JPS61147102A - Level measuring method - Google Patents

Abstract

PURPOSE:To detect the inclination of a track with high precision by running a two-shaft and four-wheel vehicle for measurement on the track and adding algebraically the flatness from the point of one wheel which contacts a rail surface to one plane determined by three optional points of wheels. CONSTITUTION:The analog signal for flatness measurement from a flatness measuring device 10 is converted by an A-D converter 12 into a digital value ion synchronism with pulses generated by an SP generating part 24 at intervals of the constant run distance of the measuring vehicle. Then, the digital signal of flatness after an offset is removed is switched and connected by a demultiplexer 12 to adders 15-1-15-m in synchronism with sampling pulses. Then, the respective adders sums up flatness cumulatively and the arithmetic result is branched into two; one is sent to a D-A converter 18 and the other is sent to a shift register (SF) 16. Then, the contents of the SF are returned to an input side and added to next flatness. A digital signal of level sent to the converter 18, on the other hand, is converted there into an analog value, and a bias switching part 19 performs bias switching to record the value on a recorder 21.

Description

【発明の詳細な説明】 〔発明の利用分野〕 本発明は、測定機器を搭載した計測車を軌道上で走行さ
せながら、１対のレールの高低差（以下水率とりう）を
測定する方法に関するものである。[Detailed Description of the Invention] [Field of Application of the Invention] The present invention provides a method for measuring the height difference between a pair of rails (hereinafter referred to as water rate) while running a measuring vehicle equipped with a measuring device on a track. It is related to.

〔発明の背景〕[Background of the invention]

従来一般に、計測車による軌道の水準の測定においては
測定の基準面を定めるためにジャイロ手段が用いられて
匹る。Conventionally, when measuring the level of a track using a measuring vehicle, gyro means are generally used to determine a reference plane for measurement.

上記のジャイロ手段には回転体を１個設けたものと２個
設けたものとがあってそれぞれ長短を有している。The above-mentioned gyro means includes one with one rotating body and one with two rotating bodies, each having advantages and disadvantages.

回転体が１個のものは比較的短周期で振動するので長波
長の軌道狂いを針側する場合のｆｆＥが低い。また回転
体が２個のものは勾配とカープとが共存する軌道を計測
する場合に力学的作用によってジャイロの作る平面が傾
斜してドリフトを生じる。Since a single rotating body vibrates in a relatively short period, the ffE is low when correcting a long-wavelength orbit deviation to the needle side. In addition, when two rotating bodies are used to measure a trajectory in which a slope and a curve coexist, the plane created by the gyro is tilted due to mechanical action, causing drift.

上記のジャイロ手段は一般に高価であって、簡易型の計
測車には不向きである。簡易型の計測車用として機械的
振子を用いたものも有るが、機械的振子を用いた場合は
計測車の走行速度が２０　Ｋｍ／Ｈを越えると計測精度
が低下し、カーブ区間においては更に低下する。The above-mentioned gyro means are generally expensive and are not suitable for simple measuring vehicles. There are some types of simple measuring vehicles that use mechanical pendulums, but when using mechanical pendulums, the measurement accuracy decreases when the traveling speed of the measuring vehicle exceeds 20 Km/H, and even more so on curved sections. descend.

〔発明の目的〕[Purpose of the invention]

本発明は上述の事情に鑑みて為され、ジャイロを用いな
いで、安価な機器を用いて実施することができ、ジャイ
ロを用−た場合のように加速度の悪影響を受ける虞れが
無く、ジャイロを用いた場合に匹敵する高精度で軌道の
傾きを検出できる水準測定方法を提供することを目的と
する。The present invention has been made in view of the above circumstances, and can be implemented using inexpensive equipment without using a gyro, and there is no risk of being adversely affected by acceleration as in the case of using a gyro. The purpose of the present invention is to provide a level measurement method that can detect the inclination of a trajectory with a high degree of accuracy comparable to that obtained when using a conventional method.

〔発明の概要〕[Summary of the invention]

上記の目的を達成する為、本願発明の第１の方法は、２
本のレールを有する軌道の水準を測定する方法において
、２軸、４輪の計測用車輌を被測定軌道上で走行させ、
上記４輪の車輪がレール踏面に接する４点のうちの任意
の３点によって決せられる一つの平面に、残シの１点か
ら下した垂線の長さによって表わされる平面度を、軸距
距離の走行ごとに代数加算して、左右レールの高低差を
算出することを特徴とする。In order to achieve the above object, the first method of the present invention is as follows:
In a method for measuring the level of a track having real rails, a two-axle, four-wheel measuring vehicle is run on the track to be measured,
The flatness expressed by the length of a perpendicular drawn from one point of the remaining four wheels to a plane determined by any three of the four points where the four wheels touch the rail tread is the wheelbase distance. The feature is that the height difference between the left and right rails is calculated by algebraic addition for each run.

また、本願発明の第２の方法は、上記の平面度を、計測
車の車軸間を一定の数で除した単位長さ当たシ平面度を
算定し、一定走行距離ごとに上記の単位長さ当たシ平面
度をプンプリングしてその値を代数加算する距離積分に
よって左右レールの高低差を算出することを特徴とする
。In addition, the second method of the present invention calculates the flatness per unit length by dividing the above flatness by a certain number between the axles of the measuring vehicle, and calculates the flatness per unit length for each fixed traveling distance. It is characterized by calculating the height difference between the left and right rails by distance integration, which is performed by pumping the flatness of the flatness and algebraically adding the values.

第１図（Ａ）−（Ｄ）は本発明の詳細な説明図である。FIGS. 1A to 1D are detailed explanatory diagrams of the present invention.

第１図ＴＡ）に示すように剛性の大きい車体３を、前車
軸４に取シ付けた車輪６．７と、後車軸５に取シ付けた
単輪８，９とによシ支承する。６゜７．８．９はそれぞ
れ軸受箱である。上記の車輪６，８及び同７．９を、そ
れぞれ左し−／Ｉ／１、及び右レール２に乗せて矢印イ
方向に走行させる０ 前記４個の軸受箱６′、７′、８′、９′をそれぞれ車
体３に対して弾性的に支承し、車体３を基準として上下
方向変位ａ、４．ｃｒ、ｃｌを電気的手法で検出し、レ
ール１，２の平面度Ｐ　Ｉｓ）をＦ（ｓ）−（ａ　−ｂ
　）　−（ｒ、　−ｃｌ　）　　　　　・・・（１）と
定義する。ここに３は軌道長さ方向の座標である。As shown in FIG. 1 (TA), a highly rigid vehicle body 3 is supported by wheels 6.7 attached to a front axle 4 and single wheels 8, 9 attached to a rear axle 5. 6°7, 8.9 are bearing boxes, respectively. The above-mentioned wheels 6, 8 and 7.9 are placed on the left - / I / 1 and right rail 2, respectively, and run in the direction of arrow A. The four bearing boxes 6', 7', 8' , 9' are each elastically supported on the vehicle body 3, and vertical displacements a, 4. cr and cl are detected electrically, and the flatness P Is) of rails 1 and 2 is calculated as F(s) - (a - b
) −(r, −cl) ...(1) is defined. Here, 3 is the coordinate in the orbit length direction.

前記の上下変位ａ、ｂ、ａ、ｊは、原理的には車輪とレ
ールとの接触点を以℃論ずべきであるが実用上必要な精
度の範囲内において車輪は眞円であると見做し、軸受箱
のガタは焦りと見做し得るので、軸受箱の上下方向変位
に基づいて前記の平面度Ｐｉｓ）を定義したものである
。In principle, the above vertical displacements a, b, a, and j should be determined at the point of contact between the wheel and the rail, but within the range of accuracy required for practical purposes, the wheel is assumed to be perfectly circular. However, since play in the bearing box can be regarded as impatience, the above-mentioned flatness (Pis) is defined based on the vertical displacement of the bearing box.

前後の車軸４，５間の距離（軸距〕を７１前後車軸間の
中点の座標（軌道方向についての座標）を３１座標Ｓに
おける水準（左右レールの高低差）をＨ（８１、前後車
軸位置間における水準差をΔＨ（ｓ）とすれば ｌ！Ｅ ΔＨ（ｓｌ工Ｈ（ｓ＋−）　−Ｈ（ｓ　−−）　　　・
・・（２）軌道計測車のジャイａを用いる水準測定原理
を第１図書）に示す。これは第１図（Ａ）における車軸
４の位置の水準を測定する場合を例示したものであり、
３は基準平面となるジャイロ、Ｌは車軸４の左右両端軸
受箱６．７と車体３の相対変位用検出器間の距離、Ｇは
左右レールの間隔すなわち軌間を示す。車軸の傾斜角す
なわち軸道の水準角をθ、車体の傾斜角ψ、車軸と車体
の相対角をφ、また角度の符号は反時計方向を正として
、 ψツφ十〇 θ糟ψ−φ φ−ｔａ１ｍ−Ｉ−Ｌ−！− 第１図（Ａ）を併用して、 Ｈ（８＋　　）−Ｇｍ（ψ−””　　−）　　　　−１
３）２　　　　　　　　　　　　　　　　Ｌψはジャイ
ロに設けられた角度検出器（図示せず）によシ検出され
る。同様にして車軸５の位ｌ　　　　　　　　　　　　
　　　　　　　　−嘲　ｄ　−ｃ。The distance (wheelbase) between the front and rear axles 4 and 5 is 71. The coordinates of the midpoint between the front and rear axles (coordinates in the track direction) are 31. The level at coordinate S (height difference between the left and right rails) is H (81, front and rear axles. If the level difference between positions is ΔH(s), then l!E ΔH(slwork H(s+-) −H(s −-) ・
...(2) The principle of level measurement using the gyroscope a of the track measurement vehicle is shown in Book 1). This is an example of measuring the level of the position of the axle 4 in FIG. 1(A).
3 is a gyro serving as a reference plane, L is a distance between the right and left end bearing boxes 6.7 of the axle 4 and the relative displacement detector of the vehicle body 3, and G is the distance between the left and right rails, that is, the gauge. The inclination angle of the axle, that is, the level angle of the axle road, is θ, the inclination angle of the vehicle body is ψ, the relative angle between the axle and the vehicle body is φ, and the sign of the angle is ψtsuφ10θθ−φ, with the counterclockwise direction being positive. φ-ta1m-IL-! - Using Figure 1 (A) together, H(8+)-Gm(ψ-""-)-1
3) 2Lψ is detected by an angle detector (not shown) provided in the gyro. Similarly, axle 5
-Mockery d -c.

Ｈ（ｓ−−）−Ｇｍ（ψ−−−）　　　・・・（４）２
　　　　　　　　　　　　　　　　　Ｌｉ２）　、　１
４）両式で用−られる軌間Ｇは厳密には等しいとはｅ兄
ないが、通常の計測では等しいと見なして支障ない。H(s--)-Gm(ψ--)...(4)2
Li2), 1
4) Although the gauges G used in both formulas are not strictly equal, they can be regarded as equal in normal measurements and there is no problem.

（３）および（４）式を（２）式に代入すればＯ（ψ−
−τ）べψ−ｍ−７） ここで、ｅｌ−ｃ、ｊ−ａの絶対値はＬに比べて小さい
し１ψも小さいと見なせるので、 トｒｔ　ル。上掲のΔ用ｓ）の式の最右辺を展開して、
これらの関係を代入し、２次以上の微小量を無視して整
理すれば、 ΔＨ（ｓ）＝２（（ｊ−６）−（ｊ−ａ　）　）−Ｈ（
（ａ−Ａ　）−（６−ｊ　）　）、、、（５）となる。Substituting equations (3) and (4) into equation (2), O(ψ−
-τ) Beψ-m-7) Here, the absolute values of el-c and j-a are smaller than L and can be considered to be smaller by 1ψ, so tr. Expanding the right-most side of the equation for Δs) above, we get
By substituting these relationships and rearranging them by ignoring minute quantities of second order or higher, we get ΔH(s)=2((j-6)-(j-a))-H(
(a-A)-(6-j)), , (5).

第１図ｔｃ）は車体基準の軸受箱変位’ｌ’ｌ’Ｈ（ｓ
−−！−）の関係を示す。それぞれの軸の右側走行輪と
レールの接触点ＦＢとＦＤは同じ高さにあるとして図ｔ
″簡単しである。笑栂と点線はそれぞｎ＠４と５の位置
における状態を示す。Figure 1tc) is the bearing box displacement 'l'l'H(s
--! -) shows the relationship. Figure t assumes that the contact points FB and FD between the right running wheel of each axis and the rail are at the same height.
``It's simple. The curved lines and dotted lines show the conditions at n@4 and 5 positions, respectively.

ム、Ｂ、Ｃ，Ｄはそれぞれ軸受箱６．７．８．９の位置
を、Ｐム、ＰＪｉ、Ｐａ、ＰＤは走行輪６．７．８．９
とレールの接触点を、ｑム、Ｑｎ　、　Ｑｏ。M, B, C, and D indicate the position of the bearing box 6.7.8.9, respectively, and P, PJi, Pa, and PD indicate the position of the running wheel 6.7.8.9.
The contact points of the rail and the rail are qum, Qn, and Qo.

Ｑｎは走行＠６．７．８．９の中心を、ｒｏは走行輪の
半径を示す。位置ム、Ｃはそれぞれ位置Ｂ、Ｃを通る水
平直線に位置ム、Ｂから下したｆｌＩＩｉＩの足、Ｔは
接触点Ｐ）を通る水平直麿に接触点Ｐムから下した垂線
の足、Ｐｏ′ハ線分ｐＡ。Qn indicates the center of travel @6.7.8.9, and ro indicates the radius of the traveling wheel. Position M and C are the feet of flIIIiI drawn from position B and B on a horizontal line passing through positions B and C, respectively, T is the foot of a perpendicular line drawn from contact point P on a horizontal straight line passing through contact point P), Po 'C line segment pA.

ＴとＰＯｌＦＤの交点である。また、θ′は後輪５の水
準角、φ′はその位置における車体と車軸の軸受箱変位
ら、ｂ、ａ、ｔと水準題ΔＨ（Ｓ）の関係を理解し易く
するために、第１図（Ｃ）のΔ（三角形）ｐ、ｃ’、ｃ
を平行移動させてＤｔＢと重ねた状態を第１図（Ｄ）に
示す。第１図（勾はＢ１Ｃ点の上下方向変位成分である
。This is the intersection of T and POIFD. In addition, θ' is the leveling angle of the rear wheel 5, φ' is the displacement of the bearing box of the vehicle body and axle at that position, and in order to make it easier to understand the relationship between b, a, t and the leveling problem ΔH(S), Δ (triangle) p, c', c in Figure 1 (C)
FIG. 1(D) shows a state where DtB is superimposed on DtB after being translated in parallel. FIG. 1 (The gradient is the vertical displacement component of point B1C.

前にも述べたように、変位検出点間の距離り軌間ＧＫ比
較すｎば１畠−日、Ｉ’−’ｌは小さいので図の上から
も −−（（’−”）−（”−ｊ）） なることが明らかである。As mentioned before, when comparing the distance between the displacement detection points and the gauge GK, n = 1 - day, I'-'l is small, so from the top of the diagram - (('-") - (" −j)) It is clear that

第１図（Ａ）の平行度測定を実機で行う場合にも車軸両
地の変位検出点間の距離りと軌間Ｇが相異しているため
、演算の段階で係ｉＧ／Ｌを乗じて軌間Ｇに対応する量
に補正しているので実際の平面度Ｆ　（ｓ）は次のよう
になる。Even when measuring parallelism in Figure 1 (A) using an actual machine, the distance between the displacement detection points on both sides of the axle and the gauge G are different, so the coefficient iG/L is multiplied at the calculation stage. Since the correction is made to the amount corresponding to the gauge G, the actual flatness F (s) is as follows.

１（−）−−（（６−４）−（Ｇ−ｊ　）　）　　　　
・・・（６）従って、（２）％　ｔｓ）および（６）式
よ〕ΔＨ（ｓ）＝Ｈ（ｓ←）−Ｈ（ｓ−！−）−Ｆ（８
１・・・（７）となる。（７）式の中央辺と最右辺の関
係よシ／　　　　　　　　　　ｌ！ Ｈ（Ｓ＋−）　−Ｈ（Ｓ−一）＋　：［Ｐ（Ｓ）　　　
　、、、（８）となシ、測定開始点における測定用前後
車軸間の中点を座標原点にとり、軸距ｌごとの走行を１
回繰返し測定すれば、 直縁軌道と曲線軌道の接続部に設けられて曲率半径が無
限大から曲線の半径Ｒ′−１で連続的に変化する緩和１
巌部分につき、上掲の（２）式によシ表わされる。軸距
＃ａｔごとの水準の是ΔＨ４を第２図（Ａ）　Ｉｃ　ｓ
同じ個所で測定距離ｌの計測車により測定される平面度
ｌ？′ｉを第２図（Ｂ）に示す。1(-)--((6-4)-(G-j))
...(6) Therefore, according to (2)% ts) and equation (6)] ΔH(s)=H(s←)−H(s−!−)−F(8
1...(7). The relationship between the center side and the right-most side of equation (7) is /l! H(S+-) −H(S-1)+ :[P(S)
,,,(8) Take the midpoint between the front and rear axles for measurement at the measurement start point as the coordinate origin, and calculate the travel for each wheelbase distance l by 1.
If the measurement is repeated several times, the relaxation 1, which is provided at the connection between the straight-edge track and the curved track and whose radius of curvature changes continuously from infinity to the radius of the curve R'-1, is found.
The rock portion is expressed by the above equation (2). The level difference ΔH4 for each wheelbase distance #at is shown in Figure 2 (A) Ic s
Flatness l measured at the same location by a measuring car with a measuring distance l? 'i is shown in FIG. 2(B).

図の０点は測定開始時における平面度測定用ｚ軸の中点
を示す。The zero point in the figure indicates the midpoint of the z-axis for flatness measurement at the start of measurement.

前掲の（４）式によって表わでれる水準Ｈ（ｓ）および
平面度Ｆ（ｓ）を図示すると第３図（ム）および第３図
ｔＢ）の如くである。The level H(s) and flatness F(s) expressed by the above equation (4) are illustrated in FIGS. 3(m) and 3(tB).

゛また、第３図（勾は前後軸間中点の位置と水準Ｈ４５
）との関係を、同図（Ｂ）は同じく平面度Ｆ（ｓ）との
関係を示す図表である。Ｓ、ｒｊ、ｎｌ！等は軸間中点
の原点（測定開始点）からの走行距離である。本図（司
は距離Ｅを距てた２点間の水準の差を平面度として示し
たものである。゛Also, in Figure 3 (the slope is the position of the midpoint between the front and rear axles and the level H45
), and (B) is a chart showing the relationship with the flatness F(s). S, rj, nl! etc. is the traveling distance from the origin (measurement starting point) at the center point between the axes. This figure shows the difference in level between two points separated by a distance E as flatness.

第２図、第３図は走行距隘ｌごとに、即ち軸距ｐｃ相当
する距離の走行ごとに測定を行ったので、細かい変化を
含まない折縁グ５７状の記録ＶＣなっているが、正整数
ｍを用いてこの測定間隔と２７ｍとし、走行層１ｍ／／
ｍごとにｍｉｍの水準測定値が得られるようにし、ｍを
１よシ大きい適当な値に選べば連続曲線に近い測定記録
が得られる。In Figures 2 and 3, measurements were taken every time the distance traveled was 1, that is, every time a distance corresponding to the wheelbase distance pc was traveled, so the recorded VC was in the form of a folded edge 57 that did not include small changes. This measurement interval is set to 27m using a positive integer m, and the running layer is 1m//
If a level measurement value of mim is obtained every m, and if m is selected to be an appropriate value larger than 1, a measurement record close to a continuous curve can be obtained.

この場合はｌ！／ｍなる間隔だけずれたｍ組の加算演算
を自動演算手段で同時に行ない、ｍ組の演算出力を順次
出力端子へ切換えて出力する。In this case l! The automatic calculation means simultaneously performs m sets of addition operations shifted by an interval of /m, and outputs the m sets of calculations by sequentially switching to output terminals.

次に、以上の説明によると、同様に平面度測定用２軸の
中点の座＝ｔ−ａとし、微小距離６８間の水準変化がΔ
Ｒなる場合の水準変化率をΔＨ／Δ日と表し、平面度測
定基準長ｔは水準狂い波形の波長に比較して小さ−とす
れば微分記号を用−て水準の微小変化を ！ｌ５） ｃｔＨ場□　ｄ３ と表わし、測定開始点で、３ｍ＄１１として積分す＜ｓ
の代シにΔｓ　ｗｍ　ｌ！／ｍを用いて加算を行えば（
１０）式の代夛に、 Ｈ（（ｎ＋−）ｊ）−Ｈ（−！−）＋Ｆｌｏ）−１−！
−胃”　　？（−１）２　　　　　　　　　２　　　　
　　　ｍｒｒｊ　　　ｍ−Ｈ（Ｌ）＋Ｌ−ｘ；°　Ｆ（
−ｊ）　　・・・（１１）Ｚ　　　ｍｒｌｌ　　　ｍ が得られる。ここに、５−８ｏ！ｎｊとしてあシＳｏ　
ｗ　Ｏとすれば測定開始点が座標原点となる。Next, according to the above explanation, similarly, the center point of the two axes for flatness measurement is set to = ta, and the level change during the minute distance 68 is Δ
If the level change rate in the case of R is expressed as ΔH/Δday, and the flatness measurement standard length t is small compared to the wavelength of the level deviation waveform, then use the differential symbol to calculate the minute change in level! l5) Express the ctH field □ d3 and integrate it as 3m$11 at the measurement start point <s
Δs wm l! If we perform addition using /m, we get (
10) Substituting the equation, H((n+-)j)-H(-!-)+Flo)-1-!
-Stomach”?(-1)2 2
mrrj m−H(L)+L−x;° F(
-j) ... (11) Z mrll m is obtained. Here, 5-8o! nj as ashi so
If w O, the measurement start point becomes the coordinate origin.

また、ｎは（９）式と同様に正！１数である。Also, n is positive as in equation (9)! The number is 1.

この方法では、平面度測定用前軸の水準を初期値として
、ｚ／ｍ走行ごとに測定基準Ｅで測定された平面度Ｐ（
ｓ）の１／ｍ倍を順次加算すればよいＯ 振ｆｌｌｉ　’　％波長λの正弦波形水準狂いから測定
基準長ノの平面度を求め、（１０）式に代入して連続処
理による波長特性ム１／４を求めればに− λ／ｌ　　　’ が侍らｎる。ここに、ム１は（１０）式による水準〆′
Ｊ４頑未の振幅である。In this method, the level of the front axis for flatness measurement is set as the initial value, and the flatness P (
The flatness of the measurement standard length is determined from the sine waveform level deviation of the wavelength λ, and is substituted into equation (10) to calculate the wavelength characteristic deviation by continuous processing. If we find 1/4, we get -λ/l'. Here, M1 is the level 〆′ according to equation (10)
This is the amplitude of J4 Gunmi.

同様にして、ディジタル処理の（１１）式を用いた場合
の水準演算結果の振幅をＡ！とすれば波長特性は次のよ
うになる。Similarly, the amplitude of the level calculation result when using digital processing equation (11) is A! Then, the wavelength characteristics are as follows.

””ｍＡ／ｌ　　’　　　　　　　・・・（１５）距離
ｊ／ｍづつずれたｍ組の加算演算をそれぞれ走行距離ｌ
ごとに行なう水準Ｒ算結果の波長特性も（１５）式とほ
ぼ同じである。また、（１２）式と（１３）式に示され
る特性もほぼ同一であると考えて支障な−０ 〔発明の実施例〕 以上述べたような水準測定を行うには、例えば第４図に
示す構成の装置を用−ｎばよい。次に本発明の１笑施例
にり匹て述べる。"" mA/l '...(15) m sets of addition calculations shifted by distance j/m are each calculated as mileage l
The wavelength characteristics of the level R calculation results performed at each time are also almost the same as those in equation (15). In addition, considering that the characteristics shown in equations (12) and (13) are almost the same, there is no problem in -0. All you need to do is use a device with the configuration shown. Next, one embodiment of the present invention will be described.

弗１図に模式化して示したｉｔ測単を第４図におりて平
面度測定装置１０として表わしである。The IT measurement schematically shown in FIG. 1 is shown in FIG. 4 as a flatness measuring device 10.

この装置から発せら几た平面度計測用アナログ信号はバ
ッファアンプ１１で感度ｆＡ整の故、計測車の一定走行
距ｗａ嚢にプングリングパルス（８Ｐ）発生部２４で作
られるパルスと同期してＡ−Ｄ変換器１２でデジタル量
に変換される。前記のサンプリングパルス間隔は平面度
の測定基準長ｌの整数分の１（ｍ分の１）に設定しであ
る。Since the analog signal for flatness measurement emitted from this device has its sensitivity fA adjusted by the buffer amplifier 11, it is synchronized with the pulse generated by the pulling pulse (8P) generator 24 at the constant travel distance wa bag of the measuring vehicle. It is converted into a digital quantity by an A-D converter 12. The above-mentioned sampling pulse interval is set to 1/m (1/m) of the flatness measurement standard length l.

平面度の測定信号にオフセットが有れば水準出力中に積
算されるので、正味狂い演算＠１３において平面度のデ
ジタル信号に移動平均演算を施し、それｆ：原信号から
引算するバイパスフィルタ処理により正味狂いを求める
。この際の移動平均演算によるａ−バスフィルタ処理に
は例えば６０ｍ区間の２次移動平均演算法を用いる。If there is an offset in the flatness measurement signal, it will be integrated during the level output, so in the net deviation calculation @ 13, a moving average calculation is performed on the flatness digital signal, and f: bypass filter processing to subtract it from the original signal. Find the net deviation. For the a-bus filter processing using the moving average calculation at this time, for example, a quadratic moving average calculation method for a 60 m interval is used.

オフセットを除去された平面度のデジタル信号は距離間
Ｖｈｌ／ｍなるプングリングパルスと同期してデマルチ
グレク−ｒ（多点切換スイッチ）１４によシｍ１ｍの加
′Ｓ器１５−１〜１５−ｍが順次切換接続される。The digital signal of the flatness from which the offset has been removed is sent to the demultiplexer (multi-point changeover switch) 14 in synchronization with the punching pulse with a distance of Vhl/m. are sequentially switched and connected.

それぞれの加算器では平面度の累積加算が行われ、演算
精米は加算器を出た後２つに分岐し、一方はマルチグレ
クｆ１７を、鏝てＤＡ変換器１８へ送られ、他はそれぞ
れの加算器と組合されたシフトレジスタ（ＳＦ）１６へ
送られる。シフトレジスタの内容はｌ！／ｍ間隔のプン
グリングパルス（ｓｐ距−パルス）ｍ個分だけすなわち
距離ｌだけタフトされて加算器の入力側へ戻され、測定
基準長ｌだけ遅れて入力される次の平面度と加算される
。Each adder performs cumulative addition of flatness, and after leaving the adder, the arithmetic milling branches into two parts, one of which sends the multi-grain f17 to the DA converter 18, and the other part of each adder. The signal is sent to a shift register (SF) 16 that is combined with a shift register (SF) 16. The contents of the shift register are l! It is tufted by m Pungling pulses (sp distance pulses) spaced at /m intervals, that is, by a distance l, and returned to the input side of the adder, and is added to the next flatness input delayed by the measurement reference length l. Ru.

測定開始点における水準の初期値は、それぞれの該画点
における水準を１水準器、加速度計。The initial value of the level at the measurement starting point is 1 level at each pixel point, level gauge, accelerometer.

或いは機械振子を用いて測定し、初期置設足部２６より
それぞれの加算器へ予め入力しておく。Alternatively, it is measured using a mechanical pendulum and inputted in advance to each adder from the initially installed foot section 26.

水準の初期値を加速度計によって測定する例を第５図、
第６図に示す。An example of measuring the initial level value using an accelerometer is shown in Figure 5.
It is shown in FIG.

第５図は、静止時における水準、即ち左右レールの高低
差をレールとの間にバネ機能要素を介さないいわゆるバ
ネ下で測定する場合を示し口は加速度計である。また、
θは刃口速度計設置面の水準狂いによる傾斜角、ｆは重
力加速度である。計測車のバネ下に当たる足回シ構成部
材に、その左右方間の加速度を測定するように加速度計
を設置すると、重力加速度の水平分力を測定して傾斜角
を算定することができる。FIG. 5 shows a case in which the level at rest, that is, the height difference between the left and right rails is measured under a so-called unsprung condition without intervening a spring function element between the rail and the rail, and the opening is an accelerometer. Also,
θ is the inclination angle due to the leveling error of the blade mouth velocity meter installation surface, and f is the gravitational acceleration. If an accelerometer is installed on the suspension component under the spring of the measurement vehicle to measure the acceleration between the left and right sides, the horizontal component of the gravitational acceleration can be measured and the angle of inclination can be calculated.

第６図はバネ上に設置した加速度計による水準測定を示
し、口は加速度計、ノ・は計測車４体である。水準角を
θ、バネ上の車体と車軸との相対傾斜角をφ、車軸端で
車体と軸受箱との上下方向相対変位を検出する検出器の
出力を４゜６車体傾斜角をψ、水準をＥとすれば、第１
図（Ｃ）の場合と同様に、 ψ＝φ十〇 θはψ−φ となる。ここにＧは軌間、Ｌは左右の検出器の間隔であ
る。この水準Ｈは、第１図（Ｃ）のθ、ψφの符号を逆
にした場合のＨ（ｓ＋７）に相当し、検出器出力ａ、Ａ
は第１図（Ａ）、第１図ＩＢ）および第１図（Ｃ）の検
出器出力ａ、ｊと同じものである。Figure 6 shows level measurement using an accelerometer installed on a spring. The level angle is θ, the relative inclination angle between the car body on the spring and the axle is φ, the output of the detector that detects the vertical relative displacement between the car body and the bearing box at the axle end is 4°6 the car body inclination angle is ψ, the level If E is the first
As in the case of figure (C), ψ=φ10θ becomes ψ−φ. Here, G is the track, and L is the distance between the left and right detectors. This level H corresponds to H(s+7) when the signs of θ and ψφ in FIG. 1(C) are reversed, and the detector outputs a, A
are the same as the detector outputs a and j in FIG. 1(A), FIG. 1IB) and FIG. 1(C).

この場合、加速度計が検出するのはｆ−ψであシ、通ψ
に比例した出力が得られる０第４図においてＤ−ム変換
器１８へ送られた水準のデジタル信号はここでアナログ
量に変換される。本実施例においては、記録紙幅±２０
厘の自動記録器２１を用いて±１００ｍの水準（高低差
〕を充分カバーできるようにバイアス切換部１９でバイ
アス切換を行った後、増幅器２０を経て記録器２１に記
録せしめた。In this case, what the accelerometer detects is f−ψ;
The digital signal of the level sent to the D-me converter 18 in FIG. 4 is here converted into an analog quantity. In this embodiment, the recording paper width ±20
After switching the bias using the bias switching unit 19 to sufficiently cover the level (height difference) of ±100 m using the automatic recorder 21 of Rin, the data was recorded on the recorder 21 via the amplifier 20.

また、Ｄ−ム変換器１８の前から分岐された信号は計測
車上のオンラインデータ処理、若しくは磁気テープへの
集録を行なうデータ処理部２２へ送られる。Further, the signal branched from before the D-me converter 18 is sent to a data processing section 22 that performs online data processing on the measurement vehicle or records it on a magnetic tape.

実在する水準狂いの波長をλ、平面度測定基準長ｔｚと
すれば、上述の実施例による波長特性は（１２）式によ
υ、 で示すと第７図の如くである。If the wavelength of the actual level deviation is λ and the flatness measurement standard length tz, then the wavelength characteristic according to the above embodiment is expressed as υ according to equation (12) as shown in FIG. 7.

次に、特許請求の範囲（２）に記載した発明を第１１式
による実施例につφて説明する◎この演算を実施するに
は、第４図において、バッファアング１１であるいは正
味狂−演算部１３までのディジタル処理部で、平面度信
号を１／ｍ倍し、１組の加算器とシフトレジスタ（例え
ば１５−１．１６−１の組）のみを用いてｊ／ｍ間隔の
サンブリングパルスと同期して、１／ｍ倍された平面度
信号を順次加算する。初期値は測定開始時における前方
測定軸の水準Ｈ（Ｌ）のみを初期値設定部２３を経て加
算器１５−１へ入力する。Next, the invention recited in claim (2) will be explained with reference to an embodiment according to equation 11. ◎To implement this operation, in FIG. In the digital processing sections up to section 13, the flatness signal is multiplied by 1/m and sampled at j/m intervals using only one set of adder and shift register (for example, a set of 15-1, 16-1). In synchronization with the pulse, flatness signals multiplied by 1/m are sequentially added. As the initial value, only the level H (L) of the front measurement axis at the time of starting measurement is inputted to the adder 15-1 via the initial value setting section 23.

サンブリングパルスはｌ：７ｍおよびｌ間隔の２種類あ
ればよい。There are only two types of sampling pulses: 1:7 m and 1 interval.

システム構成上は、デマルチブレフサ１４およびマルチ
ブレフサ１７、加算器１５−２以降とシフトレジスター
６−２以降の構成が不要となシ、初期値設定部２３とプ
ングリングパルス発部２４が簡単化される。その他の部
分の機器と機能を前述の英施例と変らない。In terms of system configuration, the configurations after the demultiplexer 14 and the multiplexer 17, the adder 15-2 and the shift register 6-2 are not required, and the initial value setting section 23 and the pulling pulse generation section 24 are simplified. The equipment and functions of other parts are the same as the previous English example.

波長特性は（１３）式で示され、第７１５！ｉ１とほぼ
同じになる。The wavelength characteristic is shown by equation (13), and the 715th! It is almost the same as i1.

次に共通的な事項についての説明を加える。Next, we will add explanations about common matters.

８Ｆ　１６−１−８７１６−ｍはシフトレジスタであシ
、加算器出力を取込んで平面度基準長Ｉ！またはｂヤだ
けシフトさせて、加Ｊ：ｉ器への次の平面度入力と同期
させて加算器入力側へ出力させる。初期値設定部２３は
、測定開始点において測定開始前の静止状態で測定され
た平面度測定用前軸あるいは後軸の水準または後軸側か
ら１７ｍの間隔で測定された軌道上のｍ情所の点の水準
を自動あるいは手動で入力し、スイッチ操作によって加
算器へ出力する。プングリングパルス発１ｆｆｌＳ２４
は、尤−的あるいは４磁的手段等によシ、走行車輪の回
転と同期しｃ　ｔ７ｍ走行ごとに蝋気的パルスを発磁さ
せ、基本サンブリングパルスの外にｔパルス、１０Ｍ／
＜ルス、　１００Ｍパルス。8F 16-1-8716-m is a shift register, takes in the adder output and calculates the flatness reference length I! Alternatively, it is shifted by b and is output to the adder input side in synchronization with the next flatness input to the adder J:i. The initial value setting unit 23 is configured to set the level of the front axis or the rear axis for flatness measurement measured in a stationary state before starting the measurement at the measurement start point, or the m information point on the orbit measured at an interval of 17 m from the rear axis side. The level of the point is input automatically or manually and output to the adder by operating a switch. Pungling pulse 1fflS24
In this method, a magnetic pulse is generated every 7 m in synchronization with the rotation of the running wheels using magnetic or magnetic means, and in addition to the basic sampling pulse, a t pulse and a 10 m/10 m pulse are generated.
<Lus, 100M pulse.

５００Ｍパルスおよび１ＫＭパルスの発生も可能である
。Generation of 500M pulses and 1KM pulses is also possible.

クロック２５は、信号授受、変換、演算等の各種動作の
タイｉングをとるための基本となる高周波時間パルスを
発生させて装置の各部に送り出す。The clock 25 generates high-frequency time pulses, which are the basis for timing various operations such as signal exchange, conversion, and calculation, and sends them to each part of the device.

電源２６は商用４源あるいはバッテリー′域源を受けて
各部に必要な種々の電力を供給する。The power supply 26 receives four commercial power sources or a battery power source and supplies various kinds of power necessary to each part.

〔発明の効果〕〔Effect of the invention〕

以上詳述したように、本発明によれば高価なジャイロを
用いない簡単な装置を用−て軌道の水準を測定すること
ができ、ジャイロを用いた場合のように加速度による悪
影響を受ける虞れ無く、シかもジャイロを用−九場合に
匹敵する高精度で軌道のねじれを検出することができる
。As described in detail above, according to the present invention, the level of the orbit can be measured using a simple device that does not use an expensive gyro, and unlike the case where a gyro is used, there is no risk of being adversely affected by acceleration. Orbit twists can be detected with a high degree of accuracy comparable to that of a conventional gyro.

【図面の簡単な説明】[Brief explanation of drawings]

第１図（Ａ）〜ｐ）はりずれも本発明方法を実施するた
めに構成した計測車の１例を模式的に描いた説明図であ
る。第２図（Ａ）　、　（Ｂ）及び第６図（ム）。 ［Ｅ）は本発明方法の１実施例における作用を説明する
ため水準と平面度とを対応させて描いた図表である。第
４図は本発明の水準測定方法を実施するために構成した
水準測定装置の１例を示すブロック図である。棺５図及
び第６図は初期値の設定方法を説明する図表である。第
７図は本発明方法の１実施例における波長特性を示す図
表である。 １・・・左レール　　　　　２・・・右レール３・・・
計測車車体　　　　　４・・・前車軸５・・・後車軸 ６．７，８．９・・・車輪 ゛（−１FIGS. 1(A) to 1(p) are explanatory diagrams schematically depicting an example of a measuring vehicle configured to carry out the method of the present invention. Figures 2 (A), (B) and Figure 6 (M). [E] is a diagram depicting the correspondence between level and flatness in order to explain the operation in one embodiment of the method of the present invention. FIG. 4 is a block diagram showing an example of a level measuring device configured to carry out the level measuring method of the present invention. Figures 5 and 6 are charts for explaining the method of setting initial values. FIG. 7 is a chart showing wavelength characteristics in one embodiment of the method of the present invention. 1...Left rail 2...Right rail 3...
Measuring vehicle body 4...Front axle 5...Rear axle 6.7, 8.9...Wheel ゛(-1

Claims (1)

【特許請求の範囲】 １、２本のレールを有する軌道の水準を測定する方法に
おいて、２軸、４輪の計測用車輌を被測定軌道上で走行
させ、上記４輪の車輪がレール踏面に接する４点のうち
の任意の３点によつて決せられる一つの平面に、残りの
１点から下した垂線の長さによつて表わされる平面度を
軸距距離の走行ごとに代数加算して、左右レールの高低
差を算出することを特徴とする水準測定方法。 ２、２本のレールを有する軌道の水準を測定する方法に
おいて、２軸、４輪の計測用車輌を被測定軌道上で走行
させ、上記４輪の車輪がレール踏面に接する４点のうち
任意の３点によつて決せられる一つの平面に、残りの１
点から下した垂線の長さによつて表わされる平面度を計
測車の車軸間を一定の数で除した単位長さ当たり平面度
を算定し、一定走行距離ごとに上記の単位長さ当り平面
度をサンプリングしてその値を代数加算する距離積分に
よつて左右レールの高低差を算出することを特徴とする
水準測定方法。[Claims] In a method for measuring the level of a track having one or two rails, a measuring vehicle with two axles and four wheels is run on the track to be measured, and the four wheels are placed on the rail tread. To one plane determined by any three of the four touching points, the flatness expressed by the length of the perpendicular drawn from the remaining one point is algebraically added every time the wheelbase distance is traveled. A level measurement method characterized by calculating the height difference between the left and right rails. 2. In the method of measuring the level of a track with two rails, a two-axle, four-wheel measurement vehicle is run on the track to be measured, and any of the four points where the four wheels contact the rail tread is selected. In one plane determined by the three points, the remaining one
Measure the flatness expressed by the length of the perpendicular line drawn from the point. Calculate the flatness per unit length by dividing the distance between the axles of the vehicle by a certain number, and calculate the flatness per unit length by dividing the distance between the axles of the vehicle by a certain number. A level measurement method characterized by calculating the height difference between the left and right rails by distance integration, which samples degrees and algebraically adds the values.