JPH06207830A - Apparatus and method for measuring shape of roadway - Google Patents

Abstract

PURPOSE:To achieve efficient operation of a train maintaining riding comfort of passengers by substituting a detection data into a formula for determining a relationship of a train speed, a train acceleration, an angular speed of a box body, an angle of inclination of a roadway and a displacement value of the box body to calculate a cant value of the rail road. CONSTITUTION:A detecting section 10 detects a speed V of a train running on a railroad as indicated by 30 while detecting accelerations alphaX-alphaZ as indicated by X30-Z30 in the directions of the respective axes of X, Y and Z (X-Z) orthogonal to one another fixed on the train. Moreover, the detecting section detects angular velocity omegaX-omegaZ about the axes and a vertical displacement as indicated by 32X-32Z and 34 at parts of box bodies of the train. Then, an arithmetic device 20 inputs detection data from the detecting section 10 and calculates a cant value nd a radius R of curvature represented by an angle phi of inclination of a line controlling an arithmetic program stored in an ROM memory 26 with a CPU 24 to be outputted to an external display or the like or to be stored into an RAM memory 28 temporarily.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus and method for automatically measuring the shape of a track including the radius of curvature of the track and the amount of cant such as the inclination angle or the difference in the height direction of both track rails. . Therefore, it can be used when the train is operated efficiently and the ride comfort of passengers is improved, while obtaining the information such as the inclination of the cant amount of the curved portion of the track every moment.

[0002]

2. Description of the Related Art A track consists of a straight section and a curved section. There is no special restriction on the train speed in the straight section, but in the curve section, the speed is restricted by the cant amount of the track due to the centrifugal force of the train. Since both trains operating at high speed and trains operating at low speed pass on one track, the amount of cant on the track in the curve is generally set to a small value according to the train running at a slow speed. For this reason, the speed is set to a small value even when a train with a high operating speed passes through the curve due to the frustration of passengers due to the influence of centrifugal force on passengers. In addition, it is not possible to automatically and accurately predict the starting position of the curve part of the track,
Although the speed is reduced before approaching the curve, the speed is reduced earlier from the viewpoint of train safety.

[0003]

However, unless the speed of the train can be increased at the curved portion as described above, the train cannot be operated efficiently, and the starting point of the curved portion cannot be changed. The inability to make accurate predictions was a hindrance to efficient operation. Therefore, an object of the present invention is to achieve efficient train operation while maintaining passenger comfort.

[0004]

In view of the above object, the present invention provides a speed detector for detecting the speed of a train traveling on a track, an acceleration detector for detecting the acceleration of the train, and a main body of the train. An angular velocity detector mounted on a box body for detecting an angular velocity of the box body, a displacement amount detector for detecting a displacement amount of the box body vertically displaced on a chassis of a train supporting the box body, and a train An arithmetic unit that calculates the cant amount of the track by substituting the detection data output from each of the detectors into an expression that relates the speed, the train acceleration, the box angular velocity, the track inclination angle, and the box displacement. A line shape measuring device characterized by being provided.

Further, a speed detector for detecting the speed of a train traveling on the track, an acceleration detector for detecting the acceleration of the train, and an angular velocity of the box mounted on the main body of the train. Each of the detection data is transmitted from the angular velocity detector for detecting the train speed and the displacement amount detector for detecting the amount of displacement of the box body up and down on the train chassis supporting the box body to the arithmetic unit, and the train is trained. A track shape measurement characterized in that the cant amount of the track is calculated every moment by substituting each of the detection data into an equation that relates the speed, the train acceleration, the box angular velocity, the box displacement, and the track inclination angle. Provide a way.

[0006]

According to the former device, the detected acceleration is a function of the gravitational acceleration, the line inclination angle, the vertical displacement of the box, and the centrifugal acceleration (train speed x angular speed).
Even while the train is running, the inclination angle, which is the cant amount of the track, can be accurately obtained by using the relational expression by the arithmetic unit.

According to the latter method, if the detection data is transmitted to the arithmetic unit by each of the speed detector, the acceleration detector, the angular velocity detector, and the displacement amount detector, the train speed and the train acceleration are detected. With the equations that relate the box body angular velocity, the box displacement amount, and the track inclination angle, the arithmetic unit can obtain an accurate cant amount of the track every moment even while the train is running.

[0008]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described below in more detail based on the embodiments shown in the accompanying drawings. FIG. 1 shows a block diagram of an apparatus for measuring the shape of a line according to the present invention. Broadly speaking, the detection unit 1
There is an arithmetic unit 20 that calculates the cant amount represented by the inclination angle φ of the line and the radius of curvature R of the line by using 0 and the data of the detection result.

First, the detection unit 10 detects the speed V of the train 12 traveling on the track 16 shown in FIG.
have. The speed detector 30 is composed of a speedometer or the like equipped on a general train. Further, as shown in FIG. 2, X-direction acceleration detectors 30X, Y-direction acceleration detectors 30Y, Z for detecting accelerations αX, αY, αZ in the directions of orthogonal X, Y, Z axes fixed to the train 12, respectively. It has a directional acceleration detector 30Z. Furthermore, the angular velocity ω around each axis
Angular velocity detectors 32X and 32Y for detecting X, ωY, ωZ
And have 32Z. Further, as described with reference to FIGS. 4 and 5, a displacement amount detector 34 for detecting the vertical displacement of each part of the box body 12A of the train 12 is provided.

On the other hand, the arithmetic unit 20 is composed of a microcomputer. Each detection data from the detection unit 10 is taken in via the input / output device 22, and the ROM memory 2
The central processing unit (CPU) 24 controls a later-described calculation program stored in
The tilt angle φ and the radius of curvature R are calculated. The inclination angle φ and the radius of curvature R may be output to an external display or the like,
Further, it may be temporarily stored in the RAM memory 28.

Next, a method of detecting each data by the above device and using the data to detect the inclination angle φ of the track 16 when the whole train is considered to be rigid will be described. In this case, the following method can be applied regardless of where on the train 12 each detector is attached. FIG. 2 schematically shows a state in which the train 12 is passing on a track in which the track 16 is inclined by an angle φ with respect to the horizontal plane. Further, FIG. 3 is a plan view of the train 12 passing through the track 16. The following equation (1) is obtained from the balance of the force in the Y-axis direction with respect to the unit mass.

ΑY = G · sin φ−V · ωZ · cos φ (1) where G is the gravitational acceleration. Further, the following expression (2) is established. sin ² φ + cos ² φ = 1 (2) By using the equations (1) and (2), the inclination angle φ is determined by the Y-axis direction detected acceleration αY, the angular velocity ωZ about the Z axis, and the train velocity V. It is represented by the following expression (3) by each detection data of.

[0013]

[Equation 1]

Unlike the above, the actual train is shown in FIGS. 4 and 5.
As shown in FIG. 7, several spring members C1, C2, C3, C4 are provided on the chassis 12B, and the box body 12A which is the main body of the train is supported by these spring members. Each detector is often mounted inside this box 12A. In the following, a method for detecting an accurate cant amount φ0 in consideration of the actual structure of the train 12 will be described.

The box 12A of the train 12 is elastically supported at its four corners by spring members C1 to C4. Before and after the train 12, each pair of spring members C1 and C3, C2 and C
4 are provided. If the train leans as shown in the figure during traveling, for example, the vertical displacements of the spring members C1 and C3 at the rear of the train are h1 and h3, respectively, and the difference between them is h3-h.
1 divided by the distance dimension B between the spring members C1 and C3,
Box 1 for chassis 12B at the rear of train 12
The tilt angle δφ of 2A is obtained. Since the deformation of the box body 12A itself is not taken into consideration here, even if the inclination angle is obtained based on the vertical displacement difference between the spring members C2 and C4 at the front part of the train 12, the above vertical displacement difference at the rear part is obtained. It is the same as the one obtained based on.

In the case of an actual train having this spring, FIG.
In fact, the inclination angle φ of the line 16 obtained from the above is merely an inclination angle with respect to the horizontal line of the box 12A of the train 12 shown in FIG. Therefore, it is necessary to correct this, and the actual line 1
The inclination angle φ0 of 6 is obtained by the following equation (4). φ0 = φ−δφ = φ− (h3-h1) / B (4)

With the above, an accurate inclination angle of the line 16 can be obtained. Next, the following equation holds for the radius of curvature R of the curved portion of the line 16. V = R · ωZ ∴R = V / ωZ (5) The radius of curvature R can be calculated by the above equation (5).

When the rail interval is W, the rail height difference h is expressed by the following equation (6). This h is also one of the cant amounts, and instead of the angle φ0, or the angle φ0
May be calculated together with. h = W · sin φ0 (6)

A program for calculating the cant amount and the radius of curvature of the line stored in the ROM memory 26 will be described with reference to FIG. In step 40, the initial value of the operation count number i is set to 0.

At step 42, the time interval Δt for performing the operation is waited for, and after the time has elapsed, the operation count number i is incremented by 1 at step 44. Then, in step 46, the train speed Vi, the acceleration αYi detected by the detection unit 10, the angular speed ωZi, and the box 12
The vertical displacement amounts h1i and h3i of A are read.

Thereafter, in step 48, the speed V corresponding to the count number i read in step 46
i, acceleration αYi and angular velocity ωZi, vertical displacement h1i,
h3i is represented by V of equation (3), equation (4) and equation (5),
By substituting αY, ωZ, h1, and h3, the tilt angle φ
0 and the radius of curvature R are calculated. In addition to this, if necessary, the height difference h may be calculated. In step 50,
The result is stored in the RAM memory 28 or the like. In step 52, the above steps 42 to 50 are performed.
According to the procedure, it is determined whether or not the calculation for the next count number i is repeated.

The above-mentioned explanation example is for easily understanding the principle of the present invention, and the actual application of the present invention has the following modes. The angular velocity detector 32 described above
When X, 32Y, 32Z are gyroscopes, and a part of the detection unit 10 is configured by a so-called inertial sensor having the gyroscope and the accelerometer, the arithmetic unit 20 including the microcomputer operates the train 12 When the cant amount is calculated every moment based on the detection data received from the inertial sensor, the speedometer 30, and the displacement amount detector 34 during traveling, the deviation of the reference of the inertial sensor due to the drift of the gyro is corrected. A method for accurately calculating the cant amount will be described.

First, when the train 12 is stopped, the initial attitude angle of the inertial sensor is calculated from the output values of the accelerometers 30X, 30Y, 30Z. A coordinate system for expressing this posture angle will be described with reference to FIG.

An axis N and an axis W orthogonal to each other are set in a horizontal plane H passing through the measurement reference point O, and a V axis is set in the vertical direction. Axis N
Is the azimuth reference for measurement and is often set to true north. The X, Y, and Z axes are inertial sensors, that is, rectangular coordinate systems fixed to the train 12, and the moving direction of the train 12 is the X axis. The posture of the train 12 is represented by angles θ ₀ , φ ₀ , ψ ₀ . The subscript O is given to indicate that it is an initial value, and no subscript is given after the movement. The pitch angle θ ₀ is
It is the angle between the X-axis and the line of intersection between the plane including the X-axis and perpendicular to the horizontal plane H and the horizontal plane H. The angle between this line of intersection and the N-axis is the azimuth angle ψ ₀ , and the Y-axis is The angle formed by the Y axis and the line of intersection between the plane perpendicular to the horizontal plane H and the horizontal plane H is the roll angle φ ₀ .

The inertial sensor, that is, the pitch angle θ ₀ and the roll angle φ ₀ of the train defined above are calculated as follows.
The azimuth angle ψ _{0 with} respect to the predetermined direction N (for example, north direction) is 0.
And θ ₀ = tan ^-1 (αX / G) φ ₀ = tan ^-1 (αY / G) where G = (αX ² + αY ² + αZ ² ) ^1/2 .

Further, while the train 12 is running, if each element of the direction cosine matrix expressed by the following equation (7) is used based on each output value of the gyroscope, the pitch angle θ and the roll angle φ during running are obtained. , Azimuth angle ψ is the following formula (8),
It is calculated as in (9) and (10).

[0027]

[Equation 2]

[0028] _{^{θ = tan -1 (B 31 /}} (B 32 2 + B 33 2) 1/2) ··· (8) φ = tan -1 (B 32 / B 33) ··· (9) ψ = tan ^-1 (B ₂₁ / B ₁₁ ) ... (10)

However, as described above, since there is a reference deviation due to the gyro drift, it is necessary to correct the drift in order to obtain an accurate angle. The drift rate is expressed as, for example, 10 ° / h. That is, the reference deviates by 10 ° per hour, and the longer the measurement time, the larger the deviation. The drift rates with respect to the pitch angle θ, the roll angle φ, and the azimuth angle ψ are previously calibrated before the inertia sensor is mounted on the train 12 and the cant amount of the line is measured, and are set as Dθ, Dφ, and Dψ, respectively. .

When calculating each set of angles by the above equations (8), (9) and (10), the elapsed time t is calculated by the timer device based on the oscillation frequency of the internal oscillator of the microcomputer 20 as an arithmetic device. Is output, and the drift amount obtained by multiplying the drift rate by the time t is corrected. That is, the following correction is performed. θ ′ = θ + Dθ · t φ ′ = φ + Dφ · t ψ ′ = ψ + Dψ · t

Angles θ ', φ'on the left side of each correction formula,
ψ ′ is the attitude angle of the inertia sensor with drift correction.
The horizontal plane is judged based on the posture angle that is accurately obtained,
Unlike the case described with reference to FIGS. 2 to 6, the train 12
The orthogonal X, Y, and Z axes that are fixed to the N axis and the W axis are in the horizontal plane and do not rotate relative to the space.
With respect to each axial direction of the V-axis, the cant amount and the radius of curvature are calculated by formulating in the same manner as the formulas (4) and (5) described above.

In this way, accurate track shape data can be obtained. In addition to this data, in order to accurately predict in advance the starting point of the curve of the track while the train 12 is running, the next curve at a predetermined location of each station. A light-emitting body that informs that the position is a measurement reference point is provided, and an optical sensor that detects an optical signal of the light-emitting body is provided below the train 12. When this optical sensor detects the measurement reference point, it is found that the point at a predetermined distance from that point is the start point of the curve, so high-speed operation can be performed immediately before the start point of the curve, and then the operation speed decreases. Can be made. Therefore, efficient operation becomes possible. Further, the speed of the train to be reduced can be adjusted to a lean speed based on the cant amount of the line 16 which is accurately obtained as described above. Further, based on the cant amount accurately obtained, in order to improve the riding comfort of passengers due to the influence of centrifugal force at the curved portion of the track, the train box body 12A is adjusted to an appropriate inclination angle by means not disclosed here. It is possible to shake forcibly.

[0033]

According to the measuring device and the measuring method of the present invention described above, the following advantages can be obtained. 1. The shape of the track can be accurately and three-dimensionally measured by considering the vertical displacement of the train box. 2. Since it is measured while the train is running, it is possible to measure the track shape under train load conditions and speed conditions, unlike civil engineering surveys. 3. Therefore, the correlation between train motion characteristics and track shape is known. 4. Therefore, it is possible to safely and efficiently accelerate and decelerate the train, to bring the train operation speed as close as possible to the allowable speed, and to realize high-speed operation, and to improve passenger comfort. . 5. Track shape can be measured in real time while the train is running. 6. Maintenance data in which the track shapes are arranged in time series can be obtained.

[Brief description of drawings]

FIG. 1 is a configuration diagram of an apparatus for measuring the shape of a line according to the present invention.

FIG. 2 is a sectional view of a train and a track for explaining the present invention.

FIG. 3 is a plan view of a track and a train.

FIG. 4 is a sectional view of a train and a track for explaining the present invention.

FIG. 5 is a side view of a train for explaining the present invention.

FIG. 6 is a program flow chart for calculating a cant amount and a radius of curvature of a line.

FIG. 7 is an explanatory diagram of a second embodiment according to the present invention.

[Explanation of reference numerals] 10 detection unit 12 train 12A box 12B chassis 16 line 20 arithmetic unit (microcomputer) 30 speed detector 30X, 30Y, 30Z acceleration detector 32X, 32Y, 32Z angular velocity detector 34 vertical displacement of box Quantity detector C1, C2, C3, C4 Spring member R Line radius of curvature φ0 True line angle cant amount

 ─────────────────────────────────────────────────── ─── Continued Front Page (72) Inventor Hiroyasu Ezaki 1-4-1, Mei Station, Nakamura-ku, Nagoya City Tokai Passenger Railway Co., Ltd. (72) Inventor Hiroshi Takagi 345 Kamimachiya, Kamakura-shi, Kanagawa Mitsubishi Precision Incorporated (72) Inventor Kazuaki Saito 345 Kamimachiya, Kamakura, Kanagawa Mitsubishi Precision Co., Ltd.

Claims (4)

[Claims] 1. A speed detector for detecting the speed of a train traveling on a track, an acceleration detector for detecting the acceleration of the train, and an angular velocity of the box mounted on a box which is the main body of the train. An angular velocity detector for detecting the displacement, a displacement amount detector for detecting the displacement amount of the box vertically displaced on the train chassis supporting the box, the train speed, the train acceleration, the box angular velocity, and the line inclination angle. A line shape measuring device, comprising: a calculation device that calculates the cant amount of the line by substituting the detection data output from each of the detectors into an equation that relates the box displacement amount. 2. The line shape measuring device according to claim 1, further comprising a reference position signal detector for detecting a starting point of a curve of the line for the device. 3. A speed detector for detecting the speed of a train traveling on a track, an acceleration detector for detecting the acceleration of the train, and an angular velocity of the box mounted on a box body which is the main body of the train. Each of the detection data is transmitted from the angular velocity detector for detecting the train speed and the displacement amount detector for detecting the amount of displacement of the box body up and down on the train chassis supporting the box body to the arithmetic unit, and the train is trained. A track shape measurement characterized in that the cant amount of the track is calculated every moment by substituting each of the detection data into an equation that relates the speed, the train acceleration, the box angular velocity, the box displacement, and the track inclination angle. Method. 4. The angular velocity detector is a gyroscope, and the detections accommodating the gyroscope and the acceleration detector and transmitted momentarily from an inertial sensor mounted on the box of the train. Drift correction is performed momentarily to the calculation of the attitude of the inertial sensor that is performed when the data is calculated by the calculation device to calculate the cant amount of the train, and the attitude of the inertial sensor based on the drift correction calculation is used as a reference. The cant amount of the track is calculated every moment by substituting each of the detection data into an equation that relates the train speed, train acceleration, box angular velocity, box displacement, and line inclination angle. The track shape measurement method described in.