EA046523B1 - METHOD AND SYSTEM FOR DETERMINING THE SPECIFIC FORM OF A RAIL TRACK TO CORRECT ITS POSITION - Google Patents

Description

Technical area

The claimed invention concerns a method for determining a given rail track geometry in order to correct the position of the rail track, wherein the actual geometry of the rail track on a certain section of the track is first recorded using a measuring system and, finally, a compensation calculation is performed using a computing unit in order to calculate based on the actual geometry given geometry. Also concerning is the invention of a system for carrying out the method.

State of the art

In the case of a rail track located on a crushed stone bed, the position of the railway grid located on a crushed stone bed is influenced by the movement of trains and the influence of weather conditions. To check the actual geometry of the track (direction of the track) and in particular before carrying out repair work, measurements are therefore carried out regularly using a measuring trolley provided for this purpose. Also, a suitably designed track machine can be used as a measuring trolley. Typically, track geometry is also divided into horizontal position (direction) and vertical position (inclination of the track). To establish the absolute geometry of the rail track, it is necessary to determine the position relative to the external support system.

Known measurement methods use external reference points located near the rail track, which are located on fixed devices, such as electrical masts. These external reference points can be defined as marking bolts or other marked objects. Systems for surface measurement or GNSS systems for establishing external reference points can serve similarly. The intended position of each external support point relative to the rail track is indicated in the documents. In this way, the absolute track geometry (= track geometry pattern) is precisely determined in the main sections of the railway track.

In this case, the specified track geometry can be established using internal reference points. In this case, routing is specified by a sequence of routing elements relative to their length and size. Rounding and rounding transitions are set according to the length data and rounding dimensions. The so-called main points of the track show various routing elements, in particular roundings and rounding transitions, as well as slope sections.

Thus, the horizontal position of the rail track is compiled from the curves of the rail track as a sequence of straight sections, transitions of curves and curves. The vertical position of the rail track is determined by the inclination data as well as changes in inclination along with their curvature radii. The elevation of a rail track is determined by its sequence of elevations, including the elevation of the ramp. When determining the track geometry, the elevation and direction of the track are determined sequentially in accordance with the routing rules (for example, EN 13803).

Further restoration of the desired track position with high quality can be achieved using the so-called precision method. With this method, the exact absolute geometry of the track (geometry pattern) is known thanks to the sequence of certain routing elements and the hypothetical position of the main points of the track. Before starting the repair process, the existing geometry of the rail track and the position of the rail track relative to certain reference points (fixed points, fixed points) are measured. The measurement results are compared with the geometry sample, and based on the results of the identified difference in the lifting values and the indicative values, adjustments to the rail track are determined. This method is very accurate and is used for high-speed sections of the rail track that require optimal maintenance. In this case, the geometry parameters must be reliably processed and hypothetical reference points must be consistently measured regularly.

For cost reasons, it is used in areas with small requirements, the so-called compensation method. This method is performed without a known track geometry pattern. For example, a measuring system of a tamping machine is used, in which measuring cables (traveling cables) are tensioned between measuring trolleys guided along a rail track and serve as the base system. Various embodiments of this measuring principle, such as moving cables, are described, for example, in patents DE 102008062143 B3 or DE 10337976 A1. The existing errors in the position of the rail track are reduced in proportion to the distance between the measuring cables and the distance between the measuring trolleys. With the 4-point method, the existing relative geometry of the rail track is determined by an additional measuring cable. A corresponding machine and method are described in AT 520795 A1.

With the compensation method with preliminary measurement of the rail track, the existing relative actual geometry of the rail track is measured during the movement of the tamping

- 1 046523 machine or measuring trolley. For this purpose, a so-called inertial measuring unit (IMU) is used in modern vehicles to measure the track. The inertial measuring system is described in the trade journal Eisenbahningenieur (52) 9/2001 on p. 6-9. Patent DE 102008062143 B3 also describes an inertial measuring principle for recording the position of a rail track. Based on this measurement, a compensation calculation is performed, which calculates a previously unknown target geometry based on the actual geometry.

Typically, the actual track geometry is recorded in the form of a track chord distance curve and a track vertical position curve, as well as a sequence of elevation values. Using the drawing as an example, the computational unit calculates, taking into account the pre-established speed class of movement along the rail track, as well as the specified upper limit of the movement and lifting values, electronically compensating the curve of the distance between the chord and the arc of the rail track. In this case, the measured values of the curve of the distance between the chord and the arc of the rail track are smoothed out in order to obtain the most ideal position for the given conditions. The position of transition points between routing elements (main points of the rail track) is obtained in the process of compensation calculation.

In the next step, the results of movements and ascents are calculated based on the track chord-arc distance curve by applying a digital filter, so that the calculated track chord-arc distance curve can be established to determine the position of the track. The results of such subsequent calculations are therefore the lifting and straightening values (correction values) for correcting the position of the rail track using the tamping machine.

Repeated use of the compensation method has the disadvantage that the main points of the track drift from their original positions (according to the originally established geometry pattern). Thus, the aging of the rail track, despite its adjustment using the compensation method, leads to a significant deviation from the original geometry sample.

Minor changes in the position of the main points of the track are usually not problematic. Tracing often allows a sufficient range of tolerances to determine the position of the track. Difficulties arise, however, at so-called forced points or forced positions of the rail track, such as bridges, tunnels or level crossings. In such locations, no tolerance ranges are allowed for the location of the track. As a result, it is common in the prior art to set the displacement values to zero in such locations when using compensation calculations.

Description of the invention

The basis of the claimed invention is the task of improving the above method in such a way that a higher quality of the given position of the rail track is achieved than with the compensation method. A further object of the claimed invention is an appropriate system for carrying out the method.

In accordance with the claimed invention, this problem is solved thanks to the method according to claim 1 of the claims and the system according to claim 10 of the claims. The dependent claims describe preferred embodiments of the invention.

In this case, it is provided that the actual position points of the track are recorded along the track section using a position recording system, that at least one actual position point is assigned to the computing unit as a forced point, and that the compensation calculation is carried out using the computing unit in such a way that that the given geometry is equated to the actual geometry as a sequence of routing elements and is established due to the given forced point. The basis for performing the calculation is the actual geometry (relative trajectory) of the rail track. The routing elements are filtered on the measured terrain map of the rail track. The measured actual position points (track position trace) are taken into account in the compensation calculation for the lifting and straightening values as a second basis. Each valid position point is established using coordinates in the spatial reference system. For example, a stationary coordinate system with a starting point of the measuring movement is selected as the initial system. Of course, other coordinate systems are also used to determine geographic reference.

In contrast to the precision method, there is therefore no relation to external fixed reference points and thus to the geometry pattern. We are not talking about an absolute preliminary measurement (measurements) of the rail track. Compared to a precision method, although minor inaccuracies can be expected, the claimed method can be performed using simpler technical means more efficiently and at lower cost.

Compared to the known compensation method with preliminary measurement, a clear improvement in quality is achieved. With forced points, not only the correction values are set to zero. In accordance with the claimed invention, the entire calculated target geometry is matched to at least one given force point, and the optimal sequence of certain geometric routing elements is established using the force point.

In another embodiment of the method, it is provided that a track location that is fixed in its position is automatically recognized by means of a sensor device, and that a valid position point is set as a forced point for this identified track location that is fixed in position by means of a preset device. The sensing device includes, for example, optical sensors with pattern recognition to recognize typical structures of railroad crossings or bridges. In their position, the fixed positions of the track can also be technically characterized by optical markers as well as other passive or active markers in order to automatically perform simple identification using sensors.

Alternatively or additionally, the actual position point is simply set by the operator using a setting device as a forced point. For example, maintenance personnel are in a measuring vehicle to measure a section of a rail track. As soon as the operating personnel recognizes a crossing over a turnout on a curved track, a bridge without a crushed stone bed, or a crossing over a railway track with a hard surface, the actual registered valid position point is set as a forced point. Based on the image in the drawing with the corresponding coordinates, you can also subsequently set a forced point.

Another improved embodiment provides that the actual position points are recorded by the GNSS receiver as GNSS coordinates. The existing systems used in this case are reliable and provide results with sufficient accuracy.

In this case, it is advisable to register actual position points using differential systems - GNSS, in order to, if necessary, increase the accuracy of positional data.

In one preferred embodiment of the method, the actual geometry of the track is recorded using an inertial measuring unit, whereby, in particular, using the inertial measuring unit, a time stamp is set for each measurement instant as a common time basis. The inertial measuring unit is very reliable against external disturbances and provides very accurate data for recording the actual geometry for routine use. To compensate for the data received from the position registration system, it is advisable if the inertial measuring unit supplies the time basis for data synchronization.

In another embodiment of the method, a three-dimensional trajectory is determined in the computing device based on the measured data of the inertial measuring unit, and based on compensation with a given geometry, correction values are determined to correct the position of the rail track. The 3D path and the target geometry are then linked to a common coordinate system, so that correction values can be determined with little computational effort. The defined three-dimensional trajectory is also used to visually document the condition of the track before adjusting the track.

In the future, it turns out to be advisable if, in this case, their own three-dimensional trajectory is determined for the left rail of the track and for the right rail of the track. In this way, in particular, errors in the elevation of the rail track or individual errors with different lowerings of the corresponding rail can be recorded in a simple manner. Calculations of a given geometry then take these features into account, and, for example, individual errors are compensated.

In another preferred embodiment of the method, it is provided that the inertial measuring unit supplies unfiltered measurement data of a registered section of the rail track to the computing device, and that, using the simulator, a virtual inertial measurement of the same section of the track with a given geometry is simulated in order to obtain simulated measurement data taking into account given geometry, and that adjustment values are determined to correct the track position, with simulated measurement data being subtracted from unfiltered IMU measurement data. When using an inertial measuring unit, it may happen that, in particular when moving along a curve, artifacts may appear in the unfiltered measurement data. These artifacts are the result of specific characteristics of the inertial measurement method used. If, for a given geometry, the same inertial measurement method is used in virtual form, then the same artifacts appear. By subsequently subtracting unfiltered measurement data to determine adjustment values, artifacts are canceled out. Thus, the overall required amount of calculations is reduced, because sometimes extensive digital filtering of measurement data is eliminated.

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In a further improvement of the method, at least one registered valid position point, which is located between the start point and the end point of the construction work area intended for position correction, is determined as a forced point for the compensation calculation. This ensures that a certain predetermined geometry on the actual construction site also takes into account the quality of future track adjustments in limited sections of the track. Thus, the maintenance of a section of the rail track that extends beyond the actual construction site is also taken into account.

According to the claimed invention, there is provided a system for carrying out the method described above, comprising a measuring vehicle moving along a section of a rail track, which includes a measuring system for recording the actual geometry of the track and a computing unit for calculating a given geometry based on the actual geometry, wherein the measuring vehicle includes a system for registering the position of actual position points along a portion of the rail track, wherein a driver is installed for the computing unit to set at least one actual position point as a forced point, and wherein in In the computing unit, an algorithm is installed that aligns the given geometry with the actual geometry as a sequence of geometric routing elements and lays out the rail track thanks to at least one forced point. In this way, the system components interact to register the actual geometry and the actual position points and obtain a track position adjustment based on the given geometry.

In one embodiment of the system, the measuring vehicle includes a sensor device for automatically recognizing a track location that is fixed in its position, wherein the sensor device is coupled to a master device to set an actual position point corresponding to that track location as a forced point. The sensor device includes, for example, several paired sensors of various designs to register physical objects of the track and categorize them. A corresponding method is described by the same applicant in patent AT 518692 A1. As soon as a category is defined for an object as a fixed technical location of a rail track (bridge, railway crossing, etc.), the master sets the corresponding actual position point as a forced point. Alternatively or in addition to this, sensor markers can be located at such places on the rail track, to which a sensor located on the measuring transport device is adjusted.

In a simple embodiment, it is provided that the setting device includes a maintenance unit with which the actual position point is set with the help of the operating personnel as a forced point. For example, the service block includes one service element, which, when turned on, sets a valid position point as a forced point.

Preferably, the position recording system includes a GNSS receiver, which is, in particular, connected to a measuring device for determining the position of the GNSS receiver in relation to the rail track. In this way, a reliable and sufficiently accurate determination of the actual position points in the geodetic reference system can be performed.

It is further preferred if the measuring system includes an inertial measuring unit and, in particular, position measuring devices for determining the position of the inertial measuring unit relative to the track. Such measuring systems record the actual geometry in a non-contact manner, making it possible to carry out measurements at high driving speeds. Since the GNSS receiver also delivers results in real time, the entire system achieves high speed of work.

Subsequently, a computing device is added to the system, which is equipped to calculate correction values when adjusting the position of the rail track, while a control device is installed on the track machine for further processing of the correction values in order to bring the rail track using a controlled lifting and straightening unit to the position of the given geometry. The system thus includes all the components to register the actual geometry and, on this basis, carry out adjustments to the position of the track.

Brief description of drawings

The claimed invention is explained below in more detail using examples of its implementation with reference to the accompanying drawings. The drawings schematically show:

in fig. 1 shows a measuring vehicle on a rail track;

in fig. 2 shows the construction site and the measurement site;

in fig. 3 shows a block diagram for determining correction values;

in fig. 4 shows a diagram of the passage of the rail track;

- 4 046523 in Fig. 5 shows a diagram of a rail track arc with transition curves and straight sections of the rail track;

in fig. Figure 6 shows a section of a rail track with actual and specified geometry. Description of embodiments of the invention.

In fig. 1 shows a measuring vehicle 1 with a vehicle frame 2 on which the car body 3 is mounted. The measuring vehicle 1 can be moved using rail running gears 4 along a rail track 5. For better clarity, the vehicle frame 2 is shown together with the car body 3 in a raised position from the rail running gears 4. The vehicle 1 can be constructed structurally in the same way as a track machine , in particular as a sleeper tamping machine. In this case, only one machine is needed to measure and adjust the rail track 5.

The rail running mechanisms 4 are preferably designed as rotary structures. The measuring frame 6 is connected to the axles of the wheels of the rotary structure, so that the movements of the wheels are transmitted without a springing effect to the measuring frame 6. In relation to the rail track, actual lateral or pendulum movements of the measuring frame 6 arise. These movements are recorded by measuring devices 7 for measuring the position of the rail paths located on the measuring frame 6. They are designed structurally as linear laser sensors.

Measuring devices 7 for measuring the position of the rail track are components of a measuring system 8 mounted on a measuring frame 6, which includes an inertial measuring unit 9. Using the inertial measuring unit 9, the measurement data of the trajectory 10 is recorded during movement, while the relative movements of the inertial measuring unit 9 relative to the rail track are compensated using these measuring devices 7 for measuring the position of the rail track. Thus, the actual geometry I of the rail track 5 is recorded. Using the measured data by the measuring devices 7 for measuring the position of the rail track, the measurement data of the inertial block 9 can be transformed to the corresponding rail 11 of the rail track 5. The result is a trajectory 10 for each rail 11.

The measuring vehicle 1 further includes a position recording system 12, with which the actual position of the measuring vehicle 1 can be recorded. Based on the known position of the measuring vehicle 1 relative to the rail track 5, the position of the actual travelable position of the rail track can also be recorded. ways. For example, the system 12 includes a GNSS receiving device for registering the position, which is rigidly connected to the vehicle frame 2 through a holder 13. This receiving device - GNSS includes several antennas installed together - GNSS for precise recording of positions - GNSS of the measuring vehicle 1. In order to register the pendulum movements of the vehicle frame 2 relative to the rail track 5, other measuring devices 7 are located on the vehicle frame 2 to measure the position of the rail track. Also in this case, for example, linear laser sensors are used. For a simple implementation of the invention, one antenna is sufficient - GNSS 14. Thus, the actual position points 15 of the rail track 5 or the compensating axis 16 are constantly recorded.

Not shown in the drawing, the position recording system 12 includes a radio-based and measuring system for real-time localization. In this case, several radio transmitter modules are located on the measuring vehicle 1. Base stations located near sections of the rail track include transponders. By continuously measuring the distance between the radio transmitter modules and the transponders, the position of the measuring vehicle 1 and thus the position of the actual track location relative to the base stations can be determined. The base stations actually serve to determine the position without reference to the original track geometry 5.

In this case, the measuring vehicle 1 includes a sensor device 17 for automatically recognizing the location 18, 19 (Fig. 2) of the rail track, fixed in its position as a construction site. Preferably, the sensor devices 17 include multiple sensors 20, 21, 22, the data of which can be jointly evaluated. For example, a video camera 20, a rotating laser scanner 21 and an infrared camera 22 with infrared radiation are used. The sensor device 17 is connected to the driver 23 to determine the actual point 15 as the forced point 24 corresponding to the fixed location 18, 19 of the rail track. Alternatively or additionally for the touch device 17, the setting device 23 can include a service unit 25. With the help of this service block 25, the actual position point 15 can be set by the operating personnel as a forced point 24.

In fig. 2 shows the rail track 5 along which the measuring vehicle 1 moves. The area limited by the dash-dot line indicates the length of the section 26 of the rail track on which

- 5 046523 the actual geometry I and the actual position points 15 of the rail track 5 are recorded.

The area delimited by the dotted lines indicates the length of the construction section 27 on which the track 5 is later adjusted. The construction section 27 is shorter than the measured track section 26 and is limited by the starting point 28 and the ending point 29.

On the rail track section 26 shown in the drawing there are two rail track locations 18, 19, which are fixed in their position as construction locations. In this case, we are talking, for example, about railway crossings 18 with hard surfaces and about a bridge 19 without a crushed stone bed. The bridge 19 is located outside the construction site 27. During the measuring trip, the actual position points 15, which are located at these positions 18, 19 of the track, are established as forced points 24.

In the presented example, a fixed XYZ coordinate system is used to georeference the measurement results, which has its starting point at the starting point during the measurement movement. The X axis shows the north direction, the Y axis shows the east direction and the Z axis shows the down direction. During the measurement movement, the path s is recorded, which, along with the time stamp, can serve to synchronize the measurement results of different systems 8, 12, 17.

Along the track section 26 are the main points 30 of the track. These main points 30 of the track respectively mark the boundary between the straight line 31 and the transition arc 32, as well as between the transition arc 32 and the rounded arc 33. The straight line 31, the transition arc 32 and the rounded arc 33 (full arc) are defined as geometric routing elements.

Block diagram in Fig. 3 shows the individual steps of the method. First, a preliminary measurement 34 is performed, with which the relative actual geometry I and the position P - GNSS of the track 5 are recorded. As a result, measurement data of the inertial measuring unit 9 and coordinate data for the registered actual position points 15 are provided.

Then, a compensation calculation 35 is performed using an optimal algorithm, which is installed in the computing unit 36. Specifically, an optimization 37 of the position of the rail track is performed, whereby, based on the actual geometry I, a track geometry is formed thanks to the geometric routing elements 31, 32, 33 configured with each other, to eliminate errors in the position of the rail track. This optimization process 37 is carried out depending on the optimization 38 of the track position, with the routing elements 31, 32, 33 being distributed among themselves and sized in such a way that the resulting target geometry S of the track 5 is routed through the forced points 24.

The boundary conditions for the optimization processes 37, 38 form the connecting points at the boundaries of the construction site 27. Specifically, the given geometry S must be determined by the starting point 28 and the end point 29 of the construction site. In the future, the given geometry S must pass at these points 28, 29 tangentially to the raw rail track 5. An optimization algorithm is used, for example, which, as an objective function, optimizes the deviations between the given geometry S and the actual geometry I under given additional conditions (minimum squares method ).

Using the given geometry S obtained in this way, the correction value 39 is calculated at a subsequent stage. This happens in the first version using a three-dimensional trajectory 10, which is obtained on the basis of the measured data of the inertial measuring unit 9. Based on the coordinates of the trajectory 10, the actual geometry I of the rail is obtained directly path 5, so that the correction values can be directly determined on the basis of compensation with a given geometry S. As a rule, these are the displacement values (straightening values) and the lifting values for lateral straightening and for lifting the railway grid of the track. Preferably, each rail 11 is assigned its own lift values in order, for example, to compensate for individual errors or to coordinate elevations. The determination of the correction values is carried out using a computing device 40, to which the values of the actual geometry I and the specified geometry S of the rail track 5 are sent.

In the second variant of the method, unfiltered measurement data of the inertial measuring unit 9 is used. Thus, there is no need to determine by calculation 39 the correction data for the coordinates of the trajectory 10. Instead, a simulation process takes place in the computing device 38, in which the inertial measurement is simulated. Based on the real measurement of the rail track section 26, with the help of the real inertial measuring unit 9, a virtual measurement of the same rail track section 26 with the calculated specified geometry S is carried out. In this case, a virtual inertial measuring unit is used. The real and virtual measuring unit use the same inertial measurement method. The presence of artifacts caused by the method performed is manifested in both real and virtual measurements. By subtracting the resulting measurement data of the actual geometry I and the target geometry S, these artifacts are removed. The result is the correction values for the corresponding section 26 of the path.

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The adjustment values are set to the control device of the lifting and straightening unit of the sleeper tamping machine. It can also be designed in this case as the measuring vehicle described in this application. To adjust the geometry of the rail track, the sleeper tamping machine moves along rail track 5 after preliminary measurement. In accordance with the specified correction values, the railway grid of the track is placed in its desired position using a lifting and straightening unit and is fixed in this position using a sleeper tamping unit. To check the position of the rail track, a cable measuring system is used, which is mounted on a sleeper tamping machine. Preferably includes a so-called line computer for determining the geometry of the track (also called an automatic line computer ALC), a computing unit 36 on the tamping machine and a computing device 40. The line computer here serves as a central unit for determining the correction values and for controlling the tamping machine. by car.

In fig. 4, both top diagrams show a curvature diagram (curvature image) and an elevation diagram (elevation image). The path s is plotted on the abscissa axis accordingly. The ordinate of a curvature diagram shows the actual curvature, or the direction r over the path s. The ordinate of an elevation diagram shows the elevation or height h above path s.

Below these diagrams, a corresponding image of the terrain of section 26 of the rail track is shown in the XYZ coordinate system fixed on the ground with coordinates X and Y. The shown section of the rail track begins with a straight line 31 and then passes into a transition rounding 32 with increasing curvature until the curvature at the subsequent rounding 33 ( solid line) will not become constant.

The measured actual geometry I is shown in dashed lines in the diagrams and in the site image. It is clearly seen that the final position of the main points 30 of the rail track for the defined target geometry S is not obtained. Two variants are depicted, which lead to different lengths of the rounding transitions 32 and, thus, to different target geometries S. Such tolerances are used in the claimed method, to achieve an optimal sequence of geometric routing elements.

Also in FIG. Figure 5 shows a curvature diagram, an elevation diagram, and an on-ground image. Accordingly, the solid line shows the target geometry S, which was determined using the claimed method. In this case, the actual position point 15, which corresponds to the fixed position 19 of the rail track (for example, a bridge), is set as the forced point 24. Based on the determined actual geometry I and the specified forced point 24, the given geometry S is equated thus as a sequence of geometric tracing elements to the actual geometry I, that the forced point 24 is located on the line of the given geometry S. This results in the correct position for the depicted main points 30 of the rail track. In the site image, two examples are shown by dotted lines, which represent a possible target geometry after a known compensation method. The main points 30 of the rail track deviate from the correct position within the limits of the error shown by the shaded zone 41. In this case, errors can no longer have a significant impact on the resulting image on the ground.

Using the example of Fig. 6 it is explained that the forced point 24, which is also defined outside the construction site, has a positive influence on the specified geometry S in the construction site area 27. An in situ image is shown of the track section 26 on which a preliminary measurement was carried out using the measuring vehicle 1. The recorded actual geometry I is indicated by a thin solid line. The dotted line represents a possible target geometry after a known compensation method. In this case, the actual geometry of I is actually smoothed out. It is clear that the specified forced point 24 at a fixed location 18 of the track (for example, a railway crossing) is erroneous.

In the case of the claimed method, the coordinates of the forced point 24 are used in the calculations of the given geometry S. Thus, a sequence of geometric tracing elements indicated by a solid line is obtained. The main points 30 of the track again show the boundaries of the routing elements. In the example shown, after a known compensation method, a corrected rail track 5 with transition curves 32 is adjacent to an untreated rail track.

In the case of the claimed method, the rail track 5, based on the used forced point 24, passes at this location as an extended straight line 31. The adjacent angle and position coordinates of the rail track 5 at the end point 29 of the construction site remain the same. This ensures that when subsequent adjustments are made to another section of the track, an optimal result is achieved. In fig. 6, the trajectories of the rail track 5 are shown greatly exaggerated to show the effect described more clearly.

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Claims (13)

CLAIM 1. A method for determining a given geometry (S) of a rail track (5) to adjust the position of the rail track (5), wherein the actual geometry (I) of the rail track (5) is first recorded using a measuring system (8) on a section (26) of the rail track ) and then, finally, using the computing unit (36), the calculation of the given geometry (S) is directed on the basis of the actual geometry (I), characterized in that along the section (26) of the rail track is recorded using a system (12) for registering positions actual position points (15) of the rail track (5), that at least one position point (15) is set using the setting device (23) installed in the computing unit (36) as a forced point (24) and using the In block (36) of the algorithm, the given geometry (S) is calculated in such a way that the given geometry (S) is aligned with the actual geometry (I) as a sequence of geometric tracing elements (31, 32, 33) and laid through the given forced point (24). 2. The method according to claim 1, characterized in that with the help of a sensor device (17) a fixed position (18, 19) of the rail track is automatically recognized in its position and a valid position point ( 15) using the setting device (23) as a forcing point (24). 3. Method according to claim 1 or 2, characterized in that the actual position point (15) is set by the operating personnel using a setting device (23) as a forced point (24). 4. Method according to one of claims 1 to 3, characterized in that the actual position points (15) are registered using a GNSS receiving device as GNSS coordinates. 5. Method according to claim 4, characterized in that the registration of actual position points (15) is performed using a differential system - GNSS. 6. Method according to one of claims 1 to 5, characterized in that the actual geometry (I) of the rail track (5) is recorded using an inertial measuring unit (9) and, in particular, is set using an inertial measuring unit (9) for Each measurement date has a timestamp as a common time basis. 7. Method according to claim 6, characterized in that a three-dimensional trajectory (10) is determined in the computing device (40) based on the measurement data of the inertial measuring unit (9) and a correction value for position correction is determined based on comparison with a given geometry (S) rail track (5). 8. The method according to claim 6, characterized in that unfiltered measurement data of the registered section (26) of the rail track is supplied from the inertial measuring unit (9) to the computing device (40), which, using a simulator, simulates a virtual inertial measurement of the same section (26) of a rail track with a given geometry (S) to obtain simulated measurement data taking into account the given geometry (S), and determine adjustment values for adjusting the position of the rail track (5), and subtract the simulated measurement data from the unfiltered measurement data inertial measuring unit (9). 9. Method according to one of claims 1 to 8, characterized in that at least one registered valid position point (15) is installed, which is not located between the starting point (28) and the end point (29) of the construction site intended for correcting the position , as the forcing point (24) for compensation calculation (35). 10. A system for performing the method according to one of claims 1 to 9, which includes a measuring vehicle (1) for moving along a section (26) of a rail track (5), which also includes a measuring system (8) for recording the actual geometry (I) of the rail track (5) and a computing unit (36) for calculating a given geometry (S) based on the actual geometry (I), characterized in that the measuring vehicle (1) includes a system (12) for registering positions valid position points (15) along a section (26) of the rail track (5), that a setting device (23) for the computing unit (36) is installed to assign at least one valid position point (15) to the computing unit (36) as forced point (24), and in the computing unit (36) an algorithm is installed that equalizes the given geometry (S) with the actual geometry (I) as a sequence of geometric elements (31, 32, 33) of the routing and lays the rail track thanks to at least one forced point (24). 11. The system according to claim 10, characterized in that the measuring vehicle (1) includes a sensor device (17) for automatic recognition of the location (18, 19) of the rail track fixed in its position and the sensor device (17) is connected to the master device (23) to determine the actual position point (15) corresponding to the location (18, 19) of the rail track as a forced point (24). 12. The system according to claim 10 or 11, characterized in that the setting device (23) includes a service unit (25), with the help of which the actual position point (15) is determined by the service personnel as a forced point (24). 13. System according to one of claims 10-12, characterized in that the system (12) for registering a position -