JP2000230208A - Slackness inspecting device for rail fastening device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To specify the location of a rail fastening device with high reliability without causing a sharp rise of the facility cost. SOLUTION: This looseness inspecting device is provided with a sensor unit 15 detecting the looseness quantity of a rail fastening device 16 having a prescribed shape and fixing a rail 18 to a crosstie 17, a vehicle antenna 26 reading ID tags 33 installed at multiple locations along the rail 18, a record section 6 recording the line information indicating the relation between the locations of the ID tags 33 and the number of the detected looseness quantities along the rail 18, and an information processor 5 sorting the detected looseness quantities based on the line information of the ID tags 33 and specifying the locations of the rail fastening devices 16 having the looseness quantities.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail fastening device for detecting a looseness of a rail fastening device for fastening and fixing a railroad rail to a sleeper.

[0002]

2. Description of the Related Art For a looseness inspection of a rail fastening device for fixing a rail of a railway to a sleeper, a worker usually walks along the rail to visually observe the looseness or to hear an impact sound when hit with a hammer. In recent years, from the viewpoints of work efficiency and stability of inspection accuracy, etc., in recent years, a looseness inspection device has been installed on a bogie that runs on rails, and the amount of looseness of each rail fastening device has been reduced while running the bogie. A method of performing a slack test by continuously measuring is being adopted.

That is, the conventional looseness inspection device increments a count value each time a specific portion (for example, a bolt head) of the rail fastening device is detected, and counts this count value to the location of the sleeper provided with the rail fastening device. At the same time, it is stored as the sleeper address, and the slack amount of the rail fastening device is detected, and the slack amount is stored in association with the sleeper address. Then, after collecting all the sleeper addresses in the predetermined inspection section and the slack amount of the rail fastening device attached to each sleeper, it is determined whether or not the slack amount is within an allowable range,
The determination result is displayed on the screen in correspondence with the sleeper address, thereby notifying the operator of the location of the rail fastening device to be repaired.

[0004]

However, in a configuration in which the location of each rail fastening device is specified based on only the sleeper address as in the above-mentioned conventional technique, the rail fastening usually laid at a bridge girder, a rail branch point or the like is usually used. Since the device has a special mechanism, if a section using such a special rail fastening device exists in the inspection section, erroneous detection such as detection omission is likely to occur, so it is specified by the sleeper address. There is a problem that the location of the rail fastening device lacks reliability.

[0005] In view of this, a method is conceivable in which an identifier is provided before and after a section in which a special rail fastening device exists, and a section sandwiched between the identifiers is excluded from the inspection target as a detection-prohibited section. Since the number of identifiers is twice as large as the number of bridge girder or rail branch point which is a prohibited section, there is a problem that the number of identifiers to be installed becomes enormous and equipment cost rises.

SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to provide a looseness inspection device capable of specifying a location of a rail fastening device with high reliability without causing an increase in equipment cost.

[0007]

SUMMARY OF THE INVENTION In order to solve the above-mentioned problems, a first aspect of the present invention is to provide a looseness detecting means for detecting a looseness of a rail fastening device having a predetermined shape for fixing a rail to a sleeper; Reading means for reading identifiers installed at a plurality of locations along the line, line information storage means for storing line information indicating the relationship between the location of the identifier and the number of detections of the amount of looseness along the rail, And a specifying means for classifying the amount of looseness detected by the looseness detecting means based on the line information of the identifier and specifying a location of the rail fastening device having an excessive amount of loosening.

[0010] According to the above configuration, the slack amount is classified based on the line information of the identifier, so that there is a rail fastening device that cannot be detected by the slack amount detecting means or that there is a difficult rail fastening device, and thus there are many sections that are erroneously detected. Can be eliminated at the stage of data processing after detection. Therefore, the erroneous detection that has occurred in the above section can be reliably removed, so that the location of the rail fastening device having the excessive slack amount can be specified with high reliability. In addition, if the configuration is such that identifiers are set before and after a section where many false detections are made and the section is divided for each section,
Although it is necessary to use twice as many identifiers as the sections with many false detections, if the sections are divided based on the track information, the identifiers can be installed independently of the sections with many false detections. By reducing the number, it is possible to suppress an increase in equipment costs.

According to a second aspect of the present invention, there is provided the looseness inspecting device for a rail fastening device according to the first aspect, wherein the sleeper interval detecting means for detecting an interval between the crossties and the loosening based on the interval between the crossties. A correction means is provided for identifying erroneous detection of the amount and, if erroneous detection is made, correcting the number of detections of the loose amount.

[0010] According to the above configuration, after erroneous detection is removed based on the line information and sections with many erroneous detections are removed, erroneous detections can be identified based on the intervals of the sleepers in the sectioned sections. The location of the rail fastening device having a large amount of slack can be specified with higher reliability.

According to a third aspect of the present invention, there is provided the rail fastening device according to the first or second aspect, wherein the identifier is provided at regular intervals and has a shape other than a predetermined shape. It is characterized by being installed so that the range can be specified. According to the above configuration, the installation and maintenance of the identifier can be easily performed, and the line information can be easily created and changed.

[0012]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of the present invention will be described below with reference to FIGS. In this embodiment, the case where the looseness of the rail fastening device between Tokyo and Osaka is inspected will be described, but the present invention is not limited to this.

FIG. 2 shows a looseness inspection apparatus according to this embodiment.
As shown in (a) and (b), it is mounted on the inspection vehicle 1. The inspection vehicle 1 has a cabin 2 serving as a driver's cab, a measurement room, and the like, and a bogie 3 supporting the cabin 2. In the cabin 2, an information processing device main body 5 that analyzes the measurement data and specifies the rail fastening device 16 having an excessive amount of looseness,
It has an operation display unit 4 and a recording unit 6 connected to the information processing device main body 5. The operation display unit 4 includes a display device for displaying an analysis result and the like on the information processing device main body 3 on a screen, a keyboard for inputting instruction data and the like to the information processing device main body 3 and the like. The recording unit 6
Is composed of a magneto-optical recording device capable of recording a large amount of data such as line information.

The information processing apparatus main body 3 includes a control panel 3
0 is connected. The control panel 30 includes, as shown in FIG. 1, a communication unit 7 that transmits and receives various data such as measurement data to and from the information processing device main body 3, a storage unit 8 that stores various data and a control program, And an operation unit 9 for executing data processing and communication by executing a control program. Further, the control panel 6 has an A / D conversion unit 10, a first pulse generation unit 11, a second pulse generation unit 12, an input unit 13, and a transmission / reception unit 14, and these units 10 to 14
Is configured to capture detection data from a detection device described later and store it in the storage unit 8.

A sensor unit 15 used for detecting the rail fastening device 16 and measuring the displacement is connected to the A / D converter 10 and the first pulse generator 11. The rail fastening device 16 is screwed to the sleeper 17 through a leaf spring member 19 formed by bending a band plate so that both ends maintain a predetermined interval. And a fixing bolt 20. As shown in FIG. 4, the rail fastening device 16 is disposed symmetrically with the rail 18 interposed therebetween, and fixes the fixing bolt 20 to the leaf spring member 1.
9 into the sleeper 17 and the base 18a of the rail 18
The rail 18 is fixed to the sleeper 17 by pressing both sides of the rail with the end of the leaf spring member 19.

The above-mentioned sensor unit 15 is shown in FIG.
As shown in FIG. 3, the carriage 3 is provided on the left and right sides (sea side and mountain side) in the width direction. As shown in FIG. 4, each sensor unit 15 is a first looseness detection sensor that is a light reflection type displacement sensor that outputs a signal corresponding to a distance to a reflection point based on reflected light when light is emitted. 22 and a second looseness detection sensor 23. First looseness detection sensor 2
2 is the first distance B to the tip of the leaf spring member 19
They are arranged symmetrically with respect to the rail 18 so as to output as a distance signal. Also, the second looseness detection sensor 2
3 is the second distance A to the top 18b of the rail 18
It is arranged above the rail 18 so as to output as a distance signal. The first and second looseness detection sensors 22 and 23 are connected to the A / D conversion unit 10 as shown in FIG. Are converted into digital values of first and second distances A and B and stored in the storage unit 8.

The sensor unit 15 on one of the sea side and the mountain side is also provided with a work detection sensor 21 which is a light reflection type displacement sensor. Work detection sensor 21
Is disposed above the fixing bolt 20, and the distance to the head 20 a of the fixing bolt 20 during traveling and other distances are used as a first distance signal as a first distance signal.
The signal is output to the pulse generator 11. Then, when the third distance signal from the work detection sensor 21 is less than the predetermined value, the first pulse generator 11 outputs a bolt detection signal indicating detection of the fixing bolt 20 (rail fastening device 16). Has become.

The second pulse generator 12 and the input unit 13
A tag detection sensor 24, a rotary encoder 25, and a vehicle antenna 26 are connected to the transmission / reception unit 14, respectively. The rotary encoder 25 is connected to a rotation shaft of the wheel 27 of the inspection vehicle 1 and detects a rotation angle of the wheel 27 used for calculating a traveling distance.

Further, the tag detection sensor 24 is shown in FIG.
As shown in FIG.
The second pulse generator 12 is disposed at the center of the fifth and fifth sections, and outputs a signal corresponding to the amount of received reflected light to the second pulse generator 12. Then, as shown in FIG. 1, when a signal corresponding to the reflected light from the tag reflector 32 is input, the second pulse generator 12 outputs a tag detection signal indicating the presence of the ID tag 33. It has become.

The vehicle antenna 26 includes a transmission head 26a composed of a coil for transmitting a high frequency access signal.
And a receiving head 26b composed of a coil for receiving a high-frequency response signal. The receiving head 26b supplies power to an ID tag 33, which will be described later, and receives a response signal from the ID tag 33 to transmit and receive a response signal. Output. Then, the transmission / reception unit 14 extracts an ID number from the response signal and stores the ID number in the storage unit 8. Also,
As shown in FIG. 2B and FIG. 3, even when the inspection vehicle 1 is running at a high speed, the vehicle antenna 26 has the ID tag 33.
Is formed long in the running direction so that sufficient power can be supplied to the vehicle and a response signal can be reliably received.

As shown in FIG. 5, the ID tag 33 has a tag antenna 36 having a receiving head 34 composed of a coil for receiving an access signal and a transmission head 35 composed of a coil for transmitting a response signal. are doing. The receiving head 34 is connected to a charging circuit 38 via a rectifying circuit 37. The rectifying circuit 37 generates an induced electromotive force when the receiving head 34 receives an access signal and generates an induced electromotive force by electromagnetic coupling. The power is rectified into DC power. The charging circuit 38 stores the DC power from the rectifier circuit 37 and functions as an operation power supply for the ID tag 33.

The tag antenna 36 is connected to a receiving circuit 39 for forming a pulse-like trigger signal from a high-frequency access signal. The receiving circuit 39 is connected to an input / output device 40, and the input / output device 40 is connected to a storage unit 41 storing an ID number and a transmitting circuit 42. When a trigger signal (access signal) is input from the receiving circuit 39, the input / output device 40 reads an ID number from the storage unit 41 and outputs the ID number to the transmitting circuit 42. The transmission circuit 42 converts the ID number into a high-frequency response signal, and converts the response signal to the transmission head 3.
5 is transmitted.

The ID tag 33 is provided at the end of the sleeper 17 as shown in FIG. A tag reflector 32 for indicating the presence of the ID tag 33 is provided at the center of the sleeper 17. Sleepers 17 are 70cm
Are laid on the ground at substantially equal intervals. As shown in FIG. 7, the ID tag 33 and the tag reflecting plate 32 are usually provided on the sleepers 17 at a fixed basic distance such as 1 km, and detection is prohibited between the adjacent ID tags 33. When the section 51 does not exist, the number of the sleepers 17 between the ID tags 33 (eg, 1718) is used as the line information of the ID tag 33. Further, when there are a plurality of detection prohibited sections 51 such as a bridge girder or a rail branch point using a rail fastening device of a special mechanism within the basic distance, one of the opposite ends of the detection prohibited sections 51 and 51 is opposed to each other. An ID tag 33 and a tag reflector 32 are provided on the sleeper 17. Then, the detection prohibition section 51 between the adjacent ID tags 33
Exists, the detection prohibition section 5 from the ID tag 33 is detected.
The number of sleepers 17 up to 1 (for example, 470 or 535) is used as the line information. Thereby, after collecting the measurement data including the detection prohibited section 51, each ID tag 3
By selecting only the measurement data corresponding to the line information (the number of sleepers) with reference to 3, it is possible to analyze the amount of looseness while excluding measurement data with many false detections collected in the detection prohibited section 51. It has become.

In the above configuration, the operation of the looseness inspection device will be described. Immediately after the introduction of the looseness inspection device, an initial setting for causing the information processing device main body 5 in FIG. 2 to perform a looseness amount analysis process is performed. That is, as shown in FIGS. 7 and 8, the distance from the Tokyo side and the Osaka side to the fixed sleeper 17 on which the ID tag 33 is fixed is input as the location data of the sleeper 17 corresponding to the ID number of each ID tag 33. . In addition, the detection prohibition section 51 between the adjacent ID tags 33
If is not present, the number of sleepers 17 existing between the ID tags 33 is input, for example, as "1718". On the other hand, when the detection prohibition section 51 exists between the ID tags 33, the detection prohibition section 51
The number of the sleepers 17 existing up to the front end or the rear end is input as, for example, "470" or "535". And
The location data and the number of sleepers 17 are recorded in the recording unit 6 as a track information file.

Thereafter, the reference fastening distance (mm) is input, for example, as "145.0". Note that the reference fastening distance corresponds to a fastening distance C obtained based on the first distance B and the second distance A when the rail fastening device 16 in FIG. Further, a threshold value (for example, “135”) to exclude the fastening distance C obtained by the detection error
"150" mm), a judgment value (for example, "5" mm) used for judging whether or not the slack amount is within an allowable range, and the like.
Record it.

Next, when the initial setting is completed as described above, the inspection vehicle 1 is driven to collect data as shown in FIGS. That is, as shown in FIG. 1, the power is turned on to the control panel 30 to make each unit 7-14 active. Further, the arithmetic unit 9 is caused to execute a data collection routine, which is a control program stored in the storage unit 8, thereby performing a data collection process. Thereafter, while the inspection vehicle 1 is running, signals from the sensor unit 15, the tag detection sensor 24, and the rotary encoder 25 are input to the A / D converter 10, the first pulse generator 11, the second pulse generator 12, The signals are input to the respective sections 13, converted into a signal form suitable for data processing in the control panel 30, and taken in.

At this time, the arithmetic unit 9 executing the data collection routine monitors the output states of the first pulse generator 11 and the second pulse generator 12. When the first pulse generator 11 outputs the bolt detection signal, it recognizes that the rail fastening device 16 exists below the sensor unit 15, sets the sleeper number, and as shown in FIG. To the first input via the A / D converter 10
The first distance B and the second distance A from the slackness detection sensor 22 and the second slackness detection sensor 23 are continuously taken five times at a predetermined sampling time. Then, as shown in FIG. 1, the first distance B and the second distance A are stored in the storage unit 8 in association with the sleeper numbers.

In addition to the above-described processing for collecting the first distance B and the second distance A, the arithmetic unit 9 outputs the volt detection signal via the input unit 13 every time the first pulse generating unit 11 outputs a volt detection signal. The rotation angle from the rotary encoder 25 that has been input is taken in, the sleeper distance indicating the location of the sleeper 17 is obtained, and then stored in the storage unit 8 in association with the sleeper number. Then, the collection of the first distance B, the second distance A, and the sleeper distance is repeated while raising the sleeper number every time the first pulse generation unit 11 outputs the bolt detection signal.

When the second pulse generator 12 outputs a tag detection signal, it recognizes that the ID tag 33 is present, and transmits an access signal from the vehicle antenna 26 via the transmitter / receiver 14. The access signal is transmitted to the receiving head 34 of the tag antenna 36 as shown in FIGS.
Generates an induced electromotive force by electromagnetic coupling. Then, after the induced electromotive force is rectified into DC power by the rectifier circuit 37, it is charged in the charging circuit 38, whereby the ID
It functions as an operation power supply for the tag 33.

Thereafter, when the receiving circuit 39 operates by receiving power supply from the charging circuit 38, it forms a trigger signal from the access signal and outputs it to the input / output device 40. Then, the input / output device 40 reads the ID number from the storage unit 41 and outputs the ID number to the transmission circuit 42. The transmission circuit 42 converts the ID number into a high-frequency response signal and transmits the signal through the transmission head 35. As a result, as shown in FIG. 1, the response signal is received by the vehicle antenna 26, converted into an ID number by the transmission / reception unit 14, and stored in the storage unit 8.
In the sleeper 17 provided with the tag 33, the first distance B, the second distance A, and the sleeper distance are stored in the storage unit 8 in association with the ID number and the sleeper number.

As described above, when the measurement data such as the first distance B is collected over the entire inspection section including the detection prohibition section 51 of FIG. 7 such as 70 km, the collected measurement data is transmitted to the information processing device via the communication unit 7. It is transmitted to the main body 5. After recording the measurement data in the recording unit 6 as a measurement data file, the information processing apparatus main body 5 waits for an instruction from the operator and, based on the first distance B and the second distance A, as shown in FIG. The fastening distance C is calculated, and five fastening distances C (k1, k2, k3, k4, k5) corresponding to the sleeper numbers are additionally recorded in the measurement data file.

Thereafter, when the analysis section is designated by an ID number or the like and an analysis process is instructed, line information (number of sleepers) corresponding to the ID number of each ID tag 33 present in the analysis section is read. Then, the sleeper number corresponding to each ID number is set as the reading start position of the measurement data file, and the fastening distances (k1, k2, k3, k4, k5) and the sleeper distances corresponding to the number of sleepers are read, and the classification indicated by the ID number is performed. Measurement data within

Next, each fastening distance C (k1, k2, k3, k
It is determined whether or not (4, k5) is within the range of the threshold, and only the fastening distance C within the threshold is averaged to obtain an average fastening distance. Thereafter, a difference between the reference fastening distance and the average fastening distance when the rail fastening device 16 is not loose is determined, and this difference is defined as a looseness amount. Next, the slack amount is compared with a judgment value (for example, “5” mm). If the slack amount is less than the judgment value, it is determined that there is no slack and the numerical value of the slack amount is left, and the slack amount is determined. If the value is equal to or more than the value, for example, it is determined that the leaf spring member 19 has moved upward as shown by the broken line in FIG. Then, data processing using such a fastening distance C (k1, k2, k3, k4, k5) is performed while being divided by the line information of the ID number in the analysis section, and the result is recorded in the analysis data file. As a result, in the analysis data file, only data analyzed in a state where measurement data erroneously detected in the detection prohibited section 51 of FIG. 7 is excluded exists.

Next, the data content of the analysis data file is directly or statistically processed and displayed on the operation display unit 4 to notify the operator of the looseness of the analysis section.
In addition, the interval between the adjacent sleepers 17 is sequentially obtained based on the sleeper distance in the section. If there is an interval between the sleepers 17 outside the reference range, for example, foreign matter between the sleepers 17 is detected as the fixing bolt 20 of the rail fastening device 16,
It is recognized that the detection of the fixing bolt 20 has failed. And
Notify the operator of the sleeper number corresponding to outside the reference range,
Ask the operator to correct by adding or deleting sleeper numbers.

As described above, the looseness inspection apparatus according to the present embodiment includes a looseness detecting means such as the sensor unit 15 for detecting the looseness of the rail fastening device 16 having a predetermined shape for fixing the rail 18 to the sleeper 17, The reading means such as the vehicle antenna 26 for reading the ID tags 33 (identifiers) installed at a plurality of locations along the location 18 and the number of looseness detections (the number of sleepers) along the rails 18 with the location of the ID tag 33 A rail information storage unit such as a recording unit 6 that stores line information indicating the relationship, and a loosening amount detected by the loosening amount detecting unit, which is classified based on the line information of the ID tag 33, and a rail fastening device having each loosening amount. Information processing apparatus main body 5 for specifying 16 locations
And the like.

Thus, by classifying the amount of looseness based on the line information, data processing after detection of a section with a large number of erroneous detections due to the existence of a rail fastening device that is impossible or difficult to detect by the looseness amount detecting means. Can be eliminated at the stage of. Therefore, the erroneous detection that has occurred in the above section can be reliably removed, so that the location of the rail fastening device 16 having the excessive slack amount can be specified with high reliability. In addition, before and after the section where there are many false detections,
In this configuration, the number of ID tags 33 is twice as large as the number of erroneously detected sections. However, if the sections are classified based on the line information, the number of erroneously detected sections is increased. Since the ID tags 33 can be installed independently of the above, the number of ID tags 33 to be installed can be reduced, and a rise in equipment costs can be suppressed.

Further, in addition to the above configuration, the looseness inspection apparatus of this embodiment further includes a sleeper interval detecting means for detecting an interval between the sleepers 17 and an erroneous detection of the looseness amount based on the interval between the sleepers 17. And, if there is an erroneous detection, a correction means for correcting the number of detections of the slack amount is provided. With this, after the section where the number of erroneous detections is large is divided by the line information and the erroneous detection can be identified based on the interval of the crossties in the sectioned section, the rail fastening having an excessive amount of loosening can be performed. The location of the device 16 can be more reliably located.

Although the present invention has been described based on the preferred embodiments, the present invention can be modified without departing from the spirit thereof.

That is, in the present embodiment, as shown in FIG. 1, the fastening distance is determined based on the second distance A to the top 18b of the rail 18 and the first distance B to the tip of the leaf spring member 19. C is obtained, but the present invention is not limited to this. As shown in FIG. 9, loose detection sensors 41 are arranged above the front end and the rear end of the leaf spring member 19, respectively. The fastening distance may be determined based on the first distance B ′ and the second distance A ′ obtained from 41.

In this embodiment, as shown in FIG. 7, the number of sleepers 17 from the ID tag 33 is used as the line information, but the relationship between the location of the identifier and the number of detected looseness along the rail is shown. Any other member may be used as long as the line information indicates the line number.

Further, in the present embodiment, the ID tags 33 are provided on the sleepers 17 at a certain basic distance.
The present invention is not limited to this, and can be arranged at arbitrary intervals as long as it is installed at a plurality of locations along the rail 18.

[0042]

According to the first aspect of the present invention, there is provided a slack amount detecting means for detecting a slack amount of a rail fastening device having a predetermined shape for fixing a rail to a sleeper, and an identifier provided at a plurality of locations along the rail. Reading means for reading, line information storage means for storing line information indicating a relationship between the location of the identifier and the number of detections of the looseness along the rail, and the looseness detected by the looseness detecting means, Specifying means for classifying based on the line information of the identifier and specifying the location of the rail fastening device having an excessive slack amount.

According to the above configuration, the slack amount is classified based on the line information of the identifier, so that there is a rail fastening device that cannot be detected by the slack amount detecting means or difficult due to the existence of a rail fastening device that is difficult to detect. Can be eliminated at the stage of data processing after detection. Therefore, the erroneous detection that has occurred in the above section can be reliably removed, so that the location of the rail fastening device having the excessive slack amount can be specified with high reliability. In addition, if the configuration is such that identifiers are set before and after a section where many false detections are made and the section is divided for each section,
Although it is necessary to use twice as many identifiers as the sections with many false detections, if the sections are divided based on the track information, the identifiers can be installed independently of the sections with many false detections. This has the effect of reducing the number of devices and suppressing an increase in equipment costs.

According to a second aspect of the present invention, there is provided the looseness inspecting device for a rail fastening device according to the first aspect, wherein the sleeper interval detecting means for detecting an interval between the crossties and the loosening based on the interval between the crossties. A correction means is provided for identifying erroneous detection of the amount and, if erroneous detection is made, correcting the number of detections of the loose amount.

According to the above configuration, after the section where the number of erroneous detections is large is removed by sectioning with the line information, the erroneous detection can be identified based on the interval between the sleepers in the sectioned section. There is an effect that the location of the rail fastening device having a moderate amount of slack can be specified with higher reliability.

According to a third aspect of the present invention, there is provided the rail fastening device according to the first or second aspect, wherein the identifier is provided at a fixed distance and has a shape other than a predetermined shape. The configuration is such that the range can be specified. According to the above configuration, the installation and maintenance of the identifier can be easily performed, and the line information can be easily created and changed.

[Brief description of the drawings]

FIG. 1 is a block diagram of a looseness inspection device.

FIG. 2 shows a schematic configuration of an inspection vehicle, and (a)
Is a front view, and (b) is a side view.

FIG. 3 is an explanatory diagram showing a positional relationship between a vehicle antenna and an ID tag.

FIG. 4 is an explanatory diagram showing a state in which a fastening distance is measured.

FIG. 5 is a block diagram of an ID tag.

FIG. 6 is an explanatory diagram showing an arrangement state of ID tags.

FIG. 7 is an explanatory diagram showing a state in which a detection prohibited section exists.

FIG. 8 is an explanatory diagram showing the relationship between various types of data.

FIG. 9 is an explanatory diagram showing a state in which a fastening distance is measured.

[Explanation of symbols]

 Reference Signs List 1 inspection vehicle 2 cabin 3 carriage 4 operation display unit 5 information processing device main body 6 recording unit 7 communication unit 8 storage unit 9 calculation unit 10 A / D conversion unit 11 first pulse generation unit 12 second pulse generation unit 13 input unit 14 Transmitter / receiver 15 Sensor unit 16 Rail fastening device 17 Sleeper 18 Rail 19 Leaf spring member 20 Fixing bolt 21 Work detection sensor 22 First looseness detection sensor 23 Second looseness detection sensor 24 Tag detection sensor 25 Rotary encoder 26 Vehicle antenna 27 Wheel 30 Control Board 32 Tag reflector 33 ID tag

Continuing on the front page (72) Inventor Takashi Shimonashi 1-3-18 Wakihama-cho, Chuo-ku, Kobe City, Hyogo Prefecture Inside Kobe Steel, Ltd. (72) Inventor Tatsuo Yoshioka 1-3-Wakihama-cho, Chuo-ku, Kobe City, Hyogo Prefecture. 18 Kobe Steel, Ltd. (72) Inventor Gen Minowa 1-3-2 Wakihama-cho, Chuo-ku, Kobe, Hyogo Prefecture 18-18 Kobe Steel, Ltd. (72) Masahiro Maruyama 1-Wakihama-cho, Chuo-ku, Kobe, Hyogo Prefecture 3-18 Inside Kobe Steel, Ltd. (72) Inventor Tsukasa Sakon 1-1-4 Meiji Station, Nakamura-ku, Nagoya City, Aichi Prefecture Tokai Passenger Railway Co., Ltd. (72) Inventor Asao Mori Name, Nakamura-ku, Nagoya City, Aichi Prefecture Station 1-1-4 Tokai Passenger Railway Co., Ltd. (72) Inventor Shigeru Omori 1-1-4 Meiji Station, Nakamura-ku, Nagoya-shi, Aichi F-term in Tokai Passenger Railway Co., Ltd. 2D057 BA11

Claims (3)

[Claims] 1. A looseness detecting means for detecting a looseness of a rail fastening device having a predetermined shape for fixing a rail to a sleeper; a reading means for reading identifiers installed at a plurality of locations along the rail; Line information storage means for storing line information indicating the relationship between the location of the area and the number of detections of the amount of looseness along the rail, and the amount of looseness detected by the amount of looseness detection means based on the line information of the identifier. And a specification means for specifying the location of the rail fastening device having a large amount of slack, which is divided into sections. 2. A sleeper interval detecting means for detecting an interval between sleepers, and erroneous detection of the slack amount is identified based on the interval between the crossties, and if there is an erroneous detection, the number of detections of the loose amount is corrected. The looseness inspection device for a rail fastening device according to claim 1, further comprising a correction unit. 3. The identifier is provided at a fixed distance,
The looseness inspection device for a rail fastening device according to claim 1 or 2, wherein the device is installed so that a range of the rail fastening device other than a predetermined shape can be specified.