DE2108863A1 - Procedure for checking and evaluating the track position - Google Patents

Description

Ministry of Transport

represented by the minister and general director ma + nn *** of the Deutsche '' Reichsbahn 2108863

DDR-108 Berlin, Voss-Str. 33
Procedure for checking and evaluating the track position

The invention relates to a method for checking and evaluating the positional accuracy of tracks.

Ss is known to be used to control the positional accuracy of tracks In general, the four measurement areas of longitudinal and transverse elevation, track direction and gauge with the help of a special one Measuring vehicle are detected. With special measuring bogies or measuring axes and sensibly designed feeler organs, the Measured variables a.n the running edges or upper edges of the two rails of the track tapped and transmitted by mechanical or electrical means as well as on a sliding measuring strip registered as a function of the distance covered, while for the measurement of the track width (distance between the two Running edges in transverse direction of the track) and transverse height position (difference in distance between the two upper rail edges of a track cross-section opposite one, i. general, horizontal reference plane generated by a gyro system) unique reference points are given, this does not apply to the measuring ranges for longitudinal elevation and track direction. Here i. general of the principle made use of arrow height measurement, d. H. it becomes the deviation of a point in the measuring cross-section compared to a reference line measured through two measuring points outside the Measurement cross-section is placed. In this case, the measured variable is not only influenced by the measurement cross section, but rather also by the two reference points lying outside this cross-section.

The evaluation of the track measuring strips is carried out according to two different methods Points of view.

On the one hand, the positional errors of the track are to be determined, those with regard to operational safety and driving comfort exceed a permissible limit. Here, each measuring range assessed separately.

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Iran other is to investigate whether it is necessary to work through the previous track in connection, ie whether the CLe track position has generally deteriorated to such an extent that individual temporary measures are no longer sufficient. For this purpose, the measuring strip of the track section of interest is assessed by experienced specialists, usually only visually u: -: s. may be compared to other strips. Various erioL · an evaluation of individual positional errors by error points increasing more or less progressively with the size of the de; error ;; and a summation of these failure points within certain track sections. >} ^Men;: - Eeuerdings come automatic Ve rfa> ii ~ r used, which according to the principle of a similar point rating or classification of the measured values of their Big vc-r.. The classification result can be processed into specific section codes.

The control of the track position in the measuring areas and track direction does not provide the actual deviations against specified target or control values, r.Is the measurement result from the two outside the measuring cross-section. = lying reference points is influenced. This influence he'n ^ t both on the distance of the points from the Keß cross section itself as well as on the ratio of the distance (symmetrical or asymmetrical Location). The measure of any necessary corrections to the track cannot therefore be obtained directly from the measuring strips can be read when the permissible limits are exceeded.

The evaluation of the track position with regard to the exceeding of permissible error limits is carried out separately for each measurement area, although the position errors in their entirety influence the running of the vehicle. As a result, it is possible that conditions that are dangerous to operation or that impair driving comfort are not recognized if the errors in the individual measuring ranges are within permissible limits, but their combination leads to inadmissible conditions. When evaluating entire track sections visually, subjective errors cannot be ruled out. Above all, such a way of working fails if not only individual short sections, but a larger one

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Gleisners should be rated to ti. a. one as possible / ■ ir-tschaft lend use of existing track construction capacity reach.

A manual point evaluation harbors the risk of errors of advantage or is much too time-consuming if it is to be done in a fair manner. In addition, a combination of different measured variables to form an overall assessment variable with regard to operational safety and driving comfort on a manual basis is almost impossible. 3EI known automatic track evaluation process also lacks the formation of Gesnmt-evaluation parameter, or is this efp.higen from a simple, low-r ^ ussa sum of the errors in the individual measuring range Λ reicheno

The purpose of the invention is to eliminate or reduce the deficiencies that have become apparent in known control and evaluation methods the positional accuracy of tracks.

The jj ^ 'f indun ^ is based on the task of a process develop that allows all LeE sizes typical for the track position to be represented in such a way that the deviations of an average size, which corresponds approximately to the given setpoint or control value, are directly available. The misalignments of the track are in a definite way to one Gesant-3ev.ertu: igs size, the so-called track position parameter, to be J tie. This link is made both for the path-dependent large ones (for the purpose of assessing immediate measures that become necessary) as well as for the section parameters that can be represented in a known manner (for the purpose of working through of the track in context).

According to the invention, the object is achieved as follows:

Accelerometers are attached to the sockets of an axle of the measuring vehicle in order to record the two measured variables, longitudinal and transverse elevation for the vertical direction (with a horizontal self-rotation axis of the wheelset). The transducers will be Subordinate arithmetic elements that are used to represent the longitudinal

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- Ά

Altitude averaging and, to display the transverse altitude, a difference between the two accelerations b (vertical, right) and b -, (vertical, left). At the same time, the calculation circuit takes into account the transmission ratio from the horizontal distance of the transducers k and the average support width of the wheels of the measuring axis d. Furthermore, static and low-frequency components of the acceleration that are harmless to the vehicle process are filtered out through appropriately dimensioned high-pass filters, possibly controlled by the measuring speed, as well as a double integration that _{delivers the errors in the longitudinal height position X 1} and transverse height position Xp.

To record the two measured variables, track direction and track width, are placed on the contact strips in the immediate vicinity of the measuring axis Accelerometer located in the track buttons in the horizontal direction (with vertical position of the track button). In turn, a computing circuit is arranged downstream which, for displaying the track direction, an averaging and for Representation of the track width a difference between the two accelerations b ^ (horizontal, right) and b, ^ (horizontal, Left). Furthermore, static and low-frequency acceleration components are filtered out and a double integration, the errors in the track direction x,

and track width x. supplies.

The detection of the measured variable track direction is also possible by arranging an accelerometer horizontally on the measuring frame in the cross-sectional plane of the measuring vehicle in which the track sensors are located. After filtering the static and low-frequency components of the acceleration b _m (measuring frame), one obtains the movement of the measuring frame s in the horizontal direction with respect to a mean reference position. By adding the mean of the two horizontal relative paths s and S _{1 of the track sensor contact strips to s m} (also after filtering static and low-frequency components), the errors in the track direction X ^ result (the measurement of s _r and S ₁ takes place on known ways).

10983 9 / .1092

The error χ. in the four measuring areas j are linked to form the track position parameter w. To do this, the x. squared and according to their importance for operational safety and driving comfort with weights a. Mistake. The weighted error squares are summed up. By rooting the sum, one finally obtains w. The representation of w is possible both on the basis of the "new" measured variables obtained with the aid of the acceleration measurement and the ^s * conventional "measured variables described above w a conversion of the measured values into electrical values is necessary, as far as mechanical measuring methods are used. The paired measured values (longitudinal height position and track direction) are to be combined into one value by averaging, and the static and low-frequency components of all measured values are to be filtered out Apart from the representation of w as a path-dependent quantity, the calculation of w is carried out according to the same rule as a segment parameter, using the standard deviations calculated in a known manner for the individual measuring ranges as output quantities.

Both the path-dependent parameter w and the section parameter w are compared with permissible limit values, the exceeding of which indicates necessary construction work on the track. The described method for evaluating the Gleialage is also applicable when wahlweiae only two or three measuring ranges are included in the d evaluation or two measuring ranges are zuaammengefaßt to separate evaluation variables.

By displaying the measuring ranges for longitudinal elevation and track direction on the basis of acceleration measurements, it is possible to determine the position errors of the track in one form indicate that the necessary changes in the track position to eliminate the position errors can be recognized directly. A comparison of the different measuring ranges is possible by relating the errors to the respective permissible limit dimension. In this way, a weighting of the errors is achieved at the same time and the prerequisite for linking them to the position parameter is created. The advantage of forming w as a path-dependent quantity

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is due to the fact that it succeeds in operating dangerous. ^:> i ~ * v. conditions that are unfavorable for driving comfort:? _; If the individual errors are within permissible limits, their combination results in inadmissible values. A section parameter w is a criterion found on an objective basis with regard to a decision on the necessary working through of the tracks in connection. It is thus r * - lent to shift work is not necessarily required to a later date and thus to arrive at an optimal use of existing track construction capacity .. According to the invention are not, for the position error as the difference, .ii: · 3η the measured size! a target value given on the basis of the geometry of the track, but is calculated as the difference between the l ~ eZ value and a mean value that comes from this target value i:;. ht. Eliminating these errors requires less work than eliminating the differences between ^T ,:; 1- and setpoint.

The invention is to be described in more detail below using an exemplary embodiment explained.

The drawing shows:

Fig. 1: the arrangement of the accelerometers on a Axle of the measuring vehicle,

Fig. 2: the block diagram to show the position errors X ₁ and X ₂ ,

Fig. 3: the arrangement of an accelerometer in the horizontal direction on the measuring frame,

Fig. 4: the block diagram for the representation of the position error x _? and x.,

Fig. 5: the computing circuit for the representation of the path-dependent Track position parameter w,

6: the arithmetic circuit for representing the segment parameter w.

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Y -

Ζ · χΐ / Detection of the measuring ranges longitudinal and transverse elevation, viii? Fig. 1 soaps the acceleration inja'rifn.ehne :: ¹ 1 on an axle 3 of a measuring vehicle, each attached to the sockets. These accelerometers 1 (acceleration-voltage converter B / U) work together with high-pass filters HP controlled by the measuring speed ν and influence the downstream computing elements, which by the integrators 7 double integration of the static and low-frequency signals that are harmless to the vehicle run by the cooking passes HP Percentages of filtered acceleration values and by the summators 8 to represent the longitudinal elevation X ^ a mean value and to represent the transverse elevation x _o a difference between the two acceleration

ti

make gunge-n.

The arithmetic circuit (see FIG. 2) thus carries out the operation

^X 1

The position errors in the measuring ranges are obtained in a similar way Track direction and gauge

ρ
('b _hl + b _hr ) dt or

when accelerometers are arranged in the horizontal direction on the contact strips of the track sensors. The associated block diagram differs from Pig. 2 only because the quotient d / k is not formed.

Another possibility for the representation of the Keßbereiches 3 results from Pig. 3. It shows the arrangement of an accelerometer in the horizontal direction on the measuring frame. _{Using the sizes S 1n} and a given by the displacement transducers

i ± ° 1r results in measuring range 3 to

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ίί κ, 2, h . ₊ ,

The errors in the measuring range of the track width result in a known manner Way to

^h r «c \
^X 4 ~ Ej "^ ^S 11" ^S 1r ^{; #}

The associated block diagram is shown in FIG. 4.

An analog computing circuit for displaying the path-dependent track position parameter w is shown in FIG. 5. The circuit is implemented the linkage of the errors in the four measuring ranges via the

error squares x with the weights a _4. to the track ZI J position parameter

w =

Finally, FIG. 6 shows the arithmetic circuit for displaying the section code w. It should be noted that before the Integration of w a multiplication with the measuring speed ν is made. Taking into account the relationship ds = ν.dt between the path s, the measuring speed ν and the

2 time t the desired integration of w via the path s is thus achieved.

Since w is to be related to the section length A s, Δ s must also be determined. In the example, the integration of ν over time t is provided for this. This results in the section parameter

S- *

i = \ / J w .v. German

/v.dt

An analog-digital conversion takes place before the division and the square root. Division and square root can also be carried out on a stationary computer system if the values / w .v.dt and ^ v.dt are output in a suitable form by the described data processing system stationed on the track measuring car.

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Claims (5)

1. Procedure for control and 3ev /;? Rectification of the positional accuracy,. ability of tracks in the measuring areas of longitudinal and transverse elevation as well as track direction and gauge, characterized that known accelerometers (1) are used to record the measuring ranges of the longitudinal and transverse elevation vertically at a certain horizontal distance (k) on an axle (3) of the measuring vehicle, preferably on the axle sockets, and for the detection of the measuring areas of track direction and gauge, the accelerometer (1) is displayed horizontally the contact strips (6) of the two track buttons (5) are arranged, by filtering out static and low-frequency acceleration components by means of high passages (HP), by two- ^ times integration of the filtered accelerations over the measuring path and by averaging the vertical or horizontal accelerations of the left and right rails in the measuring ranges for longitudinal height and track direction, and by calculating the difference between the vertical and horizontal accelerations of the left and right rails in the measuring ranges transverse elevation position or track width are formed. 2, procedure for the control and assessment of the track position according to Claim 1, characterized in that the representation of the direction errors of the track by determining the Horizon Jj valley movements of the measuring frame (4) and 'addition of the mean. ,, -' .. the relative travel of both contact strips (6) on the track buttons (7) is made with respect to the measuring frame (4). 3 · Method for checking and evaluating the track position according to claims 1 and 2, characterized in that a track position parameter Cw) is used as a puncture of the measurement path by squaring the position errors of the track in the measurement areas of the longitudinal and transverse elevation as well as the track direction and gauge, regardless of their type of representation , Weighting of the error squares according to their influence on the vehicle run, summation of the weighted error squares and square root extraction of this sum is shown » 109839/1092. 2108363 4. Procedure for checking and evaluating the track position Claims 1 to 3, characterized in that a section s parameter (w) for track sections of different lengths is represented analogously to the track position parameter (w), whereby instead of the position error of the track as output quantities the standard deviations of the errors in the measuring ranges longitudinal and transverse elevation, track direction and gauge are used. 5. A method for checking and evaluating the track position according to claim 1 to 4 »characterized in that in the evaluation Optionally only two or three measuring ranges included or two measuring ranges for separate evaluation parameters to be summarized 1 sheet of drawings