EP1862593B1 - Method and device for detecting the condition of track way - Google Patents

Abstract

The method involves scanning the line building by a measuring vehicle with a gauge device, transferring data memory captured by the gauge device to a central data memory device and determining the geographical position of the gauge device along the line building. The data with a reference data, which are in a reference database are determined with the gauge device before geological layer compositions and put down by a digital data processing. The determined geological layer compositions are compared and then assigned. An independent claim is also included for a condition detecting device for line construction.

Description

The invention relates to a method for detecting the condition of line structures according to the preamble of claim 1, and an apparatus for carrying out this method according to the preamble of claim 22.

In this context, a line structure is understood to mean a structure extending substantially in a length, in particular a direction of travel, such as a track, a road, a bridge, a tunnel, a dyke or the like.

The inspection of line structures such as track tracks is an important measurement task to ensure operational safety during ongoing use and for quality control after conversion or repair work has been carried out. In this context the direct Track systems, ie sleepers, rails and rail fasteners, the track substructure, usually consisting of ballast bed and surface shift layer, as well as the underlying and lateral ground environment or soil and structural or natural structures that protrude into the profile of the track travel or adjacent thereto understood become. In addition to the usual inspection procedures carried out at regular intervals, which are intended to detect signs of wear or damage caused by the operation, quality assurance after new construction or conversion has gained considerable significance.

In the near future, due to the increasing demand of railways due to high speed of the trains and frequent use of the tracks, it will become necessary to significantly shorten the time intervals in which a regular inspection is carried out in order to ensure operational safety and economic efficiency. Due to the increased axle loads and driving speeds considerably increased stresses of the track tracks, it is necessary to carry out further analysis in the inspection of track ways to detect emerging damage in the track or sleeper area or in the area of the track bed or substructure and resolve before this one cause severe damage to the track and consequently costly repairs. For economic reasons, it is desirable to reduce the number of inspections and carry out the inspection in a short period of time in order to minimize the downtime caused by the inspection.

Finally, for present and future inspection tasks it is necessary to recycle the results of the inspection as quickly as possible in such a way that damage can be quickly detected and remedied. This rapid detection and assignment must be done in a widely branched route network with high precision.

Out EP 1 420 113 A2 a measuring carriage is known, which can be moved over a track and on which a laser scanner is mounted, with which the ballast profile of a ballast bed of a track can be scanned to excess or missing gravel to locate. For this purpose, a cross-sectional profile of the ballast bed is scanned at discrete intervals and compared with a desired cross-sectional profile in order to determine in this way deviations of the actual value from the desired value. The method has the disadvantage that only a superficial inspection of a single, the quality of the track path influencing factor is made and also the evaluation of the data in connection with the integrated displacement sensor is complex and the subsequent assignment of gravel bed error requires a complex subsequent data processing.

Out JP 200 506 20 34 A is a measuring method for checking the height and the course of tracks is known in which prisms are attached to the tracks and are scanned by a laser. The method has the disadvantage that although it can reliably inspect individual sections of the route in which it is installed, rapid inspection over long distances is either too time-consuming or too cost-intensive due to the complicated installation of the system on the rails.

Out EP 1 120 493 A2 a method is known for investigating the condition of the superstructure of railways, in which the density of the superstructure is determined in layers by impressing a sample tube into the superstructure and a gamma radiation examination. The method has the disadvantage that it does not allow a quick examination of the track path and also determines only isolated parameters on the condition of the track path.

Out WO 01/90738 A2 It is known to guide an eddy current probe along a rail and to record the signal of the probe location dependent. To locate a GPS unit is used. The method has the disadvantage that it only detects a single parameter for determining the condition of a rail and, moreover, only damage in the near-surface region of laid rails and points components can be detected.

Out DE 43 40 254 C2 Finally, a method for detecting the condition of the superstructure, substructure and substrate of railroad tracks is known which is detected by means of a transmitting and receiving antenna of a georadar system underground under the tracks. The method allows a relatively quick analysis of the ground area below tracks, but is still further improvement.

Thus, there is a need for a method in which an analysis of line structures such as track ways, in particular of the track bed and ground area below and to the side of the track, is possible without the need for selective outcrops are required.

Furthermore, there is a need to further develop the method so that a faster and more accurate detection of the condition of the line structure, in particular the foundation of track paths is possible.

There is still a need for an analysis method for line structures, in which an assignment of the measured data to location data can take place in a more precise form.

Furthermore, there is a need for an analysis method for line structures in which the measured data are processed in such a way that the geological sizings and any critical geological structures as well as defects in the track substructure can be detected and assigned more quickly.

Furthermore, there is a need for a method which is capable of comprehensively testing and documenting the reliability of a line construction within a short investigation period.

These objects are achieved according to the invention with a method according to claim 1 and a device with the features of claim 22.

It is preferred that the scanning device comprises at least one sensor device which generates an electromagnetic oscillation by means of an antenna device with an electric dipole, and which by means of a waveguide whose cross-sectional area increases transversely to the propagation direction of the electromagnetic oscillation from the dipole to an outlet opening, the electromagnetic Vibration coupled to the ambient air.

The invention is based on the finding that, although with conventional radar antennas, imaging of areas of a linear structure such as the substructure of track paths is possible, the radar antenna for this purpose must be brought as close as possible to the surface of the linear structure, such as the track bed and even then the imaging quality for a high-resolution analysis is not sufficient. However, the small distance between line structure, in particular track bed surface and antenna causes considerable safety risks in collision with any objects in the line structure. In addition, for example, it is necessary to set the radar antenna in the area of certain track systems, such as switches or level crossings, high. This is done according to the prior art by manual operation of a lifting device, whereby the driving speed of the Meßzuges is significantly reduced.

By using an antenna device with such a waveguide, the distance between line structure, in particular track bed and antenna can be increased and this on the one hand air coupling can be achieved, whereby greater distances between antenna and ground are possible and thereby the safety of the device even at fast speeds of the Measuring cart be ensured. The special antenna arrangement on the one hand provides a pronounced directional characteristic, so that the electromagnetic oscillation is emitted in one direction with a small opening angle. The antenna device according to the invention may comprise one or more such waveguide antenna devices. The antenna devices may radiate perpendicularly in the direction of the ground or inclined with respect to the vertical to measure in an oblique direction into the ground, for example to measure laterally below a track or to measure the floor areas sideways from the track. It has been shown for the measurement of track paths that in particular a centrally arranged between the two track strands antenna device with a vertical direction of emission allows a particularly favorable detection of the substructure of track paths. The antenna device with waveguide can be placed at a safe height distance above the track, so that collisions with other Track systems, components or foreign bodies can be excluded.

In a first advantageous embodiment, it is preferred that the scanning device scans the linear structure with a further sensor devices, wherein the further sensor device preferably operates according to a different measuring method than the antenna device. In this way, a multi-sensor device is used in the method according to the invention which comprises at least two, preferably more than two sensor devices, in particular sensor devices which operate with different measuring methods. This makes it possible with high-precision local assignment of the different measurement results to obtain a differentiated representation of the investigated linear structure.

In particular, it is preferred if a track substructure and ground in the region between rails and preferably also under these rails is scanned with the antenna device. The scanning of this area by means of the antenna allows a safe assessment of the particularly important area between and under the rails when measuring track paths.

Furthermore, it is preferred that the antenna device operates in the radar frequency range. The radar frequency range includes frequencies that allow both a differentiated representation of geological layers and have a sufficient depth of penetration in the examined soil area.

The inventive method can be further developed by the geographical position is determined by a satellite-based location system. As a result, the combination of a radar survey of the ground of track paths with a satellite-based positioning, for example by means of GPS, provided and thus on the one hand a precise location determination and on the other hand achieved a fast data analysis.

In this case, it is particularly preferred if the data of the satellite-supported location system are compared with the data of a route database for position determination and / or with a Doppler radar for speed determination become. The accuracy of currently available satellite navigation systems is not sufficient for many track-use condition detection applications to allow for rapid location of detected defects. A route network such as for track tracks, roadways or the like available, with its exact data regarding directions, radii, branches and lengths of individual sections is stored in the route networks of many countries in a route database. By comparing the data obtained by satellite navigation with the data of such a route database, the accuracy of the position determination can be increased considerably. This can be done, for example, by calculating typical characteristic data of the route database from the data obtained by satellite navigation and by comparing the calculated data with the data stored in the route database data of a previously restricted route area made an exact location determination. As an adjustment, it is understood that with the satellite Orfungssystem certain positions and positional shifts with the track paths of the route data network are compared and takes place on the basis of found congruities or similarities an exact position determination.

By means of an additional or alternative comparison of the position data obtained by satellite navigation with the relative data of a Doppler radar or the absolute data of a route database, the accuracy of the navigation can be significantly improved and thus an accuracy of up to one meter can be achieved. Adjustment is to be understood in this context as meaning, on the one hand, that the speed determined by the Doppler radar or the distance calculated therefrom is compared with that of the satellite navigation system, and a deviation factor is determined and this deviation factor is used as the correction value of the data obtained with the satellite navigation system. Furthermore, by means of the Doppler radar data, a section of the route or period in which no satellite reception is possible, for example in tunnels, can be bridged. In this case, an extrapolation of the previous, driven direction is made on the basis of Doppler radar data and the current location is calculated.

According to the invention, the data determined with the antenna device are compared with reference data of previously known geological layer compositions, which are stored in a reference database, by means of digital data processing and assigned to specific geological layer compositions.

With sufficient resolution of the data obtained with the radar apparatus, typical geological layer compositions will emit a characteristic radar signal that suggests the concrete layer composition of the measured layer. Here, a significant differentiation can be made and, for example, a ballast bed of new gravel with sharp edges of a gravel bed of old gravel with rounded edges and polluted gravel are distinguished. This aspect of the invention addresses the problem that an evaluation of the data over long sections of the route can only be carried out by elaborate analysis by a person skilled in the art for each individual transverse or longitudinal section and is thus very time-consuming. Shifts in geological strata or changes in geological strata, such as cavitations or liquid intrusions, can be detected in this way only after a long evaluation period. This disadvantage can be considerably reduced if reference data are used to compare and correlate the measured data with previously known geological layer compositions. In this way, the evaluation can be limited to looking for irregularities in recognized geological strata and investigating unrecognized geological strata or the course to trace the known geological strata. These investigations cause considerably less time than the individual analysis with assignment and testing of each individual determined by the radar device data.

The comparison and assignment by means of digital data processing can take place by comparison of the radar data in certain surface sections or volume sections with the data stored in the reference database under consideration a certain tolerance range in order to make an assignment of the layer composition in this way. The automatic identification of the geological layer structure allows a much faster evaluation of the obtained measurement data and thus a faster detection of possible critical layer structures, layer structure changes or defects in the layer structures.

In this case, it is particularly preferred that the assignment takes place by visualizing the layer structures from the measured radar data and comparing these layer structures with the layer structures of geological layers previously known from radar data with a previously known layer composition. This visualization allows a user of the device, who need not necessarily be a radar expert, to easily detect irregularities in known layers or unfavorable layer compositions as well as to immediately recognize changing gradients of layer structures.

Furthermore, it is preferred that the layers are displayed in two-dimensional sectional views, in particular transverse and longitudinal sections through or along the track path, on an image output device and the layer compositions are visualized by preferably standardized symbols or surface fillings. In this way, the user of the method according to the invention is provided with a representation of the measured data, which enables a fast, traceable evaluation.

It is further preferred that during the data acquisition process with the antenna device, the surface profile or sections of the surface profile of the track path is scanned by means of a laser scanning device, preferably by means of scanning perpendicular to the movement of the measuring carriage oscillating by the laser beam. This makes it possible, for example in the measurement of gravel tracks, to detect missing or excess ballast and thus to monitor the quality of the track embedding. In particular, such a three-dimensional view of the surface profile which allows a comprehensive evaluation of the ballast bedding profile.

Furthermore, it is preferred if, during the data acquisition process with the antenna device, the environment and / or the surface of the line structure is detected by means of a digital image capture device. Through this training, a user on the one hand, the assignment of certain data of the determined data set is facilitated to certain locations and improved in this way the evaluation option. Furthermore, with this training complementary data can be provided, which are relevant for the detection of the condition of the line structure.

In this case, it is further preferred that the digital imaging device records the trolley devices or parts of the trolley track, the surface and the trolley area of both railways of the track, and / or the surface of the sleepers and / or a fixed carriageway.

This development of the invention improves the disadvantage of known methods in that an inspection method for track paths is provided in which at the same time a comprehensive image acquisition of several relevant examination areas takes place. Damage to the contact wire of the track can thus be detected on the basis of an evaluation of the digital image data. In addition, outbreaks, cracks or wear areas in the surface or in the driving edge area of the rail tracks can be detected and displayed. This is preferably done by vertical or slightly oblique recording direction on the surface of the rail tracks by means of two individual digital image capture devices, which are preferably each directed obliquely from the inside to the rail tracks. In this way, in particular the state of wear of the driving edges can be determined and possibly necessary measures to extend the service life of the rail or to remedy severe signs of wear are made. Furthermore, this training allows one hand, the easier allocation of defects that have been detected by means of a radar or laser examination, to a certain point along the track, as it can be better found on the basis of the image data collected at the same time. On the one hand, this can allow a better orientation of a user within the investigated environment on the basis of the additional image data or a direct assignment of the image data to the radar data or laser scanning data.

On the other hand, this further development of the method also makes it possible, in addition to the radar or laser examination, to perform a differentiated additional investigation of safety-relevant features from the surroundings and / or the surface of the track path. In this way, a simultaneous detection of relevant radar or laser data and relevant image data can be carried out with the method according to the invention, which allows a comprehensive assessment of the condition of the track path. The digital image capture device can be done, for example, with a line-scanning video camera. Furthermore, the digital image acquisition can take place by digital individual images recorded at discrete intervals, the spacing of which is preferably selected such that a gap-free mapping of the track path results on the basis of the recorded image sections. Preferably, a plurality of digital image capture devices are used, in particular digital video or photo cameras, which record mutually offset and / or in different orientations relevant excerpts of the environment and / or the track path.

Finally, this training is also suitable for the analysis of fixed carriageway routes. These are typically made of concrete and are increasingly used for high-speed railways. For such routes concrete sleepers are used. This material requires a periodic check for cracks, which can be done conveniently by digital imaging of the surface of the components. In this case, a digital image evaluation can preferably take place, which automatically detects and marks the cracks.

The digital image acquisition can be further developed by using the digital image capture device, the fasteners of the rails are recorded on the thresholds and preferably automatically checked by digital image analysis for presence and correct location. Fasteners between the rail and the threshold can become loose or be loosened or even removed by vandalism. A review of these fasteners at regular intervals is required and can preferably be done with the method according to the invention. In this case, as described above, it is preferable to detect and display an automatic detection of a possible loosening or lack of these fastening elements by means of digital image evaluation.

According to a further aspect of the invention, the method mentioned above or the method developments described above are further developed by examining the wall of a tunnel with the antenna device, the digital image acquisition device and / or the laser scanning device. The management of railways through tunnels has become increasingly important in the course of the route modernization. In this connection, it is also necessary to cover the wall of tunnels, i. Tunnel superstructure to check elms at regular intervals to detect loose rocks or moisture. Furthermore, after the construction of a tunnel to the Bauabnahme often it is advantageous to check these parameters and to determine the rock thickness. This can be carried out with the inventive method in an advantageous manner by using the antenna device, the wall of the tunnel is examined. For this purpose, the antenna device must have at least one antenna which is aligned corresponding to the tunnel wall. Preferably, the antenna device comprises a plurality of antennas, in particular radar antennas, which preferably measure in a direction perpendicular to the tunnel wall.

It has surprisingly been found that with the antenna device according to the invention with a waveguide also a spaced carried out sampling of the tunnel wall can be carried out and in this case the tunnel wall surface is shown and a relief detection can be performed. To this Way breakouts, protruding components or offsets can be detected in the tunnel wall, which was not possible with previously known methods in a reasonable period of time.

The method according to the invention can be further developed with regard to all method aspects and further developments according to the invention by analyzing the data measured with the antenna device and / or the digital image acquisition device and / or the laser scanning device by a digital data evaluation and thereby layer boundaries and / or defects by comparison with reference data and / or by comparing the local measured data with a data averaged over a certain environmental area and / or by comparing adjacent data or data areas are identified and marked.

With the method according to the invention, a number of different measurement data can thus be determined in particular simultaneously during a single measurement run, for example radar measurement data for inspection of the substructure of the track, image measurement data for inspecting the surface of the track of the track, the contact wire and the surroundings and laser-determined measurement data for checking the position of track and sleepers or the ballast bed. The evaluation of these data often has to be done in a short time and the evaluation time can be significantly reduced if the known manual assessment of the data is omitted and an automatic analysis is performed by comparison with reference data. This can be done either a comparison of local data with averaged data to detect deviations from the average normal state.

Furthermore, the method according to the invention can be developed with regard to all aspects and further training by sorting each automatically or manually recognized defect into one of at least two groups and these groups characterizing the measures to be taken for remedying the defect. This allows a quick overview of the entire condition of a line structure and improves the coordination of repair measures considerably. In particular, this training is advantageous when the inventive Inspection procedure in connection with immediately following repair measures, possibly even directly coupled to the measuring carriage, is used to make a quick decision on the manner in which a defect is repaired. The sorting into the groups takes place on the basis of the extent or the manner of the detected defect and the measures known from previous repairs measures that are required to remedy such a defect. In this case, a measure can also be understood as a preventive processing which is intended to increase the service life of the track route or parts thereof.

In a particularly advantageous method development, the measurement data of the radar device, the laser scanning device and / or the image acquisition device are assigned to each other for a measurement range and merged into a database and a measurement data statement is formed, which is composed of at least two of these data sets. The simultaneous detection of measurement data sets by means of different measurement methods, which is possible with the method according to the invention, not only enables the time required for the inspection to be shortened, but also allows the measurement data to be subjected to a common consideration and thus to gain further knowledge from the measurement data sets combined in this way. For example, analyzes from one measurement dataset can often be verified using another dataset. Furthermore, the combination of multiple sets of measurements allows full evaluation of defects, for example, by obtaining the surface dimensions of a crack from the image acquisition data and the depth of the crack from the laser scan data or the radar data.

Finally, another important further development of the method consists in carrying out at least two measurements at a location or in one area offset from one another, assigning the measurement data from the two temporally staggered measurements by means of digital data processing to geographically coincident positions, preferably comparing them Differences between the measured data the two measurements taken at different times are automatically marked. Thus, by repeated inspection of a track path, the data recorded in a current measurement can be compared by exact position determination with the corresponding data of a previous measurement and in this way changes that have occurred between the two measurements can be detected. The thus detected defects or changes can be visualized and highlighted in image representations. In this way, on the one hand, a monitoring, ie a time-shifted multiple control of the track path, made possible, which allows the observation of a damage progress to determine the right time for repair measures. Furthermore, the results may be subjected to a simple manual follow-up on the screen or in a print-out to decide whether to take remedial action or to make a description of the detected miss-change. Furthermore, the data recorded with the device according to the invention can be compared with external data recorded at other times, provided that they also have sufficiently accurate position information.

In particular, the time-offset measurements at one location may in each case include measurement data from at least two different measurement methods. This allows monitoring with differentiated measurement data for different line structure properties.

In particular, the method according to the invention is suitable for detecting the condition of dike structures, wherein the measuring vehicle travels on the dike crown and the state of the dyke in front of and / or behind the dike crown is detected by means of at least one antenna device mounted on a cantilever arm.

A further aspect of the invention is a device for detecting the condition of line structures, in particular track ways, comprising: a scanning device mounted on a measuring vehicle for measuring the track path, a central data storage device for storing the measurement data acquired by the scanning device, and a navigation device for determining the geographical position of the scanning device along the track path in which the scanning device comprises an antenna device with an electric dipole for generating an electromagnetic vibration and a waveguide for coupling the vibration to the ambient air, whose cross-sectional area transversely to the propagation direction of the electromagnetic oscillation from the dipole to an outlet opening increased.

The apparatus according to the invention may be further developed according to claims 22 to 38. These advanced apparatuses have features that make them particularly suitable for use in carrying out the method according to the invention and its further developments. For the embodiments, specific features, variants and advantages of the features of these devices and device developments, reference is made to the preceding description of the corresponding method features.

Finally, another aspect of the invention is the use of a previously described device to detect the condition of dyke structures or the condition of driveways, especially roads. It has surprisingly been found that the device according to the invention are particularly well suited for detecting upcoming damage in the area of dyke structures and driveways in advance, for example by detecting incipient under-rinses. The method according to the invention can be further developed for detecting the condition of dike structures by detecting the state of the dyke in front of and behind the dike crown by means of a outrigger with radar antennas mounted thereon, and in this way both the dyke substance immediately below the dike crown with the aid of the directly in the vicinity of the measuring vehicle installed radar antennas are detected as well as the dyke substance in the area of the foot of the dike by correspondingly radar antennas are arranged on the extension arm in this area.

• Figur 1: Eine schematische Seitenansicht eines Messfahrzeugs mit einer daran montierten erfindungsgemäßen Vorrichtung zur Durchführung des erfindungsgemäßen Verfahrens, und
• Figur 2: Einen schematischen Datenflussplan für den Ablauf des erfindungsgemäßen Verfahrens.

A preferred embodiment of the method according to the invention will be described with reference to the figures. Show it:

• FIG. 1 : A schematic side view of a measuring vehicle with an inventive device mounted thereon for carrying out the method according to the invention, and
• FIG. 2 : A schematic data flow plan for the course of the method according to the invention.

Referring to FIG. 1 is mounted on a measuring vehicle 10 extending in the direction of travel Auslegarm 21 with transverse arm 22 attached thereto.

At the outer end of the longitudinal arm 21, an antenna device with a waveguide 30 is fixed, which radiates downward in the vertical direction and between two rail tracks 11,12 on which the measuring carriage 10 rolls, measures. At the cross boom 22 two radar antennas 31,32 are arranged. The left in the direction of travel radar antenna 31 measures on the left rail track 11 laterally past, the right in the direction of travel radar antenna 32 measures on the right rail track 21 laterally over.

The antenna device with waveguide 30 measures up to 4m in soil and substructure below the track strands 11,12 in and thus allows an evaluation of this soil, the substructure and the superstructure, i. the sleepers and the ballast bed of the railway track. The radar antennas 31,32 measure in the typical frequency range up to 4m in the substructure and the soil in, with specially tuned frequency ranges even deeper, and allow an evaluation of superstructure, substructure and soil in this lateral area. The radar measurement can be done at speeds up to 200km / h with a horizontal resolution, the defects from a size of a few meters makes recognizable.

In the area behind the two front wheels 13,14 of the measuring carriage 10, a laser scanning device 40 is arranged, which scans the gravel profile and compares with a desired profile to detect in this way excess or missing gravel. Sampling can also be done at speeds up to 200km / h.

Furthermore, a plurality of digital line scan cameras 50, 51, 52, which receive the surface of the track path, are arranged between the two wheelsets 13, 14 or 15, 16 of the measuring carriage 10. Among them are two digital line scan cameras 50,52, which are directed to the rail head in the area of the driving edge and record this with a resolution of 0.1 x 0.5 mm. These images enable a so-called "head check" and the detection of edge breakouts in the area of the running edge. Furthermore, welds and insulating joints are detected.

Another set of digital line scan cameras 51 is directed at the mid-track track surface and allows a solid track 17 and the sleepers 18 to be inspected for cracks. For this purpose, a camera set 51 is used, which consists of four digital line scan cameras that can detect cracks with a width of 0.1 mm or more. Of the camera set 51, two line scan cameras per rail are arranged, which detect in the direction of travel left and right of this rail, the road surface and threshold surface.

Finally, there are other digital line scan cameras 60, 61 mounted on pan and tilt heads on the front side of the trolley, which serve to detect the track environment, the overhead line system and the state of lateral drainage. These line scan cameras can be operated manually or automatically or used with a fixed axis alignment.

On the roof of the measuring carriage 10, a GPS antenna 70 is arranged, which is coupled to a GPS processing device 71. The data of the GPS processing apparatus is matched with the data of a wheel incremental encoder 72, thereby achieving an accuracy of 1m in determining the position of the meter.

The measurement data of the radar antennas 30-32, the laser scanning system 40, the digital line scan cameras 50-52 and 60-61 and the position data from the GPS unit 70,71 and the Radinkrementalgeber 72 are fed to a central storage and evaluation computer 90.

The processing of the data is based on FIG. 2 described.

In FIG. 2 are symbolically a radar device 130 with a plurality of radar antennas, a laser scanner 140, a digital image acquisition device 150 for observing the surface of a fixed carriageway and the sleepers, a digital image acquisition device for detecting the catenary wire of the track, a digital image capture device for detecting the environment 161 and an incremental encoder 172 for detecting the number of revolutions and rotational position of a wheel of the measuring truck shown schematically. These measurement data acquisition elements 130, 140, 150, 160, 161 and 172 transmit their measurement data via an input interface to a first data processing station 200 within a central data processing device 190.

The first data processing station 200 further receives data from a GPS antenna 170 about the runtime signals to particular satellites. Within the first data processing station 200, the signals received from the GPS antenna are matched with the data of the incremental encoder 172 and the route network data stored in a memory unit 210, thus accurately determining the location of the trolley at 1 m.

Thereafter, the data is forwarded to a second data processing station 220. In the second data processing station 220, the measurement data of the individual measurement acquisition devices is compared with the reference data stored in a second storage device 230. The reference data stored in the second storage device represent typical measured values, such as gray values or gray value curves for known assignment values, whereby assignment values are, for example, the wear width in the region of the running edge of a rail or certain soil types or track substructures, for example soiled or new gravel or the like.

The processing of the measurement data in the second data processing station 220 therefore makes it possible to associate certain layer properties or surface properties to the obtained measurement data. The properties assigned in this way are assigned to the measured data in the identified area by means of a visualization parameter and can thus be highlighted or displayed on a screen or in an expression by manual data evaluation or by visualization of the measured data.

In the second data processing station 220, an evaluation of the measured data continues to take place with regard to possible defects. This can be done in various known ways. Thus, for example, a single measurement value can be compared with an average value of the measured values in its environment, and if the individual measured value deviates from this mean value by a certain amount, a defect at the location of the individual measured value can be detected. In this way, for example, cracks in the measured data of a surface of the fixed roadway can be detected or sub-rinses in the substructure of the track bed can be detected from the radar data.

From the second data processing station 220, the measurement data thus parameterized are forwarded to a third data processing station 240. In the third data processing station 240, based on the parameters of the measured data from a third data memory 250, which contains a catalog of measures, each measure found a measure assigned, which must be taken to maintain the route security and to extend the service life of the route or should.

In the third data processing station 240, measurement data from different transducers can furthermore be compared with one another in order to obtain a conclusion about the depth of a crack or the orientation of a wear surface, for example based on the surface profile data obtained by laser scanning and the image data of an examination site obtained by digital image acquisition. In principle, in the third data processing station 240, the data of all transducers for any given examination site can be assigned to one another in order in this way to enable a comprehensive assessment of an examination site. Furthermore, in the third data processing station, the measurement data can an earlier measurement and compared with the measurement data of the current measurement. In this way, the track track can be monitored to detect the progress of defects and to determine the timely time for a maintenance or repair action.

The measured data are forwarded in a parameterized and prepared way to a screen in order to make a visualization for a user on this screen. For this purpose, the user can fade in on the screen longitudinal or transverse profiles of the examined track and at the same time retrieve and display a surface image and a surface profile of this track at the appropriate location. Furthermore, the geographical position data for the examined site can be retrieved and to better navigate images of the environment of this place can be displayed.

By means of the method according to the invention and the device according to the invention, a comprehensive assessment of the overall condition of the superstructure, the substructure and the track and the roadway and the sleepers is thus possible by a single traverse of a track. The transducers are designed to measure at speeds above 50km / h and a range of transducers can measure at speeds up to 200km / h. The data preparation allows differentiation and identification of defects by digital image analysis and assignment of measurement data from different measurement systems for a study site and therefore allows a user to quickly detect defects or changes in the area of a track.

By means of the method according to the invention and the device according to the invention, a comprehensive assessment of changes in the overall condition of the superstructure, the substructure and the track and the roadway and the thresholds itself is possible after several departures of a track track in order to provide monitoring with an automated distinction between to meet rapidly changing defects and stable defects or damage.

Claims (41)

1. Method for recording the condition of line constructions with the steps:

   - scanning the line construction by means of a scanning device attached to a measuring vehicle (10),

   - transferring and storing the data recorded by the scanning device to or in a central data storage device (90), and

   - determining the geographical position of the scanning device along the line construction,

   characterised in that the data determined with the scanning device are compared with reference data (230) of previously known geological layer compositions that are filed in a reference database (230), by means of digital data processing and allocated to particular geological layer compositions.
2. Method according to claim 1,
   characterised in that allocation is carried out by visualisation of the layer structures from measured radar data and comparison of these layer structures with the layer structures, previously visualised from radar data, of geological layers with previously known layer composition.
3. Method according to claim 1 or 2,
   characterised in that the layers are displayed in two-dimensional sectional views, in particular cross-sections and longitudinal sections through or along the track, on an image output device and the layer compositions are visualised by preferably standardised symbols or filled areas.
4. Method according to one of the preceding claims,
   characterised in that the geographical position is determined by a satellite-supported location system (70, 71).
5. Method according to the preceding claim,
   characterised in that the data of the satellite-supported location system are matched with the data of a section database (210) for determining location and/or with a double radar for determining the speed.
6. Method according to one of the preceding claims or
   the preamble of claim 1,
   characterised in that the scanning device comprises at least one sensor device that creates an electromagnetic oscillation by means of an antenna device with an electric dipole.
7. Method according to the preceding claim,
   characterised in that the antenna device links the electromagnetic oscillation to the ambient air by means of a hollow conductor, the cross-sectional area of which increases at right angles to the direction of propagation of the electromagnetic oscillation from the dipole to an outlet.
8. Method according to one of the preceding claims 6 - 7,
   characterised in that the scanning device scans the line construction with a further sensor device, wherein the further sensor device preferably works in accordance with a different measuring method from the antenna device.
9. Method according to one of the preceding claims 6 - 8,
   characterised in that the antenna device works in the radar frequency range.
10. Method according to one of the preceding claims,
    characterised in that a track sub-structure and base in the area between rails and preferably also under these rails is scanned with the scanning device, preferably the antenna device.
11. Method according to one of the preceding claims,
    characterised in that during the data recording process with the scanning device, in particular the antenna device, the surface profile or sections of the surface profile of the line construction is scanned by means of a laser scanning device (40), preferably by means of scanning oscillating perpendicular to the travel movement of the measuring car by the laser beam.
12. Method according to one of the preceding claims,
    characterised in that during the data recording process with the scanning device, in particular the antenna device, the surroundings and/or surface of the line construction is recorded by means of a digital image acquisition device (50 - 52, 60, 61).
13. Method according to the preceding claim,
    characterised in that

    - the contact wire means or parts of the contact wire means of a track,

    - the surface and the running edge area of both sections of rail of this track, and/or

    - the surface of the sleepers (51) of this track and/or a fixed carriageway

    are recorded with the digital image acquisition device.
14. Method according to one of the preceding claims 12 or 13,
    characterised in that attachment elements of rails to sleepers of a track are recorded with the digital image acquisition device (51) and automatically checked for presence and correct position, preferably by a digital data evaluation.
15. Method according to one of the preceding claims 9, 11 and/or 12,
    characterised in that the walls of a tunnel are examined with the radar device, the digital image acquisition device and/or the laser scanning device.
16. Method according to one of the preceding claims 9
    and/or 12,
    characterised in that the data measured with the radar device and/or the digital image acquisition device are analysed by a digital data evaluation and thus layer boundaries and/or defects are identified and marked by comparison with reference data and/or by comparing the local measured data with data averaged over a particular surrounding area and/or by comparing adjacent data or data ranges.
17. Method according to the preceding claim,
    characterised in that each automatically or manually detected defect is sorted into one of at least two groups (250) and these groups characterise the measures to be taken to remedy the defect.
18. Method according to one of the preceding claims 9, 11 and/or 12,
    characterised in that the measurement data from the radar device, the laser scanning device and/or the image acquisition device are allocated to each another for a measurement range and merged into a database and a measurement data report composed of at least two of these data sets is produced.
19. Method according to one of the preceding claims,
    characterised in that at least two measurements are taken at a location time-staggered in relation to one another, the measurement data from the two measurements taken time-staggered in relation to one another are allocated by means of a digital data processing to geographically concurring positions, are compared with one another, wherein preferably differences between the measurement data from the two measurements taken time-staggered in relation to one another are automatically marked.
20. Method according to the preceding claim, characterised in that the time-staggered measurements at a location each comprise measurement data from at least two different measuring methods.
21. Method for recording the condition of dyke constructions with the features according to one of the preceding claims 1 - 20, wherein the measuring vehicle travels on the top of the dyke and the condition of the dyke in front of and/or behind the top of the dyke is recorded by means of at least one antenna device mounted on a radial arm.
22. Device for recording the condition of line constructions, in particular tracks, comprising:

    - a scanning device attached to a measuring vehicle (10) for surveying the track,

    - a central data storage device (90) for storing the measurement data recorded by the scanning device, and

    - a navigation device for determining the geographical position of the scanning device along the track,

    characterised by a reference database (230) in which reference data (230) of previously known geological layer compositions are filed, and a digital data processing device for comparing the data determined with the scanning device with the reference data and for allocating a particular geological layer composition.
23. Device according to the preceding claim, characterised by a visualisation device for visualising geological layer compositions from the measured radar data.
24. Device according to one of the preceding claims 22 or 23 or the preamble of claim 22,
    characterised in that the scanning device comprises an antenna device with an electric dipole for creating an electromagnetic oscillation and a hollow conductor for linking the oscillation to the ambient air, the cross-sectional area of which increases at right angles to the direction of propagation of the electromagnetic oscillation of the dipole to an outlet.
25. Device according to one of the preceding claims 22 - 24,
    characterised in that the scanning device comprises at least one further measuring device, the measuring method of which is preferably different to the antenna device.
26. Device according to one of the preceding claims 22 - 25 and claim 24,
    characterised in that the antenna device is configured and arranged so that the track sub-structure and base in the area between the rails and preferably also under the rails is scanned.
27. Device according to one of the preceding claims 22 - 26 and claim 24,
    characterised in that the antenna device creates an electromagnetic oscillation in the radar frequency range.
28. Device according to one of the preceding claims 22 - 27,
    characterised by a satellite-supported location system (70, 71) for determining the geographical position.
29. Device according to the preceding claim,
    characterised by a storage device for storing a section database (210) and/or a double radar device for determining the speed, to match the data of the satellite-supported location system.
30. Device according to one of the preceding claims 22 - 29,
    characterised by a laser scanning device (40) for scanning the surface profile or sections of the surface profile of the track, wherein the laser scanning device is preferably configured to scan by means of laser beam oscillating perpendicular to the travel movement of the measuring car.
31. Device according to one of the preceding claims 22 - 30,
    characterised by a digital image acquisition device (50 - 52, 60, 61) for recording the surroundings and/or the surface of the track.
32. Device according to the preceding claim,
    characterised in that the digital image acquisition device (60, 61; 50 - 52) is configured to record

    - the contact wire means or parts of the contact wire means of the track,

    - the surface and running edge area of both sections of rail of the track and/or

    - the surface of the sleepers (51) and/or a fixed carriageway.
33. Device according to one of the preceding claims 22 - 32,
    characterised by a digital image acquisition device (51) which is configured to record the attachment elements of the rails to the sleepers and by a digital data evaluation device to check for presence and correct position of the attachment elements.
34. Device according to one of the preceding claims 24, 30 and/or 31,
    characterised in that the antenna device, the digital image acquisition device and/or the laser scanning device is configured to examine the walls of a tunnel.
35. Device according to one of the preceding claims 24 or 31,
    characterised by a digital data evaluation device for analysing the data measured with the antenna device and/or the digital image acquisition device and for identifying and marking layer boundaries and/or defects by comparing with reference data and/or by comparing the local measured data with data determined over a particular surrounding area and/or by comparing adjacent data or data areas.
36. Device according to one of the preceding claims 24, 30 and/or 31,
    characterised by

    - a storage device for storing a first data set measured at a first point in time with the antenna device and/or the digital image acquisition device and/or the laser scanning device and

    - a digital data evaluation device for allocating the data of the first and a second data set recorded with the antenna device and/or the digital image acquisition device and/or the laser scanning device at a second point in time to concurring geographical positions and for comparing the first and second data sets.
37. Device according to the preceding claim, characterised in that the digital data evaluation device is configured for identifying and marking differences in the first and second data set.
38. Device according to one of the preceding claims 22 - 37,
    characterised by a digital data processing device for sorting each automatically or manually detected defect into one of at least two groups (250) which characterise the measures to be taken to remedy the defect.
39. Device according to one of the preceding claims 22 - 38,
    characterised by a central data storage device in which the measurement data of the radar device, the laser scanning device and/or the image acquisition device for a measuring range are merged and digital data processing device for producing a measurement data report which is composed of at least two of these data sets.
40. Use of a device according to one of the preceding claims 22 - 39 for recording the condition of dyke structures.
41. Use of a device according to one of claims 22 - 39 for recording the condition of travel ways, in particular roads.

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