JP5302707B2 - Derailment prevention guardrail position measuring method and measuring apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a method and a device for measuring a position of a guard rail for preventing derailment, which enable the high-precision measurement of the position of the guard rail for preventing the derailment, with respect to a rail, by applying image processing to a detection signal of a two-dimensional displacement sensor, so as to reduce an image processing load. <P>SOLUTION: A spacing between a head surface of the rail and a top surface of the guard rail for preventing the derailment, which is obtained when a spacing between the rail and the guard rail for preventing the derailment is set at a normal distance, is computed by image processing, so that an offset value from the normal distance can be computed. Thus, the amount of deviation from a value computed by the image processing is obtained; and the continuity of a measurement range (measurement value) is secured by correcting the amount of deviation by the offset value, without securing the continuity of an image in a rail crossing direction and without reference to the state of the installation of the plurality of two-dimensional displacement sensors in the rail crossing direction. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

  The present invention relates to a derailment prevention guardrail position measuring method and measuring apparatus, and more specifically, image processing load is reduced by image processing a detection signal of a two-dimensional displacement sensor without taking an image with a camera or the like. The present invention relates to a derailment prevention guard rail position measurement method and a measurement apparatus that can accurately measure the position of a derailment prevention guardrail with respect to the rail.

The derailment prevention guard rail prevents derailment by preventing the traveling wheels from moving beyond a certain level in the rail crossing direction. This is laid inside the track at a predetermined interval along the main rail (Patent Document 1).
Usually, the derailment prevention guard rail is installed a little higher than the rail, and the distance between the rail and the derailment prevention guard rail is several times a year. The distance (interval) is measured and managed.

JP 2006-63790 A

Measurement of the difference between the distance (space between the rail) and the height of the derailment prevention guard rail with respect to the rail is currently manual, and errors and measurement errors are likely to occur. Moreover, it takes a lot of time to perform the measurement work.
Therefore, it is conceivable that images of the rail and the derailment prevention guard rail are collected by a camera or the like and the interval between them is automatically measured by image processing, as in the trolley wire wear amount measurement. However, the distance between the rail and the derailment prevention guard rail is about 80 mm, and both of the rail and the derailment prevention guardrail must be imaged obliquely with an interval of 80 mm.
Due to the fact that the vehicle body of the inspection vehicle swings up and down and left and right, when taking an image with a camera having a lens with respect to the derailment prevention guard rail, the imaging position varies greatly, and it is difficult to collect highly accurate measurement images. Currently. In addition, when image processing is performed on a video sampled by a camera or the like from an oblique direction, the image processing load in the data processing device becomes large, and the measurement processing takes too much time to process while the vehicle is running.
An object of the present invention is to solve such problems of the prior art and reduce the image processing load by image processing the detection signal of the two-dimensional displacement sensor without taking an image with a camera or the like. Another object of the present invention is to provide a derailment prevention guardrail position measuring method and a measurement apparatus capable of measuring the position of the derailment prevention guardrail with respect to the rail with high accuracy.

  In order to achieve such an object, the derailment prevention guard rail position measuring method according to the present invention is characterized in that the first and second derailment prevention guard rails are separated by a predetermined distance corresponding to the head surface of the rail and the upper surface of the derailment prevention guard rail, respectively. A two-dimensional distance sensor is provided opposite to each other on the traveling vehicle, and the first and second two-dimensional distance sensors detect the distance along the rail crossing direction with respect to the head surface of the rail and the upper surface of the derailment prevention guard rail. The first contour image along the rail crossing direction on the side in contact with at least the interval between the head surfaces of the rails and the derailment prevention based on the distance detection signals obtained from the first and second two-dimensional distance sensors Second contour images along the rail crossing direction on at least the side of the upper surface of the guard rail that is in contact with the interval are obtained, and obtained when the interval is at a normal distance. A measurement interval based on the image of the rail and the derailment prevention guard rail is calculated based on the first contour image and the second contour image, and a difference between the calculated value and the normal distance is used as a first offset value. The interval is measured by calculating a measurement interval based on the first contour image and the second contour image that are stored and obtained in the vehicle running state and correcting the first offset value.

In addition, the derailment prevention guard rail position measuring device according to the present invention is characterized in that the head surface of the rail and the upper surface of the derailment prevention guard rail are opposed to each other at a predetermined distance corresponding to the head surface of the rail and the upper surface of the derailment prevention guard rail. The first and second two-dimensional distance sensors respectively provided on the traveling vehicle for detecting the distance in the rail crossing direction with respect to the head surface and the upper surface, respectively, and the distances from the first and second two-dimensional distance sensors An A / D conversion circuit that receives the detection signals and converts them into digital values, and a rail crossing on the side in contact with at least the interval between the rail head surfaces in the rail crossing direction based on the A / D converted detection signals. A first contour image along the direction and a second contour image along the rail transverse direction on at least the side of the upper surface of the derailment prevention guard rail. Have a generation data processing device,
The data processing device calculates a measurement interval based on the image of the rail and the derailment prevention guard rail based on the first contour image and the second contour image obtained when the interval is at a regular distance, and this calculation The difference between the value and the normal distance is stored as a first offset value, and the measurement interval is calculated based on the first contour image and the second contour image obtained in the vehicle running state, and the first offset value is obtained. Is to correct.

By the way, because the vehicle body of the inspection vehicle swings up and down and left and right, the distance between the rail corresponding to the right and left movement and the derailment prevention guard rail is scanned when a normal two-dimensional distance sensor, for example, a two-dimensional displacement sensor is used. It is larger than the range, and sufficient two-dimensional scanning cannot be performed with respect to the measurement range having an interval including the moving range.
Therefore, the inventor arranges a two-dimensional displacement sensor on each of the upper part of the rail and the derailment prevention guard rail, expands the scanning range of the interval between the rail and the derailment prevention guardrail, and measures it by image processing. I thought.
The outline image of the rail and the outline image of the derailment prevention guard rail are almost identical to the traveling of the vehicle because the position of the two two-dimensional displacement sensors fluctuates simultaneously in the same direction even if the traveling vehicle swings to the left or right or slightly moves up and down. This is because the relative distance and height between the rail and the derailment prevention guard rail are secured without being affected.
However, if a plurality of two-dimensional displacement sensors are arranged, the continuity of images in the rail crossing direction between these two-dimensional displacement sensors must be ensured because the measurement ranges (measurement values) of the two-dimensional displacement sensors are individual. The same applies to the vertical direction. However, it has been found that it is difficult to ensure the continuity of the measured values in the rail crossing direction of each two-dimensional displacement sensor by adjusting the installation state of the measuring device. Moreover, since the two-dimensional displacement sensor is provided in the traveling vehicle, the installation position is likely to be displaced.
Therefore, in order to avoid such a situation, the present invention images the distance between the head surface of the rail and the top surface of the derailment prevention guard rail obtained when the distance between the rail and the derailment prevention guardrail is a regular distance. An offset value with a normal distance is calculated by processing. This makes it possible to obtain a deviation amount between the calculated value and the actual measurement value obtained by image processing.
By obtaining this offset value, the continuity of the image in the rail crossing direction is not secured, and the offset value is independent of the installation state of the plurality of two-dimensional distance sensors (two-dimensional displacement sensors) in the rail crossing direction. The continuity of the measurement range (measurement value) can be ensured by the correction according to.

Therefore, in the present invention, as described above, the first contour image of the head surface of each rail and the derailment prevention from the detection signals from the first and second two-dimensional distance sensors (two-dimensional displacement sensors). A second contour image of the upper surface of the guard rail is obtained for each, and is measured by the first contour image and the second contour image obtained when the distance between the rail and the derailment prevention guard rail is a regular distance. The distance between the rail and the derailment prevention guard rail is calculated, the difference between the calculated value and the normal distance is stored as an offset value, and the first contour image and the second contour obtained in the vehicle running state are stored. The distance between the rail and the derailment prevention guard rail is measured by calculating the distance between the rail and the derailment prevention guard rail from the image and correcting the offset value.
As a result, the present invention reduces the processing load by subjecting the detection signal of the two-dimensional distance sensor (two-dimensional displacement sensor) to image processing without performing manual measurement by an operator or imaging with a camera or the like. It is possible to measure the position of the derailment prevention guard rail with high accuracy.

FIG. 1A is a perspective explanatory view of a measurement principle to which the position measuring method for a derailment prevention guard rail according to the present invention is applied. FIG. 1B is an explanatory diagram of the measurement image. FIG. 2 is an explanatory diagram of a measurement jig in which the distance between the rail and the derailment prevention guard rail is a regular distance. FIG. 3A is an explanatory diagram of a vehicle body mounting state of the two-dimensional measurement sensor unit, and FIG. 3A is a detailed explanatory diagram of a relationship between the two-dimensional measurement sensor unit, rails, and guard rails. 4A is an explanatory diagram of the relationship between the rail head surface by the two-dimensional laser displacement sensor, the upper surface of the derailment prevention guard rail, and the measurement light, and FIG. 4B is a diagram illustrating each of the two two-dimensional laser displacement sensors. FIG. 4C is an explanatory diagram of a measurement image, and FIG. 4C is an explanatory diagram of an image obtained by synthesizing measurement images of two two-dimensional laser displacement sensors. FIG. 5 is a block diagram of a derailment prevention guardrail position measuring device. FIG. 6A is an explanatory diagram of the relationship between the rail head surface and the upper surface of the derailment prevention guard rail when the vehicle body is rolled, and FIG. 6B is an explanatory diagram of the height error when the vehicle body is rolled. FIG. 6C is an explanatory diagram of the horizontal error when the vehicle body rolls.

In FIG. 1A, 10 is a position measuring device for a derailment prevention guard rail, and 1 is a displacement sensor measuring unit thereof. The displacement sensor measurement unit 1 includes a two-dimensional measurement sensor head 2 for rail measurement and a two-dimensional measurement sensor head 3 for guard rail measurement for preventing derailment.
Although the position measuring device 10 is provided corresponding to the left and right rails on the track, since the left and right rails have the same configuration, only one of them will be described here, and the other will be omitted.

Each of the sensor heads 2 and 3 is a triangulation type laser beam sensor constituted by a two-dimensional displacement sensor, and is scanned in the Z direction (height direction) by scanning the head surface 5a of the rail 5 in the rail transverse direction. The height (displacement) is measured from a predetermined reference position. The sensor head 3 is also a similar laser beam sensor, and measures the height (displacement) from a predetermined reference position in the Z direction (height direction) by scanning the upper surface 6a of the guard rail 6 in the rail crossing direction.
As shown in FIG. 3A, these sensor heads 2 and 3 are fixed to the front end side of the bracket frame 4 extending downward from the vehicle body 7 of the traveling vehicle. The sensor heads 2 and 3 are arranged to face the rail 5 and the guard rail 6 so as to be parallel to the rail 5 and the derailment prevention guard rail (hereinafter referred to as guard rail) 6, respectively, and are opposed to the rail 5 and the guard rail 6. And attached to the vehicle body 7 of the traveling vehicle.
In addition, 4a is the hood attached to the front-end | tip part of the bracket frame 4, and protects from mud jump and water jump by rain etc. Lr (Lg) is the measurement light of the sensor head for two-dimensional measurement.
As a result, the measurement range of the displacement amount by the sensor head 2 and the sensor head 3 with respect to the rail 5 and the guard rail 6 becomes a constant value by being fixed to the bracket frame 4, and the relative distance between the rail 5 and the guard rail 6 in this measurement range is There is no change in the general positional relationship.

First, the measurement principle of the position measurement of the derailment prevention guard rail according to the present invention will be described. A data processing device 20 (FIG. 5), the contour images A and B along the rail crossing direction are obtained for the head surface 5a of the rail 5 and the upper surface 6a of the guard rail 6 as shown in FIG. The two contour images A and B are collected in a state where the measurement centers Or and Og of the sensor heads 2 and 3 are fixed.
The origins (0, 0) of both images are the intersections of the measurement center Or, the measurement center Og, and the X axis that is the measurement reference of the displacement sensor, respectively. The measurement center Or and the measurement center Og correspond to the respective Z axes of the contour images A and B.
Even if the traveling vehicle is shifted left and right or the traveling vehicle is moved up and down, the contour images A and B are only shifted left and right and moved up and down accordingly. The relative distance (interval) and the relative height do not change and appear as the interval and height between the rail 5 and the derailment prevention guard rail 6 in the contour images A and B.
Therefore, the distance L between the rail 5 and the derailment prevention guard rail 6 shown in FIG. 1A is the number of pixels corresponding to the distance between the rail 5 and the derailment prevention guard rail 6 in the contour images A and B, the measurement center Or, and the measurement. It is determined in relation to the distance of the center Og.
Note that how many millimeters one pixel when the image is developed is determined by the relationship between the measurement resolution of the sensor heads 2 and 3 and the screen configuration, and these are parameters as parameter areas 22i of the memory 22 of the data processing device 20. (See FIG. 5).

The problem in measurement is the correspondence between the distance between the rail 5 and the derailment prevention guard rail 6 on the screen in the contour images A and B and the distance L between the actual rail 5 and the derailment prevention guard rail 6.
In FIG. 1B, when the distance (interval L) of the guard rail 6 to the rail 5 and the difference in height are calculated from the pixels of the contour images A and B, if the contour images A and B are continuous, If the number of pixels from the end of the rail 5 to the end of the guard rail 6 with the interval in the contour images A and B is calculated and multiplied by the distance per pixel, the difference between the interval L and the height can be easily calculated. . However, for that purpose, it is necessary to ensure the continuity in the rail crossing direction at least in the measurement range of the sensor head 2 and the sensor head 3 (between measured values).
Therefore, here, a measurement jig 30 is used in which the distance between the rail 5 and the derailment prevention guard rail 6 shown in FIG. 2 is a regular distance. The measurement jig 30 is measured, and the contour image A and the contour image B when the distance between the guard rail 6 and the rail 5 is a regular distance (here, this distance is 80 mm) are respectively displayed on the image. The distance between the rail 5 and the guard rail 6 that are measured at the same time is calculated, and the difference between this calculated value and the normal distance is calculated as an offset value. With this offset value, the correspondence between the distance between the rail 5 and the derailment prevention guard rail 6 in the contour images A and B and the distance L between the actual rail 5 and the derailment prevention guard rail 6 is taken.

The distance between the rail 5 and the guard rail 6 measured on the image by the contour image A and the contour image B is Xr + Xg in FIG. Xr is a distance from the left end of the screen in the contour image A to the left end of the head surface 5a of the rail 5, and is an interval (on the interval L) collected on the rail 5 side that is in contact with the interval between the rail 5 and the derailment prevention guard rail 6. Equivalent to (part). Xg is a distance from the right end of the screen in the contour image B to the right end of the upper surface 6a of the guard rail 6, and is an interval (one interval L) collected on the guard rail 6 side in contact with the interval between the rail 5 and the derailment prevention guard rail 6. Part).
The interval (Xr + Xg) coincides with the interval L between the actual rail 5 and the guard rail 6 when the X axis of the contour image A and the contour image B is continuous.
Similarly, the height difference between the rail 5 and the guard rail 6 measured on the images by the contour image A and the contour image B is Zg−Zr in FIG. Zg is the distance from the X axis in the contour image B to the upper surface 6a of the upper surface 6a of the guard rail 6, and corresponds to the height from the reference position on the guard rail 6 side that is in contact with the gap between the rail 5 and the derailment prevention guard rail 6 To do. Zr is the height from the X axis to the head surface 5a of the rail 5 in the contour image A, and corresponds to the height from the reference position on the rail 5 side that is in contact with the gap between the rail 5 and the derailment prevention guard rail 6. .
The difference in height (Zg−Zr) matches the actual difference in height between the rail 5 and the guard rail 6 because the position of the origin of the Z axis of both the contour image A and the contour image B (the position of Z = 0). ) Matches.
The coincidence of the Z-axis origin position (Z = 0 position) of both the contour image A and the contour image B is possible by adjusting the height of the sensor heads 2 and 3. It is difficult to ensure the continuity of the X axis with high accuracy. Moreover, since the sensor heads 2 and 3 are provided in the traveling vehicle, the installation position is likely to be displaced.
Therefore, here, an offset value for obtaining continuity is calculated using a measuring jig.

In FIG. 2, 30 is the measuring jig, and the distance between the rail and the derailment prevention guard rail is set to a regular distance, for example, 80 mm, and the rail tread surface 32a and the derailment prevention guardrail upper surface 33a The difference in height is selected to be 20 mm, for example.
The measuring jig 30 is arranged on an extension line of a rail 31 on which a vehicle on which the position measuring device 10 is mounted is placed and measured by the position measuring device 10. FIG. 2 shows only one of the two rails. The measurement jig 30 is similarly provided for the other rail.
Reference numeral 32 denotes a rail block corresponding to the rail 5, and reference numeral 33 denotes a derailment prevention guard rail block corresponding to the derailment prevention guard rail.
Before measuring the difference between the distance L and the height between the actual rail 5 and the guard rail 6, the data processing device 20 first determines the distance Ls (= Xr + Xg) based on the contour image A and the contour image B obtained by the measuring jig 30. ), The distance Ls [mm] between the rail 5 and the guard rail 6 is calculated, the offset value Fs is calculated by Fs = 80−Ls, and the offset value Fs is stored in the parameter area 22 i of the memory 22.
Then, when the distance L between the rail 5 and the guard rail 6 is actually measured by the contour image A and the contour image B, the distance L between the rail 5 and the guard rail 6 is measured by adding the offset value Fs.
Similarly, an offset value Fh of the difference in height between the rail 5 and the guard rail 6 is also calculated, and the difference in height between the rail 5 and the guard rail 6 is measured by adding the offset value Fh (described later).

Details will be described below.
FIG. 3B is a detailed explanatory view of the relationship between the sensor heads 2 and 3 and the rails 5 and the guard rail 6. The sensor heads 2 and 3 are disposed above the rails 5 and the guard rail 6, 5 are provided correspondingly to 5 respectively.
The left and right sensor heads 2 and 3 are each composed of two two-dimensional laser displacement sensors 2a and 2b and two two-dimensional laser displacement sensors 3a and 3b. The two-dimensional laser displacement sensors 2a, 2b and the two-dimensional laser displacement sensors 3a, 3b of the left and right sensor heads 2, 3 are arranged so as to be symmetric with respect to the center of the trajectory.
The sensor heads 2 and 3 shown in FIG. 1 are arranged on the right side of the drawing.
In the following, the one corresponding to the left rail 5 will be described, and the one corresponding to the right rail 5 will be omitted because the relationship is the same and the contents are the same.
The X-axis (Z = 0 position) that is the measurement reference position of the two-dimensional laser displacement sensor 2a and the two-dimensional laser displacement sensor 2b coincides. In addition, the X-axis (Z = 0 position) that is the measurement reference position of the two-dimensional laser displacement sensor 3a and the two-dimensional laser displacement sensor 3b coincides. However, the latter X-axis (Z = 0 position) is slightly above the X-axis serving as a measurement reference position for the two-dimensional laser displacement sensor 2a and the two-dimensional laser displacement sensor 2b.
The reason for this is that the derailment prevention guard rail 6 has its upper surface 6a slightly higher than the tread surface (the flat portion of the head surface) of the head surface 5a of the rail 5, as shown in the figure. In the measuring jig 30 described above, the reference height difference is, for example, 20 mm.

FIG. 4 is an explanatory diagram of measurement images of the rail head surface and the upper surface of the derailment prevention guard rail by the two-dimensional laser displacement sensor. FIG. 4A shows the two-dimensional laser displacement sensors 2a and 2b and the two-dimensional laser. It is explanatory drawing of the measurement light of displacement sensor 3a, 3b, and the rail 5 respond | corresponds to the rail 5 of the left side of FIG.3 (b).
As shown on the left side of the drawing, the measurement light Lr of the sensor head 2 is composed of the respective measurement lights of the two-dimensional laser displacement sensors 2a and 2b, and the respective measurement lights are respectively connected to both end portions 5b and 5b of the head surface 5a of the rail 5. 5c is used as measurement centers O1 and O2, and the measurement light is irradiated to the head surface 5a in the rail crossing direction. Accordingly, the measurement centers O1 and O2 of the measurement light of the two-dimensional laser displacement sensors 2a and 2b are measured light Lr of the sensor head 2 standing at the center of the head 5a of the rail 5 when there is no left and right displacement of the vehicle. Are separated from each other by a predetermined distance so as to be symmetrical to the measurement center Or (corresponding to the Z-axis in FIG. 1B) and to be located at both end portions 5b and 5c of the head surface 5a of the rail 5. Moreover, the measurement areas of the two-dimensional laser displacement sensors 2a and 2b are set so as to cover each other beyond the measurement position Or.
Thereby, the measurement light Lr is irradiated from both sides of the rail 5 to the head surface 5a of the rail 5 with the corners 5b and 5c of the head surface 5a of the rail 5 as the measurement center, thereby scanning the head surface 5a. Thereby, two contour images are generated corresponding to the displacement detected by the two-dimensional laser displacement sensors 2a and 2b.

As shown on the left side of the drawing, the measurement light Lg of the sensor head 3 is composed of the respective measurement lights of the two-dimensional laser displacement sensors 3a and 3b, and the respective measurement lights are respectively end portions 6b and 6c on both sides of the upper surface 6a of the guard rail 6. Is irradiated with measurement light in the direction crossing the guard rail with respect to the upper surface 6a. Therefore, the measurement centers O3 and O4 of the measurement light Lg of the two-dimensional laser displacement sensors 3a and 3b are the measurement centers Og of the sensor head 3 set at the center of the upper part 6a of the rail 6 when there is no left and right displacement of the vehicle (see FIG. 1 (b) corresponding to the Z-axis) and are separated from each other by a predetermined distance so as to be positioned at both end portions 6b and 6c of the upper surface 6a of the guard rail 6. In addition, the measurement areas of the two-dimensional laser displacement sensors 3a and 3b are spaced apart from each other with the center position Og therebetween, and the measurement areas do not overlap. This is because the width of the guard rail 6 is larger than the scanning range of the two-dimensional laser displacement sensor.
Thus, the measurement light Lg is irradiated from both sides of the guard rail 6 to the upper surface 6a of the guard rail 6 with the corners 6b and 6c of the upper surface 6a of the guard rail 6 as the measurement center, thereby scanning the upper surface 6a. Thereby, two contour images are generated corresponding to the displacement detected by the two-dimensional laser displacement sensors 3a and 3b.
The distance D between the measurement centers of the sensor head 2 and the sensor head 3, that is, the distance D between the measurement center Or and the measurement center Og is, for example, a constant value of D = 187 mm. Therefore, the distance between the measurement center O1 of the measurement light Lr of the adjacent inner two-dimensional laser displacement sensor 2a and the measurement center O3 of the measurement light Lg of the two-dimensional laser displacement sensor 3a is also affected by the left and right movements and vertical movements of the traveling vehicle. Even if it does not change, it is constant.
Here, as shown in FIG. 4A, the measurement object is an interval L and a height difference H between the actual rail 5 and the guard rail 6.

FIG. 5 is a block diagram of a derailment prevention guardrail position measuring device. The displacement sensor measuring unit 1 is connected to the data processing device 20 via an interface controller 8 connected by USB, RS-232C or the like. Yes.
Reference numeral 9 denotes a distance pulse generation circuit which is coupled to the axle of the traveling wheel and generates a distance pulse P indicating the traveling distance. The data processor 20 receives a distance pulse P from the distance pulse generation circuit 9 and calculates a travel distance indicating the current position of the traveling vehicle.
Each two-dimensional laser displacement sensor 2a, 2b, 3a, 3b provided corresponding to each of the left and right rails 5 and the guard rail 6 is a circuit having the same configuration, and is connected to one of the two-dimensional laser displacement sensors 2a. As shown in the internal configuration, it is composed of a scanning light projecting system 11, a two-dimensional CCD light receiving unit 12, a control circuit 13, an A / D 14, and a memory 15.
For example, the two-dimensional CCD light receiving unit 12 has a light receiving area in which each pixel position is divided into two parts arranged in two dimensions in the XY direction (X is the light receiving direction corresponding to the scanning direction and Y is the height Z direction). The light receiving area signal is output as a displacement signal via a differential amplifier circuit or the like for each pixel position (corresponding to the scanning position in the X direction).
In addition, as a light receiving element, PSD (positioning sensor) may be arrange | positioned and used for the light receiving direction according to the scanning direction X and Z direction, respectively, for example.
The control circuit 13 receives the received light signal of the difference between the two-divided light receiving areas corresponding to the pixels by the two-dimensional CCD light receiving unit 12 as a displacement signal from the differential amplifier circuit or the like, converts it into displacement data by the A / D 14 and corresponds to the light receiving pixel position Stored as a digital value in the memory 15 (corresponding to the scanning position in the X direction).
The displacement data corresponding to the light receiving pixel position (corresponding to the scanning position in the X direction) in the memory 15 is read out by the control circuit 13, transferred to the interface controller 8, and sent to the data processing device 20 via the interface controller 8. The data is stored in a memory 22 provided in the processing device 20.

The data processing device 20 is provided with an MPU 21, a memory 22, an HDD 23, and the like. The memory 22 includes a binarization processing program 22a, a contour smoothing processing program 22b, an image inclination correction program 22c, a measurement image composition processing program 22d, a rail side / guardrail side interval calculation program 22e, and a measurement image offset value calculation program. 22f, a guardrail position measurement program 22g, and the like are stored, and a work area 22h and a parameter area 22i are provided.
The measurement images obtained from the displacement data of the sensor head 2 are two obtained from the two-dimensional laser displacement sensors 2a and 2b. As shown in FIG. 4B, the two measurement images are a measurement image 24a obtained from displacement data on the two-dimensional laser displacement sensor 2a side and a measurement image 24b obtained from displacement data on the two-dimensional laser displacement sensor 2b side. It is.
Further, two measurement images obtained from the displacement data of the sensor head 3 are obtained from the two-dimensional laser displacement sensors 3a and 3b. These two measurement images are a measurement image 25a obtained from displacement data on the two-dimensional laser displacement sensor 3a side and a measurement image 25b obtained from displacement data on the two-dimensional laser displacement sensor 3b side in FIG. 4B.
The measurement images 24a and 24b and the measurement images 25a and 25b are obtained by binarizing the displacement data stored in the memory 22 by the data processing device 20 and performing contour smoothing processing. It is a contour image along the direction.
The measurement images 24a and 24b are synthesized with a binarized image 24 showing a cross-sectional contour of the head surface 5a of the rail 5 as shown in FIG. This binarized image 24 corresponds to the contour image A of the rail 5 in FIG. Further, the measurement images 25a and 25b are also combined with the binarized image 25 showing the cross-sectional contour of the upper surface 6a of the guardrail 6. This binarized image 25 corresponds to the contour image B of the guardrail 6 in FIG.
It should be noted that when the binarized image 25 is synthesized, there is no contour line in the middle of the guardrail 6 as shown in FIG.

Hereinafter, the synthesis process of the binarized images 24 and 25 will be described.
Displacement data from each two-dimensional sensor is developed into screen data for one screen, and binarization processing and contour smoothing processing are completed. Measurement images 24a and 24b and measurement images 25a and 25b shown in FIG. Store in the work area 22h. Next, the MPU 21 calls and executes the measurement image composition processing program 22d, combines the measurement image 24b with the measurement image 24a, and synthesizes them. The binarized image 24 of FIG. 4C is such that the tread surface 5d of the rail 5 on the image is continuous and horizontal, and the head width Wr is set to a predetermined value, for example, 65 mm. It is obtained by synthesizing the measurement image 24b with each measurement image 24a.
The position of the measurement center O1 shown in the binarized image 24 at this time is fixed at the same position as the position of the measurement image 24a after the synthesis. As a result, the positional relationship regarding the distance L and the height difference H between the binarized image 24 and the actual rail 5 is maintained.
Similarly, the MPU 21 combines the measurement image 25b with the measurement image 25a and combines them. The binarized image 25 in FIG. 4C is measured so that the upper surface 6a of the guard rail 6 is continuous and horizontal, and the head width WG is a predetermined value, for example, 150 mm. It is obtained by synthesizing the measurement image 25b with the image 25a.
The position of the measurement center O3 shown in the binarized image 25 at this time is fixed at the same position as the position of the measurement image 25a after the synthesis. As a result, the positional relationship between the distance L and the height difference H between the binarized image 25 and the actual guard rail 6 is maintained on the image.
The X-axis of the binarized image 24 has the reference position (coordinate Z = 0) of the displacement “0” as the origin, and intersects the Z-axis. Similarly, the X-axis of the binarized image 25 has the reference position (coordinate Z = 0) of the displacement “0” as the origin, and intersects the Z-axis.

By the way, the position fluctuation of the sensor in the vertical direction on the traveling vehicle is about 5 mm, and the sensor heads 2 and 3 move up and down at the same time. Therefore, the distance between the rail 5 and the guard rail 6 and the relative height are measured. Although the error is hardly affected, the inclination of the contour image is corrected as necessary, as will be described later.
In terms of this error, when the vehicle body 7 rolls, as shown in FIG. 6, it is about 5 mm in the front and rear, so the horizontal distance error is 0.065 mm, and the height error is 0. It is about 29 mm and can be ignored. Therefore, there is almost no influence on the measurement even if tilt correction is not performed.

FIG. 6 is an explanatory diagram for the measurement of the rail head surface and the upper surface of the derailment prevention guard rail when the vehicle body 7 rolls.
6A, the distance between the rails is, for example, 1500 mm, the width Wr of the head of the rail 5 is Wr = 65 mm, and the width Wg of the upper surface of the guard rail 6 is Wr = It is assumed that the measurement angle of the rail 5 is inclined by θ = 0.38 ° due to the rolling of the vehicle body 7, and the thickness of the guard rail 6 is 0.5 mm.
The displacement of the height of the head of the rail 5 is 65 mm × sin θ = 0.21 mm in FIG. Therefore, the displacement of the height of the head of the rail 5 is 150 mm × sin θ = 0.5 mm.
Therefore, the error in the height direction is 0.29 mm = 0.5−0.21.
Next, the horizontal distance error will be described. In FIG. 6C, when the distance between the rail 5 and the guard rail 6 is 80 mm, for example, the distance between the two when tilted by 0.38 ° is 80 × tan θ. = 80.0017. Further, the protrusion of the lower end portion due to the thickness of the guard rail 6 is 10 mm × sin θ = 0.66 mm when the thickness of the guard rail 6 is 10 mm.
Therefore, the horizontal spacing error is 0.065 = 80.0− (80.0−0.066).
Thereby, when the sensor heads 2 and 3 are arranged away from the rail 5 within a range of about 30 mm to 60 mm, a distance error due to rolling of the vehicle body 7 can be ignored. Since the sensor heads 2 and 3 simultaneously move in the same direction with respect to movement due to left and right shaking of the vehicle body, the problem of variation in the distance (distance) between the guard rail 6 and the rail 5 can be ignored.

  Therefore, first, binarization processing and contour smoothing processing are performed from the two-dimensional displacement data obtained from the two-dimensional laser displacement sensors 2a and 2b, and two measurement images 24a and 24b shown in FIG. Obtained as a binarized measurement image of the surface. At the same time, binarization processing and contour smoothing processing are performed from the two-dimensional displacement data obtained from the two-dimensional laser displacement sensors 3a and 3b, and the two measurement images 25a and 25b shown in FIG. Obtained as a measurement image. Then, the MPU 21 executes the measurement image composition processing program 22d to generate the binarized image 24 shown in FIG. 4C so that the upper surface 5a of the rail 5 in the images of the measurement images 24a and 24b is horizontal. Similarly, the composite image 25 shown in FIG. 4C is generated so that the upper surface 6a of the guard rail 6 is horizontal in the images of the measurement images 25a and 25b. Is stored in the work area 22h.

When combining the measurement images 24a and 24b, the Z coordinate values of both ends of the tread surface 5d (see FIG. 4B) in the measurement images 24a and 24b in the contour image of the head surface 5a of the rail 5 are substantially equal. If they do not match, the inclination is corrected assuming that the head surface 5a is not horizontal.
Similarly, when the measurement images 25a and 25b are combined, if the Z-coordinate values at both ends of the upper surface 6a of the measurement images 25a and 25b do not substantially match in the contour image of the upper surface 6a of the guard rail 6, Inclination correction is performed assuming that 6a is not horizontal.
In order to correct the inclination of the measurement images 24a and 24b, the MPU 21 calls the image inclination correction program 22c and sets the X coordinate value of the measurement centers O1 and O2 and the position of the intersection of the Z axis (coordinate Z = 0) as the rotation center. The measurement images 24a and 24b are rotationally corrected so that the tread surface 5a of the rail 5 is horizontal. After that, the measurement image 24b is combined with the measurement image 24a so that the tread surface 5d of the rail 5 is continuous and horizontal to obtain a binarized image 24.
In order to correct the inclination of the measurement images 25a and 25b, the MPU 21 calls the image inclination correction program 22c and uses the position of the intersection between the X coordinate value of the measurement centers O3 and O4 and the Z axis (coordinate Z = 0) as the rotation center. The rotation is corrected so that the upper surface 6a of the rail 6 is horizontal. Thereafter, the binary image 25 is obtained by combining the measurement image 25b with the measurement image 25a so that the upper surface 6a of the guardrail 6 is continuous and horizontal.
The inclination correction is performed after obtaining the binarized images 24 and 25 in FIG. 4C after combining the tread surface 5d of the head surface 5a of the rail 5 and the upper surface 6b of the guard rail 6 so as to be linear. On the other hand, the same inclination correction may be performed in view of the mismatch of the Z coordinate values at both ends of the tread surface 5d and the upper surface 6a. Further, such correction can be further performed after the correction. In order to perform such inclination correction, the sensor heads 2 and 3 are each composed of two two-dimensional laser displacement sensors, and the overall contours of the head 5a of the rail 5 and the upper surface 6b of the guard rail 6 are respectively provided. The image is obtained here.
When such tilt correction is not performed, the sensor heads 2 and 3 may be only the two-dimensional laser displacement sensor 2a and the two-dimensional laser displacement sensor 3a.

Next, the data processing device 20 determines the interval L between the rail 5 and the guard rail 6 based on the binarized images 24 and 25 of the obtained composite image shown in FIG. Is calculated. Since the offset value collecting process for storing the offset value in the parameter area 22i of the memory 22 is necessary as a condition for calculating these, the offset value collecting process will be described first.
The traveling vehicle is placed on the rail 31 of FIG. 2 in a state where the derailment prevention guard rail position measuring device 10 is attached to the vehicle body 7 of the traveling vehicle, and is disposed opposite to the rail 32 and the guard rail 33 of the measuring jig 30. Is done. Of course, the measurement jig 30 is similarly provided for the remaining rails, and the following measurement is performed in the same manner to collect an offset value. However, since this is the same here, it is omitted.
The MPU 21 measures the measurement jig 30, receives the detection signals from the sensor heads 2 and 3, receives the binarization processing program 22a, the contour smoothing processing program 22b, the image inclination correction program 22c, and the measurement image composition processing program. 22d is sequentially called and executed to store the binarized image 24 and the binarized image 25 in the work area 22h of the memory 22. Then, the distance Ls is calculated by image processing for an interval between the rail 32 and the guard rail 33 of the measuring jig 30, for example, L = 80 mm.
In the calculation, the distance of the portion Xr [mm] corresponding to the interval on the rail 5 side in the binarized image 24 shown in FIG. 4C is calculated by counting the number of pixels in this portion. Similarly, in the binarized image 25 shown in FIG. 4C, the distance of the part Xg [mm] corresponding to the interval on the guard rail 6 side is calculated by counting the number of pixels in this part. Then, the measurement interval (sum of the interval on the rail 5 side and the interval on the guard rail 6 side) Ls is calculated by Ls = Xr + Xg, and the offset value Fs is calculated by Fs = 80−Ls. Is stored in the parameter area 22i.

Next, in the binarized image 24 shown in FIG. 4C, the distance of the height portion Zr [mm] from the reference position (Z = 0) on the rail 5 side is calculated by counting the number of pixels in this portion. The Similarly, in the binarized image 25 shown in FIG. 4C, the distance of the height portion Zg [mm] from the reference position (Z = 0) on the guard rail 6 side is calculated by counting the number of pixels in this portion. The Then, the measurement interval by the image in the height direction (difference between the height portion Zg on the guard rail 6 side and the height portion Zr on the rail 5 side) Hs is calculated by Hs = Zg−Zr, and the offset value Fh is further calculated. Calculated by Fh = 20−Hs and stored in the parameter area 22i.
The offset value Fs is the distance between the rail 5 and the guard rail 6 in the X-axis direction in the measurement range on the binarized image 24 and the binarized image 25 generated by scanning the sensor heads 2 and 3. When it partially overlaps without corresponding to the L region, it becomes a negative value. Conversely, when the measurement range is far away, the value is positive. When the measurement ranges of the binarized image 24 and the binarized image 25 are continuous, the offset value Fs is “0”.
Similarly, the offset value Fh is higher in the measurement range in the Z-axis direction (X-axis position) of the binarized image 25 than the binarized image 24 generated by the scanning of the sensor head 2 (in the height direction). When it is shifted to the + side), the value is positive, and when it is shifted to the lower side (− side in the height direction), it is a negative value. The offset value is “0” when the measurement ranges match. Here, since the measurement range in the Z-axis direction of the binarized image 25 is above in this embodiment, it becomes a positive value.

When the offset values Fs and Fh corresponding to the left and right rails are calculated and stored in the memory 22 of the data processing device 20, the position of the guard rail can be measured.
The guard rail position measurement is performed by the MPU 21 calling and executing the guard rail position measurement program 22g.
When the MPU 21 calls and executes the guardrail position measurement program 22g, the MPU 21 receives the detection signals from the sensor heads 2 and 3, and receives the binarization processing program 22a, the contour smoothing processing program 22b, and the image inclination correction program 22c. Then, the measurement image composition processing program 22 d is sequentially executed to store the binarized image 24 and the binarized image 25 in the work area 22 h of the memory 22.
Next, the measurement interval Ls [mm] in the rail crossing direction between the rail 5 and the guard rail 6 is calculated by Ls = Xr + Xg by image processing. Furthermore, the distance L in the rail crossing direction between the rail 5 and the guard rail 6 is calculated by L = Ls + Fs.
Similarly, the measurement interval Hs [mm] in the height direction between the rail 5 and the guard rail 6 is calculated by Hs = Zg−Zr by image processing. Further, the distance H in the height direction between the rail 5 and the guard rail 6 is calculated by H = Hs + Fh.
Then, the distance L in the rail crossing direction and the distance H in the height direction are stored in the HDD 23 together with the travel distance calculated by the distance pulse obtained from the distance pulse generation circuit 9.
The position of the derailment prevention guard rail 6 is measured by detecting the presence or absence of the derailment prevention guard rail, and only where there is the derailment prevention guard rail, the distance obtained from the distance pulse generation circuit 9, for example, at a predetermined interval in the vehicle running state. Measurement is performed by image processing at a pitch of 1 mm according to the pulse P. In this case, the derailment prevention guard rail 6 can be easily detected by an optical sensor or an electromagnetic sensor. Of course, it may be obtained by imaging with a camera.

As described above, the two-dimensional laser displacement sensor is used as the displacement sensor in the embodiment. However, the present invention is not limited to the laser displacement sensor, and a distance sensor instead of a normal displacement sensor or a displacement sensor. May be used.
Further, each of the sensor heads of the embodiments has two two-dimensional sensors. However, in the present invention, one two-dimensional sensor provided corresponding to the interval between the rail 5 and the guard rail 6 is replaced with the rail 5. And the guard rail 6 may be provided in correspondence with each other.

DESCRIPTION OF SYMBOLS 1 ... Displacement sensor measurement part, 2 ... Sensor head for rail measurement,
2a, 2b, 3a, 3b ... two-dimensional laser displacement sensor,
3 ... Sensor head for guardrail measurement to prevent derailment,
4 ... Bracket frame, 5 ... Rail,
6 ... Guard rail for preventing derailment (guard rail),
7 ... body, 8 ... interface controller,
9: Distance pulse generation circuit,
10 ... Guard rail position measuring device for derailment prevention,
11: Scanning light projecting system, 12: Two-dimensional CCD light receiving unit,
13 ... Control circuit, 14 ... A / D, 15 ... Memory,
20 ... Data processing device, 21 ... MPU, 22 ... Memory,
22a ... binarization processing program, 22b ... contour smoothing processing program,
22c: Image inclination correction program, 22d: Measurement image composition processing program,
22e: Rail side and guard rail side interval calculation programs,
22f ... Offset value calculation program for measurement image,
22g ... Guardrail position measurement program, 23 ... HDD,
30 ... Measuring jig, 31 ... Rail, 32 ... Rail block,
33 ... Guardrail block.

Claims (8)

In the derailment prevention guard rail position measuring method for measuring the position of the derailment prevention guard rail provided inside the track at a predetermined interval along the rail with respect to the rail,
Corresponding to the top surface of the rail and the top surface of the derailment prevention guard rail, the first and second two-dimensional distance sensors are provided on the traveling vehicle so as to face each other at a predetermined distance, respectively. Dimensional distance sensors detect the distance along the rail transverse direction with respect to the head surface of the rail and the upper surface of the derailment prevention guard rail,
A first contour image along the rail crossing direction on at least the side of the head surface of each rail in contact with the interval based on the distance detection signal obtained from the first and second two-dimensional distance sensors; The first contour image obtained when each of the second contour images along the rail transverse direction on the side of the upper surface of the derailing prevention guard rail at least on the side in contact with the spacing is obtained and the spacing is at a normal distance. And a measurement interval based on the image of the rail and the derailment prevention guard rail based on the second contour image and the difference between the calculated value and the normal distance is stored as a first offset value. By calculating the measurement interval based on the first contour image and the second contour image obtained in the vehicle running state and correcting the first offset value Position measuring method of derailment prevention guard rail for measuring the serial interval. Each of the first and second two-dimensional distance sensors is a two-dimensional displacement sensor, and detects a displacement amount along a rail transverse direction with respect to a head surface of the rail and an upper surface of the derailment prevention guard rail, Further, the data processing device is configured to detect the upper surface of the guard rail from a reference point for measuring the displacement amount in the second contour image obtained when the height relationship between the rail and the derailment prevention guard rail is a normal distance. And a difference between the third distance to the fourth distance from the reference point of the displacement measurement in the first contour image to the tread on the head surface of the rail, and the height relationship with respect to this difference Is stored as a second offset value.
Calculating a difference between the third distance and the fourth distance based on the first contour image and the second contour image obtained in a vehicle running state and correcting the second offset value. The method for measuring a position of a derailment prevention guard rail according to claim 1, wherein a difference in height between the rail and the derailment prevention guardrail is measured. In the derailment prevention guard rail position measuring device for measuring the position of the derailment prevention guard rail provided inside the track at a predetermined interval along the rail with respect to the rail,
Corresponding to the head surface of the rail and the upper surface of the derailment prevention guard rail, the head surface and the head surface provided respectively on the traveling vehicle facing the head surface of the rail and the upper surface of the derailment prevention guard rail at a predetermined distance from each other. First and second two-dimensional distance sensors for detecting the distance in the rail transverse direction with respect to the upper surface;
An A / D conversion circuit that receives the detection signals of the distances from the first and second two-dimensional distance sensors, respectively, and converts them into digital values;
Based on each A / D converted detection signal, the first contour image along the rail crossing direction on the side in contact with at least the interval of the rail head surface in the rail crossing direction and the derailment prevention guard rail A data processing device that respectively generates second contour images along the rail crossing direction on the side in contact with at least the interval of the upper surface of
The data processing device determines a measurement interval based on an image of the rail and the derailment prevention guard rail based on the first contour image and the second contour image obtained when the interval is a regular distance. And calculating a difference between the calculated value and the normal distance as a first offset value, and measuring the measurement interval based on the first contour image and the second contour image obtained in a vehicle running state. A derailment prevention guardrail position measuring apparatus that measures the distance by calculating the first offset value and calculating the distance. Each of the first and second two-dimensional distance sensors is a two-dimensional displacement sensor, and detects a displacement amount along a rail transverse direction with respect to a head surface of the rail and an upper surface of the derailment prevention guard rail, Further, the data processing device is configured to detect the upper surface of the guard rail from a reference point for measuring the displacement amount in the second contour image obtained when the height relationship between the rail and the derailment prevention guard rail is a normal distance. And a difference between the third distance to the fourth distance from the reference point of the displacement measurement in the first contour image to the tread on the head surface of the rail, and the height relationship with respect to this difference Is stored as a second offset value.
Calculating a difference between the third distance and the fourth distance based on the first contour image and the second contour image obtained in a vehicle running state and correcting the second offset value. The position measuring device of the derailment prevention guard rail according to claim 3, wherein a difference in height between the rail and the derailment prevention guardrail is measured.   5. The first contour image is an image of the entire head surface of the rail in the rail crossing direction, and the second contour image is an image of the entire top surface of the guard rail in the rail crossing direction. Guardrail position measuring device for preventing derailment. The first two-dimensional displacement sensor is configured to irradiate measurement light in a direction transverse to the rail with respect to the head surface of the rail, with both end portions of the head surface of the rail as measurement centers. A displacement sensor,
The second two-dimensional displacement sensor is configured to irradiate measurement light in the rail transverse direction with respect to the upper surface of the derailment prevention guard rail, with both end portions of the upper surface of the derailment prevention guardrail as measurement centers. 6 two-dimensional displacement sensors,
The third two-dimensional displacement sensor and the fifth two-dimensional displacement sensor are arranged corresponding to the interval,
The data processing device generates third and fourth contour images along the rail crossing direction based on the detection signals of the third and fourth two-dimensional displacement sensors, respectively, and generates the third contour. The fourth contour image is synthesized with the image to generate the first contour image, and based on the detection signals of the fifth and sixth two-dimensional displacement sensors, respectively, the fifth and sixth 6. The derailment prevention guardrail position measuring device according to claim 5, wherein the second contour image is generated by generating a second contour image by synthesizing the sixth contour image with the fifth contour image.   The inclination of the rail is calculated based on the detection signal of the displacement amount in the rail transverse direction of the first two-dimensional displacement sensor, and the inclination of the head surface of the rail in the first contour image is corrected. Item 6. The derailment prevention guardrail position measuring device according to Item 5.   The inclination of the upper surface of the guard rail in the second contour image is corrected by calculating the inclination of the guard rail based on the detection signal of the displacement amount in the rail transverse direction of the second two-dimensional displacement sensor. The position measuring device of the guard rail for derailment prevention of 7.

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