JPH0617562B2 - Marutai's automatic controller - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial field of application] The present invention relates to a rail clamp device, a tamping unit,
The present invention relates to a device for automatically controlling a ballast sweeper or the like.

[Conventional technology]

In the prior art, a malty for correcting deviations in the vertical and horizontal directions of the rail is as shown in FIG. 10, for example. As shown in the figure, the conventional multi-purpose 1 has a rail clamp device 4 and a tamping unit 5 between a front side cab 2 and a rear side cab 3, and a rear part of the rear cab 3 The ballast sweeper 6 is attached to the side. The rail clamp device 4 has a total of four sets of clamps 7 using a pair of rolling wheels that open and close left and right arranged in front, back, left and right. As shown in FIG. After sandwiching, the rail 8 can be lifted together with the sleeper 9 by raising the clamp 7. Further, the tamping unit 5 is configured to replenish and solidify the ballast by the rail clamp device 4 into the space formed between the lifted sleeper 9 and the ballast by the amount of deviation of the rail 8 vertically and horizontally. ing. Further, the ballast sweeper 6 is configured to even out the unevenness of the surface of the entire ballast after the deviation amount is corrected as described above.

Thus, in such a multi-purpose unit 1, it is preferable that the above-mentioned work is performed on the entire region where the rails 8 are laid with the sleepers 9 placed on the ballast. However, if the above-described work is performed at the joint portion of the rail 8 or at the railroad crossing, the signal equipment or the like may be cut off, which adversely affects the continuous row operation. Therefore, conventionally, the rail clamp device 4 of the multi-tie 1, the tamping unit 5, and the ballast sweeper 6 are placed in an area where it is better not to perform the work for correcting the deviation of the rail 8 described above or in an area where the work cannot be performed.
Then, the ground operator 10 operates the opening and closing of the clamps of each device and the lifting and lowering of the tamping unit 5 and the ballast sweeper 6, or the ground operator 10 instructs the rear operator 11 of the rear cab 3 to operate. Each one was controlled individually.

[Problems to be Solved by the Invention]

However, as described above, the ground operator 10 operates or the ground operator 10 gives an instruction to the rear operator 11 of the rear cab 3 to control the predetermined operation of each device 4, 5, 6. However, the conventional technique has the following drawbacks. In other words, of the left and right rails 8, 8, the ground operator 10 can check the seams and the like of the rail 8 on the side where the ground operator 10 is located and give a proper instruction. However, with respect to the rail 8 on the side opposite to the position of the ground operator 10, it is not possible to perform a reliable visual confirmation. Therefore, the operation control timing of each of the devices 4, 5, 6 is delayed to disconnect the signal equipment, which has a great adverse effect on train operation, and conversely the operation control timing is accelerated to perform a predetermined work in a portion requiring work. However, there is a disadvantage that the nails of the tamping unit 5 are dropped onto the sleepers 9 and the sleepers 9 are damaged.

Moreover, since the ground operator 10 is essential, a contact accident may occur due to the arrival of a train on an adjacent track, which is extremely dangerous. Moreover, the ground worker 10 uses the devices 4 to 6
It was constantly placed in an environment in which sand dust and other particles soar, and was not desirable for health.

[Means for Solving the Problems]

SUMMARY OF THE INVENTION The present invention has been improved and removed in view of the above-mentioned conventional problems, and it is an object of the present invention to provide an apparatus capable of automatically detecting obstacles and the like on a railroad track and automatically controlling the railroad work in Maltai. It is a thing.

Thus, the means adopted by the present invention to solve the above-mentioned problem is that the rail is clamped and lifted from both sides by the rail clamp device, and the ballast is tamped by the tamping unit to cause the rail to move up, down, left and right. The ballast is packed between the underside of the sleeper and the ballast as much as possible, and the entire ballast is rectified, which corrects the deviation of the rails from top to bottom, left and right, and scrapes the scattered ballast to the rail side to level it. In the Multai equipped with, in addition to mounting a distance measurement mechanism unit that measures the traveling distance by detecting the predetermined rotation speed and rotation angle of the measurement wheel on the main body of the Multai, the specific work contents provided on the bottom of the rail etc. Sensors that decode the contents of the bar code to be instructed and detect rail joints, railroad crossings, etc. are attached to the left and right sides of the main body, respectively. Based on the signal from the distance measuring mechanism section and the signal from the sensor section, the opening / closing operation of the clamp of the rail clamp device, the raising / lowering operation of the tamping unit, and the raising / lowering operation of the ballast sweeper can be performed. A control mechanism section for individually or continuously controlling the whole is provided in the operator's cab of the main body of the Multai.

[Work]

A bar code is attached to the bottom of the rail to indicate the start and end of the area where the multi-tasking is impossible or unnecessary. The sensor section detects the bar code by a color sensor or the like, decodes the inside of the bar code, and detects rail joints, railroad crossings, and the like. Then, the distance traveled by the multi-body main body from these detected positions is detected by the rotation speed and the rotation angle of the measurement wheel, and the travel distance is measured by the distance measurement mechanism unit. The positional relationship between the position of the sensor unit and the rail clamp device, tamping unit, ballast sweeper, etc. is well known in advance. Therefore, the signal from the sensor section,
Based on the signal from the distance measuring mechanism, it is possible to give instructions to each device such as the rail clamp device, tamping unit, ballast sweeper, etc., according to the inside of the bar code and the rail condition, and automatically control each device. It is possible to

〔Example〕

The structure of the present invention will be described below based on the embodiments shown in the drawings. The same reference numerals as in the conventional case are the same members.

FIG. 1 is a side view showing an entire maltai 21 according to an embodiment of the present invention. As shown in the figure, a measuring wheel 22 that rolls on the rail 8 is attached to the front end side of the multi-tie 21 of this embodiment. As shown in FIG. 2, the measuring wheel 22 has magnetic iron pieces 23, 23 embedded in parallel on the rolling surface 22a at intervals of, for example, 5 cm. And this magnetic iron piece 2
Proximity switches 24, 24 are disposed at positions facing the 3, 23 and separated from the rolling surface 22a by a predetermined distance. The proximity switches 24, 24 sense the magnetism of the magnetic iron pieces 23, 23 when the measuring wheel 22 rolls on the rail 8 and rotates to generate one pulse. . Therefore, by counting the number of pulses generated by the proximity switches 24, 24, it is possible to detect the rotation speed and the rotation angle of the measurement wheel 22, and it is possible to measure the distance traveled by the multi-tie 21. .

Further, in this embodiment, the sensor box 25 is attached near the lower surface of the front side of the multi-tie 21. This sensor box 25, as shown in FIG.
Two sets are arranged on both the left and right sides of. As shown in FIG. 4, each of the sensor boxes 25, 25 is provided with three color sensors and two distance sensors arranged between the three color sensors. For convenience of explanation, reference numerals 1A, 1B and 1C are attached to the color sensors in the sensor box 25 located on the left side in the traveling direction, and reference numerals 1D and 1E are attached to the distance sensors. Also, the color sensors in the sensor box 25 located on the right side in the direction of travel are labeled 2A, 2B, and 2C, and the distance sensors are labeled
2D and 2E will be explained. The left and right sensor boxes
The 25 and 25 distance sensors are all arranged between the color sensors. Each of the color sensors 1A to 1C and 2A to 2C generates a voltage higher than a predetermined value when a bar code of a specific color attached to the bottom of the left and right rails 8 and 8 is sensed. The color sensors 1A and 2A are sensors for identifying a reference color attached to the rail, the color sensors 1B and 2B are sensors for reading an opening / closing operation signal for the clamp device 4, and the color sensors 1C and 2C are tamping unit devices. 5 and a ballast sweeper 6 are sensors for reading operation signals. On the other hand, the distance sensors 1D and 2D are for detecting the joint between the rails 8 and 8, so that the joint plates 56 and 56 (see FIG. 7) can be detected according to a preset illumination angle and voltage. Has become. Also distance sensor
1E and 2E are for detecting the railroad crossing 59 (see FIG. 8), and are designed to detect the railroad crossing 59 based on a preset illumination angle and voltage. The color sensor
The distance between 1A, 1B and 1C and the distance between 2A, 2B and 2C are set to 20 cm. Then, the output signals of these respective sensors 1A to 1E and 2A to 2E are input to the control mechanism section 38 shown in the block diagram of FIG. 9 and subjected to predetermined signal processing described later. .

Thus, in the multi-tie 21 of this embodiment, as shown in FIG. 3, the left and right side parts of the multi-tie main body corresponding to the positions of the rail clamp device 4 and the tamping unit 5 are provided with these devices. Cameras 30 and 30 for monitoring movements
Two 31 and 31 are attached respectively. Further, a camera 32 for monitoring the operation of the ballast sweeper 6 is attached to the rear end side of the multi-body body. The images captured by these cameras 30 to 32 are displayed in the rear cab 3
It is designed to be displayed on the dedicated monitors 33, 34, and 35 installed in. In FIG. 3, 36 is a control box for manually operating the rail clamp device 4, the tamping unit 5, and the ballast sweeper 6,
Reference numeral 37 is a control box for controlling the sensors 1A to 1C and 2A to 2C of the sensor boxes 25, 25 described above.

By the way, in this embodiment, as shown in FIG. 4, the bottom 8a of the rail 8 located on the left side in the traveling direction of the multai 21 has a bar with a content for instructing the clamp 7 of the rail clamp device 4 to perform the opening operation. Codes 26, 26 and bar codes 27, 27 having the contents for holding the tamping unit 5 in the raised position and holding the ballast sweeper 6 in the raised position are attached. See also Maltai 21
Bottom 8b of the rail 8 located on the right side in the traveling direction of
Includes a bar code 28, 28 having a content for instructing the clamp 7 of the rail clamp device 4 to perform a closing operation, and a bar code having a content for instructing to release the lowering stop command of the tamping unit 5 and lower the ballast sweeper 6. Code 29,
29 is attached.

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

First, it is assumed that the maltai 21 arrives at the work site and starts a predetermined maltai work. As described above, the multi-tasking work is performed by using the clamp 7 of the rail clamp device 4 for the rail 8,
Hold the jaw part of 8 head. And rail 8,
The tamping unit 5 is lowered in a state in which the sleepers 8 are lifted together with the sleepers 9 to replenish and solidify the ballast on the lower surface of the sleepers 9 to correct the deviation amount of the rails 8, 8. On the rear end side of the multi-tie 21, the ballast sweeper 6 is rotated to even out the ballast after the tamping work.

As shown in FIG. 4 and FIG. 5 during such a multi-tie work, when the multi-tie 21 reaches the rail clamp prohibited area, the bar code 26 for instructing the clamp 7 of the rail clamp device 4 to perform the opening operation, 26 appears on the bottom 8a of the rail 8 on the left side in the traveling direction. Therefore, the barcodes 26, 26 are detected by the color sensors 1A, 1B in the sensor box 25 attached to the left lower surface on the front end side of the multi-body body. When the sensors 1A and 1B detect the bar codes 26 and 26, they generate signals a and b having a predetermined voltage or higher. As shown in the block diagram of FIG. 9, the 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 comparator 38, 39 outputs "H" level. When both the outputs of the comparators 38 and 39 are at the "H" level, the AND circuit 44 outputs the clamp open signal k to the forward / reverse switching circuit 48.

The forward / reverse switching circuit 48 causes the multi-tie 21 to perform only forward work, so that the clamp opening signal k is used to open the clamp device 4, and conversely, when the multi-tie 21 needs to move backward, this signal is output. Since it is necessary to read k as the clamp closing signal, the inversion switching is performed. As a result, even when the maltai 21 performs forward work or needs to move backward, this can be dealt with. Thus, the clamp open signal k is input to the gate circuit 50. The gate circuit 50 uses the distance sensor 1 when rail joints and railroad crossings are not detected.
The clamp open signal k is output to the self-holding circuit 52 only when all outputs of D, 2D and 1E, 2E are at "L" level. The self-holding circuit 52 holds the clamp open signal k unless a clamp close signal described later is input. Further, the clamp open signal output from the self-holding circuit 52 is input to the register of the central processing unit 55 via the next OR circuit 54. The register of the arithmetic processing unit 55 shifts the register data for each pulse from the proximity switches 24, 24 for detecting the rotation speed and the rotation angle of the measurement wheel 22, and when the data comes to the position of the register, A clamp open signal is output to the clamp device 4 to open the clamp 7.

Then, as shown by the chain line in FIG. 5, the multi-tie 21 moves forward with the clamp 7 opened, and the sensor box 25
When reaches the end point of the clamp work prohibited area, the color inside the sensor box 25 is attached to the right bottom surface of the front end side of the multi-body main body with bar codes 28, 28 attached to the right rail bottom 8b to instruct the clamp closing operation. Sensors 2A and 2B detect. The sensors 2A and 2B generate signals d and e of a predetermined voltage or more when detecting the barcodes 28 and 28, like the sensors 1A and 1B described above. As shown in the block diagram of FIG. 9, the signals d and e are compared with a constant voltage by comparators 41 and 42, respectively. Only when the signals d and e are equal to or higher than the constant voltage, the comparators 41 and 42 are It is set to output "H" level. The outputs of the comparators 41 and 42 are both "H".
In the case of the level, the AND circuit 46 outputs this to the forward / reverse switching circuit 48 as a "clamp closing signal". The forward / reverse switching circuit 48 is as described above, and a description thereof is omitted here.

Then, the clamp close signal is input to the register of the central processing unit 55 through the gate circuit 50, the self-holding circuit 52, and the OR circuit 54 as in the case of the clamp open signal k described above. Then, the register data is shifted for each pulse from the proximity switches 24, 24 for detecting the rotation speed and the rotation angle of the measurement wheel 22, and when the data comes to the position of the register, the clamp closing signal is sent to the clamp device 4.
To the clamp 7, and the clamp 7 is closed.

Next, the case of automatically controlling the tamping device 5 and the ballast sweeper 6 will be described with reference to FIGS. 6 and 9. First, when Marutai 21 reaches the tamping prohibited area (sweeper prohibited area), the left rail bottom 8a
The bar code 27, 27 that instructs the tamping unit 5 and the ballast sweeper 6 to be held in the raised position.
Appears. Then, the color sensors 1A and 1C in the center box 25 detect this. Sensors 1A and 1C are bar codes
When 27 and 27 are detected, signals a and c having a predetermined voltage or higher are generated. The signals a and c are compared with a constant voltage by the comparators 38 and 40 shown in FIG. 9, and when they are equal to or higher than the constant voltage, the comparators 38 and 40 output "H" level. As in the previous case, the comparator 3
When both 8 and 40 output "H" level, the AND circuit 45 outputs this to the forward / reverse switching circuit 49 as a tamping and sweeper rising signal m.

The signal m is further input to the register of the central processing unit 55 via the gate circuit 51 and the self-holding circuit 53. In this case, the register is registering two data: tamping rise and sweeper rise. Then, the register data is shifted for each pulse from the proximity switches 24, 24 for detecting the rotation speed and the rotation angle of the measurement wheel 22, and when the data comes to the register position, the tamping device 5 is raised respectively. The ballast sweeper 6 is raised to prevent it from falling.

Next, as shown by the chain line in FIG.
When the right sensor box 25 reaches the end point of the tamping and sweeper prohibited area, attach the bar codes 29 and 29 attached to the right rail bottom 8b to instruct the cancellation of the descent stop of the tamping and sweeper. Color sensor 2A, 2C in the sensor box 25 attached to the
To detect. These sensors 2A and 2C are the sensors described above.
Similar to 1A and 1C, when the barcodes 29 and 29 are detected, signals d and f having a predetermined voltage or higher are generated. This signal d, f
As shown in the block diagram of FIG.
41 and 43 are compared with a constant voltage, and the comparators 41 and 43 are set to output "H" level only when the signals d and f are equal to or higher than the constant voltage. When the outputs of the comparators 41 and 43 are both at "H" level, the AND circuit 47 outputs this to the forward / reverse switching circuit 49 as "tamping and sweeper downward stop release signal n". ing.

Then, the tamping and sweeper descent stop release signal n passes through the gate circuit 51 and the self-holding circuit 53, as in the case of the ascending signal m described above, and the central processing unit 55.
Is input to the register. Then, from the proximity switches 24, 24 that detect the rotation speed and rotation angle of the measurement wheel 22,
The register data is shifted for each pulse, and when the data comes to the position of the register, the tamping unit 5 and the sweeper 6 respectively output the signals for canceling the descending stop. Therefore, the tamping unit 5 and the sweeper 6 can be lowered to automatically perform their respective works.

Although the tamping unit 5 and the sweeper 6 are controlled by the same bar code 27, 27 and 29, 29, they may be controlled separately.

Next, the case where the multi-tie 21 reaches the joint between the rails 8 and 8 will be described with reference to FIGS. 7 and 9. As shown in the figure, when the Multai 21 reaches the seam of the rails 8 and 8, the seam plate 56, 56 is detected while one of the distance sensors 1D and 2D of the left and right sensor boxes 25 and 25 is being detected. Output signal q. This joint signal q is ORed as described above.
It is input to the gate circuits 50 and 51 and the OR circuit 54 via the circuit 57. The gate circuit 50 outputs the clamp open signal to the self-holding circuit 52 regardless of the clamp open signal k and the clamp close signal 1 when the joint signal q is output. Further, the gate circuit 50 outputs the clamp open signal k and the clamp close signal 1 described above to the self-holding circuit 52 when the joint signal q is not output. That is, the clamp open signal is preferentially output to the self-holding circuit 52. Further, in the joint portion, there is a possibility that malfunction may occur as the tamping and sweeper rising signal m and the falling signal n. Therefore, in order to prevent this, the joint signal q is input to the gate circuit 51. Moreover, there are a signal input to the OR circuit 54 and a seam signal q directly input to the OR circuit 54 via the self-holding circuit 52, and these signals are input to the shift register of the central processing unit 55. . for that reason,
In this processing device 55, the register data is shifted for each pulse from the proximity switches 24, 24 for detecting the rotation speed and the rotation angle of the measurement wheel 22, and when the data comes to the position of the register, the clamp open signal is sent. Is output to the rail clamp device 4 to forcefully open the clamp 7. In this way, even if the position of the rail joint between the left and right rails 8 and 8 is deviated by detecting the rail joint with the distance sensors 1D and 2D corresponding to both rails 8 and 8, It is possible to accurately perform the opening operation of the rail clamp device 4 without being affected by.

Further, the case where the multi-purpose tire 21 reaches the railroad crossing 59 as shown in FIG. 8 will be described. This railroad crossing 59 is distance sensor 1E, 2E
If the railroad crossing 59 is detected by either of the sensors 1E and 2E, the OR circuit 58 outputs the railroad crossing signal r. The crossing signal r is input to the gate circuits 50 and 51. When the level crossing signal r is output, the gate circuits 50 and 51 irrespective of the clamp opening signal k, the tamping and sweeper rising signal m, the clamp closing signal l, the tamping and sweeper descending signal n, and the clamp opening signal k. The signal, tamping and sweeper rise signals are output to the self-holding circuits 52 and 53, respectively. When the level crossing signal r is not output, the clamp open signal k, the tamping / sweeper up signal m, the clamp close signal l, the tamping / sweeper down signal n are directly output to the self-holding circuits 52 and 53. That is, the clamp open signal k, the tamping and sweeper rise signal m are given priority, and the self-holding circuits 52 and 53
It is designed to be output to. At the same time, the crossing signal r is
It is output to the sensor control box 37, and an alarm is displayed by voice or a lamp that the railroad crossing 59 is reached.

Moreover, the clamp is output to the register of the central processing unit 55 via the OR circuit 54, and the tamping and sweeper is output to the register of the central processing unit 55 via the self-holding circuit 53. In the central processing unit 55, the measuring wheels 22
The register data is shifted for each pulse from the proximity switches 24, 24 for detecting the number of rotations and the rotation angle of, and the clamp 7 of the clamp device 4 is opened when the data comes to the position of the predetermined register. At the same time, the tamping unit 5 is raised, and further the ballast sweeper 6 is raised.

Then, when the outputs of both sensors 1E and 2E are lost (when it becomes “L” level), the clamp is through the OR circuit 54, and the tamping and sweeper is through the self-holding circuit 53, respectively. This is output to the register of the central processing unit 55, the register data is shifted for each pulse from the proximity switches 24, 24 described above, and when the data comes to the position of the predetermined register, the clamp device 4 The clamp 7 is closed, a descent stop release signal is output to the tamping unit 5, and the ballast sweeper 6 is dipped to perform the sweeper work.

As described above, in the multi-unit 21 of the present embodiment, the measurement distance signals from the proximity switches 24 and 24, and the sensors 1A to 1A.
The rail clamp device 4, the tamping unit 5, and the ballast sweeper 6 are automatically controlled by the signals from 1E and 2A to 2E, so that a reliable operation can be obtained, and a ground worker can be omitted. Of course, the operation status of each device described above is performed while being confirmed by the rear operator on each of the monitors 33 to 35.

By the way, the present invention is not limited to the above-mentioned embodiments, but can be appropriately modified. For example, the ballast sweeper 6 may be attached to a work trolley separate from the main body of the Multai, and the register data of the central processing unit can be freely set and changed according to the vehicle type of the Multai 21. Is. Further, the color tone and size of each bar code described above, the interval between each bar code, the type of each sensor, the interval between each sensor, and the like can be appropriately changed.

〔The invention's effect〕

As described above, in the present invention, the rotation speed and the rotation angle of the measurement wheel are detected by the pulse signal from the proximity switch to measure the traveling distance of the multi-tie, and the bar code and the rail attached to the left and right rails. The rail clamp device, the tamping unit, and the ballast sweeper are controlled by detecting the seams and railroad crossings with each sensor incorporated in the sensor box, and automatic control is possible and ground workers can be omitted. Moreover, in that case, even if the position of the joint between the left and right rails is displaced, or the position of the railroad crossing on the left and right sides of the rail is displaced, etc., this can be accurately detected to detect the rail clamp device, tamping unit, etc. Can be accurately controlled without interfering with rail joints or railroad crossings. Therefore, unlike the conventional case, the ground workers are not exposed to the danger when a train is coming and going, and are not exposed to a bad environment such as dust. Furthermore, in the case of the conventional case in which a ground worker is arranged, it is impossible to reliably detect the situation of the rail located on the side opposite to the position of the ground worker, but in the present invention, this is surely performed. Can be detected. Therefore, in the maltai of the present invention,
It is also excellent in work reliability.

[Brief description of drawings]

FIGS. 1 to 9 relate to an embodiment of the present invention. FIG. 1 is an overall side view of the multai, FIG. 2 is a perspective view showing a measuring wheel and a proximity switch, and FIG. FIG. 4 is a schematic plan view showing the arrangement of the devices, FIG. 4 is a schematic plan view showing the positional relationship of the sensors, and FIG. 5 is a schematic plan view showing the relationship between the bar code instructing the clamp opening / closing operation and the sensor. FIG. 6 is a schematic plan view showing the relationship between the bar code for controlling the tamping unit and the sensor, and FIG. 7 is a schematic plan view showing the relationship between the rail joint and the sensor.
Figure is a schematic plan view showing the relationship between the railroad crossing and the sensor, Figure 9 is a block diagram of the control mechanism, Figure 10 is a general side view of a conventional multi-tie, and Figure 11 is a schematic front view showing the multi-rail rail clamp state. It is a figure. 4 …… Rail clamp device 5 …… Tamping unit 6 …… Ballast sweeper 7 …… Clamp, 8,8 …… Rail 21 …… Marutai, 22 …… Measuring wheel 26 to 29 …… Bar code

Claims (1)

[Claims] 1. A rail clamp device is used to clamp and lift the rail from both sides, and a tamping unit is used to squeeze the ballast, and the ballast is packed between the underside of the sleeper and the ballast by the amount of deviation of the rail in the vertical and horizontal directions. Adjust the entire ballast with, correct misalignment of the rail up and down, left and right by this, and further, in the Multai equipped with a ballast sweeper etc. that scrapes and scatters the scattered ballast to the rail side, A distance measuring mechanism that detects a predetermined number of rotations and a rotation angle to measure the traveling distance is attached, and the contents of a bar code that indicates the specific work content provided on the bottom of the rail etc. is decoded and the rail joint or railroad crossing is read. The sensor unit for detecting the etc. is attached to each of the left and right sides of the main body of the multi-unit, and the signal of the distance measuring mechanism unit and the sensor unit Control mechanism for individually or continuously controlling the opening and closing operations of the clamp of the rail clamp device, the raising and lowering operations of the tamping unit, and the raising and lowering operations of the ballast sweeper as a whole. This is an automatic control device for multi-purpose equipment, which is provided in the driver's cab of the multi-purpose body.