CH649797A5 - METHOD AND DEVICE FOR DETERMINING THE TOTAL ADJUSTMENT OF THE TRACK PERFORMED IN TRACK CORRECTION WORK. - Google Patents

Abstract

1. Method for determining the effective total track displacement carried out during track levelling and/or track lining work, between the uncorrected and the corrected track position, characterised in that at one working position the amount of track displacement (qN and qR ) which occurred at this position during the working operation, is measured and is multiplied by a levelling coefficient (KN ) in the case of a levelling operation, and is multiplied by a lining co-efficient (KR ) in the case of a lateral alignment operation, for the purpose of determining the effective total displacement (rN and rR ), and values which are constant under normal track and maintenance conditions are used for these co-efficients which can be calculated in each case for a certain track rectification machine from the known machine parameters and for a certain line section from the known track parameters as a function of the magnitude of the maximum track displacement but neglecting the influence of the respective condition of the ballast bed.

Description

The invention has for its object to make a very simple and economical method available, with which the overall adjustment of the track at the individual work stations can be determined without great effort in track correction work, and also to create a track correction machine for performing the method.

According to the invention, this object is achieved by

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that the amount of the track adjustment (qN or qR) made there during the work operation is measured and used to determine the total adjustment (rN or tr) in the case of leveling with a leveling coefficient (Kn) and in the case of leveling with a directional coefficient ( Kr) is multiplied and that for these coefficients, each of which can be calculated from the known machine parameters for a specific track correction machine and from the known track parameters for a specific section of line depending on the size of the track adjustment position, but neglecting the influence of the respective ballast bed condition, constant values are used under normal track and maintenance conditions.

Normal track and maintenance conditions are present when no obvious damage or faults, such as those caused by meteorological or geological influences, are observed when the route to be corrected is inspected.

The method according to the invention is therefore very simple, since the measured values of the track elevation or track displacement carried out at each individual work station need only be multiplied by a generally constant leveling or directional coefficient.

These coefficients therefore take into account the aforementioned “pre-increase” or “pre-shift”, which is not readily ascertainable; the factors on which these coefficients depend are the following:

a) The known constant parameters of the track correction machine, that is the weight of the machine resting on the chassis, the distance between the chassis located on both sides of the correction tools, which form the support points, and finally the distance of the application point of the tools from one or the other of these support points .

b) The known, constant track parameters; these are weight, cross section, elasticity and inertia. Bending moments of the rails, material, weight, dimensions and spacing of the sleepers as well as the type of rail fastening.

c) The variable size of the respective rail adjustment, which is therefore a variable but measurable parameter.

d) The variable respective state of the ballast or track bed, for which the degree of compaction of the ballast is important and which represents a variable, non-detectable parameter.

It has now been shown that for practical needs the influence of the variable ballast parameter on the value of the leveling or directional coefficient is negligible and that the influence of the variable overall adjustment of the track is constant up to a maximum of approximately 30 to 40 mm can be applied. Therefore, the leveling or directional coefficient can surprisingly be calculated from the known machine and track parameters as a function of the overall adjustment of the rails, for which purpose simulated parametric calculations using a bar model (see FIGS. 3a to 3b) have proven to be particularly expedient. Such calculations show that the changes in the mentioned coefficients depending on the overall adjustment of the track up to a total elevation or total displacement of at most about 40 mm are only slight. Since under normal track and maintenance conditions, a maximum total track adjustment of about 40 mm is practically not possible

is exceeded, the coefficients can be set as constant values with an approximation sufficient for practice. Under the conditions that normally occur, a constant leveling or directional coefficient can be used as the multiplication factor, the error of the determined effective overall adjustment of the track being 5% to a maximum of 10% at most, which satisfies the required accuracy.

Should the above-mentioned maximum adjustment value of about 40 mm be exceeded during track correction work, it is of course in principle readily possible to calculate correspondingly corrected coefficient values if this is requested or desired; However, since in the case of unusually large track corrections, which exceed about 40 mm, a larger percentage error is generally permissible when determining the total adjustment of the track, the effort of recalculating the coefficients is generally not worthwhile, so that this is also rarely the case exceptional cases can be worked with the same constant value of the coefficients.

The respective variable ballast condition, which in itself plays a much greater role in the lateral alignment of the track than in lifting the track, has proven to be negligible because - apart from the very first work operation on a route to be corrected - each one of the Tools detected, to be adjusted track point has already been more or less loosened by the previous correction operations in the ballast bed and because furthermore the rails are initially lifted during a correction and thus somewhat detached from the ballast bed before the lateral alignment takes place.

Since the total elevation and the total lateral displacement of the track are influenced by partially different factors, different values naturally result for the calculated leveling and directional coefficients.

When the object according to the invention was achieved, it was surprisingly recognized that, despite the numerous, in part variable, parameters which influence the aforementioned “pre-adjustment” of the track and of which, at first glance, apparently many cannot be taken into account sufficiently accurately, under normal track - and repair ratios, the sought-after values of the overall track adjustment can be applied proportionally to the instantaneous track adjustment measured in each work operation, and that the proportionality factor, i.e. the calculable leveling or directional coefficient, can be regarded as a good approximation as a constant. The required coefficients can be determined without difficulty with the aid of a computer program which has been set up and into which the known parameters mentioned are incorporated.

Preferred track correction machines for carrying out the method according to the invention, that is to say for measuring the momentary track adjustment made at each work operation at the relevant job, are described in patent claims 2 to 4.

The method and the track correction machine according to the invention are explained in more detail with reference to the drawings. Show it:

FIG. 1 shows schematically the principle of measurement during leveling,

FIGS. 2a and 2b also schematically the principle of the measurement with a lateral track alignment for two different measuring arrangements,

Figure 3a, 3b and 3c schematic representations of the track5

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correction machine and a bar model for calculating the coefficients and

Figure 4 is a diagram illustrating the relationship between the total adjustment of the track and the instantaneous adjustment made during a work operation.

In Figure 1, which relates to the leveling of a straight track, the track section shown with a solid solid line has three sections, namely the uncorrected track area 1 in front of the track correction machine advancing in the direction of the horizontal arrow or in front of the working tools, the correction area 2 and finally the already corrected track area 3 behind the machine. As is known, the track correction machine moves step by step from threshold to threshold or, if two adjacent sleepers are processed simultaneously, from threshold pair to threshold pair. Three successive work stations are indicated in Figure 1 by measuring points B ', B and B ", which are defined in a known manner, for example by a measuring chassis or a measuring roller of the machine, on the track and are in the immediate vicinity of the leveling tools. One in the uncorrected track area Reference point A lying on the track, which follows the course of the uncorrected track, and a reference point C lying on the track in the corrected track area 3 define a reference straight line in a known manner as a measuring base. Point C and, in the uncorrected, serve to define these reference straight lines Track area, usually a point As lying perpendicularly above the track reference point A at a constant distance dA. For the distance dA, a medium height is generally chosen such that the reference straight line AsC traveling along with the machine is always a few millimeters above the level of the track to be leveled, i.e. also above the highest point to be determined beforehand ktes of this route. This avoids that a measuring point B can lie above the reference line and would theoretically have to be lowered for the purpose of correction. At the same time, the track experiences a corresponding predetermined increase on average in this way.

The reference points A and C can be defined in a known manner at the ends of the machine (FIG. 3a) or, for example, by measuring trolleys which are arranged in front of or behind the machine. The leveling operation at each work station, in the example considered at measuring point B, consists in raising this point B to such an extent that it falls as precisely as possible on the reference line AsC. The position that point B actually occupies after lifting is denoted by Bs and, in practice, generally deviates somewhat from the reference straight line. In the example according to FIG. 1, however, it is assumed that it lies practically on the reference line.

With each leveling operation, the elevation of the track point B to the location designated by Bs taking place at the relevant work station, designated qN in FIG. 1, will now be measured by taking the difference between the distances of the point B or Bs measured before and after the leveling operation from of the reference line AsC. For this purpose, an angle measuring device is preferably installed on measuring point B on the track correction machine. This angle measuring device measures the angle cu between the straight lines AsB and BC before the operation and after the operation the angle ai between the straight lines AsBs and BsC, which, when completely corrected, i.e. when the machine is working optimally, is vanishingly small and therefore in FIG. 1 is not marked. From the angle difference aï-ce; and from the known constant distances between the points As and B on the one hand and B and C on the other hand, the amount of the increase qN follows using known trigonometric relationships. This result can be automatically supplied by the measuring arrangement, which is known to be equipped with corresponding elements and electronic circuits.

So far, however, no possibility has become known of using the reference straight line and the usual measuring devices to measure or derive the entire track elevation from the original, leveled position to the leveled position. However, there is considerable interest and some railway administrations are already required to check, record and / or register this overall adjustment at the individual workplaces.

The total increase referred to as r \ in the following in the case of a leveling is, according to FIG. 1, the sum of the known increase q \ and the unknown “pre-increase” p \, which arises during the preceding work operations at the workplaces behind it, in particular at the Raising point B 'of track section 2' shown in dashed lines at the work station immediately behind it. In the same way, FIG. 1 also shows the “pre-raising” of the track section 2 “in front, which is shown in dot-dash lines, when point B is raised by the amount qN, which in this case already points to point B” at the location of the following work position. is raised.

This unknown, so to speak, leading increase p \, which depends on the parameters mentioned in the introduction to the description, is now taken into account according to the invention in a simple manner by converting the sum given above for r, \ into a product as follows:

rN = qN + pN = qN • KN

Kn represents a leveling coefficient which, as explained in the introduction to the description, is calculated from the known machine and track parameters using an appropriate computer program and can be regarded as a constant under normal track and maintenance conditions. A model for its calculation will be explained later with reference to FIGS. 3a-3c and 4.

In FIG. 2a, which relates to the lateral alignment of a track represented by a strong line in a curve, the uncorrected track area 1, the correction area 2 and the already corrected track area 3 are again shown. In this case, the reference line forming the measuring base is, in a known manner, an arc that passes through the two reference points C and D located in the corrected track area 3 and through the reference point A located in the not yet corrected track area 1, which follows the track section to be processed. For the purpose of alignment, the track at measuring point B of the relevant work station must be moved to the circular arc ACD, i.e. up to point Bs.

In order to determine the displacement qR that occurred during this correction operation, the angle ßi between the straight lines AB and BC lying on bow chords and after the displacement of the angle ß? measured between the straight lines ABs and BsC. From this and from the known lengths AB and BC, the relevant bow heights at B and at Bs are obtained in a known manner and from their difference the sought value qR.

The total displacement of the track, however, in turn depends on the “pre-adjustment” pR already explained with reference to FIG. 1, that is to say on the “pre-displacement” brought about by the preceding straightening operations, which is carried out with the aid of the conventional measurements mentioned

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the measurement base cannot be determined. According to the invention, as in the case of the leveling according to FIG. 1, the value of the total displacement tr in the case of a track alignment is represented by the product rr = qr + pr = qr • Kr, Kr being referred to as a directional coefficient which, like the leveling coefficient, can be calculated from known parameters and can be assumed to be constant in good approximation under normal track and maintenance conditions.

Figure 2b illustrates for the otherwise same alignment as in the example of Figure 2a, a different position of the angle measuring device, which is located this time at point C, which is cheaper and more convenient for spatial reasons. In this case, in order to determine qR, the angles yi between the straight lines BC and CD and after the shift the angles yi between the straight lines BsC and CD are measured, the relevant arc heights at C and the difference qR from the difference derived. The value tr in turn follows by multiplication by the directional coefficient Kr.

If, in straightening operations, stake piles are used that mark the desired route, then the front reference point, located in the uncorrected track area, through which the reference arc runs, can be used in a known manner, analogously to the leveling illustrated in FIG. 1, at a predetermined distance from the track on one side or the other.

The model for calculating the coefficients Kn and Kr will be explained with reference to FIGS. 3a, 3b, 3c and 4.

Figure 3a shows schematically a track correction machine 4, which moves with its trolleys 5 and the points A, B, C and D on the track on the track in the direction of the arrow. The reference point A is in the not yet corrected track area 1 at the front end of the machine, the measuring point B in the correction area 2 in the immediate vicinity of the not shown correction tools at the working point under the middle part of the machine, the reference point C in the corrected track area 3 at the end of the machine and the Further reference points D, which can be defined by a measuring carriage coupled behind the machine 4, are required at track straightening, at a constant fixed distance behind the reference point C. The constant distances between the mentioned ones required for the determination of the track adjustments qN or q «that occur during each work operation Points are indicated in FIG. 3a and can be, for example, 1ab = 8230 mm, 1bc = 5505 mm and lcD = 4515mm.

According to FIG. 3b, the model of a flexible beam 8 is used to calculate the leveling or directional coefficient, which simulates the track section to be corrected below the machine 4 and to which the known machine and track parameters are applied. The machine parameters are the machine weight acting on the chassis 5 at the support points 7, the distance 11 between the two support points 7, the distance h between the measuring point and the rear support point 7 and the center distance h between the axles of a chassis 5. In the example under consideration 11 = 8580 mm, k = 2750 mm and b = 1520 mm. Consequently, the model according to FIG. 3b assumes a bar 8 with the length 11, which has the weight at the support points 7 at both ends

appropriately clamped. The track parameters, i.e. essentially the weight, elasticity and moments of inertia or bending of the rails, weight and spacing of the sleepers and type of rail fastening are simulated by assigning the mentioned rail properties, in particular the corresponding moments, to the beam 8 on the one hand, and that on the other hand, the forces indicated by arrows 9 in FIG. 3b are introduced, which load the beam 8 and simulate the forces resulting from the weight of the rails and sleepers. Of course, the calculations also take into account the fact that the beam ends can rotate about the anchoring points 7 when the beam bends, as indicated schematically by the angle 10 in FIG. 3b.

To calculate the leveling coefficient, the rear support point 7 or anchoring point with the relevant beam end is now raised in the model by a distance tn corresponding to the total elevation of the track, as shown in FIG. 3c, and at a distance h, that is, at measuring point B. , the "pre-raising" Pn of the bar is calculated, which cannot be determined by measurements on the track. The only thing that can be measured, as mentioned, is the instantaneous increase qN occurring at measuring point B during the leveling operation, which is also indicated in FIG. 3c.

The leveling coefficient Kn, which is dependent on m, is the slope of the curve, which represents tn as a function of qn. FIG. 4 shows an example of such a curve 11, which was calculated for a track correction machine with the characteristic distances indicated in connection with FIG. 3a and for a track laid on concrete sleepers with typical track parameters using the model mentioned above. It can be seen that curve 11 has a steadily increasing gradient for increasing tn or qn values, which, however, varies only so slowly for tn values up to approximately 30-40 mm, corresponding to qN values of approximately 14-18 mm that it can be replaced in this area with a practical approximation by a constant mean slope tg <po, the angle (po being defined by the straight line 12. In the example according to FIG. 4, the mean value of the curve slope was up to one The value qN of approximately 35 mm was taken, and the mean slope tg <po = Kn = 2.12 was obtained.This leveling coefficient resulted in errors in the practical rN calculation using the measured qN values, which for rN values of about 35 mm were a maximum of about 9 to 10% and were lower for smaller rN values, for example for tn = 25 mm the maximum error was 7 to 8%.

Using the same model explained above, the directional coefficient Kr, which is given by the mean slope of the corresponding tr curve as a function of qr, can also be calculated in an analog manner, introducing the track parameters that are important for the track alignment, this mean value in turn up to tr -Values of maximum 30 to 40 mm is formed. In the case of the example considered above, the directional coefficient Kr = 2.32 was found as the average slope of the rR curve.

Since under normal track and maintenance conditions there is practically hardly any total adjustment of the track of more than 40 mm, the constant leveling and directional coefficients once calculated for a certain track correction machine and a track section to be corrected provide results in a simple manner with the accuracy required in practice .

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Claims (4)

649797 1.Procedure for determining the overall adjustment of the track in vertical or lateral direction between the uncorrected and the corrected track position during track leveling and / or track straightening work, characterized in that the amount of track adjustment made there during the work operation (qN or . qR) is measured and multiplied to determine the total adjustment (rN or n «) in the case of leveling by a leveling coefficient (Kn) and in the case of leveling by a leveling coefficient (Kr) and that for these coefficients, each for a specific Track correction machine from the known machine parameters and for a certain section of track from the known track parameters depending on the size of the track adjustment, but can be calculated by neglecting the influence of the respective ballast bed condition, use constant values under normal track and maintenance conditions be found. 2. Track correction machine for carrying out the method according to claim 1, characterized in that it has at least one angle measuring device, which is set up to determine the angle (ai or cu) between the two straight lines, in order to determine the track elevation (qN) that occurred during a leveling operation, that connect the track measuring point (B or Bs) at the respective workstation with a reference point (As) in the not yet corrected track area (1) and with a reference point (C) in the already corrected track area (3). 2nd PATENT CLAIMS 3. The track correction machine according to claim 2, characterized in that it has at least one further angle measuring device for determining the track displacement (qR) that is carried out during a straightening operation, which is arranged and set up at a first reference point (C) in the track area (3) which has already been corrected , the angle (yi or Y2) between the straight lines which define the first reference point (C) on the one hand with the track measurement point (B or Bs) and on the other hand with a second reference point (D) which is at the known distance from the first reference point (C) also lies in the already corrected track area (3), connect, measure. 4. The track correction machine according to claim 2, characterized in that it has at least one further angle measuring device for determining the track displacement (qR) that is carried out during a straightening operation, which is arranged at the track measuring point (B or Bs) and is set up to measure the angle (ßi or ß2) between the straight lines, which connect the track measuring point (B or Bs) at the respective work place on the one hand with a reference point (A) in the not yet corrected track area (1) and on the other hand with a reference point (C) in the already corrected track area (3) , to eat. For track correction work, i.e. leveling by lifting or sideways straightening of the tracks, it is known that the track correction machine with its leveling, straightening and track tamping tools advances step by step from threshold to threshold, and with each work stop, the rails are moved to the respective work station using the Correction tools adjusted until a measuring point defined on the track falls on a reference line defining the desired route. This reference line, which thus simulates the theoretically desired route, represents a measurement base and is defined, for example, by a reference element arranged on the machine and possibly on additional auxiliary vehicles or measuring undercarriages. This Reference element, which can for example be a tensioned wire or a rod, extends from at least one track reference point behind the machine in the track area that has already been corrected to a track reference point in front of the machine in the track area that is still to be corrected (GB-PS 14 23 574, AT-PS 305 333). In the case of a straight track section, the reference line is of course a straight line, while in track curves it is defined by an arc that runs through at least two track reference points in the corrected track area and one track reference point in the track area that is still to be corrected. It is also known to work with an optical angle measuring device located at the measuring point, the optical axis of which serves as a reference line, and with light sources at the track reference points and to determine their position relative to the optical axis by means of angle measurements (CH-PS 510 171). In the above-mentioned correction work with the aid of the reference line or the measurement base, the amount by which the track was adjusted during the correction operation can be determined with suitable measuring devices at each work station, but not the effective value of the total track correction by which the rail at one point has been moved from its original, uncorrected position to its corrected position. When the work tools arrive at a job, the track station there is no longer in its original, uncorrected position, but is already more or less adjusted as a result of the previous work operations that were carried out on the sleepers behind it, i.e. either raised and / or moved laterally. Metaphorically speaking, the working tools push in front of them during operation an "adjusting shaft", ie a "lifting shaft" or a "straightening shaft", which "pre-adjusts" for each work operation at a job , »A« pre-increase »or a "pre-shift", in the sense of the desired correction at the next job. However, the size of this “pre-adjustment” cannot be determined using the measurement base mentioned and the data derived from it. Now, however, it may be desirable or even prescribed by the railway administration that the effective total adjustment of the track carried out at each work station should be recorded or registered during track correction work, a condition which, for the reasons explained above, has not yet been easily met because with the values that can be determined with the aid of the reference line or the measurement base, only the current track adjustment carried out at each work station can be determined. In order to determine the effective overall adjustment of the track, it has so far been forced to first mark the original position of the track by means of a stakeout fixed in the ground, to measure the new track position at this point after performing the track correction and to add the difference to the mark of the stakeout determine. This method is, of course, cumbersome and uneconomical and can be carried out with reasonable effort, if need be, at larger track intervals, but not at every threshold or at every work station.