JP3397911B2 - Rail play measuring device - Google Patents

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a rail clearance measuring device for measuring the spacing between rail joints, that is, the rail clearance.

[0002]

2. Description of the Related Art Conventionally, the measurement of a rail play is performed by a method such as a manual inspection using a simple measuring instrument (taper gauge, etc.) or a method in which a simple measuring device is attached to a traveling vehicle. ing. In the type in which the measuring device is attached to the traveling vehicle, light emitting and receiving photoelectric switches are arranged on both sides of the rail head, and the light beam emitted by the light emitter passes through the rail clearance part and the state detected by the light receiver is detected by the rail clearance. Partial detection method, or JP-A-2-85
As in Japanese Patent No. 704, irradiating light toward the rail surface,
There is also proposed a method of detecting the reflected light to detect the rail gap.

[0003]

However, the manual inspection method requires a great deal of manpower and time, and in the method of attaching a simple measuring device to a traveling vehicle, it is necessary to measure a short section such as a quasi-main line. Is not suitable. Also, in the system that detects the light passing through the rail gap, the position of the photoelectric switch must be below the rail head surface, which hinders the construction limit and crosses sections such as railroad crossings, guardrails, and turnouts during measurement travel. Will come into contact with the rail or structure, so
Visually, or by providing an obstacle detection device, the method of flipping up the rail clearance detector to the top of the rail is used to prevent contact at obstacles. It is difficult to ensure the required traveling speed, and if the obstacle detection device malfunctions, the rail clearance detector may be damaged. Further, in the technique disclosed in Japanese Patent Laid-Open No. 2-85704, a single light source irradiates a rail surface with light from one direction, and the amount of reflected light is detected. Therefore, the rail interval changes and the vehicle travels in the traveling direction. In contrast, if the rail is shaken in the lateral direction, the reflected light from the joint plate in the rail gap cannot be detected to detect the rail gap, or if there is a chamfered part at the end of the rail, the amount of reflected light decreases and There is a possibility that the rail gap may be erroneously detected, and since the amount of reflected light varies greatly depending on the rail surface state, the rail gap may also be erroneously detected. Therefore, there is a demand for a rail travel distance measuring device that uses a maintenance vehicle or the like and is small in size, has good operability, and can accurately measure the rail travel distance without erroneous detection.

The present invention has been made in view of the above circumstances. It eliminates a movable part for avoiding obstacles, prevents collision with obstacles, and can be towed by a maintenance vehicle, etc. An object of the present invention is to provide a rail clearance measuring device that can accurately measure rail clearance.

[0005]

To this end, the rail clearance measuring device of the present invention is mounted on a carriage that can travel on the rail, and detects a plurality of reflected lights of light emitted from the light emitting element toward the rail. A rail clearance sensor configured by arranging light receiving elements in the rail width direction and a detection signal from each light receiving element are compared with a first threshold level EH and a second threshold level EL (EH> EL). A plurality of first and second comparators corresponding to the respective rail clearance sensors, and the first and second comparator outputs and the second comparator outputs are input. It is characterized in that it is provided with a logic circuit and a third logic circuit for judging whether or not there is a rail clearance according to the logic conditions of the outputs of the first and second logic circuits. Further, according to the present invention, in the rail clearance sensor, the light emitting diodes are arranged in a plurality of rows on one side on both sides of the slit provided in the rail width direction, and the irradiation angles of the light emitting diodes in each row to the rail surface are different. The reflected light that has passed through each slit is received by a plurality of light receiving elements via a lens. Further, according to the present invention, the number of light receiving elements arranged in the rail width direction is five, and the first logic circuit is a first AND circuit to which five first comparator outputs are input, and a second logic circuit. Is a 4/5 circuit to which five second comparator outputs are input, and a third logic circuit is composed of an AND circuit to which a first AND circuit output and a 4/5 circuit output are input. To do.

[0006]

According to the present invention, a plurality of sensors of the type that detect reflected light are arranged in the rail width direction, and the threshold level is smaller than the detection level of the reflected light from the rail chamfered portion, the joint plate, and the rusted surface, Since a plurality of detection signals are binarized by using the threshold level, and when each binarized signal satisfies a predetermined logical condition, it is judged that there is a rail clearance.
Accurately measure the rail clearance without misdetecting the rail chamfer as the rail surface, the rail joint plate as the rail clearance area, or the rail wear as the rail clearance as the rail clearance. It becomes possible to do. In addition, by arranging the light-emitting diodes in multiple rows on one side on both sides of the slits provided in the rail width direction and by varying the irradiation angle of the light-emitting diodes on each row to the rail surface, the amount of received light is large. It is possible to improve the measurement accuracy by preventing fluctuations and the generation of shaded areas.

[0007]

Embodiments Embodiments will be described below with reference to the drawings. 1A and 1B are views showing a truck to which the rail clearance measuring device of the present invention is attached. FIG. 1A is a plan view and FIG. 1B is a side view. The trolley 10 is towed by a maintenance vehicle or the like (not shown) by a tow bar 11 and can travel on rails 13 by traveling wheels 12, and a braking wheel 14 is provided on the traveling wheels.
Is provided. The trolley 10 is also provided with a generator mount 15 for mounting a generator for the power supply of various devices to be mounted, and a radiation thermometer 16 for measuring the rail temperature in addition to the rail play sensor. .

A rail 1 is provided between the front and rear traveling wheels 12, 12.
3 is provided with sensor guide wheels 17 traveling on the head surface,
Gaps 20, 20 are attached to sensor mounts 19 via anti-vibration rubbers 18 at both ends of the axle. The free space sensor 20 irradiates the rail surface with light and detects the reflected light. Since the guide wheel is supported above the rail head surface by the guide wheel, the guide wheel runs even if there is any obstacle on the rail. Therefore, the play distance sensor 20 does not come into contact with the obstacle on the rail. The play sensor 20 can be set to an operating position and a non-operating position by a sensor fixing lever 21.

On the axles of the rear running wheels, there are provided a play amount measuring sensor 22 and a rail length measuring sensor 23, which are composed of a rotary encoder and the like, respectively, and a rail play amount and a distance from the rail play to the next rail play, respectively. For example, 1 pulse / 0.2 mm, 1 pulse /
A pulse of 0.1 m is generated. Then, the detection signals of the respective sensors are taken into a data processing device such as a personal computer mounted in the control box 24, and the rail length and the left and right rail clearance are obtained to display the detected values, and the data is transmitted, and the thermometer Data will be collected along with the rail temperature data sent from.

Next, the rail clearance sensor of the present invention will be described. FIG. 2 is a diagram showing a rail clearance sensor.
2A is a side sectional view, FIG. 2B is a partially cut sectional view,
FIG. 2C is a plan sectional view. As shown in FIG. 2 (c), a large number of light emitting diodes 32 are arranged in two rows on one side of the base 31 with five slits 34 formed in the rail width direction interposed therebetween.
It is attached to and lined up, and light is emitted toward the rail surface through the slit. At this time, the light emitting diodes 3 in the first row
2a and the light emitting diode 32b in the second row have different irradiation angles to the rails. The light scattered by the rail surface and passing through the five slits 34 is imaged on the surface of the sensor 36 formed of a photodiode or the like through the lens 35 attached to the metal fitting 33 and converted into an electric signal. The free-space sensor 20 is provided with five slits in the rail width direction. However, even if the trolley position shifts to the left or right due to a change in the rail interval, some of the sensors are separated from the rail surface. This is because the reflected light can be detected, and the number of reflected lights need not always be 5, but may be increased or decreased as necessary. In addition, the light emitting diodes are arranged in two rows on one side and four rows on both sides by changing the irradiation angle so that the shading portion and the rail can be eliminated as well as the generation of shaded portions due to even irradiation from a plurality of directions. This is to prevent a large variation in the amount of reflected light due to a worn state of the surface, a rusted state, or the like. Further, two or more rows on one side may be provided so that the irradiation angles are different from each other.

Next, the measurement principle will be described. As described above, the rail clearance sensor irradiates the rail surface from the plural directions with the light emitting diode 32 as shown in FIG. 3 which is an enlarged view, and the reflected light from the rail surface is reflected by the lens 3
It is detected by the sensor 36 through 5 and converted into an electric signal. As shown in FIG. 4, with respect to the rail (FIG. 4 (a)),
When the amount of light received is reduced by the rail clearance sensor and the rail clearance is detected (FIG. 4 (b)), 1 pulse / 0.2 mm pulse generated from the clearance measurement sensor is counted during this time to measure the clearance. The distance from the rail gap to the rail gap is obtained (FIG. 4 (c)), and the pulse length of 1 pulse / 0.1 m generated from the rail length measuring sensor is counted to obtain the rail length (FIG. 4 ( d)).

FIG. 5 is a block diagram for explaining the rail gap detecting circuit and the rail gap determining circuit in the present invention. The idle sensor illuminates the rail surface with LEDs, and the reflected light is detected by the five photodiodes PD-1 to PD-5 arranged in the rail width direction, and currents corresponding to the amount of received light are taken out. Voltage conversion circuit 41-1
It is converted into a voltage signal at ˜41-5. The voltage signal is converted into a binary signal by the signal level detection circuits 42-1 to 42-5 according to the signal level. The signal level detection circuit is, for example, a comparator C that uses 15 mv (low level) as the reference signal EL.
It is composed of an OMP-1 and a comparator COMP-2 that uses 20 mV (high level) as a reference signal EH. Each comparator outputs "1" when the signal level is lower than the reference signal and "0" when the signal level is higher than the reference signal. To do. Comparator CO of each signal level detection circuit
The output of MP-1 is input to the 4/5 circuit 44 and COMP
-2 output is input to AND circuit 43, and AND circuit 4
The outputs of the 3 and 4/5 circuits 44 are input to the AND circuit 45. The AND circuit 43 outputs "1" when all five inputs are "1" (referred to as 5/5 output), and the 4/5 circuit is
It is a logic circuit that outputs "1" (referred to as 4/5 output) when 4 out of 5 inputs are "1".

In the sensor of this embodiment, as shown in FIG. 6A, one sensor has a detection width of 9 mm in the rail width direction, and the range detectable as a rail surface is shown in FIG. 6B. 17 mm to the left and right from the center. This detection range indicates, for example, a range in which a signal of about 80 mV can be obtained if the rail surface is a mirror surface, or a signal of 20 mV or more can be obtained even on a rusty surface, and a signal smaller than 15 mV can be obtained outside the signal. There is. As shown in FIG. 6C, the five sensors are arranged at intervals of 12.5 mm, so that the detection range can be captured by only two or three sensors.

FIG. 7 shows the positional relationship between the bogie and the rails when the rail interval is 1067 mm in the inner method and the wheel interval of the bogie is 994 mm in the inner method. When the center of the bogie and the center between the rails coincide with each other. There is a gap of 11 mm on the left and right between the inner surface of the rail and the wheel. FIG. 8A shows a case where the left wheel of the bogie in the relationship of FIG. 7 approaches the rail surface until it comes into contact with the rail surface. Two left clearance sensors and three right clearance sensors detect the rail surface. It is in a possible position (detection range). FIG. 8B shows a case where the rail spacing has increased by 10 mm, and similarly, the left wheel of the trolley approaches the rail surface until it comes into contact with the rail surface. It can be seen that it is in a position where can detect.

Next, the operation of the circuit shown in FIG. 5 will be described. Considering the case where two sensors are in the detection range such as the left clearance sensor in FIG. 8A or the left and right clearance sensor in FIG. 8B, two sensors are detected in the detection range on the rail surface. Therefore, since the input signal to the signal level detection circuit exceeds the EH level, the corresponding two comparators COM
The outputs of P-1 and COMP-2 are "0", both the 5/5 output of the AND circuit 43 and the 4/5 output of the 4/5 circuit 44 are "0", and the output of the AND circuit 45 is "0". And it is judged as the rail surface.

On the other hand, in the space between the rails, the outputs of the three sensors which are originally out of the detection range are smaller than EL, and the outputs of the two sensors in the detection range are also E.
Since it is smaller than L, the comparators COMP-1, COMP
-2 both output "1", AND circuit 43 outputs 5/5 output, and 4/5 circuit 44 outputs 4/5 output also outputs "1".
The output of the ND circuit 45 becomes "1" and it is determined that there is a rail clearance.

Next, a description will be given of a case where the rail clearance is detected in consideration of the presence of the joint plate in the rail clearance, the rail head surface and the rail shape, and the wear of the rail surface. Figure 9
Shows how the amount of light received by the play sensor changes depending on the rail head surface and the rail end shape, and the detection signal level changes. The shaded area in Fig. 9 (a) shows the range of the amount of received light (detection signal level) due to the difference in the rail surface condition, and there is much reflected light on the glossy (mirror surface) rail, which is 80 mV.
The detection signal level is about the same, the amount of light received on the rust rail is small, and the detection signal level is about 20 mV. Further, as shown in FIG. 9B, when there is a chamfered portion at the rail end, the chamfered portion becomes smaller than the amount of light received by the rust rail, and the detection signal level becomes 15 to 20 mV.

A joint plate 50 as shown in FIG. 10 is attached to the rail with fastening bolts and nuts 51 in the rail clearance portion, although the shape is slightly different depending on the rail type. The reflected light from the seam plate may be detected and may exceed the EL level. That is, when the sensor is moved in the rail cross section in the rail clearance, the detection output as shown in FIG. 11A is obtained, and the output value peaks at intervals of 55 to 65 mm, and the value is 15 to 20 mV. It becomes the range of. As described with reference to FIG. 6, since the sensor array width is 50 mm, one sensor may be positioned on the joint plate due to movement of the carriage, and a signal exceeding the EL level is detected.

Next, as shown in FIG. 12, it is assumed that only the sensor whose rail head is worn is located in the detection range, the rail is a rusted surface, and the sensor in the clearance between the rails is on the joint plate. This will be described with reference to the waveform chart of FIG. In FIG. 13, the sensor is 15 to 20 m in the rail clearance.
V is output, and otherwise the output is almost zero. Since the sensor is out of the detection range, the output is smaller than 15 mV other than the rail clearance. Since the sensor is in the detection range, an output of more than 20 mV is obtained except for the rail clearance, and the output becomes almost zero in the rail clearance. Since the sensor is a worn part but close to the center part, the amount of wear is small, and an output of 15 to 20 mV is obtained except for the rail clearance, and the output becomes almost zero in the rail clearance. Since the sensor is located at the end where the wear is great, the output is smaller than 15 mV except the rail clearance, and the output becomes almost zero during the rail clearance.

In the free space between rails, the sensor output is 15m
Since it is smaller than V, the 4/5 output of the 4/5 circuit 44 is "1", and since the sensor output of ~ is smaller than 20 mV, the 5/5 output of the AND circuit 43 is "1".
The output of the ND circuit 45 becomes "1" and it is determined that there is a rail clearance. In addition to the rail clearance, the sensor is 20
It becomes larger than mV, the 5/5 output of the AND circuit 43 becomes "0", and the 4/5 output of the 4/5 circuit 44 becomes "0" because the outputs of the sensor and the sensor are larger than 15 mV. The output becomes "0" and it is discriminated as the rail portion.

A threshold value of 20 mV is used, and A
Assuming that the ND circuit 43 alone determines the rail clearance,
-All the outputs of the sensor are smaller than 20 mV, and the rail chamfered portion is determined to be the rail clearance portion, which causes an error in the clearance amount. If 15 mV is used as the threshold value and the rail clearance is determined only by the AND circuit 43, the sensor exceeds 15 mV in the rail clearance, so the rail clearance is determined to be the rail surface.
Therefore, as in this embodiment, a 4/5 circuit is further used,
By using the threshold value of 15 mV, the sensor and sensor output in the rail chamfer exceed 15 mV, so the rail chamfer is determined to be the rail surface, and the sensor exceeds 15 mV in the rail clearance,
The output value at one location on the rail joint can be excluded, and accurate measurement can be performed.

However, in FIG. 13, the output of the sensor exceeds 15 mV on the rail surface, but if the output of the sensor is less than 15 mV, the rail surface is determined to be the rail clearance in the 4/5 circuit. It will be. Therefore, in the present embodiment, it is possible to increase the measurement accuracy by performing the rail clearance determination using the 5/5 output (20 mV) and the 4/5 output (15 mV). In the above embodiment, 5 sensors are used and 5/5 output (20 m
V) and 4/5 output (15 mV) are used, but the number of sensors may be changed depending on the measurement accuracy, and the logic of 5/5 output and 4/5 output may be changed appropriately. .

[0023]

As described above, according to the present invention, a means for avoiding a collision with an obstacle is not required, the vehicle can be towed by a maintenance vehicle, etc. It is possible to accurately measure the clearance between the rails even if the rail head is present, the rail head surface and the rail shape, and the rail surface is worn.

[Brief description of drawings]

FIG. 1 is a view showing a truck to which a rail clearance measuring device of the present invention is attached.

FIG. 2 is a diagram illustrating a rail clearance sensor according to the present invention.

FIG. 3 is an enlarged detailed view of a play distance sensor.

FIG. 4 is a diagram illustrating a principle of measuring a rail clearance amount.

FIG. 5 is a block diagram showing a rail clearance detection / determination circuit.

FIG. 6 is a diagram illustrating a play sensor arrangement.

FIG. 7 is a diagram illustrating a positional relationship between a dolly and a rail.

FIG. 8 is a diagram illustrating a play sensor arrangement.

FIG. 9 is a diagram for explaining a detection signal level according to a state of a rail surface.

FIG. 10 is a diagram illustrating a joint plate in a rail clearance portion.

FIG. 11 is a diagram for explaining detection output by a joint plate.

FIG. 12 is a diagram showing a rail wear state and a sensor arrangement.

FIG. 13 is a sensor output waveform diagram.

[Explanation of symbols]

20 ... Gauge sensor, 31 ... Base, 32 ... Light emitting diode, 34 ... Slit, 35 ... Lens, 36 ... Photodiode, 41-1 to 41-5 ... Current-voltage converter, 42
-1 to 42-5 ... Signal level detection circuit, COMP-1,
COMP-2 ... Comparator, 43, 45 ... AND circuit, 44
... 4/5 circuit.

─────────────────────────────────────────────────── ─── Continuation of front page (56) References JP-A-7-108934 (JP, A) JP-A-2-85704 (JP, A) JP-A-62-231111 (JP, A) (58) Field (Int.Cl. ⁷ , DB name) G01B 11/00-11/30 G01B 21/00 B61K 9/08

Claims (3)

(57) [Claims] 1. A rail clearance sensor, which is mounted on a trolley capable of traveling on a rail and has a plurality of light receiving elements arranged in the rail width direction for detecting reflected light of light emitted from the light emitting elements toward the rail. , A plurality of detection signals from the respective light receiving elements are binarized by comparing them with the first threshold level EH and the second threshold level EL (EH> EL). Logic of first and second comparators, first and second logic circuits to which each first comparator output and each second comparator output is input, and logic of first and second logic circuit outputs The third that determines whether or not there is a rail gap between the rails according to the conditions
Rail clearance measuring device having a logic circuit of. 2. The device according to claim 1, wherein the rail gap sensor has light emitting diodes arranged in a plurality of rows on one side on both sides of a slit provided in the rail width direction. A rail clearance measuring device characterized in that the irradiation angle to the rail surface is made different, and the reflected light passing through each slit is received by a plurality of light receiving elements via a lens. 3. The device according to claim 1, wherein there are five light-receiving elements arranged in the rail width direction, and the first logic circuit is a first AND gate to which five first comparator outputs are input.
Circuit, the second logic circuit is a 4/5 circuit to which five second comparator outputs are input, and the third logic circuit is an AND circuit to which the first AND circuit output and the 4/5 circuit output are input A rail clearance measuring device characterized by comprising: