DE10220175C1 - Rail track flexure measuring method determines vertical and horizontal positions of track rails at loaded and load-free points - Google Patents

Abstract

The measuring method uses a measuring vehicle (3) for obtaining a continuous measurement via an inertial measuring method, for determining the vertical and horizontal positions of the track rails (5). A first onboard measuring system (1) provides rail measurments on either side of the track immediately adjacent a loaded wheel set (6), a second onboard measuring system (2) located at the centre of the measuring vehicle for providing a load-free rail measurement for the same track point. An Independent claim for a rail track flexure measuring device is also included.

Description

The invention relates to a measuring method and an arrangement for detecting the Compliance of a track. It is used for track diagnosis in Framework of track inspection or track measurement runs and creates in addition to an assessment of the geometrical track condition, also the previous one Conditions for a qualitative and quantitative assessment of the flexibility of the Track.

Railway tracks are not rigid structures. Because of their compliance experience it under vertical as well as horizontal forces of the these rail vehicles running elastic deformations in vertical and horizontal direction. This flexibility of the tracks is an important one Property of the system that rail vehicles and tracks together who die. A rigid system would be un unlike an elastic one permissible high dynamic loads both on the track and on lead the rail vehicles. Rail vehicles and tracks must therefore in terms of their elastic properties and damping be coordinated.

The flexibility of a track is made up of the flexibility of everyone Components of the track construction together. This affects the upper and lower structure just like the underground. In addition to the rails, the Rail fastenings, liners, sleepers, the bedding and the pla num parts to track compliance.

In certain places or sections of the track, the Nachgie can change over time. Slow and fast changes occur struggles. Slow changes can be caused in particular by Aging Pro caused on the components of the track construction while rapid changes mainly due to changing climatic influences or arise from structural changes. There are also variations in the flexibility along the course of the track, for example as a result of under different track construction technologies, or if there are differences in the route geological subsurface conditions occur. Added to this are inhomogeneities resilience due to local disturbances. This includes transitions ge, partial threshold hollow layers or a change from newly worn processed to aged track sections and vice versa.  

A rail vehicle moving in the track is always two ver subject to various excitation mechanisms that are responsible for the occurrence of dynamic forces between the wheels of the rail vehicle and the Track are responsible. On the one hand, there are suggestions from the course the track geometry itself including any track position errors. To start these are suggestions by the flexibility of the tracks and in the loading separate the dynamic effects through different successive ones Resilience in the course of the track, which is considerable when there are major changes can even take on threatening proportions. In the course of measures to Track maintenance and track maintenance are therefore important, in addition to the Detection of geometric track position errors also the course of the track to determine yield by means of measurements in order to take appropriate measures guarantee or restore within a specified tolerance range to be able to ask.

To solve this task it is according to the state of the art knows, especially on the way of measurement runs continuously and touch the position of the rails along their profile on both sides of the track to determine and record. Measuring devices and Methods for this in the documents DE 34 41 092 C2 and DE 195 31 336 C2 described. A gyro-stabilized inertial is used as the reference system Platform used on the measuring vehicle, its location in an absolute Coordinate system can be determined. Simultaneously with the location of the inertial Platform is relative to the vertical and horizontal position of the rails this with distance sensors on the rail head - through so-called measuring heads in vertical and horizontal arrangement - as close as possible to the wheel base measured point of a wheelset. According to DE 195 31 336 C2 comes for Mes solutions in the vertical and horizontal planes the process of optical Triangulation for use. To avoid errors in the scanning measurements on the naturally curved and inclined surfaces of the rail heads as a result to compensate for translational movements of the rail vehicle is au also an orthogonal optical tracking of both the vertical and the horizontal measuring arrangement. A beam of light is used for the vertical probing of the rail in a horizontal direction depending on the Output signal of the horizontal measuring system and vice versa a light beam for horizontal probing in the vertical direction with the output signal of the vertical measuring system. This ensures that the An Tracer tracks for the vertical and for the horizontal measurements always straight nig and run for example in the middle of the rail head.  

According to another solution, which is described in DE 200 21 678, a Measuring frame used as a reference base to determine its position and a combination of its angle in an absolute coordinate system the differential working location system DGPS with an inertial navigation system gation system INS uses. This results in accuracies in the millimeter range reached. Relative measurements of the rail heads in relation to the measuring platform are carried out by ultrasonic measuring heads. An orthogonal follow-up The measuring heads are made to ensure straight-line probing traces Not.

With the described methods and measuring arrangements, it is known that Location of the rails in the immediate vicinity of the wheel contact point and thus under the load of a wheel set that is loaded in the intended manner to eat. Process solutions for determining the flexibility of the glide However, this makes it necessary to do the same measurement one more time point and using comparable measuring arrangements, the location of the Rails is measured when it is not loaded by a load become. This is the only way to determine the difference in length of the depressions from measurements with and without load and with reference to size to describe the flexibility of the track in terms of value. To measure the each load acting on it is expedient to use of known measuring wheel sets according to the prior art.

In addition to the position of the rails directly at the wheel contact point and thus the position of the rails without load can also be determined under load it is known to use measuring vehicles with specially prepared axes put. These are running axles under the measuring vehicle are usually arranged in the middle and are only guided in such a way, that they transmit very little loads to the rails. To the barrel Axes are measuring arrangements that those on the wheels of the correspond to the loaded wheel set. A disadvantage of this type of measuring vehicle meanwhile, that these involve a greater manufacturing outlay and are also classified as special vehicles due to their special design, whereby they are subject to special operational restrictions.

It is also known to solve the measurement task, two measurement vehicles for carrying out measurement runs. Of these at the former has a sufficiently high, or at least, the measuring vehicle typical mass on the railway, while in the second measuring vehicle special Measures are taken to reduce its mass as much as possible adorn. The functions for measuring are now made from the first measuring vehicle  perceived the track position under loaded wheelsets. The second measurement vehicle, on the other hand, takes the track position under largely relieved wheel sets on. For this purpose, both measuring vehicles have measuring arrangements according to the known one State of the art. A disadvantage of this technology, however, is that special measuring vehicles outside the standard design are still required. The mass of the measuring vehicle, which is used as a light weight, can also be used from only reducing to a minimum. The corresponding measurements cannot be carried out entirely without load.

The invention is therefore based on the object of a measuring method and an arrangement to create the detection of the compliance of a track with which a lü Continuous recording of the flexibility of tracks in common with measurements on the geometric track position with high measuring speed up to Maximum line speed can be carried out, taking the necessary measurement systems are installed on measuring vehicles according to the standard design.

This task is invented in connection with the preamble of the main claim solved according to the invention by measuring the vertical position from a first measuring system and the horizontal position of the rails on both sides of a track in the immediate vicinity the wheel contact points of a wheel set belonging to a measuring vehicle Load, which is done using measuring heads in vertical and horizontal arrangement which are located on a measuring frame, the quasi-rigid with the axle bearings connected is. For the measurements of the vertical position and the horizontal position without one A second measuring system is preferably loaded in the middle of the measuring vehicle turns, which is located on a leadframe that has mechanical off equals facilities that vertically and horizontally installed there arranged measuring heads during translational and rotational movements of the vehicle frame mens during the journey as well as when migrating the rails in arches in opposite directions set meaning always shifts so that a sufficiently constant distance to the Rails remains guaranteed. The vertical position and the horizontal position of the rails are measured on the second measuring system when the measuring vehicle is continuously has progressed half a length each, and the measuring heads are thus then at the measuring point previously determined under load, if a ones kung of the rails has subsided due to the decrease in the load.

The object is further achieved according to the invention by as a fixed loading a gyro-stabilized inertial system in an absolute coordinate system is used, and the vertical and horizontal positions of the Rails to the reference base using optical triangulation on the vertical and horizontally arranged measuring heads can be determined.  

With the found arrangement according to the invention and the fiction According to the procedure, the vertical position is made possible independently of one another and the horizontal position of the rails with and without load for each ben measuring point to determine, from this differences in length of the vertical layers and to determine the horizontal positions with and without load and from the ratio this length difference to the size of the load has a value about the Nachgie of the track. The load settles in the vertical direction from a static part, which corresponds to the axle load, together as well from a dynamic part. In the horizontal direction, the load consists of a static component that corresponds to the positive locking of the wheel-rail contact surface corresponds and from a dynamic part of the horizontal force.

According to an advantageous embodiment of the arrangement arranged on both measuring systems for measuring the vertical position neten measuring heads always above the top edge of the rails, while the measuring heads for measuring the horizontal position are arranged so that these always remain in the wheel flange shadow. The measuring heads are which are always close enough to the rails and can on the other hand not be destroyed by bumping into obstacles.

Optical use is particularly useful for the application of the invention known devices for vertical and horizontal measurement to provide heads. This is how the light beam for vertical probing becomes the shooting in the horizontal direction depending on the output signal of the horizon tal measuring system and the light beam for the horizontal probing of the shoot vertically with the output signal of the vertical measuring system driven. As a result, the contact traces run for the vertical and for the horizontal measurements always straight.

The invention further provides that the compensation devices on second measuring system, which is used to measure the rail positions without load, about mechanical devices for horizontal compensation and about mecha African devices for vertical compensation on the measuring heads for measuring vertical position and on the measuring heads for measuring the horizontal position and also have facilities for roll angle compensation.

The particular advantage of the invention is that with its application the track compliance in the course of track inspection runs without gaps and is continuously recordable, and immediately with the assessment of the geometri the track position can go hand in hand. By using measuring vehicles Depending on the type of control, a high measuring speed up to Maximum line speed can be driven.

An embodiment of the invention is shown in the drawings and is explained in more detail below. Show it

Fig. 1, the measurement principle for measuring the resilience of a track,

Fig. 2 shows a schematic arrangement of the first and second measuring system on a test vehicle in the longitudinal view,

Fig. 3 is a schematic representation of the first measuring system for measuring the track position under load in cross section and

Fig. 4 is a schematic representation of the second measuring system for measuring the track position without load in cross section.

According to FIG. 1, a measuring vehicle 3 to a first measuring system 1 and a second measurement system 2. According to known inertial measuring methods, the vertical position z and the horizontal position y of rails 5 are measured directly from the inertial reference base 4 with the first measuring system 1 for each measuring point x ₀ at the wheel contact points of the two wheels of a wheel set 6 . The first measuring system 1 is provided with measuring heads 7 for measuring the vertical position z and the horizontal position y of the rails 5 of a track, which determine the real position of the rails 5 relative to the inertial reference base 4 . Under the load of the wheel sets 6 , the rails 5 have vertical displacements in the form of depressions and horizontal displacements due to the force-loaded positive locking of the wheel-rail contact surface relative to the unloaded sections of the track. In addition to the areas in front of and behind the test vehicle 3 , the area of the rails 5 approximately in the middle of the test vehicle 3 also applies as the unloaded section. There is the second measuring system 2 , which is also provided with measuring heads 7 for measuring the vertical position z and the horizontal position y of the rails 5 , which average the real position relative to the inertial reference base 4 . With the second measuring system 2 , the measurements of the vertical positions z and the horizontal positions y of the rails 5 are repeated when the measuring vehicle 3 has moved forward by half a vehicle length, whereby the second measuring system 2 in turn has reached the measuring point x ₀ .

To record and assess the vertical compliance of the track, proceed as follows: First, the size of the vertical position z _{load of} the top edge of the rail below the wheel contact point is obtained from the measurements for both rails 5 of the track. This wheel contact point corresponds to the measuring point x ₀ . The size of the vertical position z _{no load} for the same measuring point x ₀ is determined when the load has subsided again. The difference between the two variables leads to a value for the length difference Δz in the vertical plane.

Δz = z _load - z _{no load}

The length difference Δz is further related to the size of the load Q, which can be determined using known measuring methods, for example using a measuring wheel set. This results in a measure of the flexibility of the track N _V - or its two rails 5 - in the vertical plane.

It is taken into account that the load Q is composed of a static wheel load Q ₀ and a dynamic component Q _dyn .

Q = Q ₀ + Q _dyn

Because the dynamic component Q _dyn always remains smaller than the static wheel load Q ₀ , the load Q is always greater than zero and the quotient for the compliance of the track N _V is continuously defined.

A corresponding analogous procedure is used for the detection and assessment of the horizontal flexibility of the track, or of the rails 5 . At measurement point x ₀ , the size for the horizontal position y _{load of} the rail _flanks below the wheel contact point is obtained from the measurements for both rails 5 of the track and then the size for the horizontal position y _{no load} for the same measurement point x ₀ when the load has subsided again is. The difference between the two variables leads to a value for the length difference Δz in the horizontal plane.

Δy = y _load - y _{no load}

The length difference Δy is related to the size of the transverse load Y, which can also be determined with a known measuring wheel set, and thus gives a measure of the flexibility of the track N _H - or its two rails 5 - in the horizontal plane.

It is taken into account that the shear load Y set in the horizontal plane is composed of a static component, the form-locking force Y _F , and a dynamic component Y _dyn .

Y = Y _F + Y _dyn

The form-fit force Y _F acts like a preload, it must have a finite size so that the state Y = 0 cannot occur.

Fig. 2 shows the arrangement of a first and a second measuring system 1 and 2 on a measuring vehicle 3. The measuring vehicle 3 has two bogies, each with two wheel sets 6 . The first measuring system 1 is assigned measuring heads 7 such that measurements of the vertical position z and the horizontal position y of the rails 5 in the immediate vicinity of the wheels of the wheel set 6 are possible. The measuring heads 7 are arranged according to FIG. 3 on a measuring frame 14 which is in a quasi-rigid connection with axle bearings 15 of the wheel set 6 . The measuring heads 7 arranged in a horizontal and in a vertical plane are equipped with distance sensors according to the optical triangulation measuring method, which enables measurements of the relative positions of the rails 5 with respect to the inertial reference base 4 . The measuring system 1 also has tracking devices 13 on the measuring heads 7 arranged in the vertical and in the horizontal plane. Through the tracking devices 13 light rays for Antas device of the rail 5 in the horizontally measuring measuring head 7 and in the verti cal measuring head 7 are readjusted so that the vertically measuring measuring head 7 always on a freely selectable but then fixed contact line - for example, the middle of the rail - Detects the vertical distance of the measuring head 7 from the rail 5 , while the horizontally measuring measuring head 7 also determines the horizontal distance between the rail 5 and the measuring head 7 on a freely selectable but then fixed contact line - for example 14 mm below the top edge of the rail. For this purpose, a manipulated variable for readjustment of the vertically measuring measuring head 7 by the associated horizontally measuring measuring head 7 and the manipulated variable for readjusting the horizontally measuring measuring head 7 by the assigned vertically measuring measuring head 7 are determined. The measuring heads 7 are shaped in such a way that the measuring head 7 provided for the measurement of the vertical position z always remains in position above the top edge of the rail 5 , while the measuring head 7 for the measurement of the horizontal position y always runs in the flange shadow of the wheel.

The relevant sizes for the measurements of the vertical position z and the horizontal position y of the rail ne 5 are obtained from the superposition of the determined measured distance values of the measuring heads 7 to the rail top edge and to the rail flank with the length values by which the tracking devices 13 during the measurements out of their neutral positions be deflected.

The first measuring system 1 and the second measuring system 2 also have light sources 8 and cameras 9 , the cameras 9 together with the inertial reference base 4 being on a common measuring platform 10 . Displacement sensors 12 monitor the distance between the measuring platform 10 and the vehicle frame 11 , which is subject to certain variations, for example as a result of vibrations of the measuring vehicle 3 .

The second measuring system 2 is arranged approximately in the middle of the measuring vehicle 3 . According to FIG. 4, it also has sensors 7 for the Mes solution of the vertical position z and the horizontal position y of the rails 5. The essential difference compared to the first measuring system 1 is that the measuring heads 7 of the second measuring system 2 are not arranged in the immediate vicinity of a wheel set 6 , but slide freely along the rails 5 . For measuring the relative position of the rails 5 with respect to the inertial reference base 4 in the vertical and in the horizontal plane, these measuring heads 7 also have distance sensors based on the measuring method of optical triangulation. However, the measuring heads 7 of the second measuring system 2 are not fastened to a measuring frame 14 which is quasi-rigidly connected to the axle bearings 15 , but are located on a system carrier 16 which is movably fastened to the vehicle frame 11 with a cross member 19 . This has compensation devices 17 for the measuring heads 7 arranged in the vertical and in the horizontal plane. With the compensating devices 17 , the translational movements of the vehicle frame 11 while traveling and loading movements when the rails 5 migrate into arches and switches in the opposite sense are always compensated so that a sufficiently constant distance between the measuring heads 7 arranged in the vertical and horizontal plane Rails 5 is guaranteed ge. The compensation devices 17 are controlled by the vertically measuring measuring head 7 in the horizontal direction and by the horizontally measuring measuring head 7 in the vertical direction. The system carrier 16 also has a roll angle compensator 18 which compensates for the rotational movements of the vehicle frame 11 .

The parameters that are relevant for the measurements of the vertical positions z and the horizontal positions y of the rails 5 are obtained from the superposition of the determined measured distance values of the measuring heads 7 to the rail top edge or to the rail flank and the length values by which the compensating devices 17 were moved out of their neutral position in order to keep the contact tracks on the rail 5 constant.

reference numeral

1

first measuring system

2

second measuring system

3

measuring vehicle

4

inertial reference base

5

rail

6

wheelset

7

probe

8th

light sources

9

camera

10

measurement platform

11

vehicle frame

12

transducer

13

tracking device

14

measuring frame

15

Achslager

16

system support

17

balancer

18

Roll angle compensator

19

traverse
x ₀

measuring point
z _load

Vertical position of the top edge of the rail under load
Z no _load

Vertical position of the top edge of the rail without load
Δz difference in length in the vertical plane
Q load
Q ₀

wheel load
Q _dyn

dynamic part of the wheel load
N _V

Compliance of the track in the vertical plane
y _load

Horizontal position of the rail flanks with shear load
y _{no load}

Horizontal position of the rail flanks without transverse load
Δz difference in length in the horizontal plane
Y shear load
Y _F

Positive locking force
Y _dyn

dynamic part of the transverse load
N _H

Compliance of the track in the horizontal plane

Claims (8)

1. Measuring method for detecting the compliance of a track with a measuring vehicle for carrying out continuous measurements using an inertial measuring method for determining the vertical and horizontal position of the rails of the track, characterized in that a first measuring system ( 1 ) on the measuring vehicle ( 3 ) at a measuring point (x ₀ ) measurements of the vertical position and the horizontal position of the rails ( 5 ) on both sides of a track in close proximity to the wheel contact points of a wheel set ( 6 ) belonging to the measuring vehicle ( 3 ) are carried out under load, and that for measurements the vertical position and the horizontal position of the rails ( 5 ) without a load, a second measuring system ( 2 ) is preferably used in the center of the measuring vehicle ( 3 ), the measurements at the measuring point (x ₀ ) then taking place with the second measuring system ( 2 ) if the measuring vehicle ( 3 ) has moved forward by half a length, and then the second measuring system ( 2 ) has reached the measuring point (x ₀ ) previously determined under load, if this is deemed to be load-free due to the distance to the wheel contact points of the wheelset ( 6 ). 2. Measuring method for detecting the compliance of a track according to claim 1, characterized in that the first measuring system ( 1 ) and the second measuring system ( 2 ) use a common inertial reference base ( 4 ). 3. Measuring method for detecting the resilience of a track according to claim 1 and 2, characterized in that translating movements of a vehicle frame ( 11 ) during the measurement run and when the rails ( 5 ) move over compensation devices ( 17 ) on the second measuring system ( 2 ) ) in bends and switches in the opposite sense are always balanced so that an optimal distance for the measurement heads ( 7 ) to the rails ( 5 ) is guaranteed. 4. A measuring method for detecting the resilience of a track according to of spells 1 to 3, characterized in that cher a Rollwinkelausglei (11) are compensated on a system carrier (16) during the test run in the opposite direction (18) transfers from rolling movements of the vehicle frame , 5. Arrangement for detecting the flexibility of a track using a measuring vehicle to carry out continuous measurements with an inertial reference base and with measuring heads in the vicinity of the rails of the track to determine the real vertical and horizontal position of the rails relative to the inertial reference base, because characterized in that on the measuring vehicle ( 3 ) a first measuring system ( 1 ) for measuring the vertical position and the horizontal position of the rails ( 5 ) is arranged directly at the wheel contact points of a wheel set ( 6 ) belonging to the measuring vehicle ( 3 ) that on this first measuring system ( 1 ) measuring heads ( 7 ) for a vertical measuring plane to the top edge of the rail and for a horizontal measuring plane to the rail flank are arranged, said measuring heads ( 7 ) having optical tracking devices ( 13 ) for the horizontal and for the vertical plane, and this arrangement is attached to a measuring frame ( 14 ) which quasi-rigidly connected to axle bearings ( 15 ) of the wheelset ( 6 ), and that a second measuring system ( 2 ) is preferably arranged in the center of the measuring vehicle ( 3 ) for measuring the vertical position and the horizontal position of the rails ( 5 ) with measuring heads ( 7 ) for a vertical measuring plane to the top edge of the rail and for a horizontal measuring plane to the rail flank, which are located on a system carrier ( 16 ) which has mechanical compensation devices ( 17 ) for the horizontal and for the vertical plane. 6. Arrangement for detecting the compliance of a track according to claim 5, characterized in that the system carrier ( 16 ) on the second measuring system ( 2 ) has a roll angle compensator ( 18 ). 7. Arrangement for detecting the compliance of a track according to claims 5 and 6, characterized in that the measuring heads ( 7 ) arranged for the measurements of the vertical position of the rails ( 5 ) are shaped and guided such that they are always contactless above the top edge of the rail, while the measuring heads ( 7 ) for measuring the horizontal position are shaped and arranged so that they are always in contact with the wheel flange shadow of a wheel of the wheelset ( 6 ). 8. Arrangement for detecting the compliance of a track according to claims 5 to 7, characterized in that the wheel set ( 6 ) for measuring the load is a measuring wheel set.