JPH0325561B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention relates to a track alignment method and apparatus.

There are two types of track alignment: curved section alignment and straight line alignment. First, curved area alignment will be explained.

Fig. 1 is a diagram for explaining the definition of the amount of lateral displacement of the track, etc. One of the rails on the curved part of the track is taken as a reference rail, and it is represented by an arc S of radius R,
A reference line KM of length l has both ends K and M an arc S.
Place it so that it is located above, and set the center point L of the reference line KM.
If the foot of the perpendicular line drawn down to the arc S is N, then the length NL of the perpendicular line is the lateral displacement amount V of the arc S with respect to the reference line KM. If this lateral displacement amount V is very small compared to the radius R of the circular arc S, the lateral displacement amount V at the N point can be determined from V=l ² /8R. Also, at a point other than the center point L on the reference line KM, for example, at a point L' that divides the length l of the reference line KM into length a and length b, the foot of the perpendicular drawn to the arc S is N' Then, the length L'N' of the perpendicular line is the lateral displacement amount V' of point N' on the arc S with respect to the reference line KM. this
If the amount of lateral displacement V' at point N' is very small compared to the radius R of the circular arc S, the amount of lateral displacement V' at point N' can be determined from V'=ab/2R.

In addition, in Fig. 1, if we take a point P on the extension of the length of the reference line KM, and use KP as a reference, let Q be the foot of the perpendicular line drawn to the arc S at point P.
The length PQ of the perpendicular line is the arc S with respect to the reference line KP.
This is the lateral displacement V'' of the Q point above.If MP=C, if the lateral displacement V'' of the Q point is very small compared to the radius R of the arc S, then V''=C(l+
C) The amount of lateral displacement V'' at point Q can be determined from /2R.

These lateral displacements V, V' and V'' are based on the reference line.
Different lengths of KM result in different values. Therefore, when comparing these lateral displacement amounts or performing calculations such as addition and subtraction, it is necessary to convert them into lateral displacement amounts relative to a reference line of the same length by utilizing the properties of circular curves.

Based on the above, first, a conventional method for correcting the curved portion of the track will be described.

In other words, as shown in Fig. 2, when straightening a curved section of the track with radius R, using S as the reference rail and KM as the reference line, the front end K of this single reference line KM is used as the reference line. Place the rear end M on the reference rail S of the unaligned part and on the reference rail S of the finished part of the track, and while moving the reference line KM along the reference rail S, move the curved part of the track. The amount of lateral displacement V or V' at the point to be corrected is measured, and the measured amount of lateral displacement V
Alternatively, the amount of correction at the point to be corrected was determined by comparing V' with a preset lateral displacement amount, and the rail was moved laterally by that amount of correction to perform correction along the track. . Therefore, even if the amount of lateral displacement of the rails on the track that has already been leveled changes due to the influence of the subsequent straightening work on the unleveled track, it is difficult to grasp the changed track condition. Therefore, there was a drawback that it was not possible to smoothly straighten the track between the straightened part and the unbalanced part.

Furthermore, in the past, the amount of alignment was measured using only one of the left and right rails that make up the track as the reference rail S, which had the disadvantage that only the alignment on the side of the reference rail S could be accurately performed. It was hot. especially,
Since there is a discrepancy between the gauges of the left and right rails, if only one rail is used as a reference as in the past,
There was an inconvenience that the gauge deviations accumulated only on the rail on the opposite side, making it impossible for the rail on the opposite side to run smoothly.

The present invention has been made in order to eliminate the above-mentioned drawbacks, and it calculates the amount of straightening of the standard rail from the track conditions of the unbalanced part and the straightened part, and also determines the amount of straightening of the standard rail from the track condition of the unbalanced part and the straightened part. By measuring the amount of gauge deviation and adding or subtracting 1/2 of this gauge deviation to the adjustment amount to calculate the final adjustment amount, it is possible to smooth the unrealigned part and the corrected part of the track. It is an object of the present invention to provide a track straightening method and device that can straighten the right and left rails equally.

Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings. Fig. 3 is an explanatory diagram of the track straightening method of the present invention, Fig. 4 is a side view of a device according to an embodiment of the present invention attached to a track straightening machine, and Fig. 5 is the device shown in Fig. 4. FIG. In FIGS. 3 to 5, the same numbers indicate the same members.

In FIG. 3, the main reference line 13 and the sub reference line 16
When a track straightening machine (not shown) having a track alignment machine (not shown) moves on the track in the direction of arrow The main reference line 13 is controlled so that In this state, in the unaligned part of the track, the amount of lateral displacement between point B of rail 1 and the secondary reference line 16 is V ₁ and the amount of lateral displacement between point C of rail 1 and main reference line 13 is V ₂
At the track alignment completion part, measure the lateral displacement V ₃ between point F of the rail 1 and the main reference line 13, and at the alignment point of the rail 1 where alignment should be performed according to the track, Lateral displacement amount Y between point D and main reference line 13
Measure. Then, the average lateral displacement amount of the measured lateral displacements V ₁ and V ₂ of the rails in the unaligned part of the track is taken as the previous displacement amount Va, and on the other hand, the measured lateral displacement of the rails in the finished part of the track Let the amount V ₃ be the rear displacement amount Vb (if it is measured at multiple locations and there are multiple measured values, use the average value), and calculate the average displacement amount Ya from the front displacement amount Va and the rear displacement amount Vb. . The set displacement amount Ys at the track alignment point D is obtained by adding or subtracting the correction amount Vc, which is predetermined according to the track conditions, work conditions, etc., to this average displacement amount Ya. The adjustment amount is determined from the measured lateral displacement amount Y measured at the positive point D.

At the same time, left and right rails 1 and 1' at alignment point D
Measure the gauge using a position detector, subtract the basic gauge (for example, 1067 mm for narrow gauge) and the pre-given slack from this gauge to find the amount of gauge deviation, and add the gauge to the adjustment amount. Calculate the final adjustment amount by adding or subtracting 1/2 of the amount of deviation. Then, the rail is moved laterally by this final adjustment amount using a rail lateral movement device 15, which will be described later, and the tamping device compacts the road bed gravel on the lower surface of the sleepers to prevent the railroad sleepers from moving laterally. Fix the track bed with gravel and align it to the track.

Note that the above-mentioned correction amount Vc is zero in the straight part of the track, a predetermined lateral displacement amount in the circular curve part, and in the transition curve part, the radius of the circular curve connected to the transition curve, and the curvature in the transition curve part. This is a correction amount determined from the gradual reduction method (linear gradual reduction method, sine gradual reduction method, etc.), track conditions such as transition curve length, travel distance from the entrance and exit of the transition curve or circular curve, and work conditions.

Next, in the straight section of the track, for each of the left and right rails, calculate the average amount of deviation of the rails in the unaligned section of the track corresponding to the previous displacement amount Va.
V′a, the average misalignment amount of the rail at the track alignment completed part of the track corresponding to the above-mentioned post-displacement amount Vb is set as V′b, and the average misalignment amount Y′a of the rail corresponding to the above-mentioned average displacement amount Ya. demand. Then, the adjustment amount is determined from this average deviation amount Y'a and the measured deviation amount Y' at the adjustment point D of the reference rail corresponding to the measured lateral displacement amount Y at the point to be adjusted, and this is used to determine the gauge deviation amount. Calculate the final adjustment amount by adding or subtracting 1/2 of the amount. Thereafter, in the same manner as in the case of straightening the curved portion described above, straightening of the straight portion of the track can be performed. Note that in this case, as described above, the correction amount Vc is zero.

Next, an embodiment of an apparatus for carrying out the method described with reference to FIG. 3 above will be described with reference to FIGS. 4 and 5.

In the figure, a track leveling machine 2 that can run on rails 1 and 1' includes a known leveling device 3 for leveling the height of the track and a leveling device 4 according to the present invention for leveling the track. Normally, alignment is carried out at the same time as level alignment of the track. The leveling device 3 includes a front reference device 5, a detection device 6, a rear reference device 7, a reference line 8, a rail launch device 9, and the like. On the other hand, the street straightening device 4
0, detection section 11, rear reference section 12, main reference line 13,
It is composed of a computing unit 14 and a rail lateral movement device 15.

(1) Front reference section The front reference section 10 is provided at the front of the track straightening machine 2, and measures the amount of lateral displacement at two points on the rail in the unaligned section of the track, using one rail 1 as a reference rail. It is made up of measurement parts Am, Bm, Cm and a sub reference line 16.

The measurement unit Am is located at the forefront of the front reference unit 10, and is connected to the underframe 18 of the track straightening machine 2 by the connecting rod 17.
A truck 19 and left and right wheels 2 rotatably attached to the truck 19.
0.20'. Left and right wheels 20,2
0' is pressed against the head side surfaces of the left and right rails 1, 1' via the trolley 19 by a tension cylinder (not shown) using a spring or fluid pressure.
It moves together with the track straightening machine 2 on the rails 1, 1' while closely following the rails 1, 1'. Therefore, the wheels 20 or 20' are independently attached to the truck 19 and are configured to be movable laterally in close contact with the rails. In addition, the trolley 19 has a sub reference line 16.
is attached at one end so that the tension is always constant.

The measurement unit Bm is attached to the front reference device 5 of the leveling device 3, and is connected to the trolley 21 and this trolley 2.
1, left and right wheels 20, 20' are rotatably attached to the measuring part Am and have the same configuration as the measuring part Am;
It consists of a potentiometer 22 that measures and outputs the amount of lateral displacement of the reference rail 1 and the sub-reference line 16.

The measurement section Cm is provided at the rearmost part of the front reference section 10, and includes a truck 23, wheels 20 and 20' rotatably attached to the truck 23 and in the same configuration as the measurement section Am. It consists of a potentiometer 24 that measures and outputs the amount of lateral displacement between the reference rail 1 and the main reference line 13.

(2) Detection Section The detection section 11 is provided at approximately the same position as the detection cart 6' of the detection device 6 in the leveling device 3, and measures the amount of rail lateral displacement at the straightening point D. The measuring section Dm, which is the detecting section 11, includes a cart 25, left and right wheels 20, 20' rotatably attached to the cart 25 and having the same configuration as the measuring section Am, a reference rail 1, and a main reference. It is comprised of a potentiometer 26 that measures and outputs the amount of lateral displacement with respect to the line 13. Also,
The detection cart 25 of the detection unit 11 is provided with a position detector 11A, and the position detector 11A detects the gauge of the left and right rails 1, 1'.
It is designed to be outputted to a computing unit 6, which will be described later. Note that each wheel is in contact with the inside of the left and right rails by a wheel tensioning device (not shown).

(3) Rear reference section The rear reference section 12 is provided at the rear of the track straightening machine 2 and measures the amount of lateral displacement of the rail at the completed section of the track, and includes a position detection section Em and a measurement section Fm.
and a zero point control device 27.

The position detection section Em is composed of the detection section 11 and the measurement section Fm.
It is attached to a reference device 7 after the leveling device 3 provided between the two. This position detection section
Em is the amount of lateral displacement between the trolley 28, the left and right wheels 20, 20' which are rotatably attached to the trolley 28 and have the same configuration as the measurement unit Am, the reference rail 1, and the main reference line 13. It is made up of a potentiometer 29 that measures and outputs the measurement result to a zero point control device 27.

The measurement part Fm is located at the rearmost part of the rear reference part 12, and is connected to the underframe 1 of the track straightening machine 2 via the connecting rod 30.
8, and wheels 20, 20' rotatably attached to the trolley 31 in a configuration similar to that of the measuring section Am. Further, the measurement unit Fm is provided with a servo motor 32 that is operated by an output signal from the zero point control device 27, and a screw shaft 34 is connected to the servo motor 32 via a gear mechanism 33. An adjustment tube 35 is screwed onto this screw shaft 34, and the rear end portion of the main reference line 13 is attached to this adjustment tube 35. The servo motor 32 is attached with a potentiometer 37 that measures and outputs the rotation angle of the servo motor 32 via a gear mechanism 36.

(4) Zero point control device The zero point control device 27 is activated when the output of the potentiometer 29 of the position detection section Em is input, and outputs an operation signal to the servo motor 32 of the measurement section Fm. Then, when the output of the potentiometer 29 becomes zero, the servo motor 32 is stopped, and the amount of lateral displacement between the reference rail 1 and the main reference line 13 always becomes zero at the position of the wheels 20, 20' of the position detection part Em. The servo motor 32 is controlled in this manner. Therefore, when the output of the potentiometer 29 of the position detection part Em becomes zero, the screw shaft 3 of the adjustment cylinder 35 in the measurement part Fm
4 is the amount of lateral displacement between the reference rail 1 and the main reference line 13, which is measured by the potentiometer 37 and output.

(5) Main reference line The main reference line 13 has its front end connected to the front reference part 10.
The rear end portion is attached to the measuring portion Bm of the rear reference portion 12 so that the tension is always constant.

(6) Arithmetic unit The arithmetic unit 14 consists of an operation unit 38 and an arithmetic unit 39.

When the trajectory to be corrected is a circular curve, the operating unit 38 adjusts a predetermined amount of lateral displacement, and when the trajectory is a transition curve, the radius of the circular curve connected to the transition curve,
Trajectory conditions such as the method of gradual reduction of cant amount and work conditions such as whether the work position is at the entrance or exit of a transitional curve or a circular curve are output to the calculation unit 39.

The calculation unit 39 inputs the outputs of the potentiometer 22 of the measurement unit Bm and the potentiometer 24 of the measurement unit Cm of the front reference unit 10, and calculates the front displacement amount Va of the rail in the unaligned part of the track. Input the output of the potentiometer 37 of the measurement part Fm of the rear reference part 12 and measure the displacement amount after the completion of the adjustment of the trajectory.
Find Vb and calculate the average displacement from these Va and Vb.
Ask for Ya. When the trajectory to be corrected is a circular curve, the calculation unit 39 converts the predetermined lateral displacement amount inputted from the operation unit 38 into a correction amount Vc.
, the set displacement amount Ys is obtained by adding or subtracting from the average displacement amount Ya, and this set displacement amount Ys and the potentiometer 2 of the detecting section 11, that is, the measuring section Dm are calculated.
The adjustment amount is determined from the measured lateral displacement amount Y input from 6.

Furthermore, the position detector 1 of the detection section 11 is added to this.
From the gauge input from 1A, subtract the basic gauge and preset slack to find the amount of gauge deviation, and add or subtract 1/2 of this gauge deviation amount to the adjustment amount to calculate the final adjustment amount. do. Then, this final adjustment amount is outputted to the hydraulic control device 41 of the rail lateral movement device 15 as a work signal.

In addition, when the trajectory to be corrected is a transition curve, the calculation unit 39 calculates the trajectory correction obtained by counting the running pulses inputted from the running pulse transmitter 40 provided in the reference device 7 after the leveling device 3. Input the travel distance from the entrance or exit of the transition curve or circular curve of the machine 2 and the required values according to the track conditions and work conditions from the operation section 38 to find the correction amount Vc at the adjustment point D, and calculate the correction amount Vc. is added to or subtracted from the average displacement amount Ya to obtain the set displacement amount Ys. Then, in the same manner as in the case of the circular curve described above, the amount of adjustment is obtained, and 1/2 of the amount of gauge deviation is added or subtracted from this to calculate the final amount of adjustment, and the hydraulic control device of the rail lateral movement device 15 It outputs an activation signal to 41.

(7) Rail lateral movement device The rail lateral movement device 15 is a hydraulic control device 41.
and a hydraulic cylinder 42, and a hydraulic control device 41 is actuated by an operating signal from a computing unit 14, and the hydraulic cylinder 42 is operated to laterally move the rails 1, 1' by the final alignment amount at the alignment point. be.

Next, the operation of the track alignment device of the present invention having the above configuration will be explained.

(a) Each potentiometer 22, 2 of each measuring section Bm, Cm, Dm, Fm and position detecting section Em of the straightening device 4 on a straight track that has been adjusted in advance.
4, 26, 37, and 29 are adjusted so that they are at zero positions with respect to the main reference line 13 or the sub reference line 16.

(b) Set required values in the operating section 38 according to the trajectory conditions and work conditions, control the servo motor 32 by the zero point control device 27 of the rear reference section 12, and adjust the potentiometer 29 of the position detection section Em. Assuming that the output is zero, that is, the amount of lateral displacement between point E of the reference rail 1 and the main reference line 13 is zero, the measurement parts Bm, Cm,
B, C, D of reference rail 1 by Dm, Fm,
Measure the amount of lateral displacement at point F. Then, the measured lateral displacement amounts are respectively defined as V ₁ , V ₂ , Y, and V ₃ , and these measured lateral displacement amounts are calculated in the calculation unit 39 of the calculator 14 .
input. At the same time, the gauges of the left and right rails 1 and 1' measured by the position detector 11A of the detection section 11 are input to the calculation section 39.

(c) The calculation unit 39 calculates the forward displacement of each rail in the unaligned part of the track from the average lateral displacement of V ₁ and V ₂ .
Va is calculated from _V3 , and the rear displacement amount Vb of each rail in the part where the track alignment is completed is calculated, and this pre-displacement amount Va
From the following displacement amount Vb, the average displacement amount Ya of the reference rail at the straightening point D is determined. In the transition curve section, the calculation section 39 inputs the required values according to the track conditions and work conditions from the operation section 38 and the travel pulse from the travel pulse transmitter 40, and
The correction amount Vc at the correction point D is determined. and,
This correction amount Vc is added to or subtracted from the average displacement amount Ya to obtain the set displacement amount Ys.
The adjustment amount is determined from the measured lateral displacement amount Y of the adjustment point D measured by the measurement unit Dm. At the same time, the basic gauge and the preset slack are subtracted from the gauge input from the position detector 11A to obtain the gauge deviation amount, and 1/2 of this gauge deviation amount is added or subtracted from the adjustment amount. Calculate the final adjustment amount,
An actuation signal is output to the hydraulic control device 41 of the rail lateral movement device 15.

(d) When the hydraulic control device 41 is activated by this activation signal, the hydraulic cylinder 42 is activated, and the adjustment point D is activated.
The rails 1, 1' are laterally moved by the final straightening amount in the vicinity of , and the tamping device 43 compacts the roadbed gravel on the lower surface of the sleepers, completing the straightening along the track at the straightening point D.

(e) Regarding the straightening action in the straight section of the track, the operation unit 38 has the function of straightening the straight section.
Set Vc=0, and do the same thing below.

As described above, the present invention calculates the amount of lateral displacement at a plurality of points on a rail in an unaligned portion of a track, and calculates the amount of lateral displacement at one or more points on a rail in a completely aligned portion of a track behind the alignment point. Measure the amount of lateral displacement of the track, constantly grasp the condition of the track in the unaligned part and the finished part to find the amount of alignment, and then add or subtract 1/2 of the gauge deviation amount to the final alignment. The correct amount is calculated. Therefore, according to the present invention, even if the amount of lateral displacement of the rail of the track that has already been straightened is affected by the subsequent lateral movement of the rail of the track, the amount of change is always measured and the next Since it is included in the set displacement amount of the correction point, the trajectory can always be made smooth even in curved sections and straight sections of the trajectory. Also, even if the orbit changes naturally over many years and the orbit conditions are no longer known,
It has great effects such as being able to correct the trajectory. In particular, in the present invention, the final adjustment amount is calculated by adding or subtracting 1/2 of the gauge deviation amount to the adjustment amount obtained for one reference rail, and the rail is moved by this final adjustment amount. Therefore, unlike when aligning only the reference rails, there is no risk of misalignment being accumulated on the opposite rail, and it is possible to smoothly align both the left and right rails.

In addition, in the above embodiments, the case where the amount of lateral displacement of the rail in the part of the track that has not been straightened is measured at two locations, and the amount of lateral displacement of the rail in the part of the track that has been straightened is measured at one location is explained. It is obvious that the present invention can be carried out even if the amount of lateral displacement of the rail in the unaligned portion of the track is measured at three or more locations, and the amount of lateral displacement of the rail in the portion of the track that has been aligned is measured at two or more locations. It is.

[Brief explanation of the drawing]

Figure 1 is an explanatory diagram of the definition of the amount of lateral displacement of the track, etc. Figure 2 is an explanatory diagram of the principle of the conventional adjustment method, and Figure 3 is an explanatory diagram of the definition of the amount of lateral displacement of the track.
The figure is an explanatory diagram of the straightening method according to the present invention, and FIG.
FIG. 5 is a side view of a track straightening device according to an embodiment of the present invention attached to a track straightening machine, and FIG. 5 is a schematic diagram of FIG. 4 viewed from the Z direction. 1,1'...Rail, 2...Track straightening machine, 4...
...Street alignment device, 10...Front reference part, 11...Detection part, 12...Rear reference part, 13...Main reference part, 1
4... Arithmetic unit, 15... Rail lateral movement device, 16
...Sub reference line, 19, 21, 23, 25, 28,
31... Trolley, 22, 24, 26, 29, 37...
... Potentiometer, 27 ... Zero point control device, 3
2... Servo motor, 34... Screw shaft, 35...
Adjustment barrel, 38...operation unit, 39...calculation unit,
Am, Bm, Cm, Dm, Fm...measuring section, Em...
Position detection part.

Claims (1)

[Scope of Claims] 1. Measuring the amount of lateral displacement between two or more points on the rail in the unaligned part of the track and the sub reference line and the main reference line,
In addition to determining the amount of forward displacement of the rail in the unaligned section, the amount of lateral displacement between one or more points on the rail in the section where alignment has been completed and the main reference line is determined, and the rear displacement of the rail in the section where alignment has been completed is determined. find the average displacement amount from the front displacement amount and the rear displacement amount, and calculate the set displacement amount by adding or subtracting a correction amount predetermined according to the orbit conditions, work conditions, etc. to the average displacement amount. , calculate the adjustment amount from this set displacement amount and the measured lateral displacement amount between the rail at the position to be adjusted on the track and the main reference line, and add 1/2 of the gauge deviation amount of the left and right rails to this adjustment amount. A track straightening method characterized by calculating a final straightening amount by adding and subtracting , and then moving the rail of the track laterally by this final straightening amount to straighten the track. 2. It is attached to the front part of the track straightening machine and has a plurality of lateral displacement measurement units and a sub reference line that move together with the track straightening machine, and one end of the separately provided main reference line is connected to the lateral displacement measurement unit. a front reference line connected to one of the sections, and attached to an intermediate section of the track straightening machine,
a detection unit that moves together with the track straightening machine and has a position detector that detects the amount of lateral displacement between the main reference line and the position where the track rail is to be straightened, and also detects the gauge of the left and right rails; 1 attached to the rear of the track straightening machine and moving together with the track straightening machine;
the other end of the main reference line is attached to the lateral displacement measuring section, and a position detecting section provided between the lateral displacement measuring section and the detecting section; , a rear reference section having a zero point control device that controls the other end of the main reference line so that the output of the position detection section becomes zero, and a rear reference section that measures the amount of rear displacement in the unaligned portion of the trajectory by the front reference section. calculate the average displacement amount from the front displacement amount and the rear displacement amount, add or subtract a correction amount predetermined according to the orbit conditions, work conditions, etc. to the average displacement amount to determine the set displacement amount, and calculate the set displacement amount. The adjustment amount is determined from the measured lateral displacement amount of the rail at the position to be adjusted on the track detected by the detection unit, and 1/2 of the amount of gauge deviation is calculated from this amount.
and a rail lateral movement device that is operated by the output from the calculation section and moves the rail laterally by the final adjustment amount. Street straightening device.