EP1028193B1 - Correction method for the position of a railway track - Google Patents

Correction method for the position of a railway track Download PDF

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Publication number
EP1028193B1
EP1028193B1 EP99890399A EP99890399A EP1028193B1 EP 1028193 B1 EP1028193 B1 EP 1028193B1 EP 99890399 A EP99890399 A EP 99890399A EP 99890399 A EP99890399 A EP 99890399A EP 1028193 B1 EP1028193 B1 EP 1028193B1
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EP
European Patent Office
Prior art keywords
track
vertical position
tamping
correction
section
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Expired - Lifetime
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EP99890399A
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German (de)
French (fr)
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EP1028193A1 (en
Inventor
Josef Theurer
Bernhard Dr. Lichtberger
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Franz Plasser Bahnbaumaschinen Industrie GmbH
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Franz Plasser Bahnbaumaschinen Industrie GmbH
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/04—Lifting or levelling of tracks
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/10—Track-lifting or-lining devices or methods
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation

Definitions

  • the invention relates to a method for position correction of a rail and sleepers formed track.
  • the object of the present invention is now to provide a method to the track position correction, especially for optimal removal limited to only short track sections extreme track position errors suitable.
  • the tamping machine 1 shown in Fig. 1 has a on rail undercarriages 2 supported machine frame 3 and is on one of rails 4 and sleepers 5 track 6 formed movable.
  • To carry out the Track position correction is an independently height-adjustable per rail 4 Stopfaggregat 7 and track lifting straightening unit 8 is provided.
  • Stopfaggregat 7 and track lifting straightening unit 8 is provided for the Track measurement.
  • a reference roller 9 that can be unrolled on track 6 10 is provided, the one for each rail 4 in the machine longitudinal direction extending reference chord 11 for sensing the altitude and another central reference chord 12 for sensing the lateral position of the track 6 has.
  • To record a track actual position and calculate a desired position is a electronic computing and control unit 13 is provided with a monitor 14.
  • Fig. 2 and 3 is a height-actual position 15,16 of the left and right rail 4 shown.
  • a visible in Fig. 2 line 17 shows the theoretical Superelevation desired position of the left rail 4 at.
  • Fig. 3 is an extreme deviation the height-actual position 16 can be seen from the desired position.
  • the first step consists in a test drive the stuffing machine 1 in the by an arrow 20 direction shown, wherein the height-actual positions 15,16 the right and left rail 4 (Fig. 5 and Fig. 4) independently registered and recorded in the arithmetic and control unit 13. Subsequently, they are above a selectable tolerance limit Altitude error detected by the control and computing unit 13 and below Forming a height desired position 19 according to a known electronic Arrow height compensation method smoothed and displayed on the monitor 14.
  • Those track correction sections 24, which now undergo a track position correction are either manually or automatically by electronic Definition of a start and end point S or E limited. After that will the tamping machine 1 to the first starting point S (Fig. 4) process until the Stopfaggregat 7 is positioned exactly above the starting point S.
  • This exact Positioning can be done accurately by the operator on the monitor 14 ( Figure 6) be tracked, as a cursor line 21 in synchronism with the movement of the Tamping machine 1 relative to the track 6 or relative to the also on the monitor 14 apparent height actual and desired position moved in the track longitudinal direction. Furthermore is a kilometer 23 of the track 6 visible.
  • Stopfaggregates 7 at the starting point S is only the left Stopfaggregat 7 lowered to perform the track position correction, of course also only the left rail 4 through the track lifting and straightening unit. 8 raised in the determined by the electronic smoothing height-desired position 19 becomes.
  • the distance measurement for the right-hand rail 4 starts can after reaching the starting point S for the right rail 4 (see Fig. 5) automatically the right Stopfaggregat 7 are lowered at the beginning of the track position correction. As soon as the end point E is reached for the respective rail 4, the track position correction completed.
  • the method according to the invention has the advantage that the track position correction work By focusing on extreme track position errors done relatively quickly can be, wherein advantageously the uncorrected track sections continue in its highly condensed, stabilized, only minor, remain acceptable track position faulty situation.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Control Of Linear Motors (AREA)
  • Meat, Egg Or Seafood Products (AREA)
  • Control Of Stepping Motors (AREA)
  • Crystals, And After-Treatments Of Crystals (AREA)
  • Magnetic Heads (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The method for correcting the level of a track built from rails and sleepers comprises independently measuring the left and right rail of a section of track to determine and record an actual height level (15) using a computing and control unit. Electronic smoothing of defects outside an acceptable tolerance is then used to produce a height target (19). A start (S) and end point (E) are then established to mark out the section of track whose height is to be corrected (24). A machine for feeding ballast to the track is then positioned at the start. The rail supporting surface is then adjusted to the level of the previous section which does not require correcting (22). Height correction is then carried out independently for each rail to conform with the target.

Description

Die Erfindung betrifft ein Verfahren zur Lagekorrektur eines aus Schienen und Schwellen gebildeten Gleises.The invention relates to a method for position correction of a rail and sleepers formed track.

In einem Artikel "Leitcomputer für Stopfmaschinen" der Fachzeitschrift "Der Eisenbahningenieur" 44 (1993) 9, Seiten 570 - 574, wird eine moderne, als "ALC" bezeichnete Recheneinheit zur Durchführung einer optimalen Gleislagekorrektur näher beschrieben. Zusätzlich zur Führung der Stopfmaschine nach einer bekannten Soll-Geometrie des Gleises besteht auch die Möglichkeit, die Stopfmaschine mit unbekannter Soll-Geometrie zu führen. Dazu wird vor der Gleislagekorrektur eine Meßfahrt mit der Stopfmaschine durchgeführt und mit Hilfe eines elektronischen Pfeilhöhenausgleiches aus der aufgemessenen Gleis-lst-Geometrie eine Gleis-Sollage mit entsprechenden Korrekturwerten gewonnen.In an article "Control computer for tamping machines" of the journal "Der Railway Engineer "44 (1993) 9, pages 570-574, is a modern, as "ALC" means computing unit for performing an optimal track position correction described in more detail. In addition to the management of the tamping machine according to a known target geometry of the track, there is also the possibility to guide the tamping machine with unknown nominal geometry. To is carried out before the track position correction a test drive with the tamping machine and with the help of an electronic arrow height compensation from the measured track lst geometry a track setpoint with corresponding Correction values won.

Die Aufgabe der vorliegenden Erfindung liegt nun in der Schaffung eines Verfahrens zur Gleislagekorrektur, das sich speziell zur optimalen Beseitigung von lediglich auf kurze Gleisabschnitte beschränkten extremen Gleislagefehlern eignet.The object of the present invention is now to provide a method to the track position correction, especially for optimal removal limited to only short track sections extreme track position errors suitable.

Erfindungsgemäß wird diese Aufgabe mit einem durch folgende Schritte gekennzeichneten Verfahren gelöst:

  • a) voneinander unabhängiges Aufmessen der linken und rechten Schiene eines Gleisabschnittes zur Ermittlung und Aufzeichnung einer Höhenlstlage durch eine Rechen- und Steuereinheit,
  • b) elektronische Glättung von über einer wählbaren Toleranzgrenze befindlichen Höhenlagefehlern unter Bildung einer Höhen-Sollage,
  • c) Eingrenzung eines für die Lagekorrektur in die ermittelte Höhen-Sollage vorgesehenen Gleiskorrekturabschnittes innerhalb des vermessenen Gleisabschnittes durch Festlegung eines Start- und Endpunktes (S,E) für die Lagekorrektur,
  • d) Positionieren eines Stopfaggregates einer Stopfmaschine genau am Startpunkt (S) des ermittelten Gleiskorrekturabschnittes,
  • e) Begrenzung der Schienenanhebung am Startpunkt (S) auf die Höhenlage des an den Startpunkt (S) angrenzenden, nicht korrigierten Gleisabschnittes, und
  • f) Durchführung der Gleislagekorrektur unter voneinander unabhängiger Anhebung und Unterstopfung beider Schienen des Gleises in die ermittelte Höhen-Sollage.
    • According to the invention, this object is achieved by a method characterized by the following steps:
  • a) measuring the left and right rails of a track section independently of one another for ascertaining and recording a vertical position by means of a computing and control unit,
  • b) electronic smoothing of altitude errors above a selectable tolerance limit to form a desired altitude altitude,
  • c) delimiting a track correction section provided for the position correction in the ascertained height desired position within the measured track section by defining a start and end point (S, E) for the position correction,
  • d) positioning a tamping unit of a tamping machine exactly at the starting point (S) of the determined track correction section,
  • e) limitation of the rail elevation at the starting point (S) to the altitude of the uncorrected track section adjoining the starting point (S), and
  • f) Implementation of the track position correction under independent lifting and clogging of both rails of the track in the determined height desired position.

    • Mit dieser Kombination von Verfahrensschritten besteht die Möglichkeit unter Vermeidung einer kostenaufwendigen Korrektur der gesamten Gleisstrecke lediglich relativ kurze, mit nicht mehr tolerierbaren Extremfehlern behaftete Problemabschnitte so zu bearbeiten, daß einerseits eine dauerhafte Beseitigung der Extremfehler und andererseits auch eine optimale Anpassung des korrigierten Abschnittes an die durchschnittliche Istlage der angrenzenden, nicht bearbeiteten Gleisabschnitte erzielbar ist. Es ist in diesem Zusammenhang wesentlich, insbesondere in Gleisbögen mit Überhöhungen, für beide Schienenstränge jeweils eine eigene, voneinander unabhängige Sollage zu bilden, um somit gefährliche Verwindungsfehler nach der Gleislagekorrektur zu vermeiden.With this combination of process steps, the possibility exists under Avoidance of costly correction of the entire track only relatively short, with no longer tolerable extreme errors afflicted Problem sections to edit so that on the one hand a permanent elimination the extreme error and on the other hand also an optimal adaptation of the corrected section to the average actual position of the adjoining, unprocessed track sections is achievable. It is in this context essential, especially in track curves with elevations, for both Rail tracks each have their own, independent setpoint to form, thus dangerous twisting errors after the track position correction to avoid.

    Weitere Ausbildungen und Vorteile der Erfindung ergeben sich aus den Unteransprüchen und der Zeichnung.Further embodiments and advantages of the invention will become apparent from the dependent claims and the drawing.

    Im folgenden wird das erfindungsgemäße Verfahren anhand der Zeichnung näher beschrieben.In the following the method according to the invention will be described with reference to the drawing described in more detail.

    Es zeigen:

  • Fig. 1 eine Seitenansicht einer Stopfmaschine, und
  • Fig. 2 bis 6 jeweils eine vereinfachte schematische Darstellung von Ist- und Sollagekurven eines Gleisabschnittes.
    • Show it:
  • Fig. 1 is a side view of a stuffing machine, and
  • 2 to 6 are each a simplified schematic representation of actual and desired curves of a track section.

    • Die in Fig. 1 dargestellte Stopfmaschine 1 weist einen auf Schienenfahrwerken 2 abgestützten Maschinenrahmen 3 auf und ist auf einem aus Schienen 4 und Schwellen 5 gebildeten Gleis 6 verfahrbar. Zur Durchführung der Gleislagekorrektur ist jeweils pro Schiene 4 ein unabhängig höhenverstellbares Stopfaggregat 7 und Gleishebe-Richtaggregat 8 vorgesehen. Für die Gleisaufmessung ist ein durch Tastrollen 9 am Gleis 6 abrollbares Bezugsystem 10 vorgesehen, das für jede Schiene 4 eine in Maschinenlängsrichtung verlaufende Bezugsehne 11 zum Abtasten der Höhenlage und eine weitere mittige Bezugsehne 12 zum Abtasten der Seitenlage des Gleises 6 aufweist. Zum Aufzeichnen einer Gleis-Istlage und Berechnen einer Sollage ist eine elektronische Rechen- und Steuereinheit 13 mit einem Monitor 14 vorgesehen.The tamping machine 1 shown in Fig. 1 has a on rail undercarriages 2 supported machine frame 3 and is on one of rails 4 and sleepers 5 track 6 formed movable. To carry out the Track position correction is an independently height-adjustable per rail 4 Stopfaggregat 7 and track lifting straightening unit 8 is provided. For the Track measurement is a reference roller 9 that can be unrolled on track 6 10 is provided, the one for each rail 4 in the machine longitudinal direction extending reference chord 11 for sensing the altitude and another central reference chord 12 for sensing the lateral position of the track 6 has. To record a track actual position and calculate a desired position is a electronic computing and control unit 13 is provided with a monitor 14.

    In Fig. 2 und 3 ist eine Höhen-Istlage 15,16 der linken bzw. rechten Schiene 4 dargestellt. Eine in Fig. 2 ersichtliche Linie 17 zeigt die theoretische Überhöhungs-Sollage der linken Schiene 4 an. In Fig. 3 ist eine extreme Abweichung der Höhen-Istlage 16 von der Sollage ersichtlich. Würde man nun diesen Gleisabschnitt in der herkömmlichen Weise korrigieren, würde die Istlage des in Fig. 2 dargestellten linken Schienenstranges über einen Querneigungsmesser unter Bezugnahme auf die rechte Schiene 4 automatisch in die mit strichpunktierter Linie 18 dargestellte theoretische Sollage angehoben werden. Infolge der verfahrensmäßigen unabhängigen Aufmessung und Gleislagekorrektur der beiden Schienen 4 wird lediglich der in Fig. 3 dargestellte rechte Schienenstrang in eine (an die anschließenden, nicht korrigierten Gleisbereiche angepaßte) Höhen-Sollage 19 angehoben, während der in diesem Bereich gegenüberliegende, in einer Überhöhung befindliche linke Schienenstrang unverändert in der noch akzeptablen Höhen-Ist-lage 15 verbleibt. Die Höhen-Sollage 19 wird nach Aufmessung der Höhen-Istlage 15 mit Hilfe der Rechen- und Steuereinheit 13 durch einen bekannten elektronischen Pfeilhöhenausgleich (elektronische Glättung) erreicht. Für den Fall, daß beispielsweise der überhöhte Schienenstrang einen nicht mehr akzeptablen Höhenlagefehler aufweist, wird auch dieser unter Anpassung an die Überhöhungslage der angrenzenden Schienenabschnitte angepaßt. Die auf der Maschine 1 befindlichen Querneigungsmesser dienen lediglich zur Information der vorhandenen Überhöhung und haben keinen Einfluß auf die Maschinensteuerung bzw. die Gleislagekorrektur. In Fig. 2 and 3 is a height-actual position 15,16 of the left and right rail 4 shown. A visible in Fig. 2 line 17 shows the theoretical Superelevation desired position of the left rail 4 at. In Fig. 3 is an extreme deviation the height-actual position 16 can be seen from the desired position. Would you now correcting this track section in the conventional manner would be the actual position of the left rail track shown in Fig. 2 via a bank angle with reference to the right rail 4 automatically in raised with the dotted line 18 theoretical target position become. As a result of the procedural independent survey and Track position correction of the two rails 4 is only shown in Fig. 3 right track in one (to the subsequent, not corrected Track areas adapted) altitude-desired position 19 raised while in this area opposite, located in an elevation left Rail track remains unchanged in the still acceptable height-actual position 15 remains. The height-desired position 19 is after measuring the height-actual position 15th with the help of the computing and control unit 13 by a known electronic Arrow height compensation (electronic smoothing) achieved. In the case, that, for example, the excessive rail track no longer acceptable Altitude error, this is under adaptation to the Tilting position adapted to the adjacent rail sections. The on the bank 1 located bank gauge are for information only the existing elevation and have no influence on the machine control or the track position correction.

    Im folgenden wird das erfindungsgemäße Verfahren insbesondere anhand der Fig. 4 bis 6 näher beschrieben.In the following, the method according to the invention is particularly based on 4 to 6 described in more detail.

    Der erste Arbeitsschritt besteht in einer Meßfahrt der Stopfmaschine 1 in der durch einen Pfeil 20 dargestellten Richtung, wobei die Höhen-Istlagen 15,16 der rechten und linken Schiene 4 (Fig. 5 bzw. Fig. 4) unabhängig voneinander registriert und in der Rechen- und Steuereinheit 13 aufgezeichnet werden. Anschließend werden über einer wählbaren Toleranzgrenze liegende Höhenlagefehler durch die Steuer- und Recheneinheit 13 ermittelt und unter Bildung einer Höhen-Sollage 19 gemäß einem bekannten elektronischen Pfeilhöhenausgleichsverfahren geglättet und auf dem Monitor 14 angezeigt.The first step consists in a test drive the stuffing machine 1 in the by an arrow 20 direction shown, wherein the height-actual positions 15,16 the right and left rail 4 (Fig. 5 and Fig. 4) independently registered and recorded in the arithmetic and control unit 13. Subsequently, they are above a selectable tolerance limit Altitude error detected by the control and computing unit 13 and below Forming a height desired position 19 according to a known electronic Arrow height compensation method smoothed and displayed on the monitor 14.

    Jene Gleiskorrekturabschnitte 24, die nun einer Gleislagekorrektur zu unterziehen sind, werden entweder manuell oder automatisch durch elektronische Festlegung eines Start- und Endpunktes S bzw. E eingegrenzt. Danach wird die Stopfmaschine 1 zum ersten Startpunkt S (Fig. 4) verfahren, bis das Stopfaggregat 7 exakt über dem Startpunkt S positioniert ist. Diese exakte Positionierung kann von der Bedienungsperson am Monitor 14 (Fig. 6) genau verfolgt werden, da sich eine Cursorlinie 21 synchron zur Bewegung der Stopfmaschine 1 relativ zum Gleis 6 bzw. relativ zu der ebenfalls am Monitor 14 ersichtlichen Höhen-Ist- und Sollage in Gleislängsrichtung bewegt. Außerdem ist eine Kilometrierung 23 des Gleises 6 ersichtlich.Those track correction sections 24, which now undergo a track position correction are either manually or automatically by electronic Definition of a start and end point S or E limited. After that will the tamping machine 1 to the first starting point S (Fig. 4) process until the Stopfaggregat 7 is positioned exactly above the starting point S. This exact Positioning can be done accurately by the operator on the monitor 14 (Figure 6) be tracked, as a cursor line 21 in synchronism with the movement of the Tamping machine 1 relative to the track 6 or relative to the also on the monitor 14 apparent height actual and desired position moved in the track longitudinal direction. Furthermore is a kilometer 23 of the track 6 visible.

    Nach der auf diese Weise einfach durchzuführenden genauen Positionierung des Stopfaggregates 7 am Startpunkt S wird lediglich das linke Stopfaggregat 7 zur Durchführung der Gleislagekorrektur abgesenkt, wobei natürlich auch lediglich die linke Schiene 4 durch das Gleishebe- und Richtaggregat 8 in die durch die elektronische Glättung ermittelte Höhen-Sollage 19 angehoben wird.After the thus easy to perform exact positioning the Stopfaggregates 7 at the starting point S is only the left Stopfaggregat 7 lowered to perform the track position correction, of course also only the left rail 4 through the track lifting and straightening unit. 8 raised in the determined by the electronic smoothing height-desired position 19 becomes.

    Da mit dem Beginn der Gleislagekorrektur automatisch auch die Wegmessung für die rechte Schiene 4 beginnt, kann nach Erreichen des Startpunktes S für die rechte Schiene 4 (s. Fig. 5) automatisch auch das rechte Stopfaggregat 7 zum Beginn der Gleislagekorrektur abgesenkt werden. Sobald der Endpunkt E für die jeweilige Schiene 4 erreicht ist, wird die Gleislagekorrektur beendet. As with the start of the track position correction automatically the distance measurement for the right-hand rail 4 starts, can after reaching the starting point S for the right rail 4 (see Fig. 5) automatically the right Stopfaggregat 7 are lowered at the beginning of the track position correction. As soon as the end point E is reached for the respective rail 4, the track position correction completed.

    Das erfindungsgemäße Verfahren hat den Vorteil, daß die Gleislagekorrekturarbeiten durch Konzentration auf extreme Gleislagefehler relativ rasch erledigt werden können, wobei in vorteilhafter Weise die nicht korrigierten Gleisabschnitte weiterhin in ihrer hoch verdichteten, stabilisierten, lediglich geringfügige, akzeptable Gleislagefehler aufweisenden Lage verbleiben.The method according to the invention has the advantage that the track position correction work By focusing on extreme track position errors done relatively quickly can be, wherein advantageously the uncorrected track sections continue in its highly condensed, stabilized, only minor, remain acceptable track position faulty situation.

    In diesem Zusammenhang ist es auch wesentlich, daß die Schienenanhebung am die Gleislagekorrektur einleitenden Startpunkt S auf die Höhenlage des an den Startpunkt S angrenzenden, nicht korrigierten Gleisabschnittes 22 begrenzt ist. Damit die Einzelfehler wegen der größeren Haltbarkeit überhoben werden können, muß es eine Überhebungsvorgabe nicht nur für die Referenzschiene, sondern auch für die überhöhte Schiene 4 geben. Je nach Größe des Höhenlagefehlers gibt es die Möglichkeit des Normalstopfens, des Doppel- oder Dreifachstopfens sowie des Hochdruckstopfens. Normalerweise werden die dem Startpunkt S folgenden ersten Schwellen normalgestopft, dann in der Nähe des Maximums des Höhenlagefehlers doppeltgestopft, wobei je nach Fehlergröße bzw. auch der Schwellenart Hochdruck dazugeschaltet wird. Sobald der Höhenlagefehler bei Näherung des Endpunktes E wieder kleiner wird (der Bediener sieht seine Position bezüglich des Höhenlagefehlers am Monitor 14), erfolgt bis zum Erreichen des Endpunktes E eine Normalstopfung. Nach der Gleislagekorrektur wird eine Abnahmemeßfahrt mit der Stopfmaschine 1 durchgeführt.In this context, it is also essential that the rail lift on the track position correction introductory starting point S to the altitude the at the starting point S adjacent, not corrected track section 22 is limited. So that the individual errors overheated because of the greater durability It must be a levy requirement not only for the Reference rail, but also for the raised rail 4. Depending on Size of height error, there is the possibility of normal stuffing, Double or triple stopper and high-pressure stopper. Usually the first thresholds following the starting point S are normalized, then double-stuffed near the maximum of the altitude error, depending on the size of the fault or the threshold type of high pressure is switched on. As soon as the altitude error approximates the end point E becomes smaller again (the operator sees his position with respect to the altitude error on the monitor 14), takes place until reaching the end point E a normal clogging. After the track position correction is a Abnahmemeßfahrt performed with the tamping machine 1.

    Sollten durch eine vorhergehende Präzisionsvermessung der Höhenlagefehler (mittels eines auf der Maschine vorhandenen kombinierten Höhen-Richt-Lasers oder mittels EM-SAT oder mittels manuell-optischer Methoden) die ermittelten Hebe-Korrekturwerte verwendet werden, so sind diese im Gegensatz zu einer bekannten Maschinensteuerung für eine erfindungsgemäße Maschinensteuerung für die linke bzw. rechte Schiene 4 gesondert in die Rechen- und Steuereinheit 13 einzugeben.Should by a previous precision measurement of altitude error (by means of a combined height-directional laser present on the machine or by means of EM-SAT or by means of manual-optical methods) determined lifting correction values are used, these are in contrast to a known machine control for an inventive Machine control for the left and right rail 4 separately in the Arithmetic and control unit 13 to enter.

    Claims (5)

    1. A method of correcting the position of a track (6) composed of rails (4) and sleepers (5), characterized by the following steps:
      a) surveying, independently of one another, the left and right rail (4) of a track section for determining and recording an actual vertical position (15) by means of a computing and controlling unit (13),
      b) electronically smoothing vertical position faults exceeding a selectable tolerance limit, thus forming a desired vertical position (19),
      c) locating a track correction section (24), intended for the position correction into the determined desired vertical position (19), within the surveyed track section by establishing a starting and end point (S,E) for the position correction,
      d) positioning a tamping unit (7) of a tamping machine (1) precisely at the starting point (S) of the determined track correction section (24),
      e) limiting the rail lift at the starting point (S) to the vertical position of the uncorrected track section (22) adjoining the starting point (S), and
      f) carrying out the track position correction while lifting and tamping both rails (4) of the track (6) independently of one another into the determined desired vertical position (19).
    2. A method according to claim 1, characterized in that the actual vertical position (15,16) of the left and right rail (4) is recorded independently of one another and represented graphically on a monitor (14).
    3. A method according to claim 1 or 2, characterized in that the operating modes: normal, double or triple tamping or high pressure tamping are automatically selected in dependence upon the difference between actual and desired vertical position (15,19).
    4. A method according to claim 1, 2 or 3, characterized in that the electronic smoothing of the surveyed actual vertical position (15) is achieved by means of a versine compensation method.
    5. A method according to one of claims 1 to 4, characterized in that the respective position of the tamping unit (7) relative to the track (6) is indicated on the monitor (14).
    EP99890399A 1999-02-10 1999-12-22 Correction method for the position of a railway track Expired - Lifetime EP1028193B1 (en)

    Priority Applications (1)

    Application Number Priority Date Filing Date Title
    AT99890399T ATE268836T1 (en) 1999-02-10 1999-12-22 METHOD FOR CORRECTING THE POSITION OF A TRACK

    Applications Claiming Priority (2)

    Application Number Priority Date Filing Date Title
    AT0018499A ATA18499A (en) 1999-02-10 1999-02-10 METHOD FOR CORRECTING THE POSITION OF A TRACK
    AT18499 1999-02-10

    Publications (2)

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    EP (1) EP1028193B1 (en)
    JP (1) JP2000230207A (en)
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    AT (2) ATA18499A (en)
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    RU2757104C1 (en) * 2018-08-20 2021-10-11 ХП3 Реал ГмбХ Method for automatic correction of railway track position

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    ES2313109T3 (en) * 2004-11-22 2009-03-01 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. PROCEDURE TO CORRECT POSITION ERRORS AT HEIGHT OF A VIA.
    TWI398621B (en) * 2008-02-01 2013-06-11 Foxnum Technology Co Ltd Position rectifying device
    ES2364635B8 (en) * 2011-03-24 2015-01-08 Tecsa Empresa Constructora, S.A AUTOMATIC LEVELING AND ALIGNMENT MACHINE OF RAILWAY IN PLATE, PRIOR TO CONCRETE.
    RU2468136C1 (en) * 2011-03-30 2012-11-27 Максим Николаевич Балезин Method for railway track sleeper tamping and machine for its realisation
    EP2957674B1 (en) * 2014-06-18 2017-10-11 HP3 Real GmbH Method for operating a movable superstructure machine on a railway track
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    CN104975545B (en) * 2015-07-30 2017-04-05 上海铁路局上海大型养路机械运用检修段 Smash stable car tamping pickaxe anti-plug rail protection device and its application process
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    AU757187B2 (en) 2003-02-06
    US6260485B1 (en) 2001-07-17
    ATE268836T1 (en) 2004-06-15
    CZ294091B6 (en) 2004-10-13
    CA2298110A1 (en) 2000-08-10
    SK1592000A3 (en) 2000-11-07
    EP1028193A1 (en) 2000-08-16
    JP2000230207A (en) 2000-08-22
    CA2298110C (en) 2005-12-20
    DK1028193T3 (en) 2004-08-30
    HU222132B1 (en) 2003-04-28
    SK286171B6 (en) 2008-04-07
    CZ2000118A3 (en) 2000-08-16
    PL199308B1 (en) 2008-09-30
    ATA18499A (en) 2000-04-15
    RU2169810C1 (en) 2001-06-27
    CN1263184A (en) 2000-08-16
    HU0000536D0 (en) 2000-04-28
    CN1114016C (en) 2003-07-09
    HUP0000536A2 (en) 2002-08-28
    PL338282A1 (en) 2000-08-14
    DE59909686D1 (en) 2004-07-15
    AU1499300A (en) 2000-08-17
    ES2222680T3 (en) 2005-02-01

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