JP2001108414A - Rail variation quantity measuring method and its measuring instrument - Google Patents

Abstract

PROBLEM TO BE SOLVED: To solve such problem that it takes the labor and time to measure the variation quantity of a rail and the operation efficiency is bad. SOLUTION: A reflecting body discrimination sensor mounted on a vehicle traveling on a rail irradiates a rail reflecting body provided to the rail and a reference reflecting body fixed nearby the rail with light and photodetects reflected lights from both the reflecting bodies to separately discriminates the rail reflecting body and reference reflecting body, and generates pulses at a constant distance interval proportional to a movement distance during the travel of the vehicle and measures the distance between both the reflecting bodies from the number of the mentioned pulses between both the reflecting bodies to measure the rail variation quantity.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the amount of expansion and contraction of railway rails (including regular length rails and long rails (typically 200 m or more)) which expand and contract with changes in outside air temperature, and the movement of the entire rails. The present invention relates to a method and a measuring device capable of automatically measuring a quantity (advancing amount), and to perform such a measurement while a commercial train or a train dedicated to measurement is running.

[0002]

2. Description of the Related Art Railroad rails expand and contract due to temperature changes. Expansion and contraction occurs at both ends of the rail but not at the center of the rail. Both ends of the rail are called movable sections, and the central part is called an immobile section. The fixed section should not cause the rail to expand or contract due to a temperature change, but may move due to the propulsion or braking force of the train, impact, or other physical causes. The movement of the entire rail is referred to as bulging, and the moving amount is referred to as bulging.

[0003] Long rail A is receiving rail B ₁ in the one longitudinal end as shown in FIG. 13, the tongue rail C ₁ is welded to the other end. At both ends of the long rail A, expansion and contraction of about 100 mm occurs in one year.
The seam between the both ends of the rail and another rail (long rail or fixed length rail) is formed as a telescopic structure as shown in FIG. 13 so as to absorb the expansion and contraction at both ends of the rail so as not to hinder the running of the train. The tongue rail C ₂ of the other rail D to the outside of the receiving rail B ₁ of the telescopic joint is welded rail A shown in FIG. 13, it was placed receiving rail B ₂ of the other rail D outside the tongue rail C ₁ structure It has become.

However, when abnormal expansion and contraction occurs at the expansion joint, the gauge expansion and the gauge reduction occur, or axial pressure is applied to the immobile section, so that the rail bulges (buckling), and the rail expands (buckles). There is a risk that the ride quality will deteriorate or the vehicle will derail. In order to prevent them, railway companies regularly manage the rails by measuring the amount of expansion and contraction. Further, when the amount of advance exceeds a certain amount, the rail may buckle and deform and the train may derail. Therefore, the amount of advance in the immobile section is also measured periodically to manage the rail.

[0005] Receiving rail B of long rail A₁ Expansion and contractionamount
Conventionally, the measurement of the (variation amount) was performed as follows.
In advance, as shown in FIG._Two Tip H
The reference piles E are fixed at both outer facing positions of the
On the upper surface of the receiving rail B,₁ Mark I
Display and mark the thread I and the mark I at the same position when laying the rail
Set aside. A worker goes to the site for the measurement,
The water thread G between the water thread stoppers F of the two reference piles E by hand
And the receiving rail B for this water thread G₁ Mark of I
The amount of change in the end of long rail A by measuring the amount of
Is measured. Usually, this measurement is performed in mm units.

[0006] The measurement of the variation of the tongue rail C ₁ of the long rail A was carried out as follows conventional. The reference pile is fixed to both outer facing position of the tip of the tongue rail C _1, keep the same position and stringlines locking means of the front end position and the reference pile during laying rails. Hitting the measurement is went to the site worker, span the Mizuito between two reference stakes stringlines fastener manually, ruler shift amount of the front end position of the tongue rail C ₁ to this stringlines by measuring measures the variation of the tongue rail C ₁ in such. Usually, this measurement is also performed in mm units.

With respect to the immovable section of the long rail A, a point 150 m from the telescopic joint to the center and the amount of bulging at the center are measured. Also in this case, as shown in FIG. 13, the illuminated point (measurement point) R is displayed on the long rail A, and two reference piles M are fixed at positions on both outer sides of the measurement point R, and a water thread The locking tool N is provided, and the water thread locking tool N of the reference pile and the measurement point R are set at the same position when the rail is laid. In the measurement, a water line O is stretched between the water line anchors N, and the amount of deviation between the water line O and the measurement point R of the long rail A is measured by a ruler or the like. This measurement is performed for each measurement point defined on the long rail A. This measured value includes the amount of rail fluctuation due to temperature change. However, since the amount of advance is a variation based on a cause other than the temperature change, the variation due to the temperature change must be removed from the measured variation. For this reason, the measurement is performed under the same conditions as the rail temperature at the time of laying the rail, or when the measurement is performed at a different temperature, the measured value is obtained at the previously determined rail temperature at the time of laying the rail (reference rail temperature). It is converted to a value and used as a fluting amount.

In any of the above-described fluctuation measurement, the obtained data is compared with past measurement data, and safety measures are taken if the fluctuation exceeds an allowable range.

[0009]

However, the measurement of the variation has the following problems. 1. Since measurement is performed at regular intervals, the number of measurement points becomes enormous even in one line section. In addition, the measurement cycle is as short as once every two to three months, and furthermore, two workers are required to spread the water thread, and at least three people are required for measurement with a ruler. Workers are required. In some cases, monitoring personnel for monitoring the traveling train are also required, so that the measurement work requires a lot of manpower and time, and only a distance of about 10 km can be measured in one day, resulting in poor work efficiency. 2. It requires a large number of workers, and the work efficiency is poor, resulting in increased costs. 3. Although measurement accuracy is required in units of mm, a measurement error is likely to occur because a water thread stretched between two reference piles is shaken by wind or wet and stretched by rain.

[0020]

SUMMARY OF THE INVENTION It is an object of the present invention to automatically and efficiently perform the above-mentioned measurement in a vehicle (for example, a commercial train) running on the rail so that the rail can be properly managed and the conventional measurement can be performed. It is to solve the problem of the method.

According to a first aspect of the present invention, there is provided a rail variation measuring method.
From the vehicle running on the rail, light is radiated to the rail reflector provided on the rail and the reference reflector fixed near the rail, and the reflected light from both reflectors is reflected by the reflector identification sensor mounted on the vehicle. Receiving the light to identify the rail reflection object and the reference reflection object, generate a pulse at a constant distance interval proportional to the moving distance during traveling of the vehicle, and determine the distance between the two reflection objects from the number of pulses between the two reflection objects. This is a method of measuring and measuring the rail fluctuation amount.

According to a second aspect of the present invention, there is provided a rail variation measuring method.
2. The rail variation measuring method according to claim 1, wherein the rail reflector is provided on the left and right rails, the reference reflector is provided near each of the left and right rails, and laser light is applied to each of the rail reflector and the reference reflector. And the reflected light from each is separately received by a rail reflection object identification sensor and a reference reflection object identification sensor mounted on the vehicle to identify the rail reflection object and the reference reflection object.

According to a third aspect of the present invention, there is provided a rail variation measuring method.
2. The rail variation measuring method according to claim 1, wherein the rail reflectors are provided on the left and right rails, one reference reflector is also used for the left and right rails, and the laser light is applied to the left and right rail reflectors and the one reference reflector. And the reflected light from each is separately received by a rail reflection object identification sensor and a reference reflection object identification sensor mounted on the vehicle to identify the rail reflection object and the reference reflection object.

According to a fourth aspect of the present invention, there is provided a rail variation measuring method.
2. The rail variation measuring method according to claim 1, wherein the rail reflector and the reference reflector are arranged close to each other, and the reflected light from the rail reflector and the reference reflector is reflected by one reflector identification sensor mounted on the vehicle. This is a method of separately receiving and distinguishing a rail reflection object and a reference reflection object.

According to a fifth aspect of the present invention, there is provided a rail fluctuation measuring method.
The method according to any one of claims 1 to 4, wherein the rail temperature near the rail reflector is also measured at the same time.

According to a sixth aspect of the present invention, there is provided a rail variation measuring method.
The method according to any one of claims 1 to 5, wherein at least one of the rail clearance and the rail length is measured at the same time.

According to a seventh aspect of the present invention, there is provided a rail variation measuring apparatus.
A rail reflector provided on the rail, a reference reflector fixed near the rail, a reflector identification sensor mounted on a vehicle running on the rail, and a pulse generated at fixed distance intervals in proportion to the moving distance of the vehicle A pulse sensor and a signal processing circuit for performing desired processing based on signals from the sensors are provided. The reflector identification sensor irradiates the rail reflector and the reference reflector with laser light and receives reflected light therefrom. The reflector and the reference reflector can be distinguished separately, and the signal processing circuit can measure the distance between the reflectors from the number of pulses between the reflectors identified by the reflector identification sensor. is there.

[0028] The rail fluctuation amount measuring apparatus according to claim 8 is
8. The rail fluctuation amount measuring device according to claim 7, wherein the reflection object identification sensor includes a rail reflection object identification sensor capable of identifying the rail reflection object and a reference reflection object identification sensor capable of identifying the reference reflection object. is there.

According to a ninth aspect of the present invention, there is provided a rail fluctuation measuring device,
In the rail fluctuation amount measuring device according to claim 7, one reference reflector is used for both the left and right rails.

According to a tenth aspect of the present invention, there is provided the rail variation measuring apparatus according to the seventh aspect, wherein the rail reflection object and the reference reflection object are arranged on one measurement path, and the rail reflection object and the reference reflection object are arranged. The reflected light from the reflector is received by one reflector identification sensor mounted on the vehicle, and the rail reflector and the reference reflector are separately identified.

According to an eleventh aspect of the present invention, there is provided the rail variation measuring apparatus according to any one of the seventh to tenth aspects, wherein the vehicle has a temperature sensor for measuring a rail temperature near a rail reflector. It is also equipped with.

According to a twelfth aspect of the present invention, there is provided a rail variation measuring apparatus as set forth in any one of the seventh to eleventh aspects, wherein the vehicle has at least one of a play distance measuring apparatus and a rail length measuring apparatus. One is also mounted.

[0040]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS (Embodiment of Rail Fluctuation Measuring Apparatus) An embodiment of a rail fluctuation measuring method of the present invention and a measuring apparatus used therein will be described below. In the following description, rails of any length, such as long rails, existing fixed-length rails, and rails of other lengths, are simply referred to as rails.

The left and right rails 1 in FIG. 1 are laid on a track bed 9 in the same manner as the conventional one, and a receiving rail is welded to one end in the axial direction of each rail 1 and a tong rail is welded to the other end. A rail reflector 3 is attached to each rail 1, and a reference reflector 4 is fixed at a position facing the outside of each rail 1. The rail reflector 3 is attached in the longitudinal direction of the rail as shown in FIG. 2A, and the reference reflector 4 is provided at a predetermined position along the longitudinal direction of the rail.

Various shapes, mounting positions, and mounting methods of the rail reflector 3 can be considered. As an example, a punch mark can be provided on the rail itself, and a reflecting agent can be applied to the rail to make it reflective. Also, the rail reflector 3 is made of a different material from the rail, and it is welded to the rail 1 so as to protrude to the side as shown in FIG. 3 and fixed to the rail 1 with a jig 20 and bolts 21 as shown in FIG. The rail reflector 3 may be a weather-resistant resin plate, steel plate, or the like coated with a reflective agent, a reflective tape adhered thereto, a plate made of a reflective material, or the like.

Various shapes, mounting positions, and mounting methods of the reference reflector 4 can be considered. As an example, the one shown in FIG. 2A is obtained by driving a reference pile 10 made of a non-reflective material vertically into a position displaced in the longitudinal direction of the rail 1 from the rail reflector 3, and FIG. ) Like Reflector (Reference Reflector)
4 is attached. In this case, the reference pile 10 itself can be made of a reflector, and the upper part thereof can be used as the reference reflector 4.

As another example of the rail reflector 3, FIG.
In FIG. 2B, an elongated plate-shaped reference reflector 4 is attached to the upper surface of the reference pile 10 and its tip is arranged near the rail 1. In this case, as shown in FIG. 5A, the middle of the long reference reflector 4 is supported horizontally by supporting columns 21. The upper surface of the reference reflector 4 shown in FIG. 5A is lower than the upper surface of the rail 1 by about 10 to 15 mm. In this way, the rail reflectors 3 and the reference reflectors 4 are made substantially equal in height, and both are arranged on the same traveling path along the rail 1 as shown in FIG. Reflection object identification sensor 5 and reference reflection object identification sensor 6
, And both of them can be used to detect both reflectors 3, 4. In this case, the arrangement of the rail reflector 3 and the reference reflector 4 is provided with regularity in advance, or the width of both reflectors is changed, so that the identified reflector is the rail reflector or the reference reflector. It is desirable to be able to identify the object.

In mounting the rail reflector 3, the following points are taken into consideration. As shown in FIG. 4, the tip 16 of the tongue rail 15 is disposed inside the receiving rail 17 extending outward, so that it is difficult to detect the tip 16.
Therefore, it is desirable to mount the rail reflector 3 at a position outside the tip of the receiving rail 17 (position shifted toward the center by α from the tip 16 of the tongue rail 15). Also in this case, the rail reflector 3 and the reference reflector 4 are brought close to each other as shown in FIG. 5, and one of the reflectors 3 and 4 is used as the rail reflector identification sensor 5 and the reference reflector identification sensor 6. It can also be identified by an identification sensor (for example, a rail reflection object identification sensor 5).

Vehicle 2 traveling on rail 1 as shown in FIG.
Includes a rail reflection object identification sensor 5, a reference reflection object identification sensor 6, a pulse sensor 7, a temperature sensor 15, and a signal processor 8.
Is installed. The rail reflection object identification sensor 5 and the reference reflection object identification sensor 6 are separately mounted, one for the left rail and one for the right rail.

Although the rail reflection object identification sensor 5 and the reference reflection object identification sensor 6 of FIG. 1 are arranged side by side in the width direction of the vehicle (the direction in which the left and right rails are arranged), both identification sensors 5 and 6 are arranged.
Is the moving direction of the vehicle (axial direction of the rail) as shown in FIG.
In some cases.

The pulse sensor 7 generates a pulse at a fixed distance interval proportional to the moving distance of the running vehicle 2. As the pulse sensor 7, for example, a laser Doppler sensor or a rotary encoder is used. In the case of the laser Doppler sensor, it is mounted on the vehicle 2, the laser light generated from the sensor is applied to the rail or the wheels of the vehicle 2, the reflected light is received, signal processing is performed, and the signal is proportional to the moving distance. It outputs pulse signals at fixed distance intervals and counts the number of pulses. In the case of a rotary encoder, a rotary plate with a slit is attached to the axle of the vehicle 2 so that the rotary plate rotates with the axle, and light (for example, laser light) constantly emitted from the light generator passes through the slit of the rotary plate. The light passes through the light receiver and is received by a light receiver to perform signal processing, and outputs a pulse signal at a constant distance interval proportional to the moving distance, and counts the number of pulses.

As the temperature sensor 15, a sensor capable of measuring the rail temperature in a non-contact manner is used. As one example, a non-contact infrared radiation thermometer is suitable.

The signal processing circuit 8 measures the number of pulses between the rail reflector 3 identified by the rail reflector identification sensor 5 and the reference reflector 4 identified by the reference reflector identifier sensor 6, The distance between the reflectors 3 and 4 is determined from the number.

(Embodiment of Method of Measuring Fluctuation Amount) To measure the amount of fluctuation of the movable section of the rail by the measuring method of the present invention, for example, the following is performed. Light (for example, laser light) is irradiated from the rail reflector 3 to the rail reflector 3 from the rail reflector identification sensor 5 mounted on the vehicle 2 traveling on the rail 1 in FIG. And both reflectors 3,
4 is separately received by the rail reflection object identification sensor 5 and the reference reflection object identification sensor 6. Further, a pulse is generated from the pulse sensor 7 mounted on the running vehicle 2 at a fixed distance interval proportional to the moving distance of the vehicle 2, and the moving distance pulse signal and the signals received by the two identification sensors 5, 6 are received. Are processed by the signal processing circuit 8 to obtain the two reflectors 3,
The distance between the two reflectors 3 and 4 is measured from the number of pulses between the four, and the rail variation is measured based on the distance.

As shown in FIG. 6, an interval X between the rail reflection object identification sensor 5 and the reference reflection object identification sensor 6 in the longitudinal direction of the rail 1.
And the distance X is equal to the distance S ₁ + between the reference reflector 4 and the rail reflector 3.
Measurement waveform when longer than _{S 2 (X> S 1 +} S 2) is as shown in FIG. That is, when the vehicle 2 in FIG. 6 travels from the left side to the right side in FIG. 6, first, the reference reflector 4 is identified by the reference reflector identification sensor 6, and the reference reflector identification pulse A (FIG. 7) Is output, and as the vehicle 2 travels, the rail reflector 3 is detected by the rail reflector identification sensor 5.
Is identified, and a rail reflection object identification pulse B is output from the sensor 5.
(The pulse on the left side of the receiving rail pulse in FIG. 9) is output,
When the vehicle 2 travels further, the next rail reflection object 3 is identified by the rail reflection object identification sensor 5, and the rail reflection object identification pulse B (the right pulse of the received rail pulse in FIG. 9) is output from the sensor 5. You. Thereafter, the reference reflection object identification pulse A and the rail reflection object identification pulse B are sequentially output by this repetition. In addition, during traveling of the vehicle, pulses from the pulse sensor 7 at fixed distance intervals proportional to the moving distance of the vehicle (FIG. 7)
P) is output. The reference reflection object identification pulse A, the rail reflection object identification pulse B, and the pulse P are processed by the signal processing circuit 8 in FIG.
_1, the signal t _2, t ₃ · · · · are _{output, l 1, l 2, l} 3 ···· signals 7 from the counter B in FIG. 8 is output. At the same time, the output from the temperature sensor 15 in FIG. 1 is output like the temperature sensor output in FIG.

The pulses are generated at regular intervals in proportion to the travel distance during the running of the vehicle. By setting the pulse intervals to be constant, for example, 0.1 mm intervals, the counter output A shown in FIG. The number of pulses at S ₁ (t
The distance of S ₁ can be calculated from ₁ + l ₁ ) × 0.1 mm, and the number of pulses (t ₁ + l ₁ + t ₂ + l ₂ + t ₃ + l ₃ ) × 0.1 mm in S ₂ of the counter output A in FIG.
It is possible to calculate the distance S ₂ from. The distance calculated in this manner is compared with the distance at the reference rail temperature (a value measured in advance) to calculate the amount of change in the longitudinal end of the rail 1. In this case, the rail temperature is also detected by a temperature sensor (15 in FIG. 1) mounted on the vehicle 2. By this temperature detection, it is possible to know how many times the measured value of the fluctuation is the rail temperature.

The signals from the rail reflection object identification sensor 5, reference reflection object identification sensor 6, pulse sensor 7, and temperature sensor 15 are processed by, for example, a signal processing circuit 8 shown in FIG. The output waveform from the reference reflection object identification sensor 6 is shaped like the pulse A in FIG. 7 by the waveform shaping circuit 20 of FIG. 8, and the output waveform from the rail reflection object identification sensor 5 is shaped by the waveform shaping circuit 21 of FIG. The waveform is shaped like a pulse B in FIG. 7, and the output signals from both waveform shaping circuits 20 and 21 in FIG.
B (FIG. 7) is obtained. In this case, the signal sent to both counters 23 and 24 is controlled by the control circuit 25 of FIG. The pulse P (FIG. 7) in the logic circuit output signals A and B (FIG. 7) is shown in FIG.
The counter outputs A and B shown in FIG. The output from the counters 23 and 24 and the output from the temperature sensor 15 can be recorded by the control circuit 25 in the recording circuit device 26 shown in FIG.

The recording circuit device 26 includes, for example, an IC card,
Various storage media such as floppy disk (FD),
A storage circuit or a storage medium of a terminal device such as a personal computer, for example, a hard disk or the like can be used. The signal processing circuit 8 can perform other necessary processing.

As described above, the distance between the reference reflector 4 and the rail reflector 3 can be measured. However, the rail reflector identification sensor 5 and the reference reflector identifier 6 are arranged as shown in FIG. Since they are arranged at the interval X in the traveling direction of the vehicle, the interval X can be obtained simply by setting the number of pulses n × pulse interval as described above.
Therefore, the distance between the two identification sensors 5 and 6 cannot be accurately measured. It is necessary to correct the interval X for accurate measurement. In this case, the interval X
The formula for correction differs depending on the relationship between the distance and the distances S ₁ and S ₂ . When the relationship between the interval X and the distances S ₁ and S ₂ satisfies X> S ₁ + S ₂ , S ₁ and S ₂ whose errors have been corrected can be obtained by the following equations (1) and (2). S ₁ = XL ₁ ... (1) S ₂ = L ₂ −X (2)

The equations (1) and (2) are shown in FIGS.
It can be understood from (d). FIG. 9 illustrates the case where the vehicle 2 travels to the right (upward).
FIG. 9C shows a state in which the vehicle is traveling and the reference reflector identification sensor 6 in the traveling direction has arrived at the reference reflector 4, FIG.
FIG. 9D shows a state in which the vehicle 2 has moved rightward from the position shown in FIG. 9B and the rail reflection object identification sensor 5 at the rear in the traveling direction has arrived at the front rail reflection unit 3. FIG. The state is further moved to the right from the position (b), and the rail reflection object identification sensor 5 arrives at the rail reflection section 3 on the front side. FIG.
From (c), the vehicle movement amount (measured value) L ₁ is as follows: L ₁ = X−S ₁ (3) Thus, the interval S ₁ is S ₁ = X−L _{1, that} is, the above equation (1).

FIG. 9D shows that the vehicle movement amount (measured value) L ₂
Is as follows: L ₂ = X + S ₂ (4) From this distance S ₂ is, S ₂ = L ₂ -X other words, with the equation (2). Therefore, when the relation of X> S ₁ + S ₂ is satisfied, if the signal processing circuit 8 of FIG. 8 performs the calculation based on the above equations (1) and (2), the accurate intervals S ₁ and S ₂ are obtained. be able to.

Next, when the relationship between the interval X and the distances S ₁ and S ₂ is X <S ₁ and X <S ₂ , the error is corrected by the following equations (5) and (6).
₁ and S ₂ can be obtained. S ₁ = L ₁ + X (5) S ₂ = L ₂ -X (6)

Equations (3) and (4) are shown in FIGS.
It can be understood from (d). This drawing is for the case where the vehicle 2 runs to the right (in the case of going up), and FIG.
0 (b) is a state in which the vehicle is traveling, and the rail reflection object identification sensor 5 at the rear of the traveling direction has arrived at the front rail reflection object 3, and FIG. 10 (c) shows the vehicle 2 from the position of FIG. 11 (b). The vehicle moves right and the traveling direction is reached. The reference reflection object identification sensor 6 at the front reaches the reference reflection object 4. FIG. 10D shows the vehicle 2 traveling further rightward from the position shown in FIG. This is a state in which the rear rail reflection object identification sensor 5 has arrived at the front rail reflection section 3. 10 from (c), the vehicle moving amount (measured value) L ₁ is, L ₁ = S ₁ -X ····· becomes (7). Thus, the interval S ₁ is: S ₁ = L ₁ + X That is, the above equation (5) is obtained.

The vehicle movement amount (measured value) L ₂ in FIG. 10D is as follows: L ₂ = S ₂ + X (8) From this, the interval S ₂ is: S ₂ = L ₂ −X That is, the equation (6) is satisfied. Therefore, X <S ₁ and X <S
_When the relationship is ₂ , if the signal processing circuit 8 shown in FIG. 8 performs an operation based on the above equations (5) and (6), accurate intervals S ₁ and S ₂ can be obtained.

The above formula is a calculation formula when the vehicle 2 is going up, but the vehicle goes down (the reference reflector discriminating sensor 6 follows the rail reflector discriminating sensor 5; 7), the output order of the data in FIG. 7 is reversed, but the relationship for obtaining S ₁ and S ₂ is the same as that in the case of the upward.

The installation position of the reference stake 10 in the present invention may be a position other than the position shown in FIG. Accordingly, the measurement of the present invention can be performed by a method other than the above-described embodiment. The signal processing circuit 8 may have a configuration other than that shown in FIG.

(Embodiment of Method of Measuring Extension) The above-mentioned measurement is a measurement of a variation (extension and contraction) of a rail, but this measurement can also be applied to measurement of an extension of a rail.
Because the temperature of the rail is the temperature when the rail is laid, or the amount of movement of the rail at the reference temperature, the amount of change in the rail caused by the temperature change is removed, The amount of change obtained at a temperature different from the reference temperature is converted into a value at the time of the reference temperature, which is obtained in advance, so that the amount of advance can be obtained.

(Use in Combination with Other Measurements) In the present invention, it is also possible to measure the play between the rails and the rail length simultaneously with the measurement of the rail variation. In this case, the measurement is carried out by mounting the play measuring device on the vehicle. Various types of play time measuring devices can be used. For example, the present inventors have previously developed Patent No. 2073401 (Japanese Patent Laid-Open No. 4-118505), Japanese Patent No. 2514499 (Japanese Patent Laid-Open No. 5-71929) and Japanese Patent Laid-Open No. 7-332938. It is convenient to adopt. Of these, Patent No. 20
No. 73401 (Japanese Unexamined Patent Publication No. Hei 4-118505) has a method for measuring a play and a method for measuring a rail length as follows.

As shown in FIG. 11, a doppler laser beam a is supplied from a laser Doppler sensor 30 mounted on a vehicle 2 running on a rail 1 to an upper surface 3 of the rail 1 as shown in FIG.
2 and the reflected light b from the upper surface 32 is received by the laser Doppler sensor 30 to obtain a Doppler signal (FIG. 1).
2) A) is output. In addition, as shown in FIG.
Is applied to the rail 1 from above, the reflected light e from the rail 1 is received by the idle play identification sensor 40, and the width of the idle play 50 (FIG. 11) at each joint of the rail 1 is determined based on the reflected light e. Gap identification signals B ₁ , B ₂ having pulse widths corresponding to
.. (FIG. 12) are output, and each play interval identification signal B ₁ , B ₂
.. Are calculated based on the number of pulses (P in FIG. 12) of the Doppler signal A within the pulse width of. The counting of the number of pulses is performed by the signal processing circuit 8 shown in FIG.
Performed by This signal processing circuit 8 is for calculating the length of the play 50 and the length of the rail 1 based on the Doppler signal A and the play identification signals B ₁ , B ₂ . The waveform shaping circuit 8a in FIG. 11 is for shaping the waveform of the output signal from the gap identification sensor 40, and the integrating counter 8b is provided within the pulse width L of the gap identification signals B ₁ , B ₂ . The number of pulses P of the Doppler signal A is integrated to calculate the length of the play 50. The irradiation of the Doppler laser light a and the gap identifying laser light d can also be performed on wheels of the vehicle 2.

The rail length is measured as follows. FIG.
As shown in FIG. 1, a laser Doppler sensor 30 mounted on a vehicle 2 running on a rail 1 irradiates a laser beam a for Doppler onto an upper surface 32 of the rail 1 and reflects a reflected light b from the upper surface 32 into the same laser. Receiving the Doppler sensor 30 and outputting a Doppler signal (A in FIG. 12); Further, a laser light d for play identification is applied to the rail 1 from the play identification sensor 40 mounted on the vehicle 2, and reflected light e from the rail 1 is received by the play identification sensor 40, based on the reflected light e. pulse width corresponding to the width of the joint Gap 50 at each joint rail 1 Te of outputs joint Gap identification signals B _1, B ₂ ···, two adjacent of the joint Gap identification signals B _1, B ₂ ··· The pulse P of the Doppler signal A during the idle time identification signal
The length of the rail 1 is measured based on the number. Also in this case, the leading end 1a and the rear end 1b of one rail 1 shown in FIG. 8 are controlled by the integrating counter 8b in the signal processing circuit 8 in FIG.
The number of pulses of the Doppler signal A between the two idle time discrimination signals B ₁ and B ₂ corresponding to each of the above is accumulated. The irradiation of the Doppler laser light a and the gap identifying laser light d can also be performed on wheels of the vehicle 2.

The laser Doppler sensor 30 and the gap discriminating sensor 40 shown in FIG. 11 which are used for measuring the gap between the rails and measuring the length of the rails are the same as the pulse sensor for measuring the moving distance used for measuring the variation of the rail. It can also be used as the rail reflection object identification sensor 5.

[0085]

The method and apparatus for measuring the amount of rail fluctuation according to claims 1 to 12 of the present invention have the following effects. 1. It is possible to measure not only the variation amount and the extension amount of the long rail, but also the variation amount and the extension amount of the fixed-length rail. In measuring the amount of inflation, the rail temperature is considered as described above. 2. Because it is a non-contact type measurement, it can respond to high-speed running.Equipped with a measuring device on commercial trains such as Shinkansen and conventional lines, automatic measurement can be performed while running a commercial train, efficient and high accuracy Measurement can be performed, and significant labor saving and cost reduction can be realized. 3. Rail fluctuation measurement can be performed simply by measuring the number of pulses between the rail reflector and the reference reflector and performing arithmetic processing, making measurement easier and simplifying the configuration of measuring equipment and equipment used for it. , It will also be cheaper.

When one reference reflector is used for both the left and right rails, the number of reference reflectors provided along the longitudinal direction of the rail is half of the number of reference reflectors required in the conventional measurement, and the reference reflector is installed. The labor and cost required for halving are reduced.

It is also possible to receive the reflected light from the rail reflector and the reference reflector by one reflector discriminating sensor so that the rail reflector and the reference reflector can be distinguished separately. The number of object identification sensors is half that in the case where both the rail reflection object identification sensor and the reference reflection object identification sensor are provided, and the cost is reduced by half.

Simultaneously with the measurement of the rail fluctuation, the rail temperature near the rail reflection object is also measured to calculate the bulging amount and to confirm what temperature the rail fluctuation is at. The measurement data becomes precise.

Since the measurement of the amount of fluctuation of the rail and the measurement of the play can be performed at the same time, it is not necessary to perform both measurements separately, so that the trouble of measuring them can be omitted, and the cost can be reduced.

Since the rail length can be measured at the same time as the rail fluctuation amount, the number of data required for rail management is increased, which is convenient for rail management.

[Brief description of the drawings]

FIG. 1 is a schematic front view illustrating a rail variation measuring method according to the present invention.

2A is an explanatory plan view of a rail fluctuation measuring method according to the present invention, and FIG. 2B is a front view of FIG.

FIG. 3 is a front view showing a state in which a rail reflector is attached according to the present invention.

FIG. 4 is an explanatory plan view showing the arrangement of tong rails and rail reflectors according to the present invention.

FIG. 5A is a front explanatory view showing an attached state of a reference reflector according to the present invention, and FIG. 5B is a plan view of FIG.

FIG. 6 is a schematic explanatory view of a rail fluctuation amount measuring method of the present invention.

FIG. 7 is an explanatory waveform diagram of the measurement method in FIG. 6;

FIG. 8 is a block diagram illustrating a signal processing circuit according to the present invention.

FIG. 9 is generated in accordance with the distance X when the rail reflection object identification sensor and the reference reflection object identification sensor are arranged at an interval X in the longitudinal direction of the rail in the rail fluctuation amount measuring method of the present invention. It is explanatory drawing which shows an example of a measurement error correction method, (a) is an explanatory view which shows the state before a reference reflection object identification sensor arrives at a reference reflection object, (b) is a reference reflection object identification sensor when a reference reflection object is detected. Explanatory diagram showing the state that has arrived,
(C) is an explanatory diagram showing a state in which the rail reflection object identification sensor has arrived at the front rail reflection portion, and (d) is an explanatory diagram showing a state in which the rail reflection object identification sensor has arrived at the front rail reflection portion.

FIG. 10 is generated in accordance with the distance X when the rail reflection object identification sensor and the reference reflection object identification sensor are arranged at an interval X in the longitudinal direction of the rail in the rail fluctuation amount measuring method of the present invention. It is explanatory drawing which shows the other example of a measurement error correction method, (a) is explanatory drawing which shows the state before a rail reflection object identification sensor reaches a rail reflection object, (b) is a rail reflection object identification sensor in front. Explanatory diagram showing a state in which a rail reflector has arrived, (c) is an explanatory diagram showing a state in which a reference reflector identification sensor has arrived at a reference reflector, and (d) is a diagram in which the rail reflector identification sensor has reached the front rail reflector. Explanatory drawing which shows the state which arrived.

FIG. 11 is an explanatory diagram of a system when simultaneously measuring a play and a rail length in the present invention.

FIG. 12 is an explanatory diagram of waveforms when simultaneously measuring a play distance and a rail length in the present invention.

FIG. 13 is an explanatory plan view of a telescopic seam portion of a long rail.

[Explanation of symbols]

 Reference Signs List 1 rail 2 vehicle 3 rail reflector 4 reference reflector 5 rail reflector identification sensor 6 reference reflector identification sensor 7 pulse identification sensor 8 signal processing circuit

 ──────────────────────────────────────────────────続 き Continuing from the front page (72) Noriyuki Shinoda, Inventor Nagoya Railroad Co., Ltd. 1-2-4, Meieki, Nakamura-ku, Nagoya, Aichi Prefecture (72) Inventor Hiroki Omi Meiji, Nakamura-ku, Nagoya, Aichi Nagoya Railroad Co., Ltd., Chome 2-4 (72) Inventor Tsuyoshi Ogino 2-9-1-9 Shinei, Naka-ku, Nagoya-shi, Aichi Prefecture Meitetsu Sumisho Kogyo Co., Ltd. (72) Inventor Meiji Inagaki Shin-Ei, Naka-ku, Aichi Prefecture 2-9-1-9 Meitetsu Sumisho Kogyo Co., Ltd. (72) Inventor Kosaku Shiono 2--22-7 Gobongi, Meguro-ku, Tokyo Inside Act-Electronics Co., Ltd. (72) Inventor Zenjiro Oki 2, Gobongi, Meguro-ku, Tokyo F-term (reference) in Act Electronics Co., Ltd. 2F065 AA15 AA22 AA65 BB11 BB27 CC35 DD00 DD06 DD11 EE01 FF12 FF32 FF33 FF44 GG04 HH04 JJ01 JJ05 JJ15 LL12 MM07 NN08 PP22 QQ04 QQ25 QQ51

Claims (12)

[Claims] A vehicle running on a rail irradiates light to a rail reflector provided on the rail and a reference reflector fixed near the rail, and reflects the reflected light from both reflectors on the vehicle. Light is received by the object identification sensor to identify the rail reflection object and the reference reflection object, and a pulse is generated at a constant distance interval in proportion to the moving distance during the travel of the vehicle, and the two reflection objects are calculated from the number of pulses between the two reflection objects. A rail fluctuation measuring method, comprising measuring a distance between rails to measure a rail fluctuation. 2. The rail fluctuation measuring method according to claim 1, wherein the rail reflector is provided on the left and right rails, and the reference reflector is provided near each of the left and right rails. Laser light is applied to the reflector, and the reflected light from each is separately received by the rail reflector identification sensor and the reference reflector identification sensor mounted on the vehicle to distinguish the rail reflector and the reference reflector. Rail fluctuation measurement method. 3. The method according to claim 1, wherein the rail reflectors are provided on the left and right rails, one reference reflector is used for both the left and right rails, and the left and right rail reflectors and one reference are provided. Laser light is applied to the reflector, and the reflected light from each is separately received by the rail reflector identification sensor and the reference reflector identification sensor mounted on the vehicle to distinguish the rail reflector and the reference reflector. Rail fluctuation measurement method. 4. The method according to claim 1, wherein the rail reflector and the reference reflector are arranged close to each other.
A rail variation measuring method characterized by receiving reflected light from a rail reflection object and a reference reflection object by a single reflection object identification sensor mounted on a vehicle to separately identify the rail reflection object and the reference reflection object. 5. The rail fluctuation amount measuring method according to claim 1, wherein the rail temperature near the rail reflection object is also measured at the same time. 6. The rail fluctuation amount measuring method according to claim 1, wherein both the rail clearance and / or the rail length are measured simultaneously. Method. 7. A rail reflector provided on a rail, a reference reflector fixed near the rail, a reflector identification sensor mounted on a vehicle running on the rail, and a fixed distance interval proportional to a moving distance of the vehicle. A pulse sensor that generates a pulse with
A signal processing circuit for performing desired processing based on signals from the sensors, and the reflector identification sensor irradiates a laser beam to the rail reflector and the reference reflector and receives the reflected light from the rail reflector and the rail reflector. And the reference reflector can be separately identified, and the signal processing circuit can measure the distance between the two reflectors from the number of pulses between the two reflectors identified by the reflector identification sensor. Rail fluctuation measuring device. 8. A rail fluctuation amount measuring apparatus according to claim 7, wherein the reflection object identification sensor includes a rail reflection object identification sensor capable of identifying a rail reflection object and a reference reflection object identification sensor capable of identifying a reference reflection object. A rail fluctuation amount measuring device, characterized in that: 9. The rail fluctuation amount measuring apparatus according to claim 7, wherein one reference reflector is used for both left and right rails. 10. The rail variation measuring device according to claim 7, wherein the rail reflector and the reference reflector are arranged on one measurement path, and the reflected light from the rail reflector and the reference reflector is mounted on a vehicle. A rail fluctuation amount measuring device, wherein light is received by a single reflected object identification sensor and a rail reflected object and a reference reflected object are separately identified. 11. The rail fluctuation measuring device according to claim 7, further comprising a temperature sensor for measuring a rail temperature near a rail reflector on the vehicle. Quantity measuring device. 12. The rail fluctuation amount measuring device according to claim 7, wherein the vehicle has at least one of a play distance measuring device and a rail length measuring device. Rail fluctuation measurement device.