EP2957674A1 - Method for operating a movable superstructure machine on a railway track - Google Patents

Abstract

It is a track adjustment for operating a on a track system (1) movable upper construction machine (17), with computer-controlled lifting straightening devices for adjusting the track position, with a control measuring system for measuring the track position in the lifting straightening devices (14), with a decrease measuring system for Measuring the corrected track position and described with a tamping unit (24) for compacting a ballast track of the track system (1). For the purpose of achieving an improved straightening result, it is proposed that the amount of elastic recovery ("cw") of the track rail resulting from a straightening force (F) acting on the track is calculated and that this elastic recovery ("cw) be taken into account in the target value setting that the track with the lifting straightening is displaced beyond the desired position (0) by the amount of elastic recovery ("cw).

Description

The invention relates to a Gleisjustiersystem for operating a mobile on a track system overhead construction machine, with computer-controlled lifting straightening devices for adjusting the track position, with a control measuring system for measuring the track position in the lifting straightening, with a pick-up system for measuring the corrected track position and with a tamping unit for compacting a ballast track of the track system.

Most tracks for the railway are executed as gravel superstructure. The sleepers lie in the gravel. The ballast has the task of deriving the wheel forces into the planum, the absorption of shear forces acting on the rail and the threshold and the discharge of surface water. Due to the effective wheel forces of the overlying trains irregular settlement in the ballast and shifts of the lateral position geometry of the track caused. The subsidence of the ballast bed causes errors in the longitudinal height, the elevation (in the arc), the twist, the track and the leveling. If certain comfort limits of these geometric parameters are exceeded, then maintenance work is planned and carried out. If, however, specified danger values are exceeded, the speed is reduced or the track is blocked and the correction of these so-called single faults is carried out immediately, depending on the size of the faults.

The correction and correction of these geometric track errors is usually carried out today with track-laying machines. So that the track after such track geometry improvement work again be released to the operation can, are the railway superstructure machine usually equipped with so-called acceptance measuring systems and acceptance scrubber systems. Acceptance tolerances are specified for the quality of the track position after the improvement by overhead machinery or other methods. These represent the minimum requirements of the quality of the geometric improvements produced. These are evidenced by the acceptance measuring systems and acceptance recording systems.

The important parameters to be corrected and recorded are the distortion of the track, the longitudinal height of the track, the direction or lateral position of the track, the track width and the bank angle or elevation of the track. A railway superstructure machine such as a tamping machine restores the track geometry, which was degraded by the load on the trains. For this purpose, the track is lifted and directed by means of electrohydraulically controlled lifting straightening devices in the desired position. The forces required for this depend on the size of the rails, the thresholds, the friction forces between sleepers and ballast bed, the effective length of the track exposed to the force and other factors. The force is introduced via hydraulic cylinders, therefore, the forces acting on pressure measurements by means of pressure transducer could be measured. Of course, directly measuring force transmitters could be used.

A problem with the correction of the track position is that the track system has elastic components. Due to the acting force for correcting the track position, this results, for example, in the deflection (tilting) of the rail in the rail fastening, which depends on the straightening force and can be on the order of 2-6 mm. In addition, due to the manufacturing tolerances, the rail can slip laterally in the rail fastening with the rail foot, with the usual forces this movement is of the order of 1 mm. In addition, it is known that a laterally shifted track rust (due to the rail bending moments) spring back elastically after straightening between 1-2mm. If the track is raised and compacted with the tamping tools the ballast under the sleepers to the track position fix, then already caused by the burden of the wheels of the track construction machine itself causes subsidence. The size of these settlements depends on the size of the elevation, the underlying ballast bed thickness (in the elevated track the ballast bed is thicker under the higher rail), the gravel condition (whether dirty or not), the ballast itself (intermeshability of grains, shape, material , Degree of soiling), the weather (moist bedding leads to larger subsidence) and the axle load. Since there is more gravel under the elevated rail in the track curve, this side is slightly more than the so-called reference strand. This results in observable camber and warp errors. Warp errors are particularly significant because they are the critical size for derailments. Even with theoretically absolutely correct troubleshooting by the track-laying machine, remain back by the spring back of the rail and the track grate and settlements track errors. The lower the errors are after track processing, the lower the force interaction with the wheels of the trains rolling over them and the greater the durability of the track geometry reached. It is therefore desirable to bring the track geometry as possible to the target position, because it can save considerable costs and effort.

To control the process, there are measuring systems for straightening, lifting and banking. Since these measuring systems are usually equipped with steel tendons, systematic errors of the measuring systems occur. These systematic errors are calculated and compensated by algorithms by the control computer. The target geometries of the railway tracks are available as track plans and can be used after input to the control computer to calculate the systematic errors with knowledge of the behavior of the measuring systems.

If, as is customary in some countries, no such desired track geometry is known, then a track can be traveled with the existing measuring systems of the upper construction machine and the measured data can be stored. Improved smoothed track geometry curves can then be optimized from these measured data become. By comparing these smoothed track geometry curves with the measured actual values, lifting and straightening correction values can be determined therefrom - which then, after the calculation, can be used to control and guide the machine. It is also possible to adopt such correction values from other measuring and evaluation measuring systems. Another possibility is to take track geometry target data electronically.

To document the achieved quality of the work, an independent acceptance measuring device is usually provided behind the machine via a trailer. The recorded measured quantities are largely the same measured variables as those of the control system of the track-laying machine, but based on other chord lengths. This data is printed, saved and / or displayed on a screen.

The invention is therefore the object of a track adjustment of the kind described in such a way that the residual error of the track position after straightening and lifting can be reduced.

The invention solves this problem in that the resulting from an acting on the track straightening force resulting amount of elastic resilience of the track grid is calculated and that this elastic resilience is taken into account in the target value Richtvorgabe such that the track with the lifting straighteners by the amount the elastic recoil is displaced beyond the desired position. The springback of the rail can also be done by measurement, while the amount of springback is detected immediately after the removal of the straightening forces by the Richtwertgeber.

With the invention, the resulting among other things by the springback of the rails and the track grid residual error of the track position after straightening should be kept as small as possible and ideally go to zero. This can on the one hand by a force measurement on the displacement cylinders (eg by pressure sensor) and the calculation or measurement of the expected elastic Return spring paths happen. The track is thus aimed at straightening beyond the subsequently zurückfedernde extent and springs back after straightening in the desired position.

To further minimize the straightening error, a mean straightening error can be calculated from the difference between the desired position and the acceptance measurement with the acceptance measuring system, by which the track with the lifting straightening devices is additionally displaced in the sense of approaching the desired position. For this purpose, for example, from the tendon measurements of a tendon transducer of the acceptance measuring system via a conversion by means of reconstruction methods (see, eg DE10337976 A ) and by taking into account the transfer function of the tendon system the actual residual error and from this the mean value is calculated. Both values are added to the standard value, which is specified by a control and control computer. Thus, therefore, the track is slightly suppressed when judging by the track-laying machine, at the end of judging thus springs the track in the ideal case to the desired target position.

Furthermore, it is advisable if the resulting setting of the increase of the rail track is calculated and taken into account in the setpoint overshoot specification in such a way that the track with the lifting straightening devices is raised above the desired position by the amount of the calculated settlement. Thus, the Überhöhungsfehler can be compensated after the lifting of the track by the setting occurring during straightening and plugging the track. This is done in particular by calculating the expected settlement. Unequal settlements that occur immediately after a lift-stuffing operation and that manifest in an over-elevation error can be measured by directly measuring this over-elevation error after turning off the lift forces by the inclinometer.

In addition, from the difference between the desired position and the acceptance measurement with the acceptance measuring system, a mean over-elevation error can be calculated, in order to increase the track additionally with the lifting straightening devices in the sense of an approach to the target position is shifted. With this mean value remaining settlement errors can be corrected. Both values, the overshoot error and the average overshoot error, are added to the overshoot error value given by the control and lead computer. Real is therefore raised the elevated rail track slightly higher, after the expected settlement, the track takes in the ideal case, the desired target overshoot.

The straightening force is preferably measured by means of the lifting straightening devices associated force sensors and / or pressure sensors. From the relevant measured values, the elastic springback of the track is subsequently calculated. The settlement of the increase in the rail track of a track is calculated, for example, from the altitude of the elevated train. The relevant mathematical relationships are explained in the description of the figures.

The control measuring system and the acceptance measuring system are particularly preferably associated with a common output device, in particular a monitor or data recorder, with which the measurement results are displayed. Thus, all relevant data can be displayed directly on an output device and monitored by a controller. In addition, it can be displayed at the same time whether the required tolerances are maintained, for which purpose the correction values can be displayed in common output device. For this purpose, it is advantageous if the control measuring system and the acceptance measuring system is assigned a common computing device in which all data are combined and processed. By merging the two prior art computers and output devices, in particular screens, for the control and control computer and for the acquisition computer recorder, all data of the x / y coordinates can be displayed aligned. Thus, on a two-part screen both the target specifications of the track geometry and the directional track geometry can be displayed in the acceptance chart. Not only ergonomics and readability are improved by this design, but also in the writing on the Screen can also be tracked and controlled the correction values and their impact on the quality of the generated track geometry.

If the measured values of the control measuring system and the acceptance measuring system are assigned position data determined with a GPS device, the individual measuring data can be assigned directly clear position data, which ensures a neat documentation and individual positions can be found exactly for a rework or subsequent assessment. In addition, the measured values of the control measuring system, the acceptance measuring system and / or the correction values can be transmitted to a computer via a radio transmission link. Thus, the data can be transmitted, for example, to a data processing center and there is the possibility of central monitoring of work progress. Since the correction data in connection with this invention, as well as the other result data, are safety-relevant, as immediate as possible a delay-free transmission of this data to the railway manager is important. Therefore, the system is equipped with a wireless transmission device such as GSM or the like so that the data can be transmitted on demand. This wireless connection is also transmitted by the railway database, data on the type of rail and the rail fastening and the thresholds, so that the size of the elastic deflection of the rail can be compensated properly by the straightening force.

Furthermore, it is advisable if the track system is monitored with at least one image recording device and if the data of the at least one image recording device are preferably transmitted via a radio link, in particular WLAN, to a computing device, where the image data measured values, correction values and possibly position data are assigned. In this way, it is possible to document track-specific features that do not permit reaching the desired track geometry. An indicative ICON is shown at the corresponding location on the monitor image of the acceptance test. If this is activated, the saved image appears on the screen.

Fig. 1

eine mit einem erfindungsgemäßen Gleisjustiersystem ausgestattete Gleisbaumaschine in Seitenansicht,

Fig. 2

eine Draufsicht auf die Steuermessanlage und die Abnahmemessanlage,

Fig. 2a bis 2c

vereinfachte Darstellungen der Gleislage in der Draufsicht,

Fig. 3

ein überhöhtes Gleis im Querschnitt durch das Schotterbett,

Fig. 4

bis 4b eine vereinfachte Darstellungen der Überhöhung,

Fig. 5

ein Diagramm betreffend den Zusammenhang zwischen Richtkraft und Rückfederwirkung,

Fig. 6

ein Diagramm betreffend den Zusammenhang zwischen Hebewert und Überhöhung,

Fig. 7

ein Funktionsschema einer Rechnersteuerung des Gleisjustiersystems,

Fig. 8

und 9 Monitordarstellungen gemäß dem Stand der Technik und

Fig. 10

eine erfindungsgemäße Monitordarstellung.

In the drawing, the subject invention is shown schematically, for example. Show it

Fig. 1

a track construction machine equipped with a track adjustment system according to the invention in side view,

Fig. 2

a top view of the control measuring system and the acceptance measuring system,

Fig. 2a to 2c

simplified representations of the track position in plan view,

Fig. 3

an elevated track in cross-section through the ballast bed,

Fig. 4

to 4b a simplified representation of the elevation,

Fig. 5

a diagram concerning the relationship between straightening force and springback effect,

Fig. 6

a diagram concerning the relationship between lifting value and elevation,

Fig. 7

a functional diagram of a computer control of the track adjustment system,

Fig. 8

and 9 monitor displays according to the prior art and

Fig. 10

an inventive monitor display.

Fig. 1 shows an upper construction machine 17, which has a tamping unit 24 consisting of a vibration drive 26, Beistellzylinder 25 which on guide columns 23 can be moved up and down, and tamping tools 23 has. When stuffing the stuffing tools 57 penetrate both sides of the thresholds in the ballast and compact it, so that the raised and directed track rust its position after stuffing and the right of way of the machine retains its position. About the lifting cylinder 15 and the lifting rollers 16 which attack the rail head of the track grid is raised to the desired position. About the lifting straightening devices for adjusting the track position, the track straightening roller 14 of the track grid is brought into the straightening position.

A control measuring system for measuring the track position has a chord measuring system, a tensioned steel chord consisting of the sections a _w and b _w, and a directional measuring carriage 7 and a measuring transmitter via which the deflection of the steel chord is measured. The acceptance measuring system has a trailing measuring chord consisting of sections a _r and b _r , which measures and records the track position achieved. The acceptance measuring system is located under a trailer 18 which is connected via a drawbar 21 to the main engine and runs on the other side via a drive 20 on the track. The main machine itself rests on the two bogies 19. The working tendon is stretched between a front tensioning carriage 10 and a rear tensioning carriage 5. The measuring chord is stretched between the rear tensioning carriage 5 and the rear take-off power car 2. The entire vehicle can be moved on the track system 1. Fig. 1 also shows the arrangement of a GPS antenna 48, a WLAN antenna 51 and a radio antenna 54 for wireless transmission of the data.

Fig. 2 shows in the upper part of the diagram schematically the two rails of the track system 1. Further, the front tensioning carriage 10, the directional measuring carriage 7 with Richtgeber, the rear tensioning carriage 5, the rear acceptance-RichtMesswagen 3 and the rear acceptance-tensioning carriage 2 located. About the driver 4 are hung in the tendons, the deflection is detected in each case via potentiometer. Next, the straightening unit 14 is located which is to push the track with the aid of the straightening cylinder 9 in the desired position. The pressures in the straightening cylinder 9, and thus the acting straightening force F are detected via pressure sensor 47 (p _R pressure acting on the cylinder ring surface and p _K pressure acting on the cylinder piston surface). The position of the tamping units 6 is also indicated.

The schema acc. 2a is shown further simplified. The presentation now only refers to the track axis. The dashed line shows the location of the faulty track. At the judge 7 shows the deflection k _w before straightening. If now the track is pressed with the straightening cylinder to the zero position (deflection at the directing device = 0 - dash-dotted line) and the straightening cylinder switched back to idling, then the track springs back by the value Δr _w . Real then only the error was corrected to the measure r _w . If the machine moves on to the next stuffing procedure, then this error remains in the track. At the rear of the order then the residual error Δr _r occurs.

The diagram acc. Fig. 2b represents the effect intended by the invention. Again, the dashed line shows the straightening error before plugging. But now the setpoint is set so that the track is suppressed by the measure Δc _w . After the straightening process, the track springs back by this amount and comes to rest in the intended zero position. The tendency of any remaining small straightening error is detected by the decrease measurement 3 by the mean Δc _r . In detail X acc. Fig. 2c the conditions get out Fig. 2a shown enlarged. The straight line 0 represents the position of the ideal track.

Fig. 3 shows an elevated track in cross section in a curve arc. The ballast bedding 27, a threshold 26, the planum 28 are shown. The ballast bed thickness h ₀ below the reference rail (which remains at a height of zero) and the ballast bed thickness h _u under the raised rail. u stands for the superelevation of the track and α for the superelevation angle. 25 is the rail elevated by u. The elevation is measured by means of pendulum sensor 24.

Fig. 4 shows in the upper part of the picture again schematically the two rails of the track system 1. At the front tensioning carriage 10, the actual elevation is detected by the pre-measuring pendulum 31. At work at Richtmesswagen 7 the work pendulum 30 is mounted. The take-off pendulum 29 is located on the acceptance measuring carriage 3. The position of the rear bogie 19, which already exerts a force on the stuffed track which leads to a settlement, is also shown. With the lifting straightening device 14, the track is lifted by two hydraulic cylinders (one for the left, one for the right). In this case, the elevated track 25 is raised by the elevation u over the reference track of the inside of the sheet.

The further simplified scheme according to Fig. 4a represents the course of the elevation u over the track. u _N denotes the desired elevation. The dashed line shows the course 33 of the over-elevated rail with respect to the bow-inner rail before lifting. In order to bring the rail to the desired elevation u _N , the rail must be raised by Δu _w (dot-dash line 32). Under the axle load of the following bogie (2Q axle loads) sets the track is around Δu _r . This error is detected by the acceptance measurement record.

In the diagram according to Fig. 4b the effect of the invention is considered. The unprocessed track (dashed line 33) is now additionally increased by the expected set amount Δu _c . After the setting process effected by the bogie 19 now only a small average residual error Δu _r occurs.

The diagram acc. Fig. 5 represents the relationship between straightening force F and springback of the track grid Δc _w . E indicates the elastic spring-back curve of the curve, while P represents the plastic curve (permanent track displacement). The amount of elastic springback Δs _w can be calculated using this mathematical relationship.

Fig. 6 represents the relationship between the setting of the superelevation Δu _c as a function of the lifting value Δu _{w of} the over-elevated track in diagram form. From the diagram it can be seen that loosening of the ballast bed during plugging causes a settlement Δu ₀ even when lifting = 0.

The control scheme of a Gleisjustiersystem invention Fig. 7 , The Recheneinrichung 48 combines acceptance and control computers and is enhanced by the functionality shown in the image. Via the monitor 39, the screen presentation of the geometry guide and the acceptance record are combined. The hydraulic pressures pK and pR are converted into the straightening force. About the relationship between force and springback (see Fig. 5 ) the return spring travel is calculated. The residual straightening error Δc _r, which is determined by the decrease measurement, is formed over a base length (of approx. 5-10 m) of the mean value of Δc _r and added to the return spring path Δc _w . This correction value is added to the predetermined reference value r _w and output as a new target reference value r _w 'from the computer to the controller.

The setting Δu _c depending on the lifting value Δu _{w of} the over-elevated rail becomes after the relationship after Fig. 6 calculated. From the remainder overshoot error Δu _r measured by the decrease pendulum, the mean Δu _r over a basis length (from approx. 5-10m) formed and added to it. This correction value is added to the predetermined superelevation value Δu _w and output to the controller as a new superelevation target value Δu _w '.

At 53, a wireless data transmission system with antenna 54 is connected to the combined computer, which allows the immediate transmission of the data. 49 is a GPS receiver with antenna 56 which adds absolute coordinates to the typical sheet length data of the track geometry. 50 is a WLAN device with antenna 51 which allows the data transmission from an image pickup device 52, a camera or the like.

Fig. 8 schematically shows a monitor screen 39 for the control and control computer of the stuffing machine gem. the state of the art. 38 shows the kilometerage. Column 34 shows the course of the nominal reference value. Column 35 shows the progression of the longitudinal height setpoint. Column 36 shows the course of the nominal overshoot and column 37 the course of the straightening correction value.

FIG. 9 schematically shows monitor screen 40 of the acceptance record gem. the state of the art. As can be seen in the picture, this shows the rotated x / y-axes in the usual versions on a separate monitor compared to the monitor display of the control and main computer display. 38 shows the kilometerage. Column 34 shows the course of the direction after processing. Column 35 shows the course of the longitudinal height after processing. Column 36 shows the course of the achieved elevation and column 37 the course of the remaining directional error.

FIG. 10 shows the combined data representation according to the invention with the same x / y-axis orientation in an image. The screen can be divided over a slider 47 continuously into a control and Leitcomputerschrieb 39 and a decrease chart 40. The columns correspond to the columns as in 8 and 9 described. The acceptance chart shows tolerances (43, 44, 45, 46) for the individual acceptance sizes. In order to present the operator with the effectiveness (and an opportunity to intervene) of the invention, the Soll-Überhöhungsschrieb (column 36) of the Control and Leitcomputer representation the over-elevation correction (dashed line) Δu _c + Δu _{r are} removed. Likewise, the remaining residual error Δu _{r can be} characterized in comparison with the acceptance chart. In the column 37 for the straightening correction value, the course of the overpressure correction value Δc _w + Δc _{r is shown} in the control and master computer record. In the decrease of column 37 on the other hand, the straightening error .DELTA.c _{r is} shown. Symbol 53 identifies a point in the track at which a track specificity has been documented with image recording device. At present GPS coordinates, these are added in addition to the arc length data in column 38. With 55 is a place to see in which a tolerance exceeded could not be avoided.

Claims (12)

Track adjustment system for operating a superstructure (17) movable on a track system (1), with computer-controlled lifting straightening devices for adjusting the track position, with a control measuring device for measuring the track position in the area of the lifting straightening devices (14), with a take-off measuring device for measuring the corrected track Track position and with a tamping unit (24) for compacting a ballast track of the track system, characterized in that the resulting from an acting on the track straightening force (F) resulting amount of elastic springback (.DELTA.c _w ) of the track grid is calculated and that this elastic springback (.DELTA.c _w ) is taken into account in the target value directing so that the track with the lifting straightening devices by the amount of elastic springback (.DELTA.c _w ) over the target position (0) is shifted out. Track adjustment system according to claim 1, characterized in that a mean straightening error (Δc _r ) is calculated from the difference between the desired position and the acceptance measurement with the acceptance measuring system, by which the track with the lifting straightening devices additionally in the sense of an approach to the target Situation is shifted. Track adjustment system according to claim 1 or 2, characterized in that the resulting settlement (Δu _r ) of the cant (Δu _c ) of the rail train is calculated and taken into account in the setpoint overshoot default (Δu _w ') such that the track with the lifting straightening by the amount of the calculated settlement (Δu _c ) is raised above the desired position. Track adjustment system according to claim 3, characterized in that from the difference between the desired position and the acceptance measurement with the acceptance measuring system, a mean elevation error (Δu _r ) is calculated to the the track is additionally displaced with the lifting straightening devices in the sense of approaching the desired position. Track adjustment system according to claim 1, characterized in that the straightening force (F) is measured by means of the lifting straightening devices associated force sensors and / or pressure sensors (p _R , p _K ) and calculated from these measurements, the elastic resilience (.DELTA.r _w ) of the track (1) becomes. Track adjustment system according to claim 3, characterized in that the settlement (Δu _r ) of the cant (Δu _c ) of the rail track of a track (1) from the altitude of the excessive strand (Δu _w ) is calculated. Track adjustment system according to one of claims 1 to 6, characterized in that the control measuring system and the acceptance measuring system is assigned a common output device, in particular a monitor or data recorder, with which the measurement results are displayed. Track adjustment system according to one of claims 1 to 7, characterized in that the control measuring system and the acceptance measuring system are assigned to a common computing device (48). Track adjustment system according to claim 7 or 8, characterized in that the correction values are displayed in a common output device. Track adjustment system according to one of claims 1 to 9, characterized in that the measured values of the control measuring system and the acceptance measuring system with a GPS device (48, 49) determined position data are assigned. Track adjustment system according to one of claims 1 to 10, characterized in that the measured values of the control measuring system, the acceptance measuring system and / or the correction values are transmitted to a computer via a radio transmission link (53, 54). Track adjustment system according to one of claims 1 to 11, characterized in that the track system with at least one image pickup device (52) is monitored and that the data of the at least one image pickup device (52) preferably via a radio link (50,51), in particular WLAN, to a Computing device are transmitted, where the image data measured values, correction values and possibly position data are assigned.

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