JP2020172230A - Position detection method and position detection system - Google Patents

Abstract

To provide a position detection method capable of acquiring positional information of a railway vehicle traveling on a railway track highly accurately without installing an immobile point or a mark in the railway track.SOLUTION: When a railway vehicle passes through a turnout, a cross sectional shape 26a of a rail unit 25a on which a wheel 24a at a first side in a width direction of the railway vehicle is rolling and a cross sectional shape 26b of a rail unit 25b on which a wheel 24b at a side opposite to the first side in the width direction of the railway vehicle is rolling are measured. A position of the railway vehicle passing through the turnout is calculated based on a measured value of the cross sectional shape 26a and a measured value of the cross sectional shape 26b and the position of the railway vehicle is corrected such that the calculated position gets closer to a reference position set as a position of the turnout.SELECTED DRAWING: Figure 3

Description

The present invention relates to a position detection method and a position detection system for detecting the position of a railroad vehicle traveling on a railroad track.

A position detection method for detecting the position of a railroad vehicle on a railroad track using a satellite positioning system is known in work such as measurement performed along a railroad track using a railroad vehicle such as a maintenance vehicle. Japanese Unexamined Patent Publication No. 2018-28516 (Patent Document 1) describes a railway design standard that stores in advance the railway design standard of a railroad track in a train position detecting device that detects the position of a train by receiving positioning radio waves from a plurality of satellites. It is equipped with a storage unit and a position detection unit that detects the position of the train by self-sustaining navigation, and the position detection unit is based on self-sustaining navigation when the detection result of the position of the train by the positioning radio wave does not meet the railway design standard. A technique for correcting a train position detection result by a positioning radio wave based on a position detection result is disclosed.

Further, a position detection method for detecting the position of a railroad vehicle on a railroad track using a Doppler sensor is known. Japanese Patent Application Laid-Open No. 2018-16098 (Patent Document 2) describes a Doppler speed acquisition means for acquiring a Doppler speed, which is the speed of a railroad vehicle, and a satellite in a railroad vehicle position measurement system based on information obtained from a Doppler sensor. A technique including a satellite positioning position information acquisition means for acquiring satellite positioning position information which is latitude / longitude information of a position where a railroad vehicle exists by using a positioning system is disclosed.

Further, there is known a technique of irradiating a rail with slit light and imaging a portion of the rail irradiated with the slit light to measure the cross-sectional shape of the rail. In Japanese Patent Application Laid-Open No. 2006-258531 (Patent Document 3), in the rail cross-section measuring method, the rail is irradiated with laser light from above the rail to display the contour line on the rail surface, and the contours on the left and right in the width direction of the rail The line is photographed by two CCD cameras, and the left and right photographed images taken by both cameras are three-dimensionally processed to create a composite image of the entire or part of the rail cross-sectional shape, and the rail cross section is based on the composite image. The technology for measuring is disclosed.

Japanese Unexamined Patent Publication No. 2018-28516 JP-A-2018-16098 Japanese Unexamined Patent Publication No. 2006-258531

By the way, in the conventional position detection method using a track inspection vehicle or the like, an immovable point installed in a railroad track is detected, the position of the detected immovable point is set as a reference position, and the railroad is started from the set reference position. The mileage to the current position of the vehicle is measured by integrating the distance measured by the speed generator, and the position of the railroad vehicle is detected based on the measured mileage and the set reference position.

In such a case, the mileage is measured by integrating the distance measured by the speed generator. Therefore, when the wheels slip or slide, an error occurs in the measured mileage measurement value, and the detected railway There is a problem that the position of the vehicle shifts. In addition, it is difficult for a railway operator who is a local operator and does not have a track inspection vehicle to set a fixed point in the railway track.

The present invention has been made to solve the above-mentioned problems of the prior art, and in a position detection method for detecting the position of a railroad vehicle traveling on a railroad track, an immovable point or a mark is provided in the railroad track. It is an object of the present invention to provide a position detection method capable of acquiring position information with high accuracy without installing it.

A brief outline of the typical inventions disclosed in the present application is as follows.

The position detection method as one aspect of the present invention is a position detection method for detecting the position of a railway vehicle traveling on a railway track. The railroad track has a turnout, and the position of the turnout is set as the first reference position. The position detection method includes the first cross-sectional shape of the first rail portion on which the first wheel on the first side in the width direction of the rail car is rolling when the rail car passes the turnout, and the railroad. A step (a) for measuring the second cross-sectional shape of the second rail portion on which the second wheel on the side opposite to the first side in the width direction of the vehicle is rolling, and a step (a) measured. Based on the first measured value of the one cross-sectional shape and the second measured value of the second cross-sectional shape measured in step (a), the first measured value of the railroad vehicle when the railroad vehicle is passing through the turnout. It has a step (b) of calculating the position and correcting the position of the railcar so that the calculated first position approaches the first reference position.

Further, as another aspect, in the step (a), when the railroad vehicle passes through the turnout, the first cross-sectional shape and the second cross-sectional shape are repeatedly measured a plurality of times while moving the railroad vehicle. b) In step, even if the first position is calculated based on the plurality of first measured values measured in step (a) and the plurality of second measured values measured in step (a). Good.

In addition, as another aspect, when the railroad vehicle passes through the turnout, the position detection method is performed from the second reference position set in the portion of the railroad track away from the turnout to the current position of the railroad car. The first distance of the above may be measured repeatedly a plurality of times while moving the railroad vehicle (c). In step (b), a plurality of first measured values measured in step (a), a plurality of second measured values measured in step (a), and a plurality of second measured values measured in step (c). Even if the first position is calculated based on the third measured value of one distance and the second reference position and the second reference position is corrected so that the calculated first position approaches the first reference position. Good.

Further, as another aspect, in the position detection method, if the positioning of the second reference position using the satellite positioning system is possible before the step (c), the second reference is performed by positioning using the satellite positioning system. If the position is set and the positioning of the second reference position using the satellite positioning system is not possible, the step (d) of temporarily setting the second reference position may be provided.

Further, as another aspect, the railway line is connected to the first track portion so as to be switchable between the first track portion, the second track portion connected to the first track portion, and the second track portion. It has three orbital portions, and a turnout is provided between the second orbital portion and the third orbital portion and the first orbital portion, and the first orbital portion is used as the second orbital portion or the third orbital portion. It may be connected to the unit in a switchable manner. In the (b) step, when the railroad vehicle enters the turnout from the first track portion side, a plurality of first measured values measured in the (a) step and a plurality of measured values measured in the (a) step. When it is detected whether the railroad vehicle enters the second track portion or the third track portion based on the second measured value of the above, and the railroad vehicle enters the turnout from the side opposite to the first track portion side. Based on the plurality of first measured values measured in the step (a) and the plurality of second measured values measured in the step (a), the railroad vehicle has a second track section and a third track section. You may detect which one has passed.

Further, as another aspect, the railroad track has a curved section, and the position of the curved section may be set as a third reference position. The position detection method may further include (e) a step of repeatedly measuring the yaw angle speed of the railroad vehicle a plurality of times while moving the railroad vehicle when the railroad vehicle passes through a curved section. In step (b), the second position of the railroad vehicle when the railroad vehicle is passing through the curved section is calculated based on the fourth measurement value of the plurality of yaw angular velocities measured in step (e). The position of the railcar may be corrected so that the calculated second position approaches the third reference position.

Further, as another aspect, in the step (a), the first cross-sectional shape and the second cross-sectional shape may be measured by the cross-sectional shape measuring unit. The cross-sectional shape measuring unit includes a first irradiation unit that irradiates the first upper portion of the first rail portion and the first side portion of the first rail portion that faces the second rail portion with the first slit light. The first imaging unit that measures the shape of the first cross section by imaging the portion of the first rail unit that is irradiated with the first slit light by the first irradiation unit, the second upper portion of the second rail unit, and the first The second irradiation portion that irradiates the second slit light and the second irradiation portion of the second rail portion irradiate the second slit light on the second side portion of the two rail portion that faces the first rail portion. A second imaging unit that captures an image of the portion and measures the second cross-sectional shape may be included.

Further, as another aspect, in the step (c), the first distance may be measured by the distance measuring unit, and the distance measuring unit may include a Doppler sensor or a speed generator.

The position detection system as one aspect of the present invention is a position detection system that detects the position of a railroad vehicle traveling on a railroad track. The railroad track has a turnout, and the position of the turnout is set as the first reference position. The position detection system includes the first cross-sectional shape of the first rail portion on which the first wheel on the first side in the width direction of the rail car is rolling when the rail car passes the turnout, and the railroad. A cross-sectional shape measuring unit that measures the second cross-sectional shape of the second rail portion on which the second wheel on the side opposite to the first side in the width direction of the vehicle is rolling, and a first measuring portion measured by the cross-sectional shape measuring unit. Based on the first measured value of the cross-sectional shape and the second measured value of the second cross-sectional shape measured by the cross-sectional shape measuring unit, the first position of the railroad vehicle when the railroad vehicle is passing through the turnout is determined. It has a position detection unit that corrects the position of the railroad vehicle so that the calculated first position approaches the first reference position.

Further, as another aspect, when the railroad vehicle passes through the branching device, the cross-sectional shape measuring unit repeatedly measures the first cross-sectional shape and the second cross-sectional shape a plurality of times while moving the railroad vehicle, and measures the position. The detection unit may calculate the first position based on the plurality of first measured values measured by the cross-sectional shape measuring unit and the plurality of second measured values measured by the cross-sectional shape measuring unit.

Further, as another aspect, when the railroad vehicle passes through the turnout, the position detection system moves from the second reference position set in the portion of the railroad track away from the turnout to the current position of the railroad car. A distance measuring unit may be provided for repeatedly measuring the first distance of the above a plurality of times while moving the railroad vehicle. The position detection unit is a plurality of first measured values measured by the cross-sectional shape measuring unit, a plurality of second measured values measured by the cross-sectional shape measuring unit, and a plurality of first distances measured by the distance measuring unit. The first position may be calculated based on the measured value and the second reference position, and the second reference position may be corrected so that the calculated first position approaches the first reference position.

Further, as another aspect, when the position detection system can position the second reference position using the satellite positioning system, the position detection system sets the second reference position by positioning using the satellite positioning system, and the satellite positioning system. If positioning of the second reference position using the above is not possible, a reference position setting unit for temporarily setting the second reference position may be provided.

Further, as another aspect, the railway line is connected to the first track portion so as to be switchable between the first track portion, the second track portion connected to the first track portion, and the second track portion. It has three orbital portions, and a turnout is provided between the second orbital portion and the third orbital portion and the first orbital portion, and the first orbital portion is used as the second orbital portion or the third orbital portion. It may be connected to the unit in a switchable manner. When the railroad vehicle enters the turnout from the first track portion side, the position detection unit includes a plurality of first measured values measured by the cross-sectional shape measuring unit and a plurality of second measured values measured by the cross-sectional shape measuring unit. Based on the measured value, it is detected whether the railroad vehicle enters the second track portion or the third track portion, and when the railroad vehicle enters the turnout from the side opposite to the first track portion side, the cross-sectional shape is measured. Whether the railroad vehicle passed through the second track section or the third track section based on the plurality of first measurement values measured by the section and the plurality of second measurement values measured by the cross-sectional shape measurement section. May be detected.

Further, as another aspect, the railroad track has a curved section, and the position of the curved section may be set as a third reference position. The position detection system may further have an angular velocity measuring unit that repeatedly measures the yaw angular velocity of the railroad vehicle a plurality of times while moving the railroad vehicle when the railroad vehicle passes through a curved section. The position detection unit calculates and calculates the second position of the railcar when the railcar is passing through the curved section, based on the fourth measurement value of the plurality of yaw angular velocities measured by the angular velocity measurement unit. The position of the rolling stock may be corrected so that the second position approaches the third reference position.

Further, as another aspect, the cross-sectional shape measuring unit emits the first slit light to the first upper portion of the first rail portion and the first side portion of the first rail portion facing the second rail portion. The first irradiation unit to be irradiated, the first imaging unit that measures the first cross-sectional shape by imaging the portion of the first rail unit that is irradiated with the first slit light by the first irradiation unit, and the second rail unit. The second upper part and the second side part of the second rail part facing the first rail part are irradiated with the second slit light, and the second irradiation part of the second rail part. It may include a second imaging unit that images a portion irradiated with the second slit light and measures the shape of the second cross section.

Further, as another aspect, the distance measuring unit may include a Doppler sensor or a speed generator.

By applying one aspect of the present invention, in a position detection method for detecting the position of a railroad vehicle traveling on a railroad track, position information can be acquired with high accuracy without installing a fixed point or a mark in the railroad track. be able to.

It is a block diagram which shows the structure of the position detection system of Embodiment 1. FIG. FIG. 5 is a diagram schematically showing a state in which a railroad vehicle provided with a position detection device provided in the position detection system of the first embodiment is traveling on a railroad track. It is a figure which shows typically the position detection apparatus provided in the position detection system of Embodiment 1. FIG. It is a flow figure which shows a part step of the position detection method of Embodiment 1. FIG. It is a figure which shows typically the state of the railroad vehicle when the railroad vehicle passes a turnout by performing the position detection method of Embodiment 1. FIG. It is a top view which shows the structure of a turnout. It is a top view which shows the structure of a turnout. It is a figure which shows an example of the measurement result of the cross-sectional shape of a rail part measured by the cross-sectional shape measuring part schematically. It is a figure which shows an example of the measurement result of the cross-sectional shape of a rail part measured by the cross-sectional shape measuring part schematically. It is a figure which shows typically the state of the railroad vehicle when the railroad vehicle passes a curved section by performing the position detection method of Embodiment 1. FIG. It is a block diagram which shows the structure of the position detection system of Embodiment 2.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

It should be noted that the disclosure is merely an example, and those skilled in the art can easily conceive of appropriate changes while maintaining the gist of the invention are naturally included in the scope of the present invention. Further, in order to clarify the description, the drawings may schematically represent the width, thickness, shape, etc. of each part as compared with the embodiment, but this is just an example, and the interpretation of the present invention is used. It is not limited.

Further, in the present specification and each figure, the same elements as those described above with respect to the above-mentioned figures may be designated by the same reference numerals, and detailed description thereof may be omitted as appropriate.

Further, in the drawings used in the embodiment, hatching (shading) may be omitted in order to make the drawings easier to see even if they are cross-sectional views. Further, even if it is a plan view, hatching may be added to make the drawing easier to see.

In the following embodiments, when the range is indicated as A to B, A or more and B or less are indicated unless otherwise specified.

(Embodiment 1)
The position detection system and the position detection method of the first embodiment, which is an embodiment of the present invention, will be described. The position detection system of the first embodiment is a position detection system that detects the position of a railroad vehicle traveling on a railroad track, and the position detection method of the first embodiment determines the position of a railroad vehicle traveling on a railroad track. This is a position detection method for detection.

<Position detection system>
First, the position detection system of the first embodiment will be described. FIG. 1 is a block diagram showing a configuration of a position detection system according to the first embodiment. FIG. 2 is a diagram schematically showing a state in which a railroad vehicle provided with a position detection device provided in the position detection system of the first embodiment is traveling on a railroad track. FIG. 3 is a diagram schematically showing a position detection device provided in the position detection system of the first embodiment. In FIG. 2, when the railroad vehicle is a track inspection vehicle, the width of the railroad track where the inspection by the track inspection vehicle is performed is wider than the width of the part where the inspection is not performed. Is displayed, and the part where the inspection was performed is displayed with a hatch.

As shown in FIGS. 1 and 2, the position detection system 1 of the first embodiment includes a reference position setting unit 2, a distance measurement unit 3, a cross-sectional shape measurement unit 4, and a position detection unit 5. .. Further, as shown in FIG. 2, the railroad track 8 on which the railroad vehicle 7 provided with the position detection device 6 provided in the position detection system 1 of the first embodiment has a turnout 9 is provided. The position of the turnout 9 is set as the reference position RP1. Here, in the position detection system 1 of the first embodiment, the portion provided in the railway vehicle 7 is the position detection device 6. As will be described later with reference to FIG. 10, the position detection system 1 preferably includes an angular velocity measuring unit 10.

As shown in FIG. 2, the railroad track 8 includes a railroad track 11 as a track portion, a railroad track 12 as a track portion connected to the railroad track 8, and a track portion that is switchably connected to the railroad track 11. It has a track 13 and. The turnout 9 is provided between the line 12 and the line 13 and the line 11, and connects the line 11 to the line 12 or the line 13 in a switchable manner. The line 12 is also referred to as a reference line, and the line 13 is also referred to as a branch line.

As shown in FIGS. 1 and 2, the reference position setting unit 2 uses, for example, the satellite positioning system GS1 to position the reference position RP2 set in the portion 14 of the railway line 8 away from the turnout 9. It is a thing.

The satellite positioning system GS1 includes, for example, GPS (Global Positioning Satellite) satellites 15 to 17, SBAS (Satellite Based Augmentation System) satellites 18 for transmitting correction information or reliability information of GPS satellites 15 to 17, and GPS satellites 15 to 17. And the Global Navigation Satellite System (GNSS) 19 that receives transmission signals from the SBAS satellite 18. When the global navigation satellite system 19 uses a relative positioning method called RTK (Real Time Knematic) that uses two receivers, for example, a base station (or a reference station) and a mobile station, the global navigation satellite system 19 is It includes a base station 19a provided on the ground and a mobile station 19b provided on the railroad vehicle 7. Since the reference position setting unit 2 is composed of the base station 19a and the mobile station 19b, the reference position setting unit 2 includes the base station 19a and the mobile station 19b. Further, the position detection device 6 provided in the position detection system 1 includes a mobile station 19b, a distance measurement unit 3, a cross-sectional shape measurement unit 4, and a position detection unit 5.

The detailed operation will be described with reference to FIGS. 4 to 9 described later, but the reference position setting unit 2 uses the satellite positioning system GS1 when the reference position RP2 can be positioned using the satellite positioning system GS1. The reference position RP2 is set by positioning, and when the reference position RP2 cannot be positioned using the satellite positioning system GS1, the reference position RP2 is temporarily set.

The distance measuring unit 3 measures the distance from the reference position RP2 to the current position of the railway vehicle 7. As shown in FIG. 3, as the distance measuring unit 3, for example, a main body 21 and a pulse converter 22 connected to the main body 21 can be used. The pulse converter 22 is connected to the controller 23 included in the position detection unit 5. An encoder, a Doppler sensor, or a speed generator can be used as the main body 21. That is, the distance measuring unit 3 includes an encoder, a Doppler sensor or a speed generator, but preferably includes a Doppler sensor or a speed generator. Of these, the Doppler sensor calculates the mileage and speed of the railroad vehicle 7 by generating and acquiring pulses at regular distance intervals by a laser using the Doppler effect. Specifically, the Doppler sensor emits a laser as an electromagnetic wave over a wide area such as a ground facility, and acquires the velocity from the frequency change of the laser that is reflected and returned.

The detailed operation will be described with reference to FIGS. 4 to 9 described later, but the distance measuring unit 3 is a portion of the railway line 8 that is separated from the turnout 9 when the railroad vehicle 7 passes through the turnout 9. The distance DS1 (see FIG. 5), which is the mileage from the reference position RP2 set in 14 to the current position of the railway vehicle 7, is repeatedly measured a plurality of times while moving the railway vehicle 7.

The cross-sectional shape measuring unit 4 has a cross-sectional shape 26a of the rail portion 25a on which the wheels 24a on the first side (left side in FIG. 3) in the width direction of the railroad vehicle 7 are rolling, and the cross-sectional shape 26a in the width direction of the railroad vehicle 7. The cross-sectional shape 26b of the rail portion 25b on which the wheel 24b on the side opposite to the first side (right side in FIG. 3) is rolling is measured.

Preferably, the cross-sectional shape measuring unit 4 includes a two-dimensional sensor 27a and a two-dimensional sensor 27b, the two-dimensional sensor 27a includes an irradiation unit 28a and an imaging unit 29a, and the two-dimensional sensor 27b includes an imaging unit 29a. , The irradiation unit 28b and the imaging unit 29b. A laser slit light source can be used as each of the irradiation units 28a and 28b, and a CCD (Charge-Coupled Device) camera can be used as each of the imaging units 29a and 29b. The irradiation units 28a and 28b and the imaging units 29a and 29b may be provided so as to be located below the vehicle body 7a, such as under the floor of the vehicle body 7a of the railway vehicle 7, and for example, a measurement carriage connected to the vehicle body 7a. It may be supported by the support 7c provided in 7b (see FIG. 2).

The irradiation unit 28a irradiates the upper portion 25c of the rail portion 25a and the side portion 25d of the rail portion 25a on the side facing the rail portion 25b with the slit light 31a by the laser slit light source, and the irradiated slit light 31a causes the rail. The outline of the rail portion 25a is displayed on the upper portion 25c and the side portion 25d of the portion 25a. The image pickup unit 29a photographs the portion of the rail portion 25a on which the slit light 31a is irradiated by the irradiation portion 28a, that is, the contour line with a CCD camera, and measures the cross-sectional shape 26a of the rail portion 25a. By such a method, the measured value of the cross-sectional shape 26a of the rail portion 25a can be obtained accurately and easily. The imaging unit 29a is connected to a measurement PC 32 described later, and an image which is a measured value of the cross-sectional shape 26a of the rail unit 25a is stored in the measurement PC 32.

The irradiation unit 28b irradiates the upper portion 25e of the rail portion 25b and the side portion 25f of the rail portion 25b on the side facing the rail portion 25a with the slit light 31b by the laser slit light source, and the irradiated slit light 31b irradiates the rail. The outline of the rail portion 25b is displayed on the upper portion 25e and the side portion 25f of the portion 25b. The image pickup unit 29b photographs the portion of the rail portion 25b where the slit light 31b is irradiated by the irradiation portion 28b, that is, the contour line with a CCD camera, and measures the cross-sectional shape 26b of the rail portion 25b. By such a method, the measured value of the cross-sectional shape 26b of the rail portion 25b can be obtained accurately and easily. The imaging unit 29b is connected to a measurement PC 32 described later, and an image which is a measured value of the cross-sectional shape 26b of the rail unit 25b is stored in the measurement PC 32.

Alternatively, instead of measuring the cross-sectional shapes 26a and 26b by the two-dimensional sensors 27a and 27b, the light-receiving laser beam projected from the semiconductor laser is reflected on the rail surface by a position detection element (a position detection element) via a mirror. The cross-sectional shape may be measured by a light cutting method that receives light from a light receiving element as a Position Sensitive Device (PSD). Alternatively, instead of measuring the cross-sectional shapes 26a and 26b by the two-dimensional sensors 27a and 27b, a biaxial rail displacement detection device that controls the laser to follow the rail by rotating a reflector attached to the angle detector. The cross-sectional shape may be measured according to the above.

The detailed operation will be described with reference to FIGS. 4 to 9 described later, but the cross-sectional shape measuring unit 4 moves the rail unit 25a while moving the railway vehicle 7 when the railway vehicle 7 passes through the turnout 9. The cross-sectional shape 26a of the above and the cross-sectional shape 26b of the rail portion 25b are repeatedly measured a plurality of times. Here, while moving the railroad vehicle 7, the cross-sectional shape 26a of the rail portion 25a is repeatedly measured a plurality of times, preferably, a plurality of railroad tracks 8 arranged at regular intervals in the longitudinal direction. It means that the cross-sectional shape 26a is measured at each of the positions of and the measured value is acquired. The same applies to the cross-sectional shape 26b of the rail portion 25b.

The position detection unit 5 detects the position of the railroad vehicle 7 traveling on the railroad track 8. As shown in FIG. 3, the position detection unit 5 includes a controller 23 and a measurement personal computer, that is, a measurement PC (Personal Computer) 32. The controller 23 is connected to the pulse converter 22, the irradiation unit 28a of the two-dimensional sensor 27a, and the irradiation unit 28b of the two-dimensional sensor 27b, and the measurement PC 32 is the imaging unit 29a of the controller 23 and the two-dimensional sensor 27a. , And is connected to the imaging unit 29b of the two-dimensional sensor 27b. As will be described later, when the position detection system 1 has the angular velocity measuring unit 10, the controller 23 and the measuring PC 32 are also connected to the sensor 10a included in the angular velocity measuring unit 10.

The detailed operation will be described with reference to FIGS. 4 to 9 described later, but the position detecting unit 5 includes the measured values of the plurality of cross-sectional shapes 26a measured by the cross-sectional shape measuring unit 4 and the cross-sectional shape measuring unit 4. Based on the measured values of the plurality of cross-sectional shapes 26b measured by the above, the position PS1 (see FIG. 5) of the railcar 7 when the railcar 7 is passing through the turnout 9 is calculated, and the calculated position PS1 Corrects the position of the railcar 7 so that is closer to the reference position RP1.

The cross-sectional shape 26a of the rail portion 25a whose measured value was acquired by the two-dimensional sensor 27a when the railroad vehicle 7 is passing through the turnout 9, and the two-dimensional sensor 27b when the railroad vehicle 7 is passing through the turnout 9. At least one of the cross-sectional shapes 26b of the rail portion 25b for which the measured value was acquired by It is different from at least one of the cross-sectional shapes 26b of the portion 25b. The detailed calculation method of the position PS1 will be described with reference to FIGS. 6 to 9 described later. As a result, the railroad vehicle 7 has passed through the turnout 9 and entered the railroad track 12, that is, the reference line, or the railroad track. It is possible to detect whether the vehicle 7 has passed through the turnout 9 and entered the track 13, that is, the turnout.

The detailed action and effect will be described with reference to FIGS. 4 to 9 described later. In such a case, satellite positioning is performed in a measurement work or the like performed along the railroad track 8 using all railroad vehicles including maintenance vehicles. Even when positioning of the reference position RP2 using the system GS1 is not possible, position information can be obtained without installing an immovable point or a mark in the railway line 8. Therefore, as shown with hatching in FIG. 2, when the railway vehicle 7 is, for example, a track inspection vehicle, inspection by the track inspection vehicle is performed on any part of the railway track 8. It can be easily identified whether it was done.

Preferably, the position detection system 1 of the first embodiment has an angular velocity measuring unit 10. When the railroad vehicle 7 passes through the curved section, the angular velocity measuring unit 10 repeatedly measures the yaw angular velocity of the railroad vehicle 7 a plurality of times while moving the railroad vehicle 7. Here, measuring the yaw angle speed of the railroad vehicle 7 repeatedly a plurality of times while moving the railroad vehicle 7 is preferably a plurality of arrangements arranged at regular intervals in the longitudinal direction of the railroad track 8. It means to measure the yaw angle velocity at each of the positions and obtain the measured value.

The detailed operation will be described with reference to FIG. 10 described later. When the railway line 8 has the curved section 33 and the position of the curved section 33 is set as the reference position RP3, the position detecting unit 5 Calculates the position PS2 of the railcar 7 when the railcar 7 is passing through the curved section 33 based on the measured values of the plurality of yaw angular velocities measured by the angular velocity measuring unit 10, and calculates the position PS2. Corrects the position of the railcar 7 so that is closer to the reference position RP3.

The detailed action and effect will be described with reference to FIG. 10 described later. In such a case, the position PS1 when the railroad vehicle 7 passes the turnout 9 approaches the reference position RP1 and the railroad vehicle 7 is curved. The position of the railroad vehicle 7 can be corrected so that the position PS2 when passing through the section 33 approaches the reference position RP2. Therefore, even if the reference position RP2 cannot be positioned using the satellite positioning system GS1 in the measurement work performed along the railroad track using all railroad vehicles including maintenance vehicles, the immobility point or the immobility point in the railroad track 8 or The position of the railroad vehicle 7 can be detected more accurately without installing a mark.

<Position detection method>
Next, the position detection method of the first embodiment will be described. As shown in FIG. 2 described above, it is assumed that the railroad track 8 has a turnout 9 and the position of the turnout 9 is set as the reference position RP1.

FIG. 4 is a flow chart showing some steps of the position detection method of the first embodiment. FIG. 5 is a diagram schematically showing a state of the railroad vehicle when the railroad vehicle passes through the turnout by performing the position detection method of the first embodiment. FIG. 5 (a) shows the time when the railroad vehicle 7 is passing through the reference position RP2, and FIG. 5 (b) shows the time when the railroad car 7 is passing through the turnout 9. FIG. 5 (c). ) Indicates the case where the railway vehicle 7 enters the track 12 (reference line), and FIG. 5D shows the case where the railway vehicle 7 enters the track 13 (branch line).

In FIG. 4, each step of step S1 to step S4 is sequentially arranged from top to bottom, and each step is connected by a downward arrow, but the steps are simultaneous or in reverse order. It is also possible to do it.

As shown in FIGS. 5A to 5D, and as described above, the railroad track 8 includes a track 11 as a track portion, a track 12 as a track portion connected to the track portion 11, and a track portion 12. It has a line 13 as a track portion that is switched with the line 12 and is connected to the line 11. The turnout 9 is provided between the line 12 and the line 13 and the line 11, and connects the line 11 to the line 12 or the line 13 in a switchable manner. As described above, the line 12 is also referred to as a reference line, and the line 13 is also referred to as a branch line.

In the position detection method of the first embodiment, the mileage from the reference position is measured (step S1 in FIG. 4).

In step S1, as shown in FIGS. 5A and 5B, when the rolling stock 7 passes through the portion 14 of the railroad track 8 that is separated from the turnout 9, the rolling stock 7 After setting the current position as the reference position RP2 and setting the reference position RP2, when the railcar 7 passes through the turnout 9, the reference position set in the portion 14 of the railroad track 8 away from the turnout 9 The distance DS1, which is the mileage from the RP 2 to the current position of the railroad vehicle 7, is repeatedly measured by the distance measuring unit 3 a plurality of times while moving the railroad vehicle 7.

Specifically, in step S1, first, as shown in FIG. 5A, when the railroad vehicle 7 is passing through the reference position RP2, the reference of the portion 14 of the railroad track 8 away from the turnout 9 is used. Set the position RP2. For example, when positioning of the reference position RP2 using the satellite positioning system GS1 (see FIG. 1) is possible, the reference position RP2 is set by positioning using the satellite positioning system GS1 and the reference position RP2 using the satellite positioning system GS1. If positioning is not possible, the reference position RP2 is temporarily set.

That is, when the GPS satellite 15 (see FIG. 1) or the like can be detected, the position of the railroad vehicle 7 is detected by the signal from the satellite positioning system GS1. In addition, the image from the bottom to the top of the receiver is taken to monitor the receiver information for buildings that interfere with the signal from the satellite, and the GPS satellite 15 etc. within a certain angle is positioned. Used for detection.

In step S1, then, as shown in FIG. 5B, when the railroad vehicle 7 passes the turnout 9, the distance DS1 which is the mileage from the reference position RP2 to the current position of the railroad vehicle 7 is set. The measurement is repeated a plurality of times while moving the railroad vehicle 7. At this time, as described with reference to FIG. 3 described above, the distance DS1 is measured by the distance measuring unit 3. Preferably, the distance measuring unit 3 includes a Doppler sensor or a speed generator. At this time, since the pulse signal is output at regular distance intervals in both the Doppler sensor and the speed generator, the distance can be calculated by the number of pulses, and the speed can be calculated by the time between the pulses.

Further, in the position detection method of the first embodiment, the cross-sectional shape of the rail is measured at regular intervals (step S2 in FIG. 4).

In step S2, as shown in FIG. 5B, when the railroad vehicle 7 passes through the turnout 9, the wheel 24a on the first side in the width direction of the railroad vehicle 7 is moved while moving the railroad vehicle 7. The cross-sectional shape of the rail portion 25a on which the railroad car is rolling 26a (see FIG. 3), and the cross-sectional shape of the rail portion 25b on which the wheels 24b on the side opposite to the first side in the width direction of the railcar 7 are rolling. 26b (see FIG. 3) is repeatedly measured a plurality of times by the cross-sectional shape measuring unit 4. As described above, measuring the cross-sectional shape 26a of the rail portion 25a repeatedly a plurality of times while moving the railroad vehicle 7 is preferably at regular intervals in the longitudinal direction of the railroad track 8. It means that the cross-sectional shape 26a is measured at each of the plurality of arranged positions and the measured value is acquired. The same applies to the cross-sectional shape 26b of the rail portion 25b.

Further, in the position detection method of the first embodiment, the turnout is detected and the course is grasped by the measured value of the cross-sectional shape of the rail, and the position information is corrected based on the measured value of the cross-sectional shape of the rail (FIG. 4). Step S3).

In this step S3, first, the turnout is detected and the course is grasped by the measured value of the cross-sectional shape of the rail (step S4 in FIG. 4).

In step S4, when the railcar 7 passes through the turnout 9, the measured values of the plurality of cross-sectional shapes 26a (see FIG. 3) measured in step S2 and the plurality of cross-sectional shapes measured in step S2. Based on the measured values of 26b (see FIG. 3), the measured values of the plurality of distances DS1 measured in step S1, and the reference position RP2, as shown in FIG. 5 (b), the railcar 7 is a turnout. The position PS1 of the railroad vehicle 7 when passing through 9 is calculated.

Further, in step S4, when the railroad vehicle 7 enters the turnout 9 from the track 11 side, the measured values of the plurality of cross-sectional shapes 26a (see FIG. 3) measured in step S2 and the measurements in step S2. As shown in FIGS. 5 (c) and 5 (d), it is detected whether the railroad vehicle 7 enters the track 12 or the track 13 based on the plurality of cross-sectional shapes 26b (see FIG. 3). be able to. Alternatively, when the railroad vehicle 7 enters the turnout 9 from the side opposite to the track 11 side, the measured values of the plurality of cross-sectional shapes 26a measured in step S2 and the plurality of cross-sectional shapes measured in step S2. Based on the measured value of 26b, it is possible to detect whether the railroad vehicle 7 has passed the track 12 or the track 13.

Further, in step S3, after step S4, the position information is corrected based on the measured value of the cross-sectional shape of the rail (step S5 in FIG. 4).

In this step S5, the position of the railroad vehicle 7 is corrected so that the calculated position PS1 approaches the reference position RP1. Preferably, the position of the railcar 7 is corrected so that the calculated position PS1 matches the reference position RP1. At this time, the reference position RP2 is corrected to the reference position RP21 which is separated from the reference position RP1 by the distance DS1 so that the calculated position PS1 approaches or coincides with the reference position RP1.

Here, as a position detection method of a comparative example, a position detection method in a conventional track inspection vehicle or the like will be considered. The position detection method of such a comparative example detects an immovable point or a mark installed in a railroad track, sets the position of the detected immovable point or the mark as a reference position, and sets a railroad vehicle from the set reference position. The mileage to the current position is measured by integrating the distance measured by the speed generator, and the position of the railroad vehicle is detected based on the measured mileage and the set reference position. ..

In the position detection method of the comparative example, the mileage is measured by integrating the distances measured by the speed generator, so if the wheels slip or slide, an error will occur in the measured mileage measurements. , There is a problem that the position of the detected railroad vehicle shifts. In particular, when the fixed point or the mark is installed at a wide interval, the error generated by the wheel slipping or sliding increases, and the detected position of the railroad vehicle may shift by several meters to a dozen meters.

In addition, among Japanese railway operators, passenger railway companies belonging to the JR Group, major private railways, and local operators are the railway operators that can set immovable points or landmarks on railway tracks. There are railway companies that have track inspection vehicles running, but other railway companies, that is, railway companies that are local operators and do not have track inspection vehicles, are railways. It is difficult to set immovable points or landmarks in the track. Further, the signal generated by the speed generator consists only of the signal generated by the tachometer in the driver's cab, and may not be used for position detection.

On the other hand, in the position detection method of the first embodiment, the cross-sectional shapes 26a and 26b (see FIG. 3) of the rail portions 25a and 25b are measured at regular intervals, and the cross-sectional shapes 26a and 25b of the measured rail portions 25a and 25b are measured. The position information is corrected based on the measured value of 26b. The railway operator usually grasps and manages the position of the turnout 9 by about a kilometer. That is, the position of the turnout 9 is preset as the reference position RP1. Therefore, compared to the comparative example in which the mileage from the reference position to the current position of the railcar is measured by a speed generator, the railcar branches even if an error occurs in the measured mileage due to the wheel slipping or sliding. When passing through the turnout, the error can be easily corrected, and the position of the railroad vehicle can be detected with high accuracy.

Further, according to the position detection method of the first embodiment, it is not necessary to install a fixed point or a mark in the railroad track. Therefore, even if it is a railway operator that is a local operator and it is difficult to set an immovable point or a mark in the railway track, such as a railway operator that does not run a track inspection vehicle, the railway vehicle The position can be detected with high accuracy. Further, even when the signal generated by the speed generator cannot be used for position detection, the position of the railway vehicle can be detected with high accuracy.

That is, according to the position detection method of the first embodiment, for example, pulse data at regular intervals output when the railway vehicle 7 travels by a satellite positioning system, a Doppler sensor, a speed generator, or the like, and a turnout 9 Based on the measured values of the cross-sectional shapes 26a and 26b (see FIG. 3) of the rail portions 25a and 25b in the above, the position information can be acquired with high accuracy without installing a stationary point or a mark in the railway line 8. ..

The position information obtained by the satellite positioning system has an error of several cm to several m. However, the position detection method of the first embodiment focuses on the fact that the positioning by the satellite positioning system GS1 is the positioning performed on the railroad track 8, and is the distance traveled by the railroad vehicle 7. Changes in the cross-sectional shapes 26a and 26b (see FIG. 3) of the rail portions 25a and 25b in the DS1 and the turnout 9 are the cross-sectional shapes 26a and 25b of the rail portions 25a and 25b in the portion of the railway line 8 other than the turnout 9. By utilizing the feature that it is completely different from the change of 26b, the position of the railroad vehicle can be detected with high accuracy.

Alternatively, according to the position detection method of the first embodiment, the distance DS1 which is the mileage obtained by the Doppler sensor or the like and the position detection device 6 even in an environment where the reception condition of the tunnel section or the satellite positioning system is poor. The position of the railroad vehicle 7 can be accurately detected based on the measured values of the cross-sectional shapes 26a and 26b (see FIG. 3) obtained by the two-dimensional sensors 27a and 27b possessed by the above. That is, the technical significance of the present invention will be described in the second embodiment described later, but it is output by a Doppler sensor, a speed generator, or the like when the railroad vehicle 7 travels without using the satellite positioning system GS1. Based on the pulse data at regular intervals and the measured values of the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b in the turnout 9, the position information is highly accurate without installing an immovable point or a mark in the railway line 8. It is to be able to obtain it with.

It should be noted that, when the railroad vehicle 7 passes through the turnout 9, the measured values of the plurality of cross-sectional shapes 26a repeatedly measured a plurality of times while moving the railroad vehicle 7 and the plurality of measured values while moving the railroad vehicle 7. Consider a case where the measured values of a plurality of cross-sectional shapes 26b measured repeatedly are acquired. In such a case, the cross-sectional shape measuring unit 4 measures and measures the cross-sectional shape 26a of the rail portion 25a and the cross-sectional shape 26b of the rail portion 25b only once when the railroad vehicle 7 passes through the branching device 9. The measured values of the cross-sectional shape 26a and the measured values of the measured cross-sectional shape 26b are obtained by the position detecting unit 5 and the measured values of the plurality of cross-sectional shapes 26a obtained and the plurality of cross-sections acquired. It may be compared with the measured value of the shape 26b. Even in such a method, the position PS1 of the railroad vehicle 7 when the railroad vehicle 7 is passing through the turnout 9 can be calculated.

Next, a detailed calculation method of the position PS1 will be described. 6 and 7 are plan views showing the configuration of the turnout. 8 and 9 are diagrams schematically showing an example of the measurement result of the cross-sectional shape of the rail portion measured by the cross-sectional shape measuring unit.

6 and 8 show the case where the railroad vehicle 7 enters the railroad track 12 from the turnout 9, and FIGS. 7 and 9 show the case where the railroad car 7 enters the railroad track 13 from the turnout 9. In FIGS. 8 and 9, each of (L-1), (L-2), (L-3), (L-4) and (L-5) is the position PS11 shown in FIGS. 6 and 7. The cross-sectional shape 26a (see FIG. 3) of the rail portion 25a at each of the position PS12, the position PS13, the position PS14, and the position PS15 is shown. In FIGS. 8 and 9, each of (R-1), (R-2), (R-3), (R-4) and (R-5) has a position PS11, a position PS12, a position PS13, and a position. The cross-sectional shape 26b (see FIG. 3) of the rail portion 25b at each of the PS14 and the position PS15 is shown.

The position PS11 is the position of the end portion, that is, the tip portion of the tongue rails 34a and 34b on the line 11 side, and the position PS15 is the position of the end portion, that is, the rear end portion of the tongue rails 34a and 34b opposite to the line 11 side. is there. Further, the distance between the position PS11, the position PS12, the position PS13, the position PS14 and the position PS15 shown in FIGS. 6 and 7 can be set to, for example, 0.5 m. Further, in FIGS. 8 (L-1), (L-2) and (L-3), the approximate position of the basic rail 34c is indicated by a broken line, and in FIG. 8 (R-1), the basic rail 34d is shown. The approximate position is indicated by a broken line. Further, in FIG. 9 (L-1), the approximate position of the basic rail 34c is indicated by a broken line, and in FIGS. 9 (R-1), (R-2) and (R-3), the basic rail 34d is shown. The approximate position is indicated by a broken line.

In FIG. 8, reference numerals other than reference numeral WD1 are given only to (L-1) and (R-1). Further, in FIG. 9, reference numerals other than the reference numeral WD2 are attached only to (L-1) and (R-1).

As shown in FIGS. 6 and 7, and as described above, the turnout 9 is provided between the line 12 and the line 13 and the line 11, and the line 11 can be switched between the line 12 and the line 13. Connect to. Further, in the examples shown in FIGS. 6 and 7, the turnout 9 is a so-called one-sided turnout in which the line 12 is a straight line and is called a reference line, and the line 13 is a curved line and is called a branch line. is there.

The turnout 9 has a point portion 34, a crossing portion 35, and a lead portion 36. The turnout 9 guides the wheels 24a and 24b (see FIG. 3) in the direction from the front end (point portion 34) side to the rear end (crossing portion 35) side of the turnout 9, and the turnout 9 is on the rear end side. The wheels 24a and 24b (see FIG. 3) are also guided in the direction from the front end side.

For example, as shown in FIG. 6, when the wheels 24a and 24b (see FIG. 3) roll in the direction DR1, that is, when the railroad vehicle 7 passes through the turnout 9 and enters the track 12 (reference line). The turnout 9 is in the direction (localization) that is always open. Further, for example, as shown in FIG. 7, when the wheels 24a and 24b (see FIG. 3) roll in the direction DR2, that is, the railroad vehicle 7 passes through the turnout 9 and enters the track 13 (branch line). In this case, the turnout 9 is in the direction (reverse position) that is not always open.

The point portion 34 is a portion of the turnout 9 where the orbits are divided. The point portion 34 is formed by contacting and separating the tongue rails 34a and 34b, which are movable rails having a sharpened tip, and the basic rail 34c in which the tip of the tongue rail 34a is brought into close contact with and separated from each other, and the tip of the tongue rail 34b. Includes a basic rail 34d to be separated.

As shown in FIG. 6, when the wheels 24a and 24b (see FIG. 3) roll in the direction DR1, the tongue rail 34a is in close contact with the basic rail 34c and the tongue rail 34b is separated from the basic rail 34d. On the other hand, as shown in FIG. 7, when the wheels 24a and 24b (see FIG. 3) roll in the direction DR2, the tongue rail 34a is separated from the basic rail 34c, and the tongue rail 34b is in close contact with the basic rail 34d. Although not shown, the tongue rails 34a and 34b are connected to a rolling rod connected to the conversion device.

The crossing portion 35 is a portion of the turnout 9 where the orbits intersect. The crossing portion 35 includes main rails 35a and 35b forming a gauge, and a wing rail 35c and a wing rail 35c that form a gauge at the front end portion of the crossing portion 35 and guide the back surface of the flange of the wheels 24a and 24b (see FIG. 3) at the rear end portion. 35d and. Further, the crossing portion 35 includes guardrails 35e and 35f that guide the back surfaces of the flanges of the wheels 24a and 24b (see FIG. 3) to prevent derailment, and a nose rail 35g with a sharp tip.

The guard rail 35e is arranged on the line 13 (branch line) side of the turnout 9 so as to guide the wheels 24a and 24b (see FIG. 3) that roll in the direction DR2 (see FIG. 7), and the guard rail 35f is in the direction. It is arranged on the line 12 (reference line) side of the turnout 9 so as to guide the wheels 24a and 24b that roll to DR1 (see FIG. 6).

The lead portion 36 is a portion of the turnout 9 that connects the point portion 34 and the crossing portion 35. The lead portion 36 includes a lead rail 36a that connects the rear end of the tongue rail 34a and the front end of the crossing portion 35, and a lead rail 36b that connects the rear end of the tongue rail 34b and the front end of the crossing portion 35.

Of the rail portions 25a and 25b on both the left and right sides, the method of detecting the turnout 9 by the cross-sectional shape 26a (see FIG. 3) of the rail portion 25a can be, for example, as follows.

The cross-sectional shape 26a of the rail portion 25a is measured a plurality of times at regular intervals (0.25 m or 0.5 m). Then, when the measured value of the cross-sectional shape 26a of the rail portion 25a measured at a certain time is compared with the measured value of the cross-sectional shape 26a of the rail portion 25a measured one time before, the rail at the measured value measured at that time. When the side surface of the head portion 25a facing the rail portion 25b protrudes from the side surface of the head portion 25a facing the rail portion 25b in the measured value measured one time before, the rail It is determined that the tongue rail 34a included in the portion 25a is in contact with the basic rail 34c included in the rail portion 25a. By making the interval for measuring the cross-sectional shape 26a of the rail portion 25a smaller than 0.25 m, the position of the railroad vehicle 7 can be detected more accurately. If the moving speed of the railroad vehicle 7 is, for example, about 30 km / h, the interval can be reduced to, for example, about 0.1 m. The same applies to the cross-sectional shape 26b of the rail portion 25b.

Alternatively, when the measured value of the cross-sectional shape 26a of the rail portion 25a measured at a certain time is compared with the measured value of the cross-sectional shape 26a of the rail portion 25a measured one time before, the rail portion of the head of the rail portion 25a If there is no change in the position of the side surface facing the 25b, it is determined that the tongue rail 34a included in the rail portion 25a is not in contact with the basic rail 34c included in the rail portion 25a.

On the other hand, the method of detecting the turnout 9 by the cross-sectional shape 26b (see FIG. 3) of the rail portion 25b among the rail portions 25a and 25b on both the left and right sides is the same as the method of detecting the turnout 9 by the cross-sectional shape 26a of the rail portion 25a. In addition, for example, it can be as follows.

The cross-sectional shape 26b of the rail portion 25b is also measured a plurality of times at regular intervals (0.25 m or 0.5 m), similarly to the cross-sectional shape 26a of the rail portion 25a. Then, when the measured value of the cross-sectional shape 26b of the rail portion 25b measured at a certain time is compared with the measured value of the cross-sectional shape 26b of the rail portion 25b measured one time before, the rail at the measured value measured at that time. When the side surface of the head portion 25b facing the rail portion 25a protrudes from the side surface of the head portion 25b facing the rail portion 25a in the measured value measured one time before, the rail It is determined that the tongue rail 34b included in the portion 25b is in contact with the basic rail 34d included in the rail portion 25b.

Alternatively, when the measured value of the cross-sectional shape 26b of the rail portion 25b measured at a certain time is compared with the measured value of the cross-sectional shape 26b of the rail portion 25b measured one time before, the rail portion of the head of the rail portion 25b If there is no change in the position of the side surface facing the 25a, it is determined that the tongue rail 34b included in the rail portion 25b is not in contact with the basic rail 34d included in the rail portion 25b.

As shown in FIG. 6, for example, consider a case where a railroad vehicle 7 (see FIG. 5) passes through a turnout 9 from the track 11 side and enters the track 12. In such a case, as shown in FIGS. 8 (L-1) to (L-4), in the cross-sectional shape 26a of the rail portion 25a on the left side in the direction DR1 which is the traveling direction, the head of the rail portion 25a That is, with respect to the head of the tongue rail 34a included in the rail portion 25a, between the position PS11 and the position PS14, the side of the head of the rail portion 25a facing the rail portion 25b in the measured value measured at a certain time. The side surface 25g protrudes from the side surface 25g on the side facing the rail portion 25b of the head of the rail portion 25a in the measured value measured one time before. This is because the width WD1 of the head of the tongue rail 34a increases in the order of position PS11, position PS12, position PS13, and position PS14. In such a case, it is determined that the tongue rail 34a included in the rail portion 25a is in contact with the basic rail 34c included in the rail portion 25a. As shown in (L-4) and (L-5) of FIG. 8, there is no change in the cross-sectional shape 26a of the rail portion 25a between the position PS14 and the position PS15.

On the other hand, as shown in FIGS. 8 (R-1) to (R-5), in the cross-sectional shape 26b of the rail portion 25b on the right side in the direction DR1 which is the traveling direction, the rail portion of the head of the rail portion 25b. There is no change in the position of the side surface 25h on the side facing the 25a. In such a case, it is determined that the tongue rail 34b is not in contact with the basic rail 34d included in the rail portion 25b.

Further, as shown in FIG. 7, for example, consider a case where a railroad vehicle 7 (see FIG. 5) passes through a turnout 9 from the track 11 side and enters the track 13. In such a case, as shown in (R-1) to (R-4) of FIG. 9, in the cross-sectional shape 26b of the rail portion 25b on the right side in the direction DR2 which is the traveling direction, the head of the rail portion 25b That is, with respect to the head of the tongue rail 34b included in the rail portion 25b, between the position PS11 and the position PS14, the side of the head of the rail portion 25b facing the rail portion 25a in the measured value measured at a certain time. The side surface 25h protrudes from the side surface 25h on the side facing the rail portion 25a of the head of the rail portion 25b in the measured value measured one time before. This is because the width WD2 of the head of the tongue rail 34b increases in the order of position PS11, position PS12, position PS13, and position PS14. In such a case, it is determined that the tongue rail 34b included in the rail portion 25b is in contact with the basic rail 34d included in the rail portion 25b. As shown in (R-4) and (R-5) of FIG. 9, there is no change in the cross-sectional shape 26b of the rail portion 25b between the position PS14 and the position PS15.

On the other hand, as shown in FIGS. 9 (L-1) to (L-5), in the cross-sectional shape 26a of the rail portion 25a on the left side in the direction DR2, which is the traveling direction, the rail portion of the head of the rail portion 25a. There is no change in the position of the side surface 25g on the side facing 25b. In such a case, it is determined that the tongue rail 34a is not in contact with the basic rail 34c included in the rail portion 25a.

The tongue rail 34a is not in contact with the basic rail 34c and the tongue rail 34b is not in contact with the basic rail 34d in any of the measured values of the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b on both the left and right sides. In this case, it is detected that the rail vehicle 7 is not traveling on the turnout 9, that is, the rail vehicle 7 is not passing through the turnout 9. Further, in any of the measured values of the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b on both the left and right sides, the tongue rail 34a is in contact with the basic rail 34c, or the tongue rail 34b is in contact with the basic rail 34d. In this case, it is detected that the rail vehicle 7 is traveling on the turnout 9, that is, the rail car 7 is passing through the turnout 9.

When the track displacement data is acquired by the track inspection vehicle, the measurement is usually performed at intervals of 0.25 m or 0.5 m along the railroad track. Further, for example, as shown in FIG. 2, in a double track section in which a plurality of tracks are arranged in the width direction of the railway track 8, the track portions, that is, the distance between the centers of the tracks is 3 m or more, and the track inspection It is larger than the interval for acquiring track displacement data by vehicle measurement. Therefore, according to the position detection method of the first embodiment, it is possible to accurately detect which track is traveling in the double track section.

Further, in the position detection method of the first embodiment, since the images of the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b are acquired as measured values, noise may be included in the images when there is disturbance such as sunlight. In such a case, false detection of the turnout 9 may occur. Therefore, when the tongue rail 34a is in contact with the basic rail 34c in any of the cross-sectional shapes 26a of the rail portions 25a at any of the three positions adjacent to each other, such as the position PS11, the position PS12, and the position PS13, or are adjacent to each other. It is possible to detect that the railroad vehicle 7 is traveling on the turnout 9 only when the tongue rail 34b is in contact with the basic rail 34d in the cross-sectional shape 26b of the rail portion 25b at any of the three positions. preferable.

That is, not only in the measured value of the cross-sectional shape at one position, but also in the measured value of the cross-sectional shape at two or three positions adjacent to each other along the railroad track, the side surface 25g or 25h of the head of the rail portion 25a or 25b. By comparing or confirming the positions of, the position PS1 when the railroad vehicle 7 is passing through the turnout 9 is detected. As a result, it is possible to prevent false detection of the turnout 9 from occurring.

As described above, even when the railroad vehicle 7 enters the turnout 9 from the side opposite to the track 11 side, the measured values of the plurality of cross-sectional shapes 26a and the measured values of the plurality of cross-sectional shapes 26b measured in step S2 are used. Based on this, it is possible to detect whether the railroad vehicle 7 has passed the railroad track 12 or the railroad track 13. When the railroad vehicle 7 enters the turnout 9 from the side opposite to the track 11 side, the measured values of the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b are the railroad vehicle 7 in both FIGS. 8 and 9. Will be acquired in the reverse order of entering the turnout 9 from the line 11 side, so (L-5), (L-4), (L-3), (L-2), (L). It is acquired in the order of (-1), and is acquired in the order of (R-5), (R-4), (R-3), (R-2), and (R-1).

In the example described with reference to FIGS. 6 to 9, an example of detecting the position PS1 when the railroad vehicle 7 is passing through the turnout 9 has been described using the cross-sectional shapes of the tongue rails 34a and 34b. However, instead of the tongue rails 34a and 34b, the position PS1 when the railroad vehicle 7 is passing through the turnout 9 can be detected by using the cross-sectional shape of the crossing portion 35 or the like.

FIG. 10 is a diagram schematically showing a state of a railroad vehicle when the railroad vehicle passes through a curved section by performing the position detection method of the first embodiment. FIG. 10A shows the time when the railroad vehicle 7 is passing through the reference position RP4, and FIG. 10B shows the time when the railroad car 7 is passing through the curved section 33.

As shown in FIGS. 10A and 10B, and as described above, the railway line 8 has a curved section 33, and the position of the curved section 33 is set as the reference position RP3. ..

In such a case, in step S1, as shown in FIGS. 10A and 10B, when the railroad vehicle 7 passes through the portion 37 of the railroad track 8 away from the curved section 33, After setting the current position of the railroad vehicle 7 as the reference position RP4 and setting the reference position RP4, when the railroad car 7 passes through the curved section 33, it is set to the portion 37 of the railroad track 8 away from the curved section 33. The distance DS2, which is the mileage from the reference position RP4 to the current position of the railway vehicle 7, is repeatedly measured by the distance measuring unit 3 a plurality of times while moving the railway vehicle 7.

The reference position RP4 of the portion 37 can be set by positioning using the satellite positioning system GS1 (see FIG. 1) or temporarily set, as in the reference position RP2 of the portion 14. Further, the reference position RP2 of the portion 14 can be used instead of the reference position RP4 of the portion 37.

Further, in step S2, as shown in FIG. 5B, when the railroad vehicle 7 passes through the turnout 9, the cross-sectional shapes 26a and 26b of the rail portions 25a and 25b while moving the railroad vehicle 7 (FIG. 3) is measured. In addition, in step S2, as shown in FIG. 10B, when the railway vehicle 7 passes through the curved section 33, the yaw angular velocity of the railway vehicle 7 is measured by the angular velocity measuring unit while moving the railway vehicle 7. According to No. 10, the measurement is repeated a plurality of times. As described above, measuring the yaw angular velocity of the railroad vehicle 7 repeatedly a plurality of times while moving the railroad vehicle 7 is preferably arranged at regular intervals in the longitudinal direction of the railroad track 8. It means that the yaw angular velocity is measured and the measured value is acquired at each of the plurality of positions.

Further, in step S3, as described above, when the railroad vehicle 7 passes through the turnout 9, the measured values of the plurality of cross-sectional shapes 26a (see FIG. 3) measured in step S2 are measured in step S2. The railcar 7 passes through the turnout 9 based on the measured values of the plurality of cross-sectional shapes 26b (see FIG. 3), the measured values of the plurality of distances DS1 measured in step S1, and the reference position RP2. The position PS1 of the railroad vehicle 7 at the time of operation is calculated. In addition, in step S3, further, based on the measured values of the plurality of yaw angular velocities measured by the angular velocity measuring unit 10 in step S2 and the measured values of the plurality of distances DS2 measured in step S1. The position PS2 of the railroad vehicle 7 when the railroad vehicle 7 passes through the curved section 33 is calculated.

Further, in step S4, as described above, the position of the railroad vehicle 7 is corrected so that the calculated position PS1 approaches the reference position RP1. In addition, in step S4, the position of the railcar 7 is corrected so that the calculated position PS2 approaches the reference position RP3 and preferably the calculated position PS2 matches the reference position RP3. At this time, the reference position RP4 (or the reference position RP2) is moved to the reference position RP41 (or the reference position RP21) separated from the reference position RP3 by the distance DS2 so that the calculated position PS2 approaches or coincides with the reference position RP3. It will be corrected.

In such a case, that is, when the position of the railway vehicle 7 is corrected by using the position PS1 and the position PS2, the railway including the maintenance vehicle is compared with the case where the position of the railway vehicle 7 is corrected by using only the position PS1. Even if it is not possible to position the reference position RP2 using the satellite positioning system GS1 in the measurement work performed along the railroad track using all vehicles, the railroad without installing an immovable point or a mark in the railroad track 8 The position of the vehicle 7 can be detected more accurately.

(Embodiment 2)
Next, the position detection system and the position detection method of the second embodiment will be described. The position detection system and the position detection method of the second embodiment are different from the position detection system and the position detection method of the first embodiment in that the satellite positioning system is not used.

FIG. 11 is a block diagram showing the configuration of the position detection system according to the second embodiment. As shown in FIG. 11, the position detection system 1 of the second embodiment includes the distance measurement unit 3, the cross-sectional shape measurement unit 4, and the position detection unit 5, similarly to the position detection system 1 of the first embodiment. , Have. On the other hand, the position detection system 1 of the second embodiment does not have the reference position setting unit 2 (see FIG. 1) unlike the position detection system 1 of the first embodiment. The railway line 8 has a turnout 9, the position of the turnout 9 is set as a reference position RP1 (see FIG. 5), and the railway line 8 has a line 11, a line 12, and a line 13. The points are the same as those in the first embodiment. Therefore, regarding the state in which the railroad vehicle 7 provided with the position detection device 6 provided in the position detection system 1 of the second embodiment is traveling on the railroad track 8, the mobile station 19b and the GPS satellite are shown in FIG. It can be schematically shown by the drawing excluding 15.

As shown in FIG. 11, the position detection system 1 of the second embodiment shows an example in which the angular velocity measuring unit is not provided. Therefore, the position detection device 6 provided in the position detection system 1 of the second embodiment can be schematically shown by the drawings excluding the angular velocity measuring unit 10 from FIG. Further, as the position detection method of the second embodiment, an example in which the yaw angular velocity of the railway vehicle 7 is not measured is shown.

Unlike the position detection method of the first embodiment, the position detection method of the second embodiment does not use the reference position setting unit 2 (see FIG. 1) that uses the satellite positioning system GS1, so that the distance measurement unit 3 is used, for example. Alternatively, the position detection unit 5 temporarily sets the reference position RP2. Then, a part of step S1 of FIG. 4 is performed, and as shown in FIG. 5 (b), when the railroad vehicle 7 passes through the turnout 9, the reference position RP2 to the current position of the railroad vehicle 7 are reached. The distance DS1, which is the mileage, is repeatedly measured a plurality of times by the distance measuring unit 3 while moving the railroad vehicle 7.

Further, in the position detection method of the second embodiment, step S2 of FIG. 4 is performed, and as shown in FIG. 5B, when the rail vehicle 7 passes through the turnout 9, the rail vehicle 7 is moved. The cross-sectional shape 26a (see FIG. 3) of the rail portion 25a on which the wheels 24a on the first side in the width direction of the railway vehicle 7 are rolling while being moved, and the first side in the width direction of the railway vehicle 7. The cross-sectional shape 26b (see FIG. 3) of the rail portion 25b on which the wheel 24b on the opposite side is rolling is repeatedly measured by the cross-sectional shape measuring unit 4 a plurality of times. As described above, measuring the cross-sectional shape 26a of the rail portion 25a repeatedly a plurality of times while moving the railroad vehicle 7 is preferably at regular intervals in the longitudinal direction of the railroad track 8. It means that the cross-sectional shape 26a is measured at each of the plurality of arranged positions and the measured value is acquired. The same applies to the cross-sectional shape 26b of the rail portion 25b.

Further, in the position detection method of the second embodiment, a plurality of positions measured by the cross-sectional shape measuring unit 4 in step S2 when the railway vehicle 7 passes through the branching device 9 by performing step S4 in FIG. The measured values of the cross-sectional shape 26a, the measured values of the plurality of cross-sectional shapes 26b measured by the cross-sectional shape measuring unit 4 in step S2, the measured values of the plurality of distance DS1s measured by the distance measuring unit 3 in step S1, and As shown in FIG. 5B, the position PS1 of the railroad vehicle 7 when the railroad vehicle 7 is passing through the branching device 9 is calculated based on the reference position RP2.

Further, in the position detection method of the second embodiment, the position of the railroad vehicle 7 is corrected so that the calculated position PS1 approaches the reference position RP1 by performing step S5 in FIG. Preferably, the position of the railcar 7 is corrected so that the calculated position PS1 matches the reference position RP1.

The position detection method of the second embodiment does not use the satellite positioning system GS1 (see FIG. 1), for example, temporarily sets the reference position RP2 (see FIG. 5), and from the temporarily set reference position RP2 to the railroad vehicle 7 (see FIG. 5). It differs from the position detection method of the first embodiment in that the distance DS1 (see FIG. 5), which is the mileage to the current position of (see FIG. 5), is measured by the distance measuring unit 3 (see FIG. 5).

However, as described in the first embodiment, the technical significance of the present invention is that the railroad vehicle 7 is driven by a Doppler sensor, a speed generator, or the like without using the satellite positioning system GS1 (see FIG. 1). An immovable point or a mark is set in the railroad track 8 based on the output pulse data at regular intervals and the measured values of the cross-sectional shapes 26a and 26b (see FIG. 3) of the rail portions 25a and 25b in the turnout 9. It is possible to acquire position information with high accuracy without any need. Therefore, unlike the position detection method of the second embodiment, it is not necessary to use the satellite positioning system GS1 to set the reference position RP2, and the distance DS1 which is the mileage obtained by the Doppler sensor or the like (see FIG. 5). ), And the position of the railroad vehicle 7 can be accurately detected based on the measured values of the cross-sectional shapes 26a and 26b obtained by the two-dimensional sensors 27a and 27b of the position detection device 6.

However, the measured values of the distance DS1 (see FIG. 5), which is the mileage obtained by the Doppler sensor, and the cross-sectional shapes 26a and 26b (see FIG. 3) obtained by the two-dimensional sensors 27a and 27b of the position detection device 6. From the viewpoint of backing up the position detection method for detecting the position of the railway vehicle 7 by using the satellite positioning system GS1 (see FIG. 1) based on the above, the position detection method using the position detection system of the first embodiment. Can detect the position of the railroad vehicle 7 with higher accuracy than the position detection method using the position detection system of the second embodiment.

Although the invention made by the present inventor has been specifically described above based on the embodiment thereof, the present invention is not limited to the embodiment and can be variously modified without departing from the gist thereof. Needless to say.

Within the scope of the idea of the present invention, those skilled in the art can come up with various modified examples and modified examples, and it is understood that these modified examples and modified examples also belong to the scope of the present invention.

For example, a person skilled in the art appropriately adds, deletes, or changes the design of each of the above-described embodiments, or adds, omits, or changes the conditions of the process of the present invention. As long as it has a gist, it is included in the scope of the present invention.

The present invention is effective when applied to a position detection method and a position detection system for detecting the position of a railroad vehicle traveling on a railroad track.

1 Position detection system 2 Reference position setting unit 3 Distance measurement unit 4 Cross-sectional shape measurement unit 5 Position detection unit 6 Position detection device 7 Railroad vehicle 7a Body 7b Measurement trolley 7c Support 8 Railroad track 9 Brancher 10 Angle speed measurement unit 10a Sensor 11-13 Lines 14, 37 Parts 15 to 17 GPS satellite 18 SBAS satellite 19 Global navigation satellite system 19a Base station 19b Mobile station 21 Main unit 22 Pulse converter 23 Controller 24a, 24b Wheels 25a, 25b Rail parts 25c, 25e Upper part 25d, 25f Side part 25g, 25h Side surface 26a, 26b Cross-sectional shape 27a, 27b Two-dimensional sensor 28a, 28b Irradiation part 29a, 29b Imaging part 31a, 31b Slit light 32 Measurement PC
33 Curved section 34 Point part 34a, 34b Tong rail 34c, 34d Basic rail 35 Crossing part 35a, 35b Main rail 35c, 35d Wing rail 35e, 35f Guard rail 35g Nose rail 36 Lead part 36a, 36b Lead rail DR1, DR2 direction DS1, DS2 Distance GS1 Satellite Positioning System PS1, PS11-1 to PS15, PS2 Position RP1, RP2, RP21, RP3, RP4, RP41 Reference Position WD1, WD2 Width

Claims (16)

In the position detection method that detects the position of a railroad vehicle traveling on a railroad track,
The railroad track has a turnout and
The position of the turnout is set as the first reference position.
The position detection method is
(A) The first cross-sectional shape of the first rail portion on which the first wheel on the first side in the width direction of the railroad vehicle is rolling when the railroad vehicle passes through the turnout, and the above. A step of measuring the second cross-sectional shape of the second rail portion on which the second wheel on the side opposite to the first side in the width direction of the railroad vehicle is rolling.
(B) Based on the first measured value of the first cross-sectional shape measured in the step (a) and the second measured value of the second cross-sectional shape measured in the step (a). The first position of the railroad vehicle when the railroad vehicle is passing through the turnout is calculated, and the position of the railroad vehicle is corrected so that the calculated first position approaches the first reference position. Steps to do,
A position detection method having. In the position detection method according to claim 1,
In the step (a), when the railroad vehicle passes through the turnout, the first cross-sectional shape and the second cross-sectional shape are repeatedly measured a plurality of times while moving the railroad vehicle.
In the step (b), the first measurement value is based on the plurality of first measurement values measured in the step (a) and the plurality of second measurement values measured in the step (a). A position detection method that calculates one position. In the position detection method according to claim 2,
(C) When the railroad vehicle passes through the turnout, the first distance from the second reference position set in the portion of the railroad track away from the turnout to the current position of the railroad vehicle is set. The step of measuring repeatedly while moving the railroad vehicle,
Have,
In the step (b), the plurality of first measured values measured in the step (a), the plurality of second measured values measured in the step (a), and the step (c). The first position is calculated based on the plurality of measured third measured values of the first distance and the second reference position so that the calculated first position approaches the first reference position. A position detection method for correcting the second reference position. In the position detection method according to claim 3,
(D) If positioning of the second reference position using the satellite positioning system is possible before the step (c), the second reference position is set by positioning using the satellite positioning system, and the satellite If positioning of the second reference position using a positioning system is not possible, the step of temporarily setting the second reference position,
A position detection method having. In the position detection method according to any one of claims 2 to 4,
The railroad track
The first orbital part and
The second track portion connected to the first track portion and
A third orbital portion connected to the first orbital portion so as to be switchable to the second orbital portion,
Have,
The turnout is provided between the second orbital portion, the third orbital portion, and the first orbital portion, and the first orbital portion is referred to as the second orbital portion or the third orbital portion. Switchable connection,
In the step (b), when the railroad vehicle enters the turnout from the first track portion side, the plurality of first measured values measured in the step (a) and the first measured value (a). Based on the plurality of second measured values measured in the step, it is detected whether the railroad vehicle enters the second track portion or the third track portion, and the railroad vehicle enters the first track portion. When the turnout is entered from the side opposite to the part side, the plurality of first measurement values measured in the step (a) and the plurality of second measurements measured in the step (a). A position detection method for detecting whether the railroad vehicle has passed through the second track portion or the third track portion based on the value. In the position detection method according to any one of claims 2 to 5,
The railroad track has a curved section
The position of the curve section is set as a third reference position.
The position detection method further
(E) A step of repeatedly measuring the yaw angle speed of the railroad vehicle a plurality of times while moving the railroad vehicle when the railroad vehicle passes through the curved section.
Have,
In the step (b), the number of the railroad vehicles when the railroad vehicle is passing through the curved section is based on the fourth measurement values of the yaw angle velocities measured in the step (e). A position detection method in which two positions are calculated and the position of the railway vehicle is corrected so that the calculated second position approaches the third reference position. In the position detection method according to any one of claims 2 to 6,
In the step (a), the first cross-sectional shape and the second cross-sectional shape are measured by the cross-sectional shape measuring unit.
The cross-sectional shape measuring unit
A first irradiation unit that irradiates the first upper portion of the first rail portion and the first side portion of the first rail portion that faces the second rail portion with the first slit light.
A first imaging unit that photographs a portion of the first rail unit that is irradiated with the first slit light by the first irradiation unit and measures the first cross-sectional shape.
A second irradiation unit that irradiates the second upper portion of the second rail portion and the second side portion of the second rail portion on the side facing the first rail portion with the second slit light.
A second imaging unit that photographs a portion of the second rail unit that is irradiated with the second slit light by the second irradiation unit and measures the shape of the second cross section.
Position detection methods, including. In the position detection method according to claim 3 or 4,
In the step (c), the first distance is measured by the distance measuring unit, and the distance is measured.
The distance measuring unit is a position detecting method including a Doppler sensor or a speed generator. In a position detection system that detects the position of a railroad vehicle traveling on a railroad track,
The railroad track has a turnout and
The position of the turnout is set as the first reference position.
The position detection system
The first cross-sectional shape of the first rail portion on which the first wheel on the first side in the width direction of the railroad vehicle is rolling when the railroad vehicle passes through the turnout, and the railroad vehicle. A cross-sectional shape measuring unit for measuring the second cross-sectional shape of the second rail portion on which the second wheel on the side opposite to the first side in the width direction is rolling,
Based on the first measured value of the first cross-sectional shape measured by the cross-sectional shape measuring unit and the second measured value of the second cross-sectional shape measured by the cross-sectional shape measuring unit, the railcar is said to be said. A position detection unit that calculates the first position of the railcar when passing through the turnout and corrects the position of the railcar so that the calculated first position approaches the first reference position. ,
Has a position detection system. In the position detection system according to claim 9,
When the railroad vehicle passes through the turnout, the cross-sectional shape measuring unit repeatedly measures the first cross-sectional shape and the second cross-sectional shape a plurality of times while moving the railroad vehicle.
The position detecting unit determines the first position based on the plurality of the first measured values measured by the cross-sectional shape measuring unit and the plurality of the second measured values measured by the cross-sectional shape measuring unit. Position detection system to calculate. In the position detection system according to claim 10,
When the railroad vehicle passes through the turnout, the railroad vehicle sets the first distance from the second reference position set in the portion of the railroad track away from the turnout to the current position of the railroad vehicle. Has a distance measuring unit that repeatedly measures multiple times while moving
The position detecting unit includes the plurality of first measured values measured by the cross-sectional shape measuring unit, the plurality of second measured values measured by the cross-sectional shape measuring unit, and a plurality of measured values measured by the distance measuring unit. The first position is calculated based on the third measured value of the first distance and the second reference position, and the second position is so that the calculated first position approaches the first reference position. A position detection system that corrects the reference position. In the position detection system according to claim 11,
When the positioning of the second reference position using the satellite positioning system is possible, the second reference position is set by the positioning using the satellite positioning system, and the positioning of the second reference position using the satellite positioning system is performed. A position detection system having a reference position setting unit for temporarily setting the second reference position when the above is not possible. In the position detection system according to any one of claims 10 to 12,
The railroad track
The first orbital part and
The second track portion connected to the first track portion and
A third orbital portion connected to the first orbital portion so as to be switchable to the second orbital portion,
Have,
The turnout is provided between the second orbital portion, the third orbital portion, and the first orbital portion, and the first orbital portion is referred to as the second orbital portion or the third orbital portion. Switchable connection,
When the railroad vehicle enters the turnout from the first track portion side, the position detection unit uses the plurality of first measured values measured by the cross-sectional shape measuring unit and the cross-sectional shape measuring unit. Based on the plurality of measured second measured values, it is detected whether the railroad vehicle enters the second track portion or the third track portion, and the railroad vehicle is connected to the first track portion side. When entering the turnout from the opposite side, based on the plurality of first measured values measured by the cross-sectional shape measuring unit and the plurality of second measured values measured by the cross-sectional shape measuring unit. A position detection system that detects whether the railroad vehicle has passed through the second track portion or the third track portion. In the position detection system according to any one of claims 10 to 13.
The railroad track has a curved section
The position of the curve section is set as a third reference position.
The position detection system further includes an angular velocity measuring unit that repeatedly measures the yaw angular velocity of the railroad vehicle a plurality of times while moving the railroad vehicle when the railroad vehicle passes through the curved section.
The position detection unit determines the second position of the railroad vehicle when the railroad vehicle is passing through the curved section, based on a plurality of fourth measured values of the yaw angular velocity measured by the angular velocity measuring unit. A position detection system that calculates and corrects the position of the railcar so that the calculated second position approaches the third reference position. In the position detection system according to any one of claims 10 to 14,
The cross-sectional shape measuring unit
A first irradiation unit that irradiates the first upper portion of the first rail portion and the first side portion of the first rail portion that faces the second rail portion with the first slit light.
A first imaging unit that photographs a portion of the first rail unit that is irradiated with the first slit light by the first irradiation unit and measures the first cross-sectional shape.
A second irradiation unit that irradiates the second upper portion of the second rail portion and the second side portion of the second rail portion on the side facing the first rail portion with the second slit light.
A second imaging unit that photographs a portion of the second rail unit that is irradiated with the second slit light by the second irradiation unit and measures the shape of the second cross section.
Position detection system, including. In the position detection system according to claim 11 or 12.
The distance measuring unit is a position detection system including a Doppler sensor or a speed generator.

Images