JP2014240262A - Track inspection apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve a compact configuration and ensure prompt measurement of a track displacement.SOLUTION: A track inspection apparatus according to an embodiment is a track inspection apparatus to which a plurality of distance data corresponding to distances to measuring points in a plurality of portions on a measuring target rail is input, and that calculates a track displacement. Storage means stores the distance data corresponding to the measuring points in the plurality of portions at a plurality of the measurement timing as a measuring history. Measuring chord versine calculation means calculates measuring chord versines on the basis of the distance data corresponding to the same measuring timing at the measuring points in the plurality of measuring portions along an extension direction of the measuring target rail. The chord versine calculation means calculates a rail shape corresponding to a predetermined reference versine on the basis of a calculation result of the measuring chord versines corresponding to the plurality of measuring timing.

Description

  Embodiments described herein relate generally to a trajectory inspection device.

  The tracks that make up the railroad track are composed of rails, sleepers that keep the distance between the rails constant, rails and sleepers, and the roadbed that conveys the weight of the traveling vehicle to the roadbed. Displacement occurs.

The following five types of displacement are defined as this displacement.
(1) Street displacement (path misalignment): Rail displacement in the left-right direction (2) Height displacement (height misalignment): Rail vertical displacement (3) Gauge displacement (gauge misalignment): Displacement between the left and right rails ( 4) Level displacement (level deviation): Difference in height between left and right rails (5) Flatness displacement (flatness deviation)

  Among these orbital displacements (trajectory deviations), especially as a technique for measuring high and low displacements (high and low deviations) and passage displacements (passage deviations), the three points on the rail, against both ends (called strings) The Masaya method is generally known in which the relative displacement between ends is defined as out of order.

  With regard to the Masaya method described above, the length of the reference string is normally set to 10 m in the case of a conventional line, and the track inspection vehicle defines a reference string using a laser distance sensor etc. It is measuring madness (Masaya). However, when the reference string is set to 10 m, there is a drawback that a small turn is not possible because the size of the vehicle is required to be at least 10 m. Furthermore, reference strings for higher speed vehicles tend to be longer, such as 20 m, 40 m, and the like.

Japanese Patent No. 3411861 Japanese Patent Publication No.7-119561

However, in the prior art, since the length of the reference string tends to be long, there is a risk that the track inspection vehicle and, consequently, the system configuration will become large.
The present invention has been made in view of the above, and an object of the present invention is to provide a trajectory inspection device and a trajectory inspection vehicle that can be configured compactly and can rapidly measure trajectory displacement.

The trajectory inspection device according to the embodiment is a trajectory inspection device that receives a plurality of distance data corresponding to distances to a plurality of measurement points on a measured rail and calculates a trajectory displacement.
The storage unit stores the distance data corresponding to the plurality of measurement points at the plurality of measurement timings as a measurement history.
Thus, the measurement string Masaya calculation means calculates the measurement string Masaya based on the distance data corresponding to the same measurement timing at a plurality of measurement points along the extending direction of the measured rail. The arrow calculation means calculates a rail shape corresponding to a predetermined reference string based on the calculation result of the measurement string positive arrow corresponding to a plurality of measurement timings.

FIG. 1 is an explanatory diagram of a dimensional relationship between a trajectory inspection vehicle equipped with the trajectory inspection device of the embodiment and a reference string in the string Masaya method. FIG. 2 is a schematic side view of the track inspection vehicle of the first embodiment. FIG. 3 is a schematic functional configuration block diagram of the calculation unit in the first embodiment. FIG. 4 is an operation explanatory diagram of the first embodiment. FIG. 5 is an image diagram in which the values m (n) of a plurality of measurement string arrow MMS calculated by the measurement string positive arrow calculation means 3a are plotted with respect to the measurement point x. FIG. 6 is a schematic functional configuration block diagram of a calculation unit in the second embodiment. FIG. 7 is an operation explanatory diagram of the second embodiment. FIG. 8 is an explanatory diagram of function rotation. FIG. 9 is a schematic configuration explanatory diagram of a trajectory inspection vehicle in the third embodiment. FIG. 10 is a schematic configuration explanatory diagram of a trajectory inspection vehicle in the fourth embodiment. FIG. 11 is an explanatory diagram of a schematic configuration of a track inspection vehicle in the fifth embodiment. FIG. 12 is a schematic functional configuration block diagram of a calculation unit according to the fifth embodiment. FIG. 13 is a schematic configuration explanatory diagram of a trajectory inspection vehicle according to the sixth embodiment. FIG. 14 is a schematic configuration diagram of a track inspection vehicle (track detection device) of the seventh embodiment. FIG. 15 is a schematic diagram for explaining functions as a gauge calculation unit. FIG. 16 is a functional explanatory schematic diagram as the level calculating means. FIG. 17 is an explanatory diagram of a main part of the first modification. FIG. 18 is an explanatory diagram of a second modification.

Next, embodiments will be described with reference to the drawings.
First, the size of the track inspection vehicle of the embodiment will be described.
FIG. 1 is an explanatory diagram of a dimensional relationship between a trajectory inspection vehicle equipped with the trajectory inspection device of the embodiment and a reference string in the string Masaya method.

  As shown in FIG. 1, three distance sensors 2a to 2c (example of FIG. 1) provided in the track inspection vehicle 1 of the present embodiment and corresponding to the same measured rail RW and the same displacement to be measured. Then, the separation distance between the measurement point P1 of the distance sensor 2a of the distance sensor for detecting height displacement and the measurement point P3 of the distance sensor 2c is sufficiently shorter than the length Lref of the reference string BSref (for example, , L1 = Lref / 10) is set.

Here, as an example of the string choya method, a 10 m chord arrow method with a length Lref = 10 m of the reference string BSref will be described.
The 10m string Masaya method, in principle, stretches a string of 10m length (thread: reference string) along the rail, and the string and rail at the center position of this string (5m from each end of the string) Is treated as a displacement or a high-low displacement through the separation distance.

  Therefore, in order to acquire a displacement or a high / low displacement as a single inspection by the track inspection vehicle, conventionally, a track inspection vehicle having a length of 10 m or more is used for the inspection.

  Here, the length of the reference string BSref = 10 m is a wavelength corresponding to a frequency (1.0 Hz to 1.5 Hz) at which the vehicle is likely to shake when the speed is 90 km / hr which is a general speed on a conventional line. This is because the wavelength at which the measurement magnification is large in the 10 m string Masaya method (= the wavelength at which the amplitude is measured to be larger than the actual trajectory displacement amount) substantially matches. Therefore, on high-speed lines such as conventional high-speed lines and Shinkansen lines, the 20m string with the reference string length BSref = 20m and the reference string length BSref = 40m is selected according to the vehicle operating speed. The Masaya method or the 40m string Masaya method is used.

On the other hand, the track inspection vehicle 1 of the present embodiment, as described above, is spaced apart from the measurement point P1 of the distance sensor 2a and the measurement point P3 of the distance sensor 2c corresponding to the length of the reference chord BS at the time of measurement. The distance L1 is, for example, 1 m, and it can be seen that the distance L1 can be very small as compared with the conventional track inspection vehicle.
On the other hand, the trajectory inspection result obtained by the trajectory inspection vehicle 1 of the present embodiment corresponds to the same reference string as the conventional trajectory inspection vehicle, and the length of the reference string is different. There are no disadvantages.

This will be described in more detail below.
In the following description, coordinates, left and right, and measurement positions are defined as follows.
X axis: Traveling direction of the track inspection vehicle 1 (for railroads, the rail laying direction)
Y axis: Left-right direction of the track inspection vehicle 1 Z axis: Height direction of the track detection vehicle 1 Left (L): Rail on the left side with respect to the traveling direction of the track inspection vehicle 1 Right (R): Track detection In the following description, it is assumed that a plurality of distance sensors are arranged symmetrically.

[1] First Embodiment First, a first embodiment will be described.
The first embodiment is an embodiment in the case where the track inspection vehicle 1 measures the height displacement (level deviation) of the measured rail RW and reproduces the actual shape of the measured rail.

FIG. 2 is a schematic side view of the track inspection vehicle of the first embodiment.
The track inspection vehicle 1 includes a mobile unit (vehicle main body) 5 having a sensor unit 2, a control unit 3, a storage unit 4, and wheels 5A arranged before and after the traveling direction.
Here, the sensor unit 2, the control unit 3, and the storage unit 4 constitute a trajectory inspection device 6.

  The sensor unit 2 includes a pair of distance sensors 2a, a pair of distance sensors 2b, and a pair of distance sensors corresponding to the left and right measured rails RL and RR (if they are not distinguished from each other, they are referred to as measured rails RW). A total of three distance sensors 2c are provided.

  The three sets of distance sensors 2a, 2b, and 2c are attached to the frame 2F so that the detection surfaces are located on the same surface. That is, when an ideal rail RW with no displacement is detected, all the distance sensors 2a, 2b, and 2c are attached so that the measurement distances (the distance to the top surface of the rail RW) are equal. .

Here, the distance sensor 2a, the distance sensor 2b, and the distance sensor 2c are configured as, for example, a laser distance sensor that uses infrared light as a light source, or a visible light meter that uses visible light as a light source.
The frame 2F has a high rigidity and a rigid shape with little distortion.
Here, the distance sensors 2a, 2b, and 2c corresponding to one rail are arranged on a straight line along the X-axis direction. The distance in the X-axis direction between the measurement point P1 and the measurement point P3 is equal to the length L1 of the measurement reference string BS in the track inspection vehicle 1 (<< the length Lref of the reference string BSref). Further, the separation distance in the X-axis direction between the measurement point P1 and the measurement point P2 and the separation distance in the X-axis direction between the measurement point P2 and the measurement point P3 are L (= L1 / 2), respectively. Yes.

  Then, the distance Z1 to Z3 between the distance sensor 2a, the distance sensor 2b, the light projecting portion of the distance sensor 2c and the measurement point on the upper surface of the measured rail RW while the moving body 5 is moving (running) is measured, and the distance Z1 Distance data DZ1 to DZ3 corresponding to each of .about.Z3 are output to the storage unit 4 and stored therein.

The storage unit 4 may employ a memory that can retain stored contents even when power supply is interrupted. For example, an EEPROM, a flash ROM, or a hard disk.
When the frame 2F and the wheels 5A are attached, the moving body 5 is configured to be able to travel so that the distance between the rails RL and RR to be measured and the frame 2F is always constant if there is no vibration or the like.

  In this case, the central portion of the frame 2F is rigidly fixed to the moving body 5 so that the vibration of the moving body 5 does not directly affect the frame 2F. Furthermore, both ends of the frame 2F are sandwiched between the moving body 5 and the frame 2F with a cushioning material 7 such as a rubber plate matching the rigidity of the frame 2F, and screwed. With such an attachment method, the influence of vibration of the moving body 5 can be reduced, and stress in the direction in which the frame 2F is distorted can be released.

FIG. 3 is a schematic functional configuration block diagram of the calculation unit in the first embodiment.
The control unit 3 is configured as a so-called microcomputer, and includes an MPU (not shown), a ROM that stores various data in a nonvolatile manner, a RAM that temporarily stores various data and functions as a working area of the MPU, and the like. .

  And in this 1st Embodiment, the control part 3 uses the measurement string BS, the measurement string positive arrow calculation means 3a which calculates a measurement string positive arrow, and the to-be-measured rail RW based on the calculated measurement string positive arrow. It functions as the track actual shape reproduction means 3b for reproducing the actual shape.

Processing in the control unit 3 will be described in detail.
FIG. 4 is an operation explanatory diagram of the first embodiment.
First, the control unit 3 that functions as the measurement string positive arrow calculation means 3a will be described.
The measuring string positive arrow calculation means 3a is a distance data DZ1 (= distance Z1) of the measurement point P1 measured by the distance sensor 2a, a distance data DZ2 (= distance Z2) of the measurement point P2 measured by the distance sensor 2b, and the distance sensor 2c. The measurement string Masaya MMS is calculated using the distance data DZ3 (= distance Z3) of the measurement point P3 measured in (1).
Here, the distance data DZ1 to DZ3 used for calculation is stored and stored in the storage unit 4.

Here, as shown in FIG. 4B, the intersection of the line segment P1-P3 connecting the measurement point P1 and the measurement point P3 and the extension line of the line segment connecting the distance sensor 2b and the measurement point P2 is defined as P4. .
On the other hand, since the distance sensors are installed at equal intervals L, the measurement string Masaya MMS when the line segment P1-P3 is the measurement string BSM is the line segment P2-P4. When the value of the measurement string Masaya MMS is defined as m, it can be expressed by the following formula (1) from the geometrical relationship.

  While the moving body 5 travels on the measured rail RW, the distance sensor 2a, the distance sensor 2b, and the distance sensor 2c output distance data DZ1, DZ2, and DZ3 at regular intervals.

  Thereby, the control unit 3 functioning as the measurement string Masaya calculation means 3a calculates the measurement string Masaya MMS, and sequentially outputs the calculation results to the storage unit 4 to store them as a measurement history. The measurement for generating the distance data DZ1, DZ2, DZ3 is a means for generating a pulse according to the travel distance of the track inspection vehicle 1, such as a rotary encoder (not shown) attached to the track detection vehicle 1. This is performed in synchronization with the trigger signal output from the (device or circuit).

Next, the control unit 3 functioning as the actual track shape reproducing means 3b will be described.
The measurement string Masaya MMS calculated by the measurement string Masaya calculation means 3a is transformed as shown in Expression (2). Here, L is the distance between the distance sensors (for example, between the distance sensor 2a and the distance sensor 2b).

  On the other hand, the second derivative of the function f (x) can be obtained by the following equation (3).

Since the distance L (for example, 1 m) between the distance sensors is sufficiently small with respect to the length Lref (for example, 10 m) of the reference chord BSref, 2 m / L ² is set to a function f (for the measurement point x of the measured rail RW). It can be regarded as a second-order derivative in the space of x).
Accordingly, the measurement string Masaya MMS value m (n) (n = 1, 2, 3,...) Calculated while the trajectory inspection vehicle 1 travels is spatially second-order integrated to the measurement point x of the measured rail RW. The shape of the measured rail RW can be reproduced by calculating the function f (x).
Specifically, the interval between the values m (n) of the measurement string Masaya MMS is set to Δx that is sufficiently small with respect to the reference string BSref, and the measured rail RW according to the following expressions (4) and (5). A function f (x) representing the actual shape is calculated.

  In the present embodiment, the actual shape of the measurement target rail RW is reproduced by sequentially integrating the value m (n) of the measurement string Masaya MMS calculated while the track inspection vehicle 1 is traveling. ing.

  By the way, in the first embodiment, when there is an abnormal value in the measured measurement string Masaya MMS (for example, the track measurement vehicle 1 vibrates greatly at the joint of the measured rail RW), the measured rail RW Even when there is a possibility that the reproduction of the actual shape will be affected, it is possible to remove the abnormal value and reproduce the shape of the measured rail RW.

Next, the process of removing the abnormal value and reproducing the shape of the measured rail RW will be described in more detail.
FIG. 5 is an image diagram in which the values m (n) of a plurality of measurement string arrow MMS calculated by the measurement string positive arrow calculation means are plotted with respect to the measurement point x.

  Here, the period of the measurement point x is set to an integral multiple of the period st for calculating the value m (n) of the measurement string positive arrow MMS by the measurement string positive arrow calculation means 3a. The value m (n) of the arrow MMS is held until at least the abnormal value is removed and the process of reproducing the shape of the measured rail RW is completed.

In the control unit 3 functioning as the actual track shape reproducing means 3b, the integration interval Δx is defined and second-order integration is performed.
In FIG. 5, the values m (1), m (2), m (3), m (4), and m (5) of five measurement string Masaya MMS are used for integration of the measurement string Masaya MMS. The value m.

  Here, in FIG. 5, a value that is clearly larger than the standard rail deviation, such as the value m (4) of the measurement string Masaya MMS (there is a foreign object at the measuring point, the joint is measured, etc.) That is, if an abnormal value is used for integration, there is a possibility that the reproduction result of the shape of the measured rail RW is greatly different from the actual shape of the measured rail RW.

  Therefore, in the first embodiment, the obtained measurement string Masaya MMS value m (n) varies beyond the normally assumed measurement string Masaya MMS value m (n) variation range VAL. When an abnormal value is detected, as shown in FIG. 5B, the original measurement string Miya MMS value m (4) is discarded, and the adjacent normal value (in the example of FIG. 5, the immediately preceding value mp). Is newly defined as the value m (4) of the new measurement string Masaya MMS, and the integration interval is also changed and integrated.

That is, the integration interval of m (3) and the new m (4) = Δx ′, and the integration interval of the new m (4) and m (5) = 2Δx−Δx ′.
Thus, by discarding the abnormal value and changing the integration interval, the actual shape of the measured rail RW can be accurately reproduced without including the abnormal value.

  In this case, attention must be paid to the discrete error due to integration. That is, since the measurement string Masaya has a discrete value, if the integration interval becomes longer, a discrete error accumulates and affects the restoration result of the actual trajectory. Therefore, in order to reduce the influence of the discrete error, it is necessary to set the interval in which the deviation of the result due to the accumulation of the discrete error does not exceed the accuracy of the shape reproduction of the measured rail RW as the integration interval.

As described above, according to the first embodiment, since the length of the measurement string BS can be shortened, the size of the trajectory inspection device, and thus the trajectory inspection vehicle can be reduced in size. .
Moreover, the actual shape with respect to the measurement direction of the sensor unit 2 can be reproduced without assuming the shape of the measured rail RW to be a shape such as an arc or a sine.

  Even if an abnormal value is included in the value m (n) of the measurement string Masaya MMS, the abnormal value of the measurement string Masaya MMS value m (n) is surely removed and the measured rail RW is actually measured. The shape can be restored.

In the above description, the restoration of the actual shape of the track can correspond to the restoration in all directions such as the horizontal direction and the height direction only by changing the installation direction of the apparatus.
In the above description, the case of rails for railways has been described as an example. However, the measurement target of this device is not limited to railroad rails, road surface condition surveys, roller coaster rail inspections, etc. It can be applied to any target that needs to know the shape of the measurement section.

[2] Second Embodiment Next, a second embodiment will be described.
The first embodiment is an embodiment in the case where the track inspection vehicle 1 measures the height displacement (the height deviation) of the measured rail RW and reproduces the actual shape of the measured rail. The form is an embodiment in the case where the track inspection vehicle 1 measures the height displacement (high / low deviation) of the rail to be measured and calculates a chordal arrow corresponding to the reference string.

FIG. 6 is a schematic functional configuration block diagram of a calculation unit in the second embodiment.
In FIG. 6, the same parts as those in FIG. 3 are denoted by the same reference numerals.
Also in the second embodiment, the control unit 3 is configured as a so-called microcomputer. And the control part 3 of this 2nd Embodiment is the actual shape of the to-be-measured rail RW based on the measurement string positive arrow calculation means 3a which calculates a measurement string positive arrow using the measurement string BS, and the calculated measurement string positive arrow Function as a trajectory actual shape reproduction means 3b that reproduces and a string true arrow calculation means 3c that calculates a string true arrow using the reference string BSref.

  Here, the measured string positive arrow calculating means 3a and the actual trajectory actual shape reproducing means 3b operate in the same manner as in the first embodiment, and therefore, in the following description, the operation of the string correct arrow calculating means 3c will be mainly described.

As described in the first embodiment, according to the reproduction result of the track actual shape reproduction unit 3b, the actual shape of the measured rail RW can be expressed as a function f (x) of the measurement point x.
FIG. 7 is an operation explanatory diagram of the second embodiment.
Therefore, as shown in FIG. 7, when an arbitrary measurement point P11 (X coordinate = x1) and measurement point P13 (X coordinate = x2) of the rail to be measured RW is selected, a function for the measurement point x of the rail to be measured RW. When f (x) is used, the XY coordinates of the measurement points P11 and P13 are P11 = (x1, f (x1)) and P13 = (x2, f (x2)), respectively.

  When the line segment P11-P13 is the measurement string BS1 and the displacement MMS11 (the length of the line segment P12-P14 in FIG. 7) at an arbitrary measurement point P12 = (x3, f (x3)) between ends is calculated. For this reason, it is appropriate to set the height at both end positions (measurement points P11 and P13) of the measurement string (or the reference measurement string) to zero.

For this reason, in the second embodiment, the function f (x) is rotated so that the Y coordinates f (x1) and f (x2) of the measurement points P11 and P13 are both zero.
FIG. 8 is an explanatory diagram of function rotation.
That is, as shown in FIG. 8, the measurement points P11 when the origin, the P13 ₌ x _f + iy f representing the measurement point P13 in the complex, was used the distance r between the measurement points P11, P13, the deflection angle θ When expressed in a polar coordinate system, they can be expressed as the following formulas (6) to (8).

Further, when x _f and y _f are expressed in an orthogonal coordinate system, they can be expressed by the following equations (9) and (10).

  From these equations, cos θ and sin θ can be expressed as the following equations (11) and (12).

The function f (x) for the measurement point x of the measured rail RW is multiplied by e ^iθ obtained from the above result. That is, the displacement MMS11 at the measurement point P12 can be obtained by rotating the deviation angle θ as shown in the equation (13).

As described above, if the method described above is used, it is possible to calculate the deviation between the ends when any two points are set as the measurement string BS1. If the story is limited to Masaya, the definition of Masaya for the measurement string BS1 is “the center distance when both ends are fixed with a thread”. Therefore, the line segment P11-P13 is the reference string BSref, and f If (x _G ) is transformed as shown in the following formula (14), it can be obtained as a chord maya m ′.

  The method for calculating the displacement MMS11 is not limited to the method described so far, and other methods may be used. For example, a method of obtaining a measurement point P14 in which a tangent vector passing through the measurement point P12 and a line segment P11-P13 are orthogonal to each other and directly calculating the length of the line segment P12-P14 is also possible.

  As described above, according to the second embodiment, the measured object when the string BS1 is set between any two points on the measured rail RW (in FIG. 7, between the measuring point P11 and the measuring point P13). A displacement MMS11 (Masaya), which is the shortest distance from the measurement string BS1 corresponding to the position of the measurement point on the rail RW, can be calculated.

  Also in the second embodiment, the target to be measured is not limited to railroad rails, and can be applied to any target that requires a grasp of the shape of the measurement section, such as road surface condition surveys and roller coaster rail inspections. It is.

[3] Third Embodiment Next, a third embodiment will be described.
The third embodiment is an embodiment in the case where the displacement of the measurement object is high or low.
FIG. 9 is a schematic configuration explanatory diagram of a trajectory inspection vehicle in the third embodiment.
FIG. 9A is a plan view of the track inspection vehicle 1, and FIG. 9B is a rear view of the track inspection vehicle 1 viewed from the rear in the traveling direction. For ease of understanding, a part of the configuration is omitted in FIG.

The moving body 5 in the third embodiment is a vehicle that travels on a track such as a so-called railroad track in which a left rail LR and a right rail RR are laid.
The moving body 5 is provided with a sensor unit 2LV for measuring the height direction distance to the left rail LR and a sensor unit 2RV for measuring the height direction distance to the right rail RR.

  Each of the sensor unit 2LV and the sensor unit 2RV includes three distance sensors 2a, 2b, and 2c. In the sensor unit 2LV and the sensor unit 2RV, the corresponding distance sensor (for example, the distance sensor 2a) is the moving body 5. Are provided at positions symmetrical with respect to a straight line LN parallel to the X axis.

Then, while the moving body 5 travels on the measured rail RW (track), the distance data in the height direction of the left rail LR1 is measured by the sensor unit 2LV, and the distance data in the height direction of the right rail RR1 is measured by the sensor unit 2RV. Furthermore, using the same configuration as in the second embodiment, the shape of the trajectory in the height direction of the left rail RL1 and the right rail RR1 is restored, and the height displacement (the height deviation) is calculated.
Then, the height displacement with respect to the reference chord BSref is calculated from the actual trajectory shape restoration result.

  As described above, according to the third embodiment, the actual shape in the height direction of the left and right rails LR1 and RR1 can be restored with a compact configuration, and the height displacement with respect to the reference string (high / low deviation) from the actual shape reproduction result. Can be determined.

[4] Fourth Embodiment Next, a fourth embodiment will be described.
The fourth embodiment is an embodiment where the displacement of the measurement object is a displacement.

The moving body 5 in the fourth embodiment is a vehicle that travels on a track such as a so-called railroad track in which a left rail LR and a right rail RR are laid.
FIG. 10 is a schematic configuration explanatory diagram of a trajectory inspection vehicle in the fourth embodiment.
FIG. 10A is a plan view of the track inspection vehicle 1, and FIG. 10B is a rear view as viewed from the rear in the traveling direction of the track detection vehicle 1. For ease of understanding, in FIG. 10B, a part of the configuration is omitted as in FIG. 9B.

In the fourth embodiment, the moving body 5 is provided with a sensor unit 2LH for measuring the distance in the direction of the left rail LR and a sensor unit 2RH for measuring the distance in the direction of the right rail RR. Yes.
Each of the sensor unit 2LH and the sensor unit 2RH includes three distance sensors 2d, 2e, and 2f. In the sensor unit 2LH and the sensor unit 2RH, the corresponding distance sensor (for example, the distance sensor 2d) is the moving body 5. Are provided at positions symmetrical with respect to a straight line LN parallel to the X axis.

While the moving body 5 travels on the measured rail RW, the sensor unit 2LH measures the distance data in the direction of the left rail LR, and the sensor unit 2RH measures the distance data in the height direction of the right rail.
Furthermore, using the same configuration as in the second embodiment, the trajectory shape in the passing direction of the left rail LR and the right rail RR is restored, and the passing displacement (passing error) is calculated.
Then, displacement is calculated from the actual trajectory restoration result with respect to the reference chord BSref.

  As described above, according to the fourth embodiment, the actual shape in the direction of the left and right rails LR and RR can be restored with a compact configuration, and the displacement (passage error) with respect to the reference string from the actual shape reproduction result. Can be determined.

[5] Fifth Embodiment Next, a fifth embodiment will be described.
FIG. 11 is an explanatory diagram of a schematic configuration of a track inspection vehicle in the fifth embodiment.
FIG. 12 is a schematic functional configuration block diagram of a calculation unit according to the fifth embodiment.
The fifth embodiment is an embodiment in which the displacement of the measurement object is a displacement and the displacement is calculated more accurately by correcting the swinging (swing) of the moving body 5.

The moving body 5 in the fifth embodiment is a vehicle that travels on a track such as a so-called railroad track on which a left rail LR and a right rail RR are laid.
The track inspection vehicle 1 of the fifth embodiment is provided with an acceleration sensor 2La, an acceleration sensor 2Lb, and an acceleration sensor 2Lc in the sensor unit 2LH as compared to the track detection vehicle 1 of the fourth embodiment, and the sensor unit 2RH. Are different from each other in that an acceleration sensor 2Ra, an acceleration sensor 2Rb, and an acceleration sensor 2Rc are provided, and a function of the swing correction means 3d is provided in the control unit 3.

  Next, the operation of the fifth embodiment will be described. Since the sensor unit 2LH on the left rail LR side and the sensor unit 2RH on the right rail RR side have the same operation, in the following description, the sensor unit is mainly used. 2LH will be described.

By the way, when the moving body 5 travels on the measured rail RW, the moving body 5 swings (sways) in the left-right direction as the traveling speed increases.
Here, since the distance sensor 2d, the distance sensor 2e, and the distance sensor 2f of the sensor unit 2LH are installed on the rigid frame 2F, it is assumed that the frame 2F is not distorted or the distortion is small enough to be ignored. The displacement component of the frame 2F due to the vibration of the body 5 can be considered that the entire frame 2F is displaced in the same direction, and the vibration component can be canceled in the arithmetic expression (formula) executed in the measurement string Masaya calculation means 3a. .

However, when the movement of the vehicle body of the trajectory inspection vehicle 1 moves in the opposite direction, such as swinging, the calculation formula executed by the measuring string positive arrow calculation means 3a can cancel the operation. Measurement error will occur.
Therefore, in the fifth embodiment, the acceleration sensor 2La, the acceleration sensor 2Lb, and the acceleration sensor 2Lc are installed in the vicinity of the installation positions of the distance sensor 2d, the distance sensor 2e, and the distance sensor 2f of the sensor unit 2LH, respectively. 5 is measured in synchronization with the distance sensor data, and stored and stored in the storage unit 4.

  In this case, the acceleration data of the acceleration sensor 2La stored in the storage unit 4 is a1, the acceleration data of the acceleration sensor 2Lb is a2, and the acceleration data of the acceleration sensor 2Lc is a3.

As a result, the control unit 3 functioning as the swing correction unit 3d performs second-order integration on the acceleration data a1, the acceleration data a2, and the acceleration data a3 stored in the storage unit 4 to obtain left and right displacement amounts, and the distance sensor 2a. Then, the measurement data of the distance sensor 2b and the distance sensor 2c is output to the control unit 3 that functions as the measurement string positive arrow calculation means 3a after correcting the displacement amount calculated as the swing correction means 3d.
As a result, according to the fifth embodiment, the influence of the swing component included in the distance data can be reduced, and the measurement accuracy can be improved even when the track inspection vehicle 1 is traveling at a high speed.

[6] Sixth Embodiment The sixth embodiment is an embodiment in which the third embodiment and the fifth embodiment are combined to constitute a single track inspection vehicle 1.
FIG. 13 is a schematic configuration explanatory diagram of a trajectory inspection vehicle according to the sixth embodiment.

  In the sixth embodiment, the moving body 5 includes a sensor unit 2LV for measuring the height direction distance to the left rail LR, and a sensor unit 2RV for measuring the height direction distance to the right rail RR. A sensor unit 2LH for measuring the distance in the direction of the left rail LR, a sensor unit 2RH for measuring the distance in the direction of the right rail RR, an acceleration sensor 2La provided in the sensor unit 2LH, and an acceleration sensor 2Lb and the acceleration sensor 2Lc, the acceleration sensor 2Ra provided in the sensor unit 2RH, the acceleration sensor 2Rb, and the acceleration sensor 2Rc are provided, and the control unit 3 is provided with the function of the swing correction means 3d.

  According to the above configuration, it is possible to perform trajectory restoration and deviation determination in the height direction of the left and right rails and in the street direction with a compact configuration.

[7] Seventh Embodiment Next, a seventh embodiment will be described.
The seventh embodiment is different from the sixth embodiment in that the moving sensor 5 is measured by the inclination sensor 15 that measures the inclination of the rail in the left-right direction (Y direction), the sensor unit 2LH, and the sensor unit 2RH. A distance calculation means 16 for calculating the distance between the left and right rails from the distance data, a level calculation means 17 for calculating the level deviation of the left and right rails from the inclination data of the inclination sensor 15 and the distance between the left and right rails calculated by the distance calculation means 16 The flatness calculating means 18 for calculating the flatness of the left and right rails from the level result calculated by the level calculating means 17 is provided, and the configuration is such that the level displacement is detected by these configurations.

  Of the configurations of the various apparatuses according to the seventh embodiment, detailed description of the same parts as those described in the first to sixth embodiments is incorporated.

FIG. 14 is a schematic configuration diagram of a track inspection vehicle (track detection device) of the seventh embodiment.
FIG. 14A is a plan view of the track inspection vehicle, and FIG. 14B is a rear view of the track detection vehicle (viewed from the rear in the traveling direction). In FIG. 14B, a part of the configuration is omitted for easy understanding.

Here, the control unit 3 functions as a gauge calculation unit 16, a level calculation unit 17, and a flatness calculation unit 18.
The storage unit 19 may employ a memory capable of holding stored contents even when power supply is interrupted. For example, an EEPROM, a flash ROM, or a hard disk. The components described in the first to sixth embodiments operate in the same manner.
Hereinafter, operations of the control unit 3 functioning as the gauge calculation unit 16, the level calculation unit 17, and the flatness calculation unit 18 will be mainly described.

First, the gauge calculation means 16 will be described. Since the definition of the gauge is "the inner distance (shortest distance) of the left and right rail tops (within 14 mm from the top surface of the rail in Japan)", the distance data results of the sensor unit 2LH and the sensor unit 2RH and the sensor unit 2LH Gauge GA is calculated using the separation distance from sensor unit 2RH.
The sensor unit 2 includes three sets of distance sensors. When calculating the gauge GA, distance sensor data installed at the center with respect to the traveling direction of the sensor unit 2LH and the sensor unit 2RH is used.

FIG. 15 is a schematic diagram for explaining functions as a gauge calculation unit.
The distance data measured by the distance sensor 2bLH that measures the distance in the left-right direction with the left rail LR is Y _L , the distance data that is measured by the distance sensor 2bRH that measures the distance in the left-right direction with the right rail RR is Y _R , the distance sensor When the distance between the laser projection parts of 2bLH and the distance sensor 2bRH is Y _const , the gauge GA can be calculated by the following equation.

  Here, α represents an angle formed between the left rail LR and the right rail RR constituting the measured rail RW and the laser projector. There is a situation where it is difficult to install the distance sensor 2bLH and the distance sensor 2bRH directly beside the measurement point on the side surface of the rail due to the construction limit.

Therefore, when it is difficult to install the sensor directly at the side, Y _{L and} Y _R are corrected by the angle α, and when the sensor is installed horizontally, the angle α may be calculated as zero. The result of the gauge GA calculated by the method described above is stored and saved in the storage unit 19.

  Next, the function of the level calculation means 17 will be described. The level is defined as “the difference in height between the left and right rails”.

FIG. 16 is a functional explanatory schematic diagram as the level calculating means.
The level calculation means 17 calculates the level LV by the following equation (16) using the trigonometric ratio, where β is the horizontal tilt of the moving body 5 measured by the tilt sensor 15.

  Then, the result of the level LV calculated by the level calculation means 17 is stored in the storage unit 19.

Next, the flatness calculating means 18 will be described.
Flatness is defined as “difference in level in a defined section”.

The JR conventional line takes into account the fixed axle distance of 4.6 m of the 2-shaft freight car, 5 m, and the Shinkansen has high follow-up to the torsion by the air spring between the car body and the carriage. A level difference of 5 meters is defined as flatness.
Since the calculation result of the level LV is sequentially stored in the storage unit 19 while the moving body 5 travels, the flatness is calculated by reading the level result from the storage unit 19 according to the defined distance and taking the difference. That's fine. The result of flatness calculated by the method described above is stored in the storage unit 19.

  The result of each deviation obtained in the above description is compared with each criterion, and the soundness of the trajectory is determined.

[8] Modified Example of Embodiment [8.1] First Modified Example In each of the above-described embodiments, the case where the track displacement is detected in a non-contact manner has been described. It is an example in the case of detecting in a part contact state.

FIG. 17 is an explanatory diagram of a main part of the first modification.
The track inspection vehicle 1A of the first modified example has a roller 21 that contacts and rotates on the inner surface of the left rail LR, and a movable unit 22L provided on the lower surface of the frame 5d and an inner surface of the right rail RR. The movable unit 22R provided on the lower surface of the movable body 5 and the distance between the predetermined reference position and the inner surface of the left rail LR is indirectly measured via the movable unit 22L. In addition, the distance from the measurement unit 23L provided on the lower surface of the moving body 5 to the inner surface of the right rail RR from the predetermined reference position is indirectly measured via the movable unit 22L, and the lower surface of the moving body 5 is also measured. And a measurement unit 23R.

  The movable unit 22L includes a roller 21, a measurement plate 24 provided with a rotation shaft that rotatably supports the roller 21, and the measurement plate 24 in the width direction of the track inspection vehicle 1A (in FIG. 17, the Y axis). And an urging unit 26 that urges the roller 21 to contact the inner surface of the left rail LR via the measurement plate 24 by the urging member 25.

  Similarly, the movable unit 22R includes a roller 21, a measurement plate 24 provided with a rotation shaft that rotatably supports the roller 21, and the measurement plate 24 in the width direction of the track inspection vehicle 1A (in FIG. 17). And an urging unit 26 that urges the urging member 25 to abut the inner surface of the right rail RR via the measurement plate 24 by the urging member 25. Yes.

  The measurement unit 23L and the measurement unit 23R have the same configuration and include a non-contact type distance sensor (not shown). Then, the measurement unit 23L measures the distance L21 from the movable unit 22L to the measurement plate 24, and the measurement unit 23R measures the distance L22 from the movable unit 22L to the measurement plate 24.

  Here, since the distance L23 between the reference positions at the time of measurement of each of the measurement unit 23L and the measurement unit 23R is fixed, the gauge displacement is measured by adding the measured distance L21 and the distance 22 to the distance L23. Is possible.

[8.2] Second Modification In each of the above embodiments, the axle of the wheel 5A of the track inspection vehicle 1 is fixed. However, in the second modification, the axle is rotatable. A rotation mechanism is provided.
FIG. 18 is an explanatory diagram of a second modification.
FIG. 18A is a schematic explanatory diagram when the track inspection vehicle 1B is viewed from the lower surface side.

FIG. 18B is a schematic explanatory diagram of the rotation mechanism when the wheel 5A is seen through.
As shown in FIG. 18, the front and rear wheels 5A are rotatably supported on the front and rear axles 5B, respectively. The front and rear axles 5B are rotatably supported by the base 5E via a rotation shaft 5C.

As a result, when the track inspection vehicle 1B travels, the axle 5B rotates along the measured rail RW according to the traveling direction, so that the vehicle can smoothly travel along the curve.
As a result, the movement of the trajectory inspection vehicle 1B becomes smooth, generation of noise due to vibration and the like can be suppressed, and measurement errors caused by vibration and the like can be reduced.

[8.3] Third Modification In the above description, the track inspection vehicle is assumed to be moved by towing or the like, but by providing a self-propelled mechanism and a braking mechanism, the track detection vehicle alone Orbit inspection processing can be performed.

[8.4] Fourth Modification A control program executed by the trajectory inspection device of the present embodiment is a file in an installable format or an executable format, such as a CD-ROM, a flexible disk (FD), a CD-R. And recorded on a computer-readable recording medium such as a DVD (Digital Versatile Disk).

Further, the control program executed by the trajectory inspection device of this embodiment may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Further, the control program executed by the trajectory inspection device of this embodiment may be provided or distributed via a network such as the Internet.
In addition, the control program for the trajectory inspection device of the present embodiment may be provided by being incorporated in advance in a ROM or the like.

[9] Effects of Embodiments As described above, according to each of the above embodiments, inspection of five items, which are inspection standards for railway tracks, such as street displacement, height displacement, inter-gauge displacement, level displacement, and flatness displacement, is performed. Can be applied to at least one of the above, and the trajectory inspection device can be configured in a compact manner, so that a compact and lightweight trajectory inspection vehicle can be configured, improving convenience, and greatly reducing inspection time compared to manual inspection. I can expect.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These novel embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the scope of the invention. These embodiments and modifications thereof are included in the scope and gist of the invention, and are included in the invention described in the claims and the equivalents thereof.

1, 1A, 1B Track inspection vehicle 2 Sensor part 2LH Sensor part 2LV Sensor part 2La-2Lc Acceleration sensor 2RH Sensor part 2RV Sensor part 2Ra-2Rc Acceleration sensor 2a-2c Distance sensor 2bLH, 2bRH Distance sensor 2F Frame 2d-2f Distance Sensor 3 Control section 3a Measurement string positive arrow calculation means 3b Orbit actual shape reproduction means 3c String arrow calculation means 3d Oscillation correction means 4 Storage section 5 Moving body 5A Wheel 5B Axle 5C Rotating shaft 5E Base 5d Frame 6 Track detection Device 7 Buffer material 15 Inclination sensor 16 Gauge calculation means 17 Level calculation means 18 Flatness calculation means 19 Storage unit 21 Roller 22L Movable unit 22R Movable unit 23L Measuring unit 23R Measuring unit 24 Measuring plate 25 Energizing member 26 Energizing unit BS1 Measurement String DZ Distance data DZ2 distance data DZ3 distance data LR, LR1 left rail L22 distance RR, RR1 right rail SS1 distance sensor SS3 distance sensor MMS11 displacement BS Measurement chord BSM measuring chord BSref reference chord GA gauge RW to be measured rail

Claims (2)

A trajectory inspection device that calculates a trajectory displacement by inputting a plurality of distance data corresponding to distances to a plurality of measurement points of a measured rail,
Storage means for storing the distance data corresponding to the plurality of measurement points at a plurality of measurement timings as a measurement history;
Based on the distance data corresponding to the same measurement timing at the plurality of measurement points along the extending direction of the measured rail, a measurement string positive arrow calculation means for calculating a measurement string positive arrow;
Based on a calculation result of the measurement string Masaya corresponding to a plurality of the measurement timing, a string Masaya calculation means for calculating a rail shape corresponding to a predetermined reference string;
Orbital inspection equipment equipped with. The string positive arrow calculation means calculates the rail shape by performing second order integration on the calculation result in the measurement string positive arrow calculation means.
The trajectory inspection device according to claim 1.

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