Measuring device and method of wheel-rail contact position

Abstract

To provide a measuring device and its method of a wheel-rail contact position capable of quickly, easily, and high-accurately measuring a rail side contact position and a wheel side contact position.SOLUTION: A measuring device 15 is the one configured to measure the contact position P1 where wheels 8R, 8L and rails 2R, 2L come into contact. The measuring device 15 comprises a measuring part 15a of a rail side contact position configured to measure the rail side contact position PR1 where the wheels 8R, 8L come into contact, a lateral displacement measuring part 15b configured to measure the lateral displacement Δ of the wheels 8R, 8L, and a measuring part 15c of a wheel side contact position configured to measure the wheel side contact position PW1 where the rails 2R, 2L come into contact based on the measured results by the measuring part 15a of the rail side contact position and by the lateral displacement measuring part 15b.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a wheel-rail contact position measuring device and method for measuring the contact position where a wheel comes into contact with a rail. [Background technology]

[0002] The contact area between the wheel and the rail plays a role in supporting the vehicle weight, transmitting driving and braking forces, and guiding the vehicle, but various problems occur due to the significant contact pressure and slippage that occur during this process. In particular, in sharp curves, in addition to wear and damage to the rail, there are also problems such as squealing noise and derailment due to climbing. To solve these problems, it is important to grasp the condition of the wheel-rail contact area, which is the source of the significant pressure and slippage, as accurately as possible. Regarding the evaluation of the condition of the wheel-rail contact area, numerical analysis such as multibody dynamics has been developed, but on the other hand, there has been little technological progress in experimental measurement methods. Various methods have been proposed as a technology to measure the wheel-rail contact position in the cross-sectional direction of the railway rail.

[0003] The conventional method for measuring wheel-rail contact position (hereinafter referred to as conventional technique 1) involves drawing a line on the cross-sectional direction of the top surface of the rail with a marker pen or the like, and judging the part where the line disappears after a train has passed as the contact position. The conventional method for measuring wheel-rail contact position (hereinafter referred to as conventional technique 2) involves attaching pressure-sensitive paper to the top surface of the rail, and judging the part where it has changed color as the contact position. The conventional method for measuring wheel-rail contact position (hereinafter referred to as conventional technique 3) involves attaching a digital pressure-sensitive film sensor to the top surface of the rail, and judging the point where the resistance changes as the contact position.

[0004] A conventional wheel-rail contact position measuring device (hereinafter referred to as Prior Art 4) includes an insulating metal foil adhered to the top surface of the rail in a predetermined geometric pattern, an electric circuit that passes an electric current between this metal foil and the rail, a detection circuit that detects the time change in the circuit characteristics that occurs when the wheel passing over the rail is electrically shorted to the metal foil, and an analysis device that correlates the time change in the circuit characteristics with the metal foil to analyze the contact position between the wheel and the rail (see, for example, Patent Document 1). Prior Art 4 measures the contact center position and contact width from the relationship between the time waveform of an electric signal measured when the wheel passes over the geometric pattern of the metal foil at a constant speed and the contact position.

[0005] A conventional method for measuring the contact position between a railway vehicle wheel and a rail (hereinafter referred to as Prior Art 5) includes a wheel load / lateral force measuring step for measuring the wheel load and lateral force, a small deflection amount measuring step for measuring the amount of small deflection of the rail, and a contact position calculating step for calculating the contact position between the wheel and the rail based on the wheel load, lateral force, and small deflection amount (see, for example, Patent Document 2). Prior Art 5 applies a load to the rail in advance using a hydraulic jack or the like, obtains a relational expression between the wheel load and lateral force measured by a strain gauge and the amount of small deflection measured by a laser displacement meter, and then determines the contact position from the measurement results during actual running.

[0006] The conventional method for measuring the wheel-rail contact position (hereinafter referred to as Prior Art 6) involves measuring the cross-sectional shapes of the wheel and rail, applying left-right (sleeper) displacement to the wheelset to bring the respective shapes into contact through calculations, and determining the point of contact of the shapes as the contact position. [Prior art documents] [Patent documents]

[0007] [Patent Document 1] JP 2016-060317 A

[0008] [Patent Document 2] JP 2021-131368 A Summary of the Invention [Problem to be solved by the invention]

[0009] However, there are problems with Conventional Techniques 1 to 5. Conventional Techniques 1 and 2 can only determine the contact position after all the wheels have passed by the train, and cannot determine the contact position of each axle (wheel). Conventional Techniques 2 to 4 have the problem that the pressure-sensitive paper, film sensor, and metal foil are damaged by contact with the wheels. In particular, on curved outer rails, the pressure-sensitive paper and film sensor are broken due to significant slippage caused by flange contact, and an error due to the thickness occurs. Conventional Techniques 1 to 5 have the problem that the contact position on the wheel tread is unknown, and the contact position cannot be specified. Conventional Technique 5 requires the wheel load, lateral force, and rail deflection to be measured by applying a load in advance using a hydraulic jack or the like, and there is a problem that it takes time to calculate the contact position. Conventional Technique 6 cannot take into account the effects of deformation and attack angle caused by contact, and it is necessary to accurately match the geometric shape, so it is necessary to measure the cross-sectional shape of the rail and all the passing wheels and the lateral displacement of the wheel set.

[0010] An object of the present invention is to provide a wheel-rail contact position measuring device and method that can measure the contact position on the rail side and the contact position on the wheel side easily and with high accuracy in a short time. [Means for solving the problem]

[0011] The present invention solves the above problems by the means described below. In addition, although the present invention will be described with reference to corresponding reference numerals, the present invention is not limited to this embodiment. The invention of claim 1 is a wheel-rail contact position measuring device for measuring a contact position (P1) where a wheel (8R, 8L) contacts a rail (2R, 2L) as shown in Figs. 1, 4, 5, 9 and 13, and the contact position (P R1A rail-side contact position measuring unit (15a) measures (S120) the lateral displacement (Δ) of the wheel, and a lateral displacement measuring unit (15b) measures (S130) the contact position (P) of the wheel side where the rail comes into contact based on the measurement results of the rail-side contact position measuring unit and the lateral displacement measuring unit. W1 and a wheel-side contact position measuring unit (15c) that measures (S140) the wheel-rail contact position.

[0012] The invention of claim 2 is the wheel-rail contact position measuring device according to claim 1, characterized in that, as shown in FIG. 1 , the rail-side contact position measuring unit measures the rail-side contact position for each of the wheels passing on the rail, the lateral displacement measuring unit measures the lateral displacement of the wheel for each of the wheels, and the wheel-side contact position measuring unit measures the wheel-side contact position for each of the wheels passing on the rail.

[0013] The invention of claim 3 is the wheel-rail contact position measuring device according to claim 1, characterized in that, as shown in Fig. 6, the rail-side contact position measuring unit measures the rail-side contact position based on an output signal of a surface wave detecting device (12R, 12L) which detects a reflected wave (W2) reflected at the contact position when a surface wave (W1) propagates along the surface of the rail.

[0014] The invention of claim 4 provides the wheel-rail contact position measuring device according to claim 3, characterized in that, as shown in Fig. 10, the rail-side contact position measuring unit measures the rail-side contact position based on a difference between a waveform of a reflected wave measured when the wheel is passing over the rail and a waveform of a reflected wave measured when the wheel is not passing over the rail.

[0015] The invention of claim 5 is the wheel-rail contact position measuring device according to claim 3, characterized in that it further comprises a filter section (15h) for removing noise components generated when the wheel passes over the rail from the output signal of the surface wave detecting device, as shown in Figs. 15 and 16.

[0016] The invention of claim 6 is a method for measuring a wheel-rail contact position, which measures a contact position (P1) where a wheel (8R, 8L) contacts a rail (2R, 2L) as shown in Figs. 1, 4, 5, 9 and 14, and which measures the contact position (P1) on the rail side where the wheel contacts R1 A lateral displacement / rail side contact position measuring process (#130) measures the lateral displacement (Δ) of the wheel and measures the wheel contact position (P W1 The wheel-rail contact position measuring method (#100) includes a wheel side contact position measuring step (#140) of measuring the wheel side contact position. Effect of the Invention

[0017] According to the present invention, the contact position on the rail side and the contact position on the wheel side can be measured easily and with high accuracy in a short time. [Brief description of the drawings]

[0018] [Figure 1] FIG. 1 is a plan view showing a schematic state of wheel-rail contact positions of a train passing through a sharp curve section, the state being measured by the wheel-rail contact position measuring device according to a first embodiment of the present invention. [Diagram 2] 2A to 2C are longitudinal cross-sectional views showing the state of wheel-rail contact positions of a train passing through a sharp curve section measured by the wheel-rail contact position measuring device according to the first embodiment of the present invention, where (A) is a longitudinal cross-sectional view of part IIA in FIG. 1, (B) is a longitudinal cross-sectional view of part IIB in FIG. 1, and (C) is a longitudinal cross-sectional view of part IIC in FIG. 1. [Diagram 3] 1 is a schematic diagram of a wheel-rail contact position measuring device according to a first embodiment of the present invention; FIG. [Figure 4] FIG. 1 is a configuration diagram of a wheel-rail contact position measuring device according to a first embodiment of the present invention. [Diagram 5] FIG. 2 is a schematic diagram for explaining a procedure for measuring a rail-side contact position and a wheel-side contact position by the wheel-rail contact position measuring device according to the first embodiment of the present invention. [Figure 6] FIG. 1 is a schematic diagram for explaining the detection principle of a surface wave detection device and a lateral displacement detection device of the wheel-rail contact position measuring system according to the first embodiment of the present invention. [Figure 7] FIG. 1 is a schematic diagram for explaining the principle of detection of reflected waves by a surface wave transmitting and receiving device in a wheel-rail contact position measuring system according to a first embodiment of the present invention, where (A) is a schematic diagram showing the planar shape of the contact position, and (B) is a schematic diagram showing the reflection intensity of the reflected wave. [Figure 8] FIG. 1 is a schematic diagram for explaining the measurement principle by a rail-side contact position measuring unit of the wheel-rail contact position measuring device according to the first embodiment of the present invention, where (A) is a longitudinal cross-sectional view showing the measurement process of the rail-side reference position, and (B) is a plan view showing the measurement process of the rail-side contact position. [Figure 9] FIG. 1 is a schematic diagram for explaining the measurement principle by a wheel-side contact position measuring unit in a wheel-rail contact position measuring device according to a first embodiment of the present invention, where (A) is a longitudinal cross-sectional view showing the measurement process of the rail-side reference position, (B) is a longitudinal cross-sectional view showing the measurement process of the lateral displacement, and (C) is a longitudinal cross-sectional view showing the relationship between the rail-side contact position and the wheel-side contact position. [Figure 10] 1A is a graph showing a waveform of a reflected wave when a wheel is not passing over the rail, FIG. 1B is a graph showing a waveform of a reflected wave when a wheel is passing over the rail, and FIG. 1C is a graph showing a waveform of a reflected wave at the contact position by a rail-side contact position measuring unit of a wheel-rail contact position measuring device according to a first embodiment of the present invention. [Figure 11]FIG. 1 is a schematic diagram showing the measurement results by the rail-side contact position measuring unit of the wheel-rail contact position measuring device according to the first embodiment of the present invention, where (A) is a schematic diagram showing the measurement results of the rail-side measurement position according to this embodiment and the prior art when the wheel passes the measurement position on the inner rail, and (B) is a schematic diagram showing the measurement results of the rail-side measurement position according to this embodiment and the prior art when the wheel passes the measurement position on the outer rail. [Figure 12] 1A and 1B are images showing, as examples, the measurement results obtained by the rail-side contact position measuring unit of the wheel-rail contact position measuring device according to the first embodiment of the present invention, in which (A) is an image that visualizes the edges of the contact surface between the rail on the inner rail side and the wheels of the first and second wheelsets, and (B) is an image that visualizes the edges of the contact surface between the rail on the outer rail side and the wheels of the first and second wheelsets. [Figure 13] 5 is a flowchart for explaining the operation of the wheel-rail contact position measuring device according to the first embodiment of the present invention. [Figure 14] FIG. 2 is a process diagram illustrating the method for measuring a wheel-rail contact position according to the first embodiment of the present invention. [Figure 15] FIG. 11 is a configuration diagram of a wheel-rail contact position measuring device according to a second embodiment of the present invention. [Figure 16] FIG. 11 is a schematic diagram showing a measurement procedure of a wheel-rail contact position measuring device according to a second embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0019] (First embodiment) Hereinafter, a first embodiment of the present invention will be described in detail with reference to the drawings. The track 1 shown in FIG. 1 is a passage (railway) on which a vehicle 4 runs. The track 1 includes a pair of rails 2R, 2L on the left and right. The rails 2R, 2L are members that support and guide the wheels 8R, 8L of the vehicle 4 to run the vehicle 4. The rail 2R shown in FIGS. 1 to 3 and 6 is the rail on the outer rail side (outside of the curved section) of the sharp curve section, and the rail 2L shown in FIGS. 1, 3 and 6 is the rail on the inner rail side (inside of the curved section) of the sharp curve section. As shown in FIGS. 2, 3 and 6, the rails 2R, 2L include a rail head 2a, a rail bottom (flange portion) 2b, and a rail web portion (web portion) 2c. The rails 2R, 2L are attached to a support (support) so that the inclination (slope) of the treads 8a of the wheels 8R, 8L is approximately the same as that of the treads 8a.

[0020] The rail head 2a shown in Figures 2, 3, and 6 is a portion that comes into contact with the wheels 8R and 8L. The rail head 2a has a top surface (top surface) 2d, top side surfaces 2e and 2f, a gauge corner portion 2g, and a field corner portion 2h. The top surface 2d is a portion that directly supports the wheels 8R and 8L. The head side surfaces 2e and 2f are portions that form the left and right side surfaces of the rail head 2a. The head side surface 2e is a side surface on the outer side of the gauge of the rail head 2a, and the head side surface 2f is a side surface on the inner side of the gauge of the rail head 2a. The gauge corner portion 2g is a corner portion on the inner side of the gauge of the rail head 2a. The gauge corner portion 2g is a portion that connects between the top surface 2d and the head side surface 2f of the rail head 2a on the side facing the flange surface 8b of the wheels 8R and 8L. The field corner portion 2h is a corner portion on the outer side of the gauge of the rail head 2a. The field corner portion 2h is a portion that connects between the head top surface 2d and head side surface 2e of the rail head 2a on the opposite side to the gauge corner portion 2g. The rail bottom portion 2b is a portion that is attached to a support that supports the rails 2R and 2L. The rail bottom portion 2b is fastened and attached to a support such as a sleeper or a slab plate by a rail fastening device. The rail web portion 2c is a portion that connects the rail head 2a and the rail bottom portion 2b. The rail web portion 2c transmits the load acting on the rail head 2a to the rail bottom portion 2b.

[0021] A train 3 shown in FIG. 1 is a train made up of vehicles for the purpose of operating on a railway line 1. The train 3 is, for example, a passenger train for transporting passengers or a freight train for transporting freight. The train 3 is made up of one or more vehicles 4. The train 3 shown in FIG. 1 is traveling in the direction of the arrow, and is moving from a straight section into a sharp curve section. The vehicle 4 is a railway vehicle that travels on the railway line 1. The vehicle 4 is, for example, an electric train, a diesel railcar, a locomotive, or a freight car. The vehicle 4 includes a car body 5, a first bogie 6A, and a second bogie 6B, and one car body 5 is supported by the two first bogie 6A and the second bogie 6B. The car body 5 is a part that transports passengers or cargo, etc.

[0022] The first bogie 6A and the second bogie 6B are devices that run while supporting the car body 5. The first bogie 6A is the bogie at the front in the traveling direction of the car 4, and the second bogie 6B is the bogie at the rear in the traveling direction of the car 4. The first bogie 6A and the second bogie 6B shown in Fig. 1 are two-axle bogies (bogies) made up of two pairs of wheelsets, and support one end and the other end of the car body of the car 4. The first bogie 6A and the second bogie 6B both have the same structure and are equipped with a first wheel set 7A and a second wheel set 7B.

[0023] The first wheel set 7A and the second wheel set 7B are members assembled by assembling wheels 8R, 8L and an axle 9. The first wheel set 7A is the front axle (front axle) of the first bogie 6A and the second bogie 6B in the traveling direction, and the second wheel set 7B is the rear axle (rear axle) of the first bogie 6A and the second bogie 6B in the traveling direction. The first wheel set 7A and the second wheel set 7B are both of the same structure and include the wheels 8R, 8L shown in Figures 1, 3 and 6, and the axle 9 shown in Figure 1.

[0024] The wheels 8R, 8L shown in Fig. 1, Fig. 3 and Fig. 6 are members that are in rolling contact with the rails 2R, 2L. As shown in Fig. 1, the wheel 8R is in rolling contact with the rail 2R on the outer rail side of the sharp curve section, and the wheel 8L is in rolling contact with the rail 2L on the inner rail side of the sharp curve section. As shown in Fig. 2, Fig. 3 and Fig. 6, the wheels 8R, 8L are provided with a tread surface 8a, a flange surface 8b and a rim portion 8c. The tread surface 8a is a portion that is in contact with the head surface 2d of the rails 2R, 2L and receives frictional resistance. The flange surface 8b is a portion that is formed continuously with the outer periphery of the wheels 8R, 8L to prevent the wheels from coming off. The flange surface 8b is in contact with the gauge corner portion 2g of the rails 2R, 2L and receives frictional resistance when the wheels 8R, 8L pass through the sharp curve section. The rim portion 8c is a portion that constitutes the side surface of the outer edge of the wheels 8R, 8L, and is formed on the inside and outside of the wheels 8R, 8L. 1 is a member that rotates integrally with the wheels 8R, 8L. The wheels 8R, 8L are press-fitted and attached to both ends of the axle 9, respectively.

[0025] Here, the contact state between the rails 2R, 2L and the wheels 8R, 8L will be described. In the following, a contact state between the outer rail 2R of the sharp curve section and the front and rear wheels 8R of the first bogie 6A shown in FIG. 1 will be described as an example. Fig. 2 is a schematic diagram for explaining the contact state between the tread surface 8a of the wheel 8R and the top surface 2d of the rail 2R, and Fig. 2(A)-(C) are schematic diagrams showing the contact state between the rail 2R and the wheel 8R in the IIA-IIC portion shown by the dashed line in Fig. 1. In general, as shown in Fig. 1, the contact state between the wheels 8R, 8L and the rails 2R, 2L is significantly different between the first wheel set (front axle) 7A on the front side in the traveling direction of the first bogie 6A and the second bogie 6B and the second wheel set (rear axle) 7B on the rear side in the traveling direction when the vehicle 4 passes through a curve.

[0026] As shown in FIG. 1, when the leading vehicle 4 traveling in the direction of the arrow enters the sharp curve section from the straight section, the first wheel set 7A and the second wheel set 7B of the first bogie 6A on the front side of the vehicle 4 in the traveling direction enter the sharp curve section with a gap between them. At this time, as shown in the IIA part of FIG. 1, the first wheel set 7A of the first bogie 6A of the leading vehicle 4 moves to the outside of the track (the side of the rail 2R on the outer rail side of the sharp curve section). Therefore, as shown in FIG. 2(A), the gauge corner part 2g of the rail 2R on the outer rail side comes into contact with the flange surface 8b of the wheel 8R. As shown in the IIB part of FIG. 1, the second wheel set 7B of the first bogie 6A of the leading vehicle 4 moves to the inside of the track (the side of the rail 2L on the inner rail side of the sharp curve section). Therefore, as shown in FIG. 2(B), the tread surface 8a on the opposite flange side (the side farther from the flange surface 8b) of the wheel 8R comes into contact with the head surface 2d of the rail 2R on the outer rail side. As shown in part IIC of Fig. 1, when the leading vehicle 4 traveling in the direction of the arrow is traveling on a straight section, the first wheel set 7A and the second wheel set 7B of the second bogie 6B of the leading vehicle 4 are in the neutral position. Therefore, as shown in Fig. 2(C), the tread surface 8a of the wheel 8R and the top surface 2d of the rail 2R come into contact with each other in the neutral position.

[0027] The measurement system 10 shown in Figures 3 to 5 is a system for measuring a contact position P1 where the wheels 8R, 8L come into contact with the rails 2R, 2L. As shown in Figure 3, when the wheels 8R, 8L pass a predetermined measurement position P0 on the rails 2R, 2L, the measurement system 10 measures the rail side contact position P1 where the wheels 8R, 8L come into contact as shown in Figure 9(C). R1 The wheel contact position P where the rails 2R and 2L come into contact is also measured. W1 The measurement system 10 includes an axle detection device 11 shown in Figures 3 and 4, surface wave detection devices 12R, 12L shown in Figures 4 to 6, a surface wave transmitting / receiving device 13 shown in Figures 4 to 5, a left / right displacement detection device 14 shown in Figures 4 to 6, and a measurement device 15 shown in Figures 4 to 5.

[0028] The axle detector 11 shown in Figs. 3 and 4 is a device for detecting the wheels 8R and 8L. The axle detector 11 functions as an axle sensor for detecting whether the wheels 8R and 8L have passed the measurement position P0 on the rails 2R and 2L. For example, as shown in Figs. 3 and 6, the axle detector 11 is disposed at a position away from the rail 2R on the outer rail side of the curved section by a predetermined distance toward the outside of the gauge. Since the right wheel 8R and the left wheel 8L rotate together, the axle detector 11 detects the passage of the right wheel 8R and also detects the passage of the left wheel 8L. The axle detector 11 has a transmitting coil installed on one of the head side surfaces 2e and 2f, and a receiving coil installed on the other, so as to sandwich the rail head 2a of the rail 2R. The axle detector 11 is an axle detection sensor such as a magnetic sensor (electromagnetic sensor) that detects the wheel 8R by a change in the electromagnetic field generated when the wheel 8R blocks the magnetic field between the transmitting coil and the receiving coil. The axle detector 11 outputs an axle detection signal to the surface wave transmitter-receiver 13 when it detects the passage of the wheel 8R.

[0029] The surface wave detectors 12R and 12L shown in Figs. 3 to 6 are devices that detect a reflected wave W2 that is reflected at a contact position P1 when a surface wave W1 propagates on the surface of the rails 2R and 2L. The surface wave detectors 12R and 12L are, for example, surface wave (ultrasonic) sensors that transmit a surface wave (incident wave) W1 and receive a reflected wave W2 as shown in Fig. 6. The surface wave detectors 12R and 12L use a surface acoustic wave (Rayleigh wave) as an ultrasonic wave, propagate the surface acoustic wave to the object surface, and measure the intensity of the reflected wave W2 from the contact interface. Here, the surface acoustic wave is a wave that propagates with energy concentrated on the surface of an elastic body, and the displacement becomes smaller as it moves away from the surface. It is a wave that is a composite of two vibration components, an L wave that has a vibration component in the propagation direction and an SV wave that has a vibration component perpendicular to the surface. As shown in Figures 3 and 6, the surface wave detecting devices 12R, 12L are removably attached to the head side surface 2e of the rails 2R, 2L on the outer side of the gauge so that the surface wave detecting devices 12R, 12L do not come into contact with the wheels 8R, 8L when the wheels 8R, 8L roll on the rails 2R, 2L.

[0030] As shown in Fig. 6, the surface wave detectors 12R, 12L are provided with a sensor head unit that transmits a surface wave W1 to the rails 2R, 2L when the wheels 8R, 8L pass a measurement position P0 on the rails 2R, 2L and receives a reflected wave W2 reflected at a contact position P1 where the wheels 8R, 8L and the rails 2R, 2L contact each other. The surface wave detectors 12R, 12L function as an ultrasonic probe that transmits ultrasonic waves using the transmitting interdigital transducer and receives reflected ultrasonic waves using the receiving interdigital transducer, for example, by forming a transmitting and receiving metal thin-film interdigital transducer (IDT) on the surface of a piezoelectric substrate. When the surface wave detectors 12R, 12L are attached to the rail body 2c shown in Figs. 3 and 6, the surface wave detectors 12R, 12L bounce back too much at the rail jaws and rail corners and cannot reach the top surface 2d, so they are attached to the head side surface 2e on the field corner portion 2h side of the rails 2R, 2L. The surface wave detectors 12R, 12L are mounted on mounting members attached to the head side surfaces 2e of the field corner portions 2h of the rails 2R, 2L by magnets or adhesives, and are pressed against the head side surfaces 2e by the mounting members.

[0031] 3 to 5 is a device that causes the surface wave detectors 12R, 12L to transmit a surface wave W1 and processes the reflected wave W2 received by the surface wave detectors 12R, 12L. The surface wave detector 13 causes the surface wave detectors 12R, 12L to transmit a surface wave W1 based on the axle detection signal output by the axle detector 11, and outputs a reflected wave signal (reflected wave data) corresponding to the intensity of the reflected wave W2 received by the surface wave detectors 12R, 12L to the measuring device 15. The surface wave detector 13 is, for example, a pulsar / receiver that outputs a drive signal for causing the surface wave detectors 12R, 12L to transmit the surface wave W1, and processes the output signal of the surface wave detectors 12R, 12L and outputs the processed signal to the measuring device 15.

[0032] 7(B), the surface wave transmitting / receiving device 13 most strongly detects the reflected wave W2 near the most protruding edge of the arc-shaped edge A1 of the contact surface A where the surface wave W1 is closest to total reflection and has the greatest reflection intensity. On the other hand, the surface wave transmitting / receiving device 13 weakly detects the reflected wave W2 near both ends of the arc-shaped edge A1 of the contact surface A where the reflection intensity is relatively weak.

[0033] The lateral displacement detection device 14 shown in Figs. 3 to 6 is a device for measuring the lateral displacement Δ of the wheels 8R, 8L. As shown in Figs. 3 and 6, when the wheels 8R, 8L roll on the rails 2R, 2L, the lateral displacement detection device 14 detects the displacement of the wheels 8R, 8L in the lateral direction (direction perpendicular to the rail length direction (sleeper direction)) relative to the rails 2R, 2L as the lateral displacement Δ at a measurement position P0 as shown in Figs. 9(B)(C). The lateral displacement detection device 14 is disposed at a position a predetermined distance away from the rail 2R on the outer rail side of the curved section toward the outer side of the gauge, for example, as shown in Figs. 3, 6, and 9. The lateral displacement detection device 14 shown in Figs. 3 to 6 measures the postures of the first bogie 6A and the second bogie 6B when traveling on a curved section or the like by an optical method, thereby measuring the relative lateral displacement between the rails 2R, 2L, the first wheel set 7A and the second wheel set 7B, and the rails 2R, 2L. As shown in FIG. 6, the left-right displacement detection device 14 detects the distance between the back surfaces of the left and right wheels 8R, 8L (the distance between the inner rim portions 8c of the left and right wheels 8R, 8L (the wheel inner surface distance)) L BG and the thickness (rim thickness) L of the rim portion 8c of the left and right wheels 8R and 8L. TR Since the left and right displacements Δ of the wheels 8R and 8L are constant, by detecting the left and right displacement Δ of the wheel 8R, the left and right displacement Δ of the other wheel 8L can also be detected.

[0034] The left-right displacement detection device 14 is, as shown in Fig. 6 and Fig. 9(A)(B), a laser displacement meter or the like that irradiates a laser beam L1, receives a reflected laser beam L2 reflected by an object surface, and measures the distance to the object surface. As shown in Fig. 6, the left-right displacement detection device 14 is disposed at a predetermined distance from the wheels 8R, 8L so that the left-right displacement detection device 14 does not come into contact with the wheels 8R, 8L when the wheels 8R, 8L roll on the rails 2R, 2L. The left-right displacement detection device 14 is fixed to the ground side by a fixing member such as an angle bar on the outer side of the gauge of the rail 2R so that the left-right displacement detection device 14 is at a height facing the rim parts 8c of the wheels 8R, 8L. The left-right displacement detection device 14 includes an irradiation unit that irradiates the rim portion 8c of the wheel 8R with a laser beam L1, a light receiving unit that receives the reflected laser beam L2 reflected by the rim portion 8c, and a detection unit that detects the amount of change in the receiving position (light spot) of the reflected laser beam L2 that changes according to the distance between the irradiation unit and the light receiving unit and the rim portion 8c. The left-right displacement detection device 14 irradiates the laser beam L1 from the irradiation unit based on an operation command signal output by the measurement device 15, and outputs to the measurement device 15 a left-right displacement signal (left-right displacement data) according to the distance to the rim portions 8c of the wheels 8R and 8L.

[0035] The measuring device 15 shown in Figs. 3 to 5 is a device for measuring the contact position P1 where the wheels 8R, 8L come into contact with the rails 2R, 2L. The measuring device 15 measures the rail-side contact position P1 shown in Fig. 8(B). R1 9(B) and the left and right displacement Δ of the wheels 8R and 8L shown in FIG. 9(C) were measured, and the rail side contact position P R1 From the left and right displacement Δ of the wheels 8R and 8L, the wheel side contact position P W1 Here, the rail side contact position P shown in Fig. 8(B) and Fig. 9(C) is measured. R1 is the contact position on the rail 2R, 2L side where the wheels 8R, 8L come into contact, and the rail side reference position P R0 The measurement is based on the rail side reference position P shown in Figure 8 and Figure 9(C). R0 is the contact position P on the rail side R1 This is the reference position on the rails 2R and 2L side that serves as the reference when measuring the distance L shown in Figures 8(B) and 9(C). R is the rail side reference position P R0From rail side contact position P R1 The lateral displacement Δ shown in Figure 9(B)(C) is the length from the wheel side reference position P W0 The displacement of the wheels 8R and 8L is measured based on the wheel contact position P shown in FIG. W1 is the contact position on the wheel 8R, 8L side where the rails 2R, 2L come into contact, and the wheel side reference position P W0 The measurement is based on the wheel side reference position P shown in Figure 8(B) and Figure 9(C). W0 is the wheel side reference position that is the reference when measuring the lateral displacement Δ, and is also the wheel side contact position P W1 This is the reference position on the wheels 8R and 8L side that serves as the reference when measuring the distance L shown in FIG. W is the wheel side reference position P W0 From wheel contact position P W1 The measuring device 15 is provided with a rail-side contact position measuring unit 15a, a left-right displacement measuring unit 15b, a wheel-side contact position measuring unit 15c, a measurement result storage unit 15d, a display unit 15e, a measurement program storage unit 15f shown in Fig. 4, and a control unit 15g. The measuring device 15 is constituted by, for example, a personal computer, and executes a predetermined process according to the measurement program.

[0036] The rail-side contact position measuring unit 15a shown in FIG. 4 and FIG. 5 measures the rail-side contact position P R1 The rail-side contact position measuring unit 15a is a means for measuring the rail-side contact position P based on the output signals of the surface wave detectors 12R and 12L, as shown in Figs. R1 The rail-side contact position measuring unit 15a measures the rail-side reference position P R0 Based on the rail contact position P R1 The rail-side contact position measuring unit 15a measures the rail-side contact position P for each wheel 8R, 8L passing over the rails 2R, 2L. R1The rail-side contact position measuring unit 15a measures the rail-side contact position P1 by a time-of-flight method (ToF) that measures the time from when the surface wave detecting devices 12R, 12L transmit a surface wave W1 until when the surface wave detecting devices 12R, 12L receive a reflected wave W2 reflected at the contact position P1, as shown in FIG. R1 The rail-side contact position measuring unit 15a measures the rail-side contact position P from the surface wave detecting devices 12R and 12L based on the time from transmission of the surface wave W1 to reception of the reflected wave W2 and the speed of the surface wave W1. R1 7(A) and 7(B), the shape of the contact surface A at the contact position P1 is substantially elliptical, so the rail-side contact position measuring unit 15a measures the distance to the rail-side contact position P1 by measuring the convex arc-shaped edge A1 protruding toward the surface wave detecting devices 12R and 12L as shown in FIG. R1 The rail side contact position measuring unit 15a measures the rail side contact position P R1 to the control unit 15g as a rail side contact position signal (rail side contact position data (ToF data)).

[0037] The rail-side contact position measuring unit 15a determines the rail-side contact position P based on the difference between the waveform of the reflected wave W2 measured when the wheels 8R, 8L are passing over the rails 2R, 2L shown in FIG. 10(B) and the waveform of the reflected wave W2 measured when the wheels 8R, 8L are not passing over the rails 2R, 2L shown in FIG. 10(A). R110(B) , the rail-side contact position measuring unit 15a subtracts the reflection intensity H0 measured by the surface wave transmitting / receiving device 13 when the wheels 8R, 8L are not passing over the rails 2R, 2L shown in FIG. 10(A) from the reflection intensity H1 measured by the surface wave transmitting / receiving device 13 when the wheels 8R, 8L are passing over the rails 2R, 2L shown in FIG. 10(B) . The rail-side contact position measuring unit 15a subtracts the reflection intensity H0 from the reflection intensity H1 to determine the reflection intensity H=H1-H0 of the reflected wave W2 reflected at the contact position P1 shown in FIG. 10(C) , and determines the rail-side contact position P based on the reflection intensity H. R1 Calculate the following.

[0038] The left-right displacement measuring unit 15b shown in Fig. 4 and Fig. 5 is a means for measuring the left-right displacement Δ of the wheels 8R, 8L. The left-right displacement measuring unit 15b measures the left-right displacement Δ of the wheels 8R, 8L relative to the rails 2R, 2L based on the output signal of the left-right displacement detection device 14. As shown in Fig. 9(B), the left-right displacement measuring unit 15b measures the left-right displacement Δ of the wheels 8R, 8L relative to the rails 2R, 2L. W0 Based on the wheel contact position P W1 The lateral displacement measuring unit 15b measures the lateral displacement Δ of each of the wheels 8R and 8L for each of the wheels 8R and 8L. The lateral displacement measuring unit 15b outputs the measured lateral displacement Δ to the control unit 15g as a lateral displacement signal (lateral displacement data).

[0039] The wheel-side contact position measuring unit 15c shown in FIG. 4 and FIG. 5 measures the wheel-side contact position P at which the rails 2R and 2L come into contact based on the measurement results of the rail-side contact position measuring unit 15a and the measurement results of the left-right displacement measuring unit 15b. W1 The wheel side contact position measuring unit 15c is a means for measuring the wheel side reference position P W0 Based on the wheel contact position P W1 The wheel-side contact position measuring unit 15c measures the rail-side contact position P measured by the rail-side contact position measuring unit 15a, as shown in FIG. R1By superimposing the wheels 8R and 8L to which the lateral displacement Δ measured by the lateral displacement measuring unit 15b has been applied, the wheel-side contact position P W1 The wheel-side contact position measuring unit 15c measures the wheel-side contact position P for each wheel 8R, 8L passing over the rails 2R, 2L. W1 The wheel side contact position measuring unit 15c measures the wheel side contact position P W1 The wheel side contact position signal (wheel side contact position data) is output to the control unit 15g.

[0040] The measurement result storage unit 15d shown in Fig. 4 and Fig. 5 is a means for storing various measurement results related to the measurement device 15. The measurement result storage unit 15d is a storage device that stores the measurement results in association with all the wheels 8R, 8L of each train 3 every time the train 3 passes. The measurement result storage unit 15d stores the rail side contact position P R1 , wheel side contact position P W1 8 and the measurement results relating to the lateral displacement Δ, etc., are stored for each wheel 8R, 8L of each train 3. The measurement result storage unit 15d stores the reflection intensity H1 measured by the surface wave transmitting and receiving device 13 for each wheel 8R, 8L of each train 3 when the wheels 8R, 8L are passing over the rails 2R, 2L, and also stores the reflection intensity H0 measured by the surface wave transmitting and receiving device 13 for each wheel 8R, 8L of each train 3 when the wheels 8R, 8L are not passing over the rails 2R, 2L. The measurement result storage unit 15d stores the reflection intensity H1 measured by the surface wave transmitting and receiving device 13 for each wheel 8R, 8L of each train 3 when the wheels 8R, 8L are not passing over the rails 2R, 2L. R0 and the wheel side reference position P shown in FIG. W0 and remember.

[0041] 4 and 5 is a means for displaying various measurement results related to the measuring device 15. The display unit 15e displays, for example, the rail side contact position P R1 , wheel side contact position P W1 The display unit 15e is a display device that displays on a display screen the measurement results regarding the left and right displacement Δ and the like for each wheel 8R, 8L of each train 3. The display unit 15e visualizes the convex arc-shaped edge A1 protruding toward the surface wave detectors 12R, 12L as shown in FIG. 7(B) to indicate the rail side contact position P R1 or the wheel contact position P as shown in Fig. 9(C)W1 The contact position on the rail side is P R1 The data is then visualized and displayed in correspondence with the above.

[0042] 5 is a means for storing a measurement program for the wheel-rail contact position for measuring the contact position P1 at which the wheels 8R, 8L come into contact with the rails 2R, 2L. The measurement program storage unit 15f is a storage device that stores a measurement program read from an information recording medium or a measurement program downloaded through an electric communication line.

[0043] The control unit 15g shown in Figures 4 and 5 is a central processing unit (CPU) that controls various operations related to the measuring device 15. The control unit 15g reads out a measurement program from the measurement program storage unit 15f, and executes measurement processing in a computer according to the measurement program. For example, the control unit 15g instructs the axle detection device 11 to detect the wheels 8R, 8L, and detects the rail side contact position P based on the reflected wave signal output by the surface wave transmitting / receiving device 13. R1 based on the axle detection signal output by the axle detection device 11, to the lateral displacement detection device 14 to detect the lateral displacement Δ of the wheels 8R, 8L, based on the lateral displacement signal output by the lateral displacement detection device 14, to the lateral displacement measurement unit 15b to measure the lateral displacement Δ of the wheels 8R, 8L, and based on the rail side contact position signal output by the rail side contact position measurement unit 15a and the lateral displacement signal output by the lateral displacement measurement unit 15b, W1 The control unit 15g commands the wheel-side contact position measuring unit 15c to measure the position of the rail-side contact position measuring unit 15a, the lateral displacement measuring unit 15b, and ... wheel-side contact position measuring unit 15c, commands the measurement result storage unit 15d to store the measurement results of the rail-side contact position measuring unit 15a, the lateral displacement measuring unit 15b, and the wheel-side contact position measuring unit 15c, and commands the display unit 15e to display the measurement results of the rail-side contact position measuring unit 15a, the lateral displacement measuring unit 15b, and the wheel-side contact position measuring unit 15c. The control unit 15g is connected to the axle detection device 11, the surface wave transmitting / receiving device 13, the lateral displacement detection device 14, the rail-side contact position measuring unit 15a, the lateral displacement measuring unit 15b, the wheel-side contact position measuring unit 15c, the measurement result storage unit 15d, the display unit 15e, and the measurement program storage unit 15f so as to be able to communicate with them.

[0044] Next, the operation of the wheel-rail contact position measuring device according to the first embodiment of the present invention will be described. When a film-type sensor such as the prior art 3 shown in FIG. 11(A)(B) is attached to the head surface 2d, the rail side contact position P after all the wheels 8R, 8L of the train 3 have passed the inner rail 2R and the outer rail 2L is R1 Therefore, in the conventional technique 3, only the rail side contact position P R1 can be measured on a train-by-train basis, but the rail contact position P R1 It is not possible to measure

[0045] On the other hand, in this embodiment, as shown in Figs. 11(A) and 11(B), each time the wheels 8R and 8L of the train 3 pass over the inner rail 2R and the outer rail 2L, the rail side contact position P R1 For this reason, in this embodiment, for example, when the leading vehicle 4 enters a sharp curve section as shown in FIG. 1, the rail side contact position P when the first wheel set 7A of the front axle passes through as shown in FIG. 11(A)(B) can be measured. R1 and the rail side contact position P when the second wheel set 7B of the rear axle passes R1 and can be measured in units of each axis.

[0046] Fig. 12 is an image showing an example of the measurement results by the rail side contact position measuring unit 15a. Fig. 12(A) is an image of the contact surface between the inner rail side wheel 8L of the first wheel set 7A of the front axle and the inner rail side rail 2L, and an image of the contact surface between the inner rail side wheel 8L of the second wheel set 7B of the rear axle and the inner rail side rail 2L. Fig. 12(B) is an image of the contact surface between the outer rail side wheel 8R of the first wheel set 7A of the front axle and the outer rail side rail 2R, and an image of the contact surface between the outer rail side wheel 8R of the second wheel set 7B of the rear axle and the outer rail side rail 2R. As shown in Figs. 7 and 11, the rail side contact position P R112, the shape of the contact surface A of the rail 2R, 2L is approximately elliptical. Therefore, as shown in FIG. 12, the convex arc-shaped edge A1 protruding toward the field corner portion 2h on which the surface wave detectors 12R, 12L are attached is aligned with the rail side contact position P R1 It was confirmed that it can be measured as

[0047] When all the wheels 8L in the train pass over the inner rail 2L of the sharp curve section as shown in FIG. 1, the rail side contact position P is located on the field corner portion 2h side of the rail center line L0 as shown in FIG. 12(A). R1 It was confirmed that the rail center line L0 is the rail side contact position P measured by the rail side contact position measuring unit 15a when a steel material with a circular pressing surface is pressed against the center of the top surface 2d of the rails 2R and 2L as shown in FIG. R1 As shown in FIG. 12(A), when the wheel 8L on the left side in the traveling direction of the first wheel set 7A of the first bogie 6A passes over the inner rail 2L of the sharp curve section, the rail side contact position P R1 In addition, when the left wheel 8L of the second wheel set 7B of the first bogie 6A passes over the inner rail 2L of the sharp curve section, the rail side contact position P R1 It was confirmed that there is.

[0048] On the other hand, when all the wheels 8R in the train pass over the outer rail 2R of the sharp curve section as shown in FIG. 1, the rail side contact position P R1 As shown in FIG. 12(B), when the wheel 8R on the right side in the traveling direction of the first wheel set 7A of the first bogie 6A passes over the outer rail 2R of the sharp curve section, the rail side contact position P R1 In addition, when the wheel 8L on the right side in the traveling direction of the second wheel set 7B of the first bogie 6A passes over the outer rail 2R of the sharp curve section, the rail side contact position P R1From the above, it was confirmed that there is a rail side contact position P R1 It was confirmed that it is possible to visualize and evaluate each of the above.

[0049] Next, an operation of the wheel-rail contact position measuring device according to the first embodiment of the present invention will be described. The following description will focus on the operation of control unit 15g of measuring device 15 shown in FIG. In step (hereinafter, referred to as S) 100 shown in Fig. 13, the control unit 15g reads the measurement program from the measurement program storage unit 15f. The control unit 15g reads the measurement program from the measurement program storage unit 15f shown in Fig. 4, and executes a series of contact position measurement processes.

[0050] In S110, the control unit 15g judges whether or not a reflected wave signal has been input. As shown in Fig. 3, when the wheels 8R, 8L pass the measurement position P0 on the rails 2R, 2L, the axle detector 11 detects the passing of the wheels 8R, 8L, and outputs an axle detection signal to the surface wave transmitter-receiver 13. Every time the wheels 8R, 8L pass the measurement position P0, the axle detection signal is input to the surface wave transmitter-receiver 13, and the surface wave transmitter-receiver 13 causes the surface wave detectors 12R, 12L to transmit a surface wave W1, as shown in Fig. 6. As a result, every time the wheels 8R, 8L pass the measurement position P0, the surface wave W1 propagating on the surface of the rails 2R, 2L is reflected at the contact position P1, and the surface wave transmitter-receiver 13 receives the reflected wave W2, and the surface wave transmitter-receiver 13 outputs a reflected wave signal to the control unit 15g of the measurement device 15. When the control unit 15g determines that a reflected wave signal has been input, the process proceeds to S120. When the control unit 15g determines that a reflected wave signal has not been input, the control unit 15g repeats the determination of S110 until a reflected wave signal is input.

[0051] In S120, the rail side contact position P R1The control unit 15g commands the rail-side contact position measuring unit 15a to measure the reflection intensity H of the reflected wave W2 reflected at the contact position P1 by subtracting the reflection intensity H0 of the reflected wave W2 when the wheels 8R, 8L are not passing over the rails 2R, 2L as shown in Fig. 10(A) from the reflection intensity H1 of the reflected wave W2 when the wheels 8R, 8L are passing over the rails 2R, 2L as shown in Fig. 10(B), and the rail-side contact position measuring unit 15a measures the reflection intensity H of the reflected wave W2 reflected at the contact position P1. As shown in Fig. 6, the rail-side contact position P shown in Fig. 8(B) is measured based on the time from when the surface wave detecting devices 12R, 12L transmit the surface wave W1 to when the surface wave detecting devices 12R, 12L receive the reflected wave W2 reflected at the contact position P1. R1 is measured by the rail-side contact position measuring unit 15a.

[0052] In S130, the control unit 15g commands the lateral displacement measuring unit 15b to measure the lateral displacement Δ. For example, in S120, the rail side contact position P R1 At the same time that the control unit 15g commands the measurement of the left-right displacement Δ in S130, the control unit 15g commands the measurement of the rail side contact position P R1 Measurement of the lateral displacement Δ and the lateral displacement Δ are started at the same time. Every time the wheels 8R, 8L pass the measurement position P0, a reflected wave signal is input from the surface wave transmitting / receiving device 13 to the control unit 15g, and the control unit 15g commands the lateral displacement detection device 14 to operate. As a result, as shown in Figures 6 and 9(B), the lateral displacement detection device 14 irradiates laser light L1, receives reflected laser light L2 reflected by the rim parts 8c of the wheels 8R, 8L, and measures the lateral displacement Δ of the wheels 8R, 8L based on the lateral displacement signal output by the lateral displacement detection device 14 every time the wheels 8R, 8L pass the measurement position P0.

[0053] In S140, the wheel side contact position P W1 The control unit 15g instructs the wheel-side contact position measuring unit 15c to measure the rail-side contact position P R1 Based on the lateral displacement Δ measured by the lateral displacement measuring unit 15b, the wheel side contact position measuring unit 15c determines the wheel side contact position P W1The wheels 8R and 8L, which have been subjected to left and right displacement Δ, are placed at the rail side contact position P R1 The wheel side contact position measuring unit 15c is placed over the wheel side contact position P W1 Measure.

[0054] In S150, the control unit 15g commands the measurement result storage unit 15d to store the measurement results. As a result, the measurement results of the rail-side contact position measurement unit 15a, the lateral displacement measurement unit 15b, and the wheel-side contact position measurement unit 15c are stored in the measurement result storage unit 15d for each of the wheels 8R, 8L passing over the rails 2R, 2L.

[0055] In S160, the control unit 15g commands the display unit 15e to display the measurement results. As a result, the measurement results of the rail-side contact position measuring unit 15a, the lateral displacement measuring unit 15b, and the wheel-side contact position measuring unit 15c are displayed on the display screen of the display unit 15e for each wheel 8R, 8L passing over the rails 2R, 2L, as shown in FIG.

[0056] Next, a method for measuring a wheel-rail contact position according to the first embodiment of the present invention will be described. 14 is a method for measuring contact position P1 where wheels 8R, 8L come into contact with rails 2R, 2L. Measurement method #100 includes an installation process #110, a reference position setting process #120, a lateral displacement / rail side contact position measuring process #130, and a wheel side contact position measuring process #140.

[0057] The installation process #110 is a process of installing various devices required for measuring the contact position P1. In the installation process #110, as shown in Fig. 3, the axle detector 11, the surface wave detectors 12R, 12L, the surface wave transmitter-receiver 13, and the lateral displacement detector 14 are installed around the rails 2R, 2L. As a result, the axle detector 11 and the lateral displacement detector 14 are installed on the outer side of the gauge of the left and right rails 2R, 2L. In addition, the surface wave detectors 12R, 12L are attached to the head side surfaces 2e on the outer side of the gauge of the left and right rails 2R, 2L by magnets or adhesive, the axle detector 11 and the surface wave detectors 12R, 12L are connected to the surface wave transmitter-receiver 13, and the surface wave transmitter-receiver 13 and the lateral displacement detector 14 are connected to a measuring device 15.

[0058] The reference position setting process #120 is the rail side contact position P R1 The rail side reference position P R0 and set the wheel contact position P W1 The wheel side reference position P W0 In the reference position setting step #120, as shown in FIG. 8(A), the rail-side contact position P measured by the rail-side contact position measuring unit 15a is set while the reference position setting member 16A is pressed against an arbitrary position on the top surface 2d of the rails 2R and 2L. R1 The rail side reference position P R0 For example, the rail center line (the center of the width direction of the top surface 2d) L0 of the top surface 2d of the rails 2R and 2L is set as the rail side reference position P R0 When setting as the rail side reference position P R0 With the reference position setting member 16A pressed against the rail side reference position P R0 The rail-side contact position data from the rail-side contact position measuring unit 15a is acquired by the rail-side contact position measuring unit 15a. R0 The reference position setting member 16A is a steel pillar or the like that comes into line contact with the top surfaces 2d of the rails 2R and 2L, and has an arc surface 16a on the surface that comes into contact with the top surfaces 2d.

[0059] In the reference position setting process #120, as shown in FIG. 9(B), the reference position setting member 16B is placed against the head side surface 2e of the rails 2R and 2L, and the lateral displacement Δ measured by the lateral displacement measuring unit 15b is set to the wheel side reference position P W0 For example, the surface of the reference position setting member 16B on the opposite side to the side in contact with the head side surface 2e of the rails 2R and 2L is set as the wheel side reference position P W0 When setting the reference position P, the left-right displacement measuring unit 15b acquires left-right displacement data in a state where the reference position setting member 16B is placed against the head side surface 2e of the rails 2R and 2L. W0 The reference position setting member 16B is a plate or the like that comes into surface contact with the head side surfaces 2e of the rails 2R and 2L, and has a flat surface 16b on the side facing the lateral displacement detection device 14.

[0060] The left-right displacement / rail side contact position measurement process #130 is the rail side contact position P R1 As shown in FIG. 8B, when the axle detector 11 detects the passage of the wheels 8R and 8L, the rail side contact position P of each wheel 8R and 8L is measured every time the wheels 8R and 8L pass by. R1 The rail-side contact position measuring unit 15a measures the rail-side reference position P R0 Based on the rail contact position P R1 The rail-side contact position measuring unit 15a measures the rail-side reference position P R0 and rail side contact position P R1 Distance L between R The rail-side contact position measuring unit 15a measures the rail-side reference position P R0 With the gauge corner portion 2g side as the positive side and the field corner portion 2h side as the negative side, the rail side contact position measuring portion 15a measures the distance L R At the same time, as shown in FIG. 9B, when the axle detector 11 detects the passage of the wheels 8R and 8L, the left and right displacement Δ of each wheel 8R and 8L is measured at the wheel side reference position PW0 The left-right displacement measuring unit 15b measures based on this reference.

[0061] The wheel side contact position measurement process #140 is the rail side contact position P R1 Based on the left and right displacement Δ, the wheel side contact position P where the rails 2R and 2L come into contact is calculated. W1 As shown in FIG. 8(B), the rail side contact position P measured in the lateral displacement / rail side contact position measuring step #130 is R1 By superimposing the wheels 8R and 8L to which the lateral displacement Δ measured in the lateral displacement / rail side contact position measurement process #130 is applied as shown in FIG. 9(B), the wheel side contact position P W1 As shown in FIG. 9, the thickness t of the reference position setting member 16B is constant, and the wheel side reference position P W0 As shown in FIG. 9(C), the wheel side reference position P W0 The wheel-side contact position measuring unit 15c processes the measurement results of the rail-side contact position measuring unit 15a and the measurement results of the left-right displacement measuring unit 15b so that the wheels 8R, 8L and the rails 2R, 2L overlap with each other while being shifted by the left-right displacement Δ. As a result, the rail-side contact position P R1 The corresponding position of the wheels 8R and 8L is the wheel contact position P W1 The wheel side contact position measuring unit 15c identifies the wheel side reference position P W0 and wheel contact position P W1 Distance L between W is measured by the wheel side contact position measuring unit 15c.

[0062] The device and method for measuring a wheel-rail contact position according to the embodiment of the present invention have the following advantages. (1) In the first embodiment, the wheels 8R and 8L come into contact at the rail-side contact position P R1 The rail side contact position measuring unit 15a measures the left and right displacement Δ of the wheels 8R, 8L, and the left and right displacement measuring unit 15b measures the wheel side contact position P where the rails 2R, 2L come into contact based on the measurement results of the rail side contact position measuring unit 15a and the measurement results of the left and right displacement measuring unit 15b.W1 The wheel-side contact position measuring unit 15c measures the rail-side contact position P on the top surface 2d of the rails 2R and 2L. R1 By measuring the left and right displacement Δ of the wheels 8R and 8L, the wheel side contact position P on the tread surface 8a of the wheels 8R and 8L can be determined with high accuracy. W1 It is also possible to measure with high accuracy the rail side contact position P. In addition, it is possible to investigate the cause of corrugation, which is a continuous unevenness formed by the wear or plastic deformation of the top surface 2d of the rails 2R, 2L at regular intervals as the train 3 repeatedly runs on the rails 2R, 2L in the sharp curve section. For example, it is possible to evaluate which of the wheels 8R, 8L of the first wheel set 7A and the wheels 8R, 8L of the second wheel set 7B is affecting the corrugation in the same first and second bogies 6A and 6B. It is also possible to use this method to investigate the transfer behavior of the lubricant, which is used to reduce wear and friction between the wheels 8R, 8L and the rails 2R, 2L, by the wheels 8R, 8L. Furthermore, there is no risk of damage to the sensor unit or errors due to thickness as with the pressure-sensitive paper or film sensors in the prior arts 2 and 3, and the rail side contact position P R1 and wheel side contact position P W1 can be measured without contact.

[0063] (2) In this first embodiment, the rail side contact position P R1 The rail side contact position measuring unit 15a measures the left and right displacement Δ of the wheels 8R, 8L for each wheel 8R, 8L, and the wheel side contact position P W1 The wheel-side contact position measuring unit 15c measures the contact position P1. For this reason, while the contact position P1 was limited to the train-unit unit in the determination using pressure-sensitive paper or a marker pen as in the prior arts 1 and 2, the contact position P1 can be determined for each axle in this embodiment using a simple method. Also, the rail-side contact position P1 can be determined without extensive advance preparation such as loading with a hydraulic jack as in the prior art 5. R1 and wheel side contact position P W1Furthermore, unlike the prior art 6, which requires fitting of geometric shapes, accurate cross-sectional shapes of the wheels 8R, 8L and the rails 2R, 2L are not required, and the rail side contact position P R1 and wheel side contact position P W1 It is possible to determine the following.

[0064] (3) In the first embodiment, the rail-side contact position measuring unit 15a measures the rail-side contact position P based on the output signals of the surface wave detecting devices 12R, 12L that detect the reflected wave W2 that is reflected at the contact position P1 when the surface wave W1 propagates on the surfaces of the rails 2R, 2L. R1 For this purpose, a surface wave W1 propagating on the surface of the material is incident on the contact position P1, and a reflected wave W2 from the contact position P1 is measured by the time-of-flight method. R1 As a result, the rail side contact position P can be measured by utilizing the principle that the surface wave W1 propagating on the surface of the rails 2R and 2L is reflected at the contact position P1. R1 can be measured easily and with high accuracy.

[0065] (4) In the first embodiment, the rail-side contact position measuring unit 15a determines the rail-side contact position P based on the difference between the waveform of the reflected wave W2 measured when the wheels 8R, 8L are passing over the rails 2R, 2L and the waveform of the reflected wave W2 measured when the wheels 8R, 8L are not passing over the rails 2R, 2L. R1 Therefore, it is possible to separate the reflected wave W2 reflected at the rail jaws and rail corners from the reflected wave W2 reflected at the contact position P1, and to identify only the reflected wave W2 reflected at the contact position P1 and measure the rail side contact position P R1 can be accurately measured.

[0066] Second embodiment In the following, the same parts as those shown in Figs. 1 to 14 are denoted by the same reference numerals and detailed description thereof will be omitted. The measuring device 15 shown in Figures 15 and 16 includes a filter unit 15h. The filter unit 15h is a means for removing noise components generated when the wheels 8R, 8L pass over the rails 2R, 2L from the output signals of the surface wave detecting devices 12R, 12L. The filter unit 15h removes noise components from the reflected output signals output from the surface wave detecting devices 12R, 12L through the surface wave transmitting / receiving device 13, and outputs the reflected output signals after the noise components have been removed to the rail-side contact position measuring unit 15a.

[0067] The wheel-rail contact position measuring device and method according to the second embodiment of the present invention has the following advantages in addition to the advantages of the first embodiment. In this second embodiment, the filter section 15h removes noise components generated when the wheels 8R, 8L pass over the rails 2R, 2L from the output signals of the surface wave detectors 12R, 12L. This makes it possible to remove, from the output signals of the surface wave detectors 12R, 12L, noise components caused by multiple reflections of the surface waves W1 reflected at the jaws and corners of the rail head 2a, and the like, as well as the rail side contact position P R1 and wheel side contact position P W1 can be measured with high accuracy, thereby improving the measurement accuracy.

[0068] (Other embodiments) The present invention is not limited to the above-described embodiment, and various modifications and variations are possible as described below, which are also within the scope of the present invention. (1) In this embodiment, the axle detector 11 is installed on the outer side of the gauge of the outer rail 2R in the curved section, but the present invention can be applied to the case where the axle detector 11 is installed on the outer side of the gauge of both the outer and inner rails 2R, 2L, or the case where the axle detector 11 is installed only on the outer side of the gauge of the inner rail 2L. In addition, in this embodiment, the axle detector 11 automatically detects the passage of the wheels 8R, 8L and operates the surface wave detectors 12R, 12L and the lateral displacement detector 14, but the present invention can be applied to the case where these devices are operated manually. For example, the axle detector 11 can be omitted when a person waits beside the track and manually operates the surface wave detectors 12R, 12L and the lateral displacement detector 14 in accordance with the passage of the wheels 8R, 8L to turn on and off data recording. Furthermore, in this embodiment, the axle detection device 11 is an axle sensor as an example, but the present invention can also be applied to the case where a commercially available inductive DC proximity sensor is used for the axle detection device 11, which detects the induced current flowing through the wheels 8R, 8L via a detection coil using a transmitter circuit when the wheels 8R, 8L approach within the high-frequency magnetic field generated by the detection coil.

[0069] (2) In this embodiment, the case where the surface wave transmitting / receiving device 13 transmits the surface wave W1 to the surface wave detectors 12R and 12L when the axle detection signal of the axle detector 11 is input to the surface wave transmitting / receiving device 13 has been described as an example, but the present invention is not limited to such an operation. For example, the present invention can be applied to a case where the axle detection signal of the axle detector 11 is input to the measuring device 15 and the measuring device 15 transmits the surface wave W1 to the surface wave detectors 12R and 12L through the surface wave transmitting / receiving device 13. In addition, in this embodiment, the case where the passage of the wheels 8R and 8L is detected by the axle detector 11 has been described as an example, but the present invention can be applied to a case where the axle detector 11 is omitted and the passage of the wheels 8R and 8L is detected by the lateral displacement detector 14. In this case, the surface wave detectors 12R and 12L and the lateral displacement detector 14 can be installed in the same location, and the on / off of data recording can be used as a pre-trigger. Furthermore, in this embodiment, the surface wave detectors 12R and 12L transmit ultrasonic waves, but the present invention can also be applied to the case where elastic waves other than ultrasonic waves are transmitted.

[0070] (3) In this embodiment, the case where a Rayleigh wave is used as the surface wave W1 has been described as an example, but the present invention can also be applied to a case where a surface wave W1 such as a surface SH (shear) wave, a Love wave, or a Lamb wave is used. In addition, in this embodiment, the case where the surface wave detectors 12R, 12L are installed on the outer rail 2R and the inner rail 2L of the curved section has been described as an example, but the present invention can also be applied to a case where the surface wave detectors 12R, 12L are installed on either the outer rail 2R or the inner rail 2L. Furthermore, in this embodiment, the case where a pulsar-receiver is used as the surface wave detectors 12R, 12L has been described as an example, but the present invention can also be applied to a case where a general ultrasonic flaw detector is used instead of the pulsar-receiver.

[0071] (4) In this embodiment, the case where the output signals from the surface wave detectors 12R, 12L are received by one surface wave transmitter-receiver 13 and the surface wave detectors 12R, 12L are operated by one surface wave transmitter-receiver 13 has been described as an example, but the present invention can also be applied to a case where the output signals from the surface wave detectors 12R, 12L are received by two surface wave transmitter-receivers 13 and the surface wave detectors 12R, 12L are operated by two surface wave transmitter-receivers 13. In addition, in this embodiment, the case where the lateral displacement detector 14 is installed on the outer side of the gauge of the rail 2R on the outer rail side of the curved section has been described as an example, but the present invention can also be applied to a case where the lateral displacement detector 14 is installed on the outer side of the gauge of both the outer rail side and the inner rail side, or a case where the lateral displacement detector 14 is installed only on the outer side of the gauge of the rail 2L on the inner rail side. Furthermore, in this embodiment, the rail side contact position P R1 and wheel side contact position P W1 The case where the contact position P on the rail side is measured by the measuring device 15 has been described as an example, but the contact position P on the rail side in a curved section or a straight section where the curve radius is equal to or less than a predetermined value may be measured. R1 and wheel side contact position P W1 The present invention can also be applied to the case where the above is measured by the measuring device 15. [Explanation of symbols]

[0072] 1 track 2R rail (outer rail) 2L rail (inner rail) 2a Rail head 2d parietal plane 2e,2f Side of head 2g Gauge corner 2h Field Corner 3. Train 4. Vehicles 6A First bogie 6B Second bogie 7A First wheel axle 7B Second wheel axle 8R,8L wheels 8a Tread 8b Flange surface 8c rim section 10 Measurement System 11 Axle detection device 12R, 12L Surface wave detector 13 Surface wave transmitter and receiver 14 Left-right displacement detection device 15 Measuring Equipment 15a Rail side contact position measurement section 15b Left-right displacement measurement section 15c Wheel side contact position measurement part W1 surface wave W2 reflected wave L1 laser light L2 reflected laser light P0 measurement position P1 contact position Δ Left / right displacement L0 rail centerline P R1 Rail side contact position P W1 Wheel side contact position P R0 Rail side reference position P W0 Wheel side reference position L R ,L W distance A contact surface A1 edge

Claims

1. A wheel-rail contact position measuring device for measuring the contact position where a wheel comes into contact with a rail, comprising: a rail-side contact position measuring unit for measuring a contact position on the rail side with which the wheel comes into contact; A lateral displacement measuring unit for measuring the lateral displacement of the wheel; a wheel-side contact position measuring unit that measures the contact position of the wheel side where the rail comes into contact based on a measurement result of the rail-side contact position measuring unit and a measurement result of the lateral displacement measuring unit; A wheel-rail contact position measuring device comprising:

2. 2. The wheel-rail contact position measuring device according to claim 1, the rail-side contact position measurement unit measures the rail-side contact position for each of the wheels passing over the rail; the lateral displacement measuring unit measures the lateral displacement of each of the wheels, the wheel-side contact position measuring unit measures the wheel-side contact position for each of the wheels passing on the rail; A wheel / rail contact position measuring device characterized by the above.

3. 2. The wheel-rail contact position measuring device according to claim 1, the rail-side contact position measuring unit measures the rail-side contact position based on an output signal from a surface wave detection device that detects a reflected wave that is reflected at the contact position when a surface wave propagates along the surface of the rail; A wheel / rail contact position measuring device characterized by the above.

4. 4. The wheel-rail contact position measuring device according to claim 3, the rail-side contact position measuring unit measures the rail-side contact position based on a difference between a waveform of a reflected wave measured when the wheel is passing over the rail and a waveform of a reflected wave measured when the wheel is not passing over the rail; A wheel / rail contact position measuring device characterized by the above.

5. 4. The wheel-rail contact position measuring device according to claim 3, a filter unit that removes noise components generated when the wheels pass over the rail from an output signal of the surface wave detection device; A wheel / rail contact position measuring device characterized by the above.

6. A method for measuring a wheel-rail contact position, comprising the steps of: a lateral displacement / rail side contact position measuring step of measuring a contact position on the rail side where the wheel comes into contact and measuring a lateral displacement of the wheel; a wheel-side contact position measuring step of measuring a wheel-side contact position where the rail comes into contact based on the rail-side contact position and the lateral displacement; A method for measuring wheel-rail contact position, including:

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