JPH02101204A - Automatic control of multiple tie tamper - Google Patents

Abstract

PURPOSE:To control the rail track maintenance work automatically by providing a multiple tie tamper at its main body with a distance measurement mechanism section and a sensor section for detecting bar codes provided on the rail bottom or the like thereby controlling the opening/closing and vertical movements of a rail clamp device. CONSTITUTION:A multiple tie tamper 21 is provided at its front end with a measurement wheel 22 and at its lower portion with a sensor box 25. The box 25 is provided with three sets of color sensors 1A - 1C, 2A - 2C for detecting specific bar codes attached to the bottom of both right and left rails 8, with a distance sensors 1D, 2D for detecting the joints of rails 8, and distance sensors 1E, 2E for detecting the rail road crossing. Measurement signal from the wheel 22 and signal from the box 25 are led to a control mechanism section to control a rail clamp device 4, a damping unit 5, and a ballast sweeper 6 via a control box 36. Thus, the control can be automated to eliminate ground work personnel.

Description

[Detailed Description of the Invention] [Industrial Field of Application] The present invention relates to a rail clamping device, tamping unit,
This invention relates to a device that automatically controls a parast sweeper and the like.

[Conventional technology]

A conventional multi-tire rail for correcting vertical and horizontal misalignment of a rail is shown, for example, in Fig. 1θ.

As shown in the figure, the conventional Multi-Tai l has a front driver's cabin 2.
A rail clamp device 4 and a tamping unit 5 are provided between the rear driver's cab 3 and the rear driver's cab 3, and a palast sweeper 6 is attached to the rear side of the rear driver's cab 3. The rail clamp device 4 has a total of four sets of clamps 7 using two pairs of rolling wheels that open and close left and right, arranged in the front, back, left and right, and as shown in FIG. After clamping the rails 8, the rails 8 and the sleepers 9 can be lifted by raising the clamps 7. Further, the tamping unit 5 replenishes and tamps the space formed between the lifted sleeper 9 and the ballast by the amount of vertical and horizontal deviation of the rail 8 by the rail clamp device 4. ing. Furthermore, the ballast sweeper 6 smoothes out the unevenness on the entire surface of the ballast after the amount of deviation has been corrected as described above.

Therefore, in the case of such a multi-railway 1, it is better to perform the above-mentioned work over the entire area where the sleepers 9 are placed on the ballast and the rails 8 are laid. If the above-mentioned work is performed, signal equipment, etc. will be cut, which will have a negative impact on train operation.

Therefore, conventionally, the rail clamping device 4, tamping unit 5, and palust sweeper 6 of the Marutai 1 have been used to reach areas where it is better not to or cannot correct the amount of deviation of the rail 8 described above. Then,
The ground operator 10 opens and closes the clamps of each device and lifts and lowers the tamping unit 5 and palast sweeper 6.
Either the ground operator 10 instructs the rear operator 11 in the rear operator's cab 3 to control each of them individually.

[Problem to be solved by the invention]

However, as described above, when the ground operator 10 operates the rear operator 10 or the ground operator IO operates the rear operator 1
1 to each device 4. 5. The conventional technology that controls the predetermined operations of 6 has the following drawbacks. That is, for the rail 8 on the side where the ground operator 10 is located among the left and right rails 8.8, the ground operator 10 can check the joints and the like and give appropriate instructions. However, it is not possible to visually confirm the rail 8 on the opposite side of the ground operator 10, and as a result, the operation control timing of each device 4, 5, 6 is delayed and the signal equipment is disconnected. This may have a great negative impact on train operation, or conversely, the operation control timing may be accelerated, making it impossible to carry out the designated work in areas that require work, or even cause the claws of the tamping unit 5 to fall onto the sleeper 9, causing damage to the sleeper. It had the disadvantage of causing ti to break on 9.

In addition, since a ground operator is required, collisions with trains on adjacent tracks may occur, which is extremely dangerous. Moreover, the ground workers 10 are constantly placed in an environment where dust and the like are thrown up by the devices 4 to 6, which is not good for their health.

[Means to solve the problem]

The present invention has been made to improve and eliminate the above-mentioned conventional problems, and aims to provide a device that can automatically detect obstacles, etc. on the tracks and automatically control the track work of multi-tiered railways. It is something.

Therefore, the means adopted by the present invention to solve the above problem is to lift the rail from both sides with clamps, pack the ballast to the extent that it is distorted between the lower surface of the sleeper and the ballast, and remove the entire ballast. In the multi-tai machine that corrects vertical and horizontal deviations of the rail by straightening, a distance N1 measuring mechanism is attached to the multi-tai main body to measure the travel distance by detecting the predetermined rotation speed and rotation angle of the measuring wheel. A sensor unit is attached to the main body to decipher the contents of barcodes provided on the bottom of the rail and to detect rail joints, railroad crossings, etc., and the rail clamp device is activated by the signals from the distance measuring mechanism unit and the sensor unit. - A control structure is provided to individually or collectively control the opening/closing and lifting/lowering of the tamping unit, palast sweeper, etc.

[For production]

A bar code is attached to the bottom of the rail to indicate the start and end of the area where multi-task work is impossible or unnecessary. The sensor section detects the barcode using a color sensor or the like, deciphers its contents, and detects rail joints, railroad crossings, etc.

Then, the distance traveled by the main body of the multimeter from these detected positions is measured by the distance measuring mechanism by detecting the number of rotations and the rotation angle of the measurement wheel. The position of the sensor section and the positional relationship between the rail clamp device, tamping unit, palast sweeper, etc. are known in advance. Therefore, the signal from the sensor section and the signal from the distance measurement mechanism section are used to issue instructions to each device such as the rail clamp device, tamping unit, palast sweeper, etc. at the appropriate timing according to the contents of the barcode and the rail condition. It is possible to automatically control each device.

〔Example〕

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The structure of the present invention will be described below based on embodiments shown in the drawings. Note that the same reference numerals as in the conventional case represent the same members.

FIG. 1 is a side view showing the entirety of a multi-purpose tie 21 according to an embodiment of the present invention. As shown in the figure, a measuring wheel 22 that moves on the rail 8 is attached to the front end side of the multi-tai 21 in this embodiment. This measuring wheel 22
As shown in the figure, magnetic iron pieces 23, 23 are embedded in the transfer surface 22a in parallel at intervals of, for example, 5 cm. A proximity switch 24.24 is disposed at a position facing the magnetic iron piece 23.23 and a predetermined distance away from the transfer surface 22a. This proximity switch 24.24 is activated by the rotation of the measuring wheel 22 on the rail 8.
When a magnetic iron piece 23, 23 approaches, its magnetism is sensed and an l pulse is generated. Therefore, by counting the number of pulses generated by the proximity switches 24, 24, it is possible to detect the rotational speed and rotation angle of the measurement wheel 22, and it is possible to measure the distance traveled by the multi-purpose wheel 21. .

Further, in this embodiment, a sensor box 25 is attached to the lower surface of the front side of the multi-tai 21. As shown in FIG. 3, two sets of sensor boxes 25 are arranged on the left and right sides of the multi-tai 21. Each sensor box 25.25 is fitted with three color sensors and two distance sensors arranged between the three color sensors, as shown in FIG. For convenience of explanation, the color sensors in the sensor box 25 located on the left side in the direction of travel are designated by symbols IA, IB,
An IC is attached and the same distance sensor has the code 10. This will be explained using IE.

In addition, the color sensors in the sensor box 25 located on the right side in the direction of travel will be designated by symbols 2A, 2B, and 2C, and the distance sensors will be designated by symbols 2D and 2E. The distance sensors of the left and right sensor boxes 25.25 are both arranged between the color sensors. Each color sensor IA to IC and 2^ to 2C is a 0-color sensor l that generates a voltage higher than a predetermined value when it senses a barcode of a specific color attached to the bottom of the left and right rails 8.8. ^, 2A is a sensor that identifies the reference color attached to the rail, color sensor IB,
2B is a sensor that reads the opening/closing operation signal for the clamp device f2Z4, and the color sensor IC and 2C are sensors that read the operation signal for the tamping unit device 5 and the palast sweeper 6. On the other hand, the distance sensors ID and 2D are for detecting the joint of the rail 8.8, and are designed to detect the joint plate 56°56 (see Fig. 7) using a preset illumination angle and voltage. It has become.

Further, the distance sensors IE and 2E are for detecting a railroad crossing 59 (see FIG. 8), and detect the railroad crossing 59 based on a preset illumination angle and voltage. Note that the mutual spacing between the color sensors 1^, IB, and IC, and the mutual spacing between the color sensors 2A, 2B, and 2C are each set to 20 aa. The output signals of these sensors IA to IE and 2^ to 2E are input to the control mechanism section 38 shown in the block diagram of FIG.
Predetermined signal processing, which will be described later, is performed.

As shown in FIG. 3, in the multi-tai 21 of this embodiment, the left and right side portions of the multi-tai main body corresponding to the positions of the rail clamp device 4 and the tamping unit 5 are provided with the respective devices. Camera to monitor movement 30.30
and 31.31 are installed, two each. In addition, there is a palast sweeper on the rear end of the main unit.
A camera 32 is attached to monitor the operation of 6. The images captured by these cameras 30 to 32 are sent to dedicated monitors 33 and 34 installed in the rear driver's cabin 3.
．． It is now displayed on 35. In addition, in FIG. 3, 36 and 4. Tamping unit 5. A control box 37 for manually operating the Palast Sweeper 6 is a control box for controlling each of the sensors IA to IC and 2A to 2C of the sensor boxes 25 and 25 described above.

By the way, in this embodiment, a bar is provided on the bottom 8a of the rail 8 located on the left side in the direction of movement of the multi-tai 21, as shown in FIG. A code 26.26 and a bar code 27.27 are attached which instruct the tamping unit 5 to be held in the raised position and the ballast sweeper 6 to be held in the raised position. Further, on the bottom part 8b of the rail 8 located on the right side in the direction of movement of the multi-tie 21, there are barcodes 28 and 28 that instruct the clamp 7 of the rail clamp device 4 to close, and a command to stop the tamping unit 5 from descending. A bar code 29.29 is attached that instructs to release the parast sweeper 6 and to lower the parast sweeper 6.

Next, the operation mode of the automatic control device of the multi-tai 21 configured as described above will be explained.

First, it is assumed that the multi-tasker 21 has arrived at the work site and has started a predetermined multi-tasker work. As mentioned above, the marking work involves clamping the rail 8 with the clamp 7 of the rail clamp device 4.
．． Grasp the chin part of No. 8's head. And rail 8
, 8 together with the sleeper 9, the tamping unit 5 is lowered to replenish and compact the ballast on the lower surface of the sleeper 9, thereby correcting the amount of deviation of the rail 8°8.

Further, on the rear end side of the mulch tie 21, a ballast sweeper 6 rotates to even out the ballast after the tamping operation.

During such multi-tie work, as shown in Figures 4 and 5, a multi-tie 21 was placed in the area where rail clamping is prohibited.
When the bar code 26° 26 instructs one clamp 7 of the rail clamp device W4 to open, a bar code 26° 26 appears on the bottom 8a of the rail 8 on the left side in the direction of travel. Therefore, the barcodes 26 and 26 are detected by color sensors IA and 1B in the sensor box 25 attached to the lower left surface of the front end of the main unit.

When sensors LA and IB detect barcodes 26 and 26, they generate signals a and b of a predetermined voltage or higher. As shown in the block diagram of FIG. 9, these signals a and b are compared with a constant voltage by comparators 38 and 39, respectively, and only when the signals a and b are equal to or higher than the constant voltage, the comparators 38 and 39 39 is “
When the outputs of both the comparators 38 and 39 are both at the "H" level, the AND circuit 44 uses this as a clamp open signal to switch the forward/backward switching circuit 48. It is designed to output to.

This forward/backward switching circuit 48 is configured to open the clamp device 4 in response to the clamp opening signal, since the multi-tai 21 can only perform forward work.On the other hand, when the multi-tai 21 needs to move backward, this signal is used. Since it is necessary to read k as a clamp close signal, the inversion switching is performed. Thereby, even when the multi-tai 21 performs forward work or needs to move backward, this can be handled. The clamp open signal is then input to the gate circuit 50. The gate circuit 50 detects if no rail joints and level crossings are detected, i.e. distance sensor 10.20 and IE, 2F! The clamp open signal k is output to the self-holding circuit 52 only when all outputs of the circuit are at the "L" level. This self-holding circuit 5
2, unless the clamp close signal 2 described later is input.
The clamp open signal k is maintained. Furthermore, the clamp open signal output from the self-holding circuit 52 is
The signal is input to the register of the central processing unit 55 via the next OR circuit 54.

The register of this arithmetic processing unit 55 is a proximity switch 24 24 that detects the rotation speed and rotation angle of the measuring wheel 22.
The register data is shifted every pulse from , and when the data reaches the position of the register, a clamp open signal is output to the clamp device 4, and the clamp 7 is opened.

Then, as shown by the chain line in FIG. 5, when the multi-tai 21 moves forward with the clamp 7 open and the sensor box 25 reaches the end point of the clamp work prohibited area, it is attached to the right rail bottom 8b. The barcode 28.28 instructing the clamp closing operation is detected by the color sensor 2B in the sensor box 25 attached to the lower right surface of the front end side of the Marukui main body.These sensors 2A and 2B are connected to the sensor IA and Just like IB, barcode 2
When detecting 8.28, signals d and e of a predetermined voltage or higher are generated. This signal d2e is compared with a constant voltage by comparators 41 and 42, respectively, as shown in the block diagram of FIG.
Said signal d.

Comparators 41 and 42 are set to output "H" level only when e is equal to or higher than a constant voltage.And when the outputs of comparators 41 and 42 are both "H" level, AND
The circuit V1146 outputs this as a "clamp closing signal °C" to the forward/reverse switching circuit 48.

The forward/reverse switching circuit 48 is as described above, and a description thereof will be omitted here.

Thus, the clamp close signal l is processed by the gate circuit 50, the self-holding circuit 52 . The central processing unit 5 via the OR circuit 54
It is input to register 5. A proximity switch 24.24 detects the rotation speed and rotation angle of the measurement wheel 22.
The register data is shifted every pulse from , and when the data reaches the register position, a clamp close signal is output to the clamp device 4 to close the clamp 7.

Next, a case in which the tamping device 5 and the palast sweeper 6 are automatically controlled will be described with reference to FIGS. 6 and 9. First, when the Marutai 21 reaches the tamping work prohibited area (sweeper prohibited area), the left rail bottom 8a
A bar code 27 instructs to hold the tamping unit 5 and the palast sweeper 6 in the raised position.
．． 27 appears.

Then, this is the color sensor I in the sensor box 25.
A. The IC detects it. When the sensor 18 and the IC detect the barcode 27.27, a signal a of a predetermined voltage or higher is generated.
generate c. These signals a and C are compared with a constant voltage by a comparator 38.40 shown in FIG. 9, and when the voltage is higher than the constant voltage, the comparator 538.40 outputs an "H" level. As in the case described above, when the comparators '1538 and 40 both output "H" level, the AND circuit 45 outputs this as a tamping and sweeper rise signal m to the forward/reverse switching circuit 49. There is.

The signal m is further transmitted through a gate circuit 51 and a self-holding circuit 5.
3 and is input to the register of the central processing unit 55. In this case, the register registers two data: tamping rise and sweeper rise. Then, the register data is shifted every pulse from the proximity switch 24, which detects the rotation speed and rotation angle of the measuring wheel 22, and when the data reaches the register position, the tamping device 5 is raised. It prevents it from falling and also raises the parast sweeper 6.

Next, as shown by the chain line in FIG.
The color sensors 2A and 2C in the sensor box 25 attached to the lower right surface of the front end side of the main unit of the multi-purpose terminal detect the bar code 29° 29 attached to the bar code 29, 29 which instructs to release the stop of tamping and the downward movement of the sweeper. This sensor 2A,
2C, like the sensor IA and IC mentioned above,
When barcodes 29 and 29 are detected, signals d and f of a predetermined voltage or higher are generated. As shown in the block diagram of FIG. 9, the signals d and f are compared with a constant voltage by comparators 41 and 43, respectively, and only when the signals d and f are equal to or higher than the constant voltage, the comparators 41 and 43 It is set to output "H" level. The outputs of comparators 41 and 43 are both '
When the signal is at H'' level, the AND circuit 47 outputs it to the forward/reverse switching circuit 49 as the "tamping and sweeper lowering stop release signal n".

The tamping and sweeper lowering stop release signal n is generated by the gate circuit 51. The signal is input to the register of the central processing unit 55 via the self-holding circuit 53.

Then, the register data is shifted every pulse from the proximity switch 24.24 that detects the rotation speed and rotation angle of the measuring wheel 22, and when the data reaches the register position, the tamping unit 5 and the sweeper are shifted. 6 outputs a signal to cancel the descent stop. Therefore, the tamping unit 5 and the sweeper 6 can be lowered to perform their respective operations automatically.

Although the tamping unit 5 and the sweeper 6 were controlled using the same barcodes 27.27 and 29.29, they may be controlled separately.

Next, the case where the multi-tie 21 reaches the joint of the rail 8.8 will be explained with reference to FIGS. 7 and 9.

As shown in the figure, when the multi-tai 21 reaches the joint of the rail 8.8, either one of the distance sensors 10.20 of the left and right sensor boxes 25.25 will also touch the joint plate 56°56.
The seam signal q is output while detecting the seam.

As described above, this joint signal q is input to the gate circuits 50, 51 and the OR circuit 54 via the OR circuit 57. The gate circuit 50 is configured such that when the seam signal q is output, a clamp open signal is output to the self-holding circuit 52 regardless of the clamp open signal k and the clamp close signal l described above. Further, the gate circuit 50 is
When the seam signal q is not output, the aforementioned clamp open signal k and clamp close signal l are output to the self-holding circuit 52.
It is now output to . That is, the clamp open signal is output to the self-holding circuit 52 with priority.

In addition, tamping and sweeper
Since there is a risk of malfunction occurring as the rising signal m and the falling signal n, the joint signal q is input to the gate circuit 51 in order to prevent this. Moreover, the signal input to the OR circuit 54 via the self-holding circuit 52 and the signal directly input to the OR circuit 5
These signals are input to the shift register of the central processing unit 55.

Therefore, in this processing device 55, the register data is shifted every pulse from the proximity switch 24, 24 that detects the rotation speed and rotation angle of the measurement wheel 22.
When the data reaches the register position, a clamp open signal is output to the rail clamp device 4 to forcibly open the clamp 7. In this way, both rails 8.8
By detecting the rail joint with the corresponding distance sensor 10.2D, even if the position of the rail joint is misaligned between the left and right rails 8. It is possible to accurately open the clamp device 4.

Furthermore, the case where the multi-way train 21 reaches a railroad crossing 59 as shown in FIG. 8 will be described. This railroad crossing 59 has distance sensor 1 [! , detected by 2H, both sensors 1 [! If the railroad crossing 59 is detected in either of the above and 2E,
The OR circuit 58 is configured to output a railroad crossing signal r. This level crossing signal r is input to the gate circuit 50.51. When the level crossing signal r is output, the gate circuit 50.51 outputs the tamping and sweeper rise signal m to the aforementioned clamp open signal.

Clamp close signal! , tamping and sweeper lowering signals n, the clamp open signal, tamping and sweeper rising signals are output to the self-holding circuits 52 and 53, respectively. When the level crossing signal r is not output, the above-mentioned clamp open signal, tamping and sweeper rising signal m, clamp closing signal I19, and tamping and sweeper falling signal n are output as they are to the self-holding circuit 52.53. . That is, the tamping and sweeper rise signals m are outputted to the self-holding circuits 52 and 53 with priority over the clamp open signal. At the same time, the level crossing signal r is sent to the sensor control box 37.
This signal is output to the terminal, and a warning is displayed by sound or lamp indicating that the railroad crossing is 59.

Moreover, for clamping, it is connected via an OR circuit 54, and for tamping and sweeper, it is connected to a self-holding circuit 5.
3 to the register of the central processing unit 55. In the central processing unit 55,
Register data is shifted every pulse from the proximity switch 24.24 that detects the rotation speed and rotation angle of the measuring wheel 22, and when the data reaches a predetermined register position, the clamp 7 of the clamp device 4 is shifted. At the same time as the opening operation, the tamping unit 5 is raised, and the palast sweeper 6 is also raised.

And both sensors 1 [! When both the outputs of 2E and 2E disappear (when they go to "L" level), the clamp is sent to the central processing bag via the OR circuit 54, and the tamping and sweeper are sent to the central processing bag via the self-holding circuit 53. Output this to the register of W55, shift the register data every pulse from the proximity switch 24, 24 mentioned above, and when the data reaches the predetermined register position, close the clamp 7 of the clamp device 4. In addition, a lowering stop release signal is output to the tamping unit 5, and the pallast sweeper 6 is further lowered to perform the sweeper operation.

In this way, in the multi-tai 21 of this embodiment, the rail clamp device 4. The tamping unit 5 and the palast sweeper 6 are automatically controlled, ensuring reliable operation and eliminating the need for ground workers. Of course, the operation status of each of the above-mentioned devices is determined by the rear operator.
This is done while being checked on each monitor 33 to 35.

By the way, the present invention is not limited to the embodiments described above, and can be modified as appropriate. For example, the Parast Sweeper 6 may be attached to a work cart separate from the main unit Furthermore, the register data of the central processing unit can be freely changed depending on the vehicle type of the Marutai 21, etc. Furthermore, the color tone and size of each barcode, the spacing between each barcode, the type of each sensor, the spacing between each sensor, etc. can be changed as appropriate.

(Effects of the Invention) As explained above, in the present invention, the rotation speed and rotation angle of the measurement wheel are detected by pulse signals from the proximity switch to measure the traveling distance of the multi-purpose wheel, and Rail clamping device that detects barcodes, rail joints, and railroad crossings using sensors built into the sensor box.

It controls the tamping unit and palast sweeper, allowing automatic control and eliminating the need for ground workers. Therefore, ground workers are not exposed to the dangers of train traffic, nor are they exposed to harsh environments such as sand and dust, unlike in the past. Although it was impossible to reliably detect the condition of the rail located on the opposite side of the ground worker's position,
According to the present invention, this can be reliably detected. Therefore, the multi-purpose tie of the present invention is also excellent in operational reliability.

[BRIEF DESCRIPTION OF THE DRAWINGS] FIGS. 1 to 9 relate to one embodiment of the present invention, in which FIG. 1 is an overall side view of the multimeter, and FIG. 2 is a perspective view showing a measuring wheel and a proximity switch. Fig. 3 is a schematic plan view of the multi-tai machine showing the installation position of each device, Fig. 4 is a schematic plan view showing the arrangement relationship of the sensors, and Fig. 5 is the relationship between the barcode and the sensor that instructs the clamp opening/closing operation. 6 is a schematic plan view showing the relationship between the sensor and the bar code that controls the tamping unit. FIG. 7 is a schematic plan view showing the relationship between the rail joint and the sensor. Fig. 9 is a block diagram of the control mechanism, Fig. 1O is an overall side view of the conventional Marutai, and Fig. 11 is a schematic front view showing the rail clamp state of the Maruti. be. 4...Rail clamp device 5...Tamping unit 6...Palast sweeper 7...Clamp 8.8...Rail 21...
・7JL/Thailand 22 river measurement wheels 26 to 29・
··barcode

Claims (1)

[Claims] 1. In multi-rail construction, lift the rail with clamps from both sides, pack ballast between the lower surface of the sleeper and the ballast according to the amount of misalignment, and align the entire ballast to correct vertical and horizontal misalignment of the rail. , a distance measuring mechanism is attached to the main unit of the main unit to measure the travel distance by detecting the predetermined rotational speed and rotation angle of the measurement wheel, and the main unit is equipped with a distance measuring mechanism that measures the distance traveled by detecting the predetermined rotation speed and rotation angle of the measuring wheel. A sensor unit that detects joints, railroad crossings, etc. is installed, and the opening/closing, lifting, etc. of rail clamping devices, tamping units, ballast sweepers, etc. can be performed individually or collectively based on the signals from the distance measuring mechanism unit and the signals from the sensor unit. Marutai's automatic control device is characterized in that it is equipped with a control mechanism section that controls.