010] Figure 1 shows the vehicle running equipment 10 as determined by the rail installation state determination system 100 of this embodiment. The rail installation state determination system 100 determines the installation state of the rails R provided by the vehicle running equipment 10. The vehicle running equipment 10 includes rails R installed along a predetermined route Pt and vehicles V that run along the rails R. In this embodiment, the vehicle running equipment 10 includes multiple vehicles V, but there may be only one vehicle V. The vehicle V is a transport vehicle that transports goods W, but the vehicle V does not have to transport goods W, and the vehicle V may transport people.

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

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

[0013] Vehicle V travels along a path Pt to transport goods W. Goods W are, for example, FOUPs (Front Opening Unified Pods) that house semiconductor wafers. Vehicle V is an automated guided vehicle (AGV). In the illustrated example, vehicle V is an overhead transport vehicle. In this embodiment, the path Pt is configured so that vehicle V can travel in the forward direction F1, circulating between the source and destination of goods W. The path Pt is physically formed by rails R. The rails R are, for example, suspended and supported from the ceiling. In this embodiment, the rails R include a right rail section Ra on which the right wheel 14a of vehicle V rolls, and a left rail section Rb on which the left wheel 14b of vehicle V rolls. The running surface of the rails R is the surface facing upward Z1. In the illustrated example, vehicle V is an overhead transport vehicle and the path Pt is formed along the ceiling, but the path Pt may be formed on the floor or the like. The floor may be a floor surface suspended and supported from the ceiling.

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

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

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

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

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

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

[0020] FIG. 4 is a diagram showing a merging area 43 included in the path Pt. FIG. 5 is a diagram showing a branching area 47 included in the path Pt. As shown in FIGS. 4 and 5, guide rails 25 are provided in some sections of the path Pt. In the present embodiment, the guide rail 25 is arranged above the rail R in the upper side Z1. In the present embodiment, the guide rail 25 is arranged between the right rail portion Ra and the left rail portion Rb in the width direction Y in a top-down view.

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

[0022] Returning to Figure 2, in this embodiment, the first running section 11 is equipped with a first guide wheel 21 as a guided part that rotates (in this case, freely) around an axis along the vertical direction Z, and a guide drive unit 23 provided on the first running section 11 moves the first guide wheel 21 in the width direction Y. In the example shown in Figure 2, the first running section 11 is equipped with two first guide wheels 21 aligned in the running direction X, and the guide drive unit 23 moves these two first guide wheels 21 in the width direction Y by moving the support parts that support these two first guide wheels 21 in the width direction Y.

[0023] In this embodiment, the second running section 12 is equipped with a second guide wheel 22 as a guided part that rotates (in this case, freely) around an axis along the vertical direction Z, and a guide drive unit 23 provided on the second running section 12 moves the second guide wheel 22 in the width direction Y. In the example shown in Figure 2, the second running section 12 is equipped with two second guide wheels 22 aligned in the running direction X, and the guide drive unit 23 moves these two second guide wheels 22 in the width direction Y by moving the support parts that support these two second guide wheels 22 in the width direction Y. Hereafter, when describing matters common to the first guide wheel 21 and the second guide wheel 22, they will be referred to as "guide wheels" without distinction.

[0024] Vehicle V is equipped with a movement detection unit that detects the movement of the guide wheels in the width direction Y. In this embodiment, the first guide wheel 21 and the second guide wheel 22 are guide wheels, and the first movement detection unit 21a and the second movement detection unit 21b are movement detection units. Vehicle V detects that the guide wheels have moved in the width direction Y or the position of the guide wheels by obtaining the detection results of the movement of the guide wheels in the width direction Y by the movement detection units.

[0025] Multiple stations are set along the route Pt, which are destination points for vehicle V. At each station, vehicle V transfers an item W between the station and an item support unit provided at that station. The operation of vehicle V includes driving along the route Pt, receiving the item W from the item support unit at a station, and unloading the item W from the item support unit at a station. After driving to the source station and receiving the item W at that station, vehicle V drives to the destination station and unloads the item W at that station.

[0026] Examples of the "item support section" mentioned above include the load port of a processing device 34 that performs processing, sorting, and other operations on items W, the inbound / outbound port of a storage device 35, and storage shelves (not shown) for temporarily storing items W. The item support section is located, for example, directly below the path Pt in a station.

[0027] Figure 6 shows an example of a path Pt. Path Pt includes a straight section 31 where the extended shape of the rail R in plan view is straight. Path Pt also includes a curved section 32 where the extended shape of the rail R in plan view is curved. The rail R is constructed by connecting the ends of multiple rail members. Examples of "rail members" include members integrally formed from iron, steel, concrete, etc.

[0028] As shown in Figures 4 to 6, the rail R has curved units 32r in each curved section 32 in which the rail members are continuous without interruption within the curved section 32. In this way, since the rail members are continuous without interruption within the curved section 32, vibration M of the vehicle V caused by an improper installation of the rail R in the curved section 32 is less likely to occur. The rail R has straight units 31r in which straight rail members are continuous without interruption. The curved units 32r may include both curved rail members and straight rail members. The straight section 31 is composed of one or more straight units 31r.

[0029] Route Pt includes a merging area 43 where multiple route sections merge into a single route section. In the merging area 43, at least a portion of it is configured such that either the right rail section Ra or the left rail section Rb is installed, while the other is not. The merging area 43 includes at least a curved section 32. In the illustrated example, the merging area 43 includes a straight section 31 and a curved section 32.

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

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

[0032] Route Pt comprises multiple nodes where routes branch or merge, and multiple links connecting pairs of nodes. In this embodiment, the merging area 43 is a node where routes merge. In the example shown in Figure 4, this node is one curved unit 32r. In this embodiment, the branching area 47 is a node where routes branch. In the example shown in Figure 5, this node is one curved unit 32r. In this embodiment, the normal area 41 is a link connecting pairs of nodes. This link has at least one straight unit 31r or at least one curved unit 32r.

[0033] As shown in Figure 6, information holders 19 are installed at each of the multiple nodes. Information holders 19 are also installed at each of the multiple links. The information holders 19 are installed at both ends of the nodes, both ends of the links, etc. For example, the information holders 19 are installed at the ends of the curved unit 32r, the connection point between the curved unit 32r and the straight unit 31r, the ends of the straight unit 31r, the central part of the straight unit 31r, the central part of the curved unit 32r, etc.

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

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

[0036] The preprocessing unit 52 executes a curved section exclusion process S11, which excludes vibration data acquired in the curved section 32 from the vibration data recorded in the vibration database 51. In this way, it is possible to avoid determining the installation state of the rail R based on vibration data from the curved section 32, where vibrations M unrelated to the installation state of the rail R are likely to occur.

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

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

[0039] The first curvature may be set such that the first section is a section in which the vibration M of the vehicle V tends to be large when the rail R is installed appropriately, the second section may be set such that the vibration M of the vehicle V is small when the rail R is installed appropriately, and the second section may be set such that the extended shape of the rail R in plan view is a straight section 31 or a substantially straight section.

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

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

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

[0043] The determination unit 53 performs the determination using machine learning such as an autoencoder, convolutional neural network (CNN), recurrent neural network (RNN), decision tree, etc. Alternatively, the determination unit 53 may be configured to perform the determination using time series analysis such as the ARIMA model or TBATS model. The determination unit 53 may also be configured to determine the rail R installation status based on a comparison between normal data showing the relationship between vibration M and running speed N at locations where the rail R is properly installed, and vibration data showing the relationship between the position L, vibration M, and running speed N of the vehicle V running along the rail R. Furthermore, the determination unit 53 may be configured to determine the rail R installation status based on a comparison between abnormal data showing the relationship between vibration M and running speed N at locations where the rail R is improperly installed, and vibration data showing the relationship between the position L, vibration M, and running speed N of the vehicle V running along the rail R. Finally, the rail R installation status may be determined by setting a determination threshold. Examples of determining the installation status of rail R include determining the degree of normality of the rail R's installation, identifying locations where the rail R is installed appropriately, and identifying locations where the rail R is installed inappropriately.

[0044] The determination unit 53 makes a determination on the vibration data after preprocessing S10 has been completed. The determination unit 53 makes a determination on the vibration data after preprocessing S10 has been completed, and determines that locations on the rail R where the step difference of the rail R is greater than or equal to a predetermined size are locations where the rail R is installed inappropriately. Examples of the vibration waveform Ma of the vibration M include the shape of the vibration M, the amplitude Mb of the vibration M, the average value of the vibration M, the frequency of the vibration M, etc. Examples of the amplitude Mb of the vibration M include the difference between the maximum and minimum values, the difference between the maximum and average values, the difference between the minimum and average values, etc. Examples of the step difference of the rail R include, for example, the step difference on the wheel rolling surface of the rail R, the step difference on the top surface of the rail R, the step difference on the side of the rail R, etc.

[0045] The rail installation status determination system 100 includes a server 55. The rail installation status determination system 100 includes a display device 56. The rail installation status determination system 100 has a display control unit 54 that controls the display device 56. In this embodiment, the server 55 includes a vibration database 51, a pre-processing unit 52, a determination unit 53, and a display control unit 54. Multiple clients of the rail installation status determination system 100 each have a display device 56.

[0046] In this embodiment, the server 55 is installed outside the vehicle V, but it may also be mounted on the vehicle V. The server 55 may be composed of multiple control devices and computing devices, some of which may be mounted on the vehicle V and others installed outside the vehicle V. The display device 56 may be mounted on the vehicle V or installed outside the vehicle V. The rail installation status determination system 100 may have only one display device 56.

[0047] The rail installation state determination system 100 includes a position detection unit 61 for detecting position L. The rail installation state determination system 100 includes a speed detection unit 62 for detecting running speed N. The rail installation state determination system 100 includes a vibration detection unit 63 for detecting vibration M. Examples of the position detection unit 61 include the reading device 18 described above, a position detection device using GPS (Global Positioning System), RTK (Realtime Kinematic), processing of images captured by an imaging device, etc. Examples of the speed detection unit 62 include a device that calculates running speed N from the rotational speed of the wheels (14a, 14b) of the vehicle V, a device that calculates running speed N from position L and running time T, and a device that detects running speed N from video captured by an imaging device, etc. Examples of the vibration detection unit 63 include a vibrometer for detecting vibrations in the item storage section of the main body 15, a vibrometer for detecting vibrations in the running section (first running section 11, second running section 12) of the vehicle V, a vibrometer for detecting vibrations in the rail R, etc.

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

[0049] The display control unit 54 displays a map of the route Pt showing the position L of the vehicle V on the display screen D of the display device 56. The display control unit 54 simultaneously displays the vibration M of the vehicle V equipped with the vibration detection unit 63 and a map of the route Pt showing the position L of the vehicle V at the time the vibration M was detected on the display screen D of the display device 56. Figure 8 shows the display screen D with the vibration M and the map of the route Pt showing the position L displayed simultaneously. In this embodiment, the vibration M is displayed as a waveform Ma with the travel time T on the horizontal axis and the displacement amount on the vertical axis. In the illustrated example, the position L1 of the vehicle V corresponding to the travel time t1 is displayed on the map of the route Pt.

[0050] The display control unit 54 displays a map of the route Pt showing the determination result Re from the determination unit 53 on the display screen D of the display device 56. Figure 9 shows the display screen D in a state where the determination result Re from the determination unit 53 is shown on the map of the route Pt. Examples of determination results Re from the determination unit 53 shown on the map of the route Pt include locations where the installation state of the rail R is determined to be inappropriate, locations where the installation state of the rail R is determined to be appropriate, locations where the installation state of the rail R is determined to be inappropriate, the degree of normality of the installation state of the rail R, etc. In the example shown in Figure 9, locations where the installation state of the rail R is determined to be inappropriate are shown as thick-lined circles on the map of the route Pt. Multiple determination results Re from the determination unit 53 are shown on the map of the route Pt. Examples of route Pt maps showing determination results Re include the overall map of the route Pt, a map of more than half of the entire route Pt, a map of more than a quarter of the entire route Pt, etc.

[0051] According to the rail installation state determination system 100 of this embodiment, since the curved section exclusion process S11 is performed, it is easy to find areas where the rail R is installed improperly, at least in the straight section 31. Since areas where the rail R is installed improperly in the curved section 32 often affect the vibration data of the adjacent straight section 31, it is also easy to find areas where the rail R is installed improperly in the curved section 32. In this embodiment, since the separation process S15 allows the acquisition of vibration data of the straight section 31 in the normal area 41, a large amount of vibration data with normal rail R installation can be obtained, making it easier to improve the accuracy of the determination by using it, for example, in machine learning or threshold setting. In this embodiment, since the vibration data includes not only vibration M in the vertical direction Z, but also vibration M in the running direction X, vibration M in the width direction Y, etc., it is easy to find not only steps in the rail R, but also positional displacement of the rail R in the width direction Y, etc.

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

[0053] (1) In the above embodiment, a configuration in which the preprocessing S10 includes a curved section exclusion process S11 was described as an example. However, the preprocessing S10 may not include a curved section exclusion process S11, but may include a deceleration exclusion process S13, or an acceleration exclusion process S14, or a deceleration exclusion process S13 and an acceleration exclusion process S14. Also, for example, the preprocessing S10 may include a first section exclusion process instead of a curved section exclusion process S11. Also, for example, the second section may be a section that includes a straight section 31 and a curved section 32 with a curvature of 1 or greater, and the first section exclusion process and the curved section exclusion process S11 may be different processes. Also, for example, the second section may be a curved section that does not include a straight section 31. Also, for example, the preprocessing S10 may include a straight section extraction process S21 that extracts vibration data acquired in the straight section 31 from the vibration data recorded in the vibration database 51, instead of a curved section exclusion process S11.

[0054] (2) In the above embodiment, a configuration in which the preprocessor 52 performs a separation process S15 to separate vibration data acquired in the normal area 41, vibration data acquired in the confluence area 43, and vibration data acquired in the branching area 47 was described as an example. However, the configuration is not limited to such an example, and for example, the separation process S15 may be a process to separate vibration data acquired in the normal area 41 from vibration data acquired in the confluence area 43 and branching area 47. Alternatively, for example, the separation process S15 may be a process to separate vibration data acquired in the normal area 41 from vibration data acquired in the confluence area 43. Alternatively, for example, the separation process S15 may be a process to separate vibration data acquired in the normal area 41 from vibration data acquired in the branching area 47. Alternatively, for example, the preprocessor 52 may be configured not to perform the separation process S15.

[0055] (3) In the above embodiment, a configuration in which the preprocessing S10 includes deceleration exclusion processing S13 and acceleration exclusion processing S14 was described as an example. However, the example is not limited to such an example, and for example, the preprocessing S10 may be configured not to include deceleration exclusion processing S13. Also, for example, the preprocessing unit 52 may be configured not to include acceleration exclusion processing S14.

[0056] (4) In the above embodiment, the separation process S15 was described as being performed on the remaining vibration data after the curve section exclusion process S11, the deceleration exclusion process S13, and the acceleration exclusion process S14 have been performed. However, the system is not limited to such an example, and for example, the order of the curve section exclusion process S11, the deceleration exclusion process S13, the acceleration exclusion process S14, and the separation process S15 may be freely rearranged.

[0057] (5) In the above embodiment, the rail installation status determination system 100 was described as having a configuration comprising a server 55 and a plurality of clients each having a display device 56. However, the system is not limited to such an example, and for example, the rail installation status determination system 100 may be a standalone system. Also, for example, the rail installation status determination system 100 may have a configuration comprising only one display device 56.

[0058] (6) In the above embodiment, a configuration in which the determination unit 53 determines the installation state of the rail R based on vibration data acquired in the straight section 31 was described as an example. However, the invention is not limited to such an example, and for example, the determination unit 53 may be configured to determine the installation state of the rail R based on vibration data acquired in the straight section 31 and vibration data acquired in the second section. Alternatively, in the preprocessing S10, the vibration data may be divided into vibration data acquired in the straight section 31 and vibration data acquired in the second section, and the determination unit 53 may perform a determination of the installation state of the rail R for each of these vibration data.

[0059] (7) The configurations disclosed in each of the embodiments described above can be applied in combination with configurations disclosed in other embodiments (including combinations of embodiments described as other embodiments), as long as no inconsistencies arise. With regard to other configurations, the embodiments disclosed herein are merely illustrative in all respects. Therefore, various modifications can be made as appropriate without departing from the spirit of this disclosure.

[0060] The rail installation status determination system related to this disclosure will be described below.

[0061] In one embodiment, the rail installation status determination system is a rail installation status determination system for a vehicle running equipment comprising rails installed along a predetermined path and a vehicle that runs along the rails, and the system determines the installation status of the rails, comprising: a vibration database in which vibration data indicating the relationship between the position, vibration and running speed of the vehicle running along the rails is recorded; a pre-processing unit that performs pre-processing on the vibration data recorded in the vibration database; and a determination unit that determines the installation status of the rails based on the vibration data after the pre-processing has been completed, wherein the path includes a straight section in which the extended shape of the rail in a plan view is straight and a curved section in which the extended shape of the rail in a plan view is curved, and the pre-processing unit performs a curved section exclusion process to exclude the vibration data acquired in the curved section from the vibration data recorded in the vibration database.

[0062] With this configuration, since the pre-processing unit performs the process of excluding curved sections, it is possible to avoid determining the rail installation status based on vibration data from curved sections where vibrations unrelated to the rail installation status are likely to occur. Therefore, it is easier to improve the accuracy of the determination of the rail installation status by the determination unit.

[0063] In one embodiment, the route includes a merging area where multiple route sections merge into one route section, a branching area where one route section branches into multiple route sections, and a normal area which is an area other than the merging area and the branching area. The preprocessing unit further performs a separation process to divide the remaining vibration data after the curve section exclusion process into vibration data acquired in the normal area and vibration data acquired in the merging area or the branching area.

[0064] With this configuration, vibration data acquired in the normal zone and vibration data acquired in the merging or branching zone are separated, and the determination unit determines the rail installation status. Therefore, even if the way vibrations are generated due to the rail installation status differs between the normal zone and the merging and branching zones, it becomes easier to make a determination that takes these differences into account. Consequently, it is easier to improve the accuracy of the determination unit's determination of the rail installation status.

[0065] In one embodiment, the preprocessing unit performs a deceleration exclusion process to exclude vibration data acquired while the travel speed is decelerating toward zero from the vibration data recorded in the vibration database.

[0066] With this configuration, since the pre-processing unit performs deceleration exclusion processing, it is possible to avoid determining the rail installation status based on vibration data that includes vibrations caused by vehicle stopping and deceleration for stopping. Therefore, it is easier to improve the accuracy of the determination of the rail installation status by the determination unit.

[0067] In one embodiment, the preprocessing unit performs an acceleration exclusion process to exclude vibration data acquired when the travel speed is accelerating from zero from the vibration data recorded in the vibration database.

[0068] With this configuration, since the pre-processing unit performs acceleration exclusion processing, it is possible to avoid determining the rail installation status based on vibration data that includes vibrations caused by vehicle starting and acceleration for starting. Therefore, it is easier to improve the accuracy of the determination of the rail installation status by the determination unit.

[0069] The rail installation status determination system described herein only needs to achieve at least one of the effects described above. [Explanation of symbols]

[0070] 10: Vehicle running equipment 31: Straight section 32: Curved Section 41: Normal area 43: Merging area 47: Branching Area 51: Vibration Database 52: Pre-processing section 53: Judgment section 100: Rail installation status determination system M: Vibration N: Driving speed Pt: Route R: Rail

Claims

1. A vehicle running equipment comprising rails installed along a predetermined route and a vehicle that runs along the rails, wherein a rail installation status determination system determines the installation status of the rails, A vibration database in which vibration data showing the relationship between the position, vibration and speed of the vehicle traveling along the rail is recorded, A preprocessing unit that performs preprocessing on the vibration data recorded in the vibration database, A determination unit that determines the installation state of the rail based on the vibration data after the aforementioned preprocessing has been completed, Equipped with, The aforementioned path includes a straight section in which the extended shape of the rail in a plan view is straight, and a curved section in which the extended shape of the rail in a plan view is curved. The preprocessing unit is a rail installation status determination system that performs a curved section exclusion process to exclude the vibration data acquired in the curved section from the vibration data recorded in the vibration database.

2. The aforementioned route includes a merging area where multiple route sections merge into one route section, a branching area where one route section branches into multiple route sections, and a normal area which is an area other than the merging area and the branching area. The rail installation state determination system according to claim 1, wherein the preprocessing unit further performs a separation process to divide the remaining vibration data after the curve section exclusion process into vibration data acquired in the normal area and vibration data acquired in the merging area or the branching area.

3. The rail installation state determination system according to claim 1 or 2, wherein the preprocessing unit performs a deceleration exclusion process to exclude vibration data acquired while the running speed is decelerating toward zero from the vibration data recorded in the vibration database.

4. The rail installation state determination system according to claim 1 or 2, wherein the preprocessing unit performs an acceleration exclusion process to exclude vibration data acquired when the running speed is accelerating from zero from the vibration data recorded in the vibration database.

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