EP0047558A2 - Method and device for the determination of the total deplacement of the railroad track during rectification - 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

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 job 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 be, for example, a tensioned wire or a rod, extends from at least one track reference point behind the machine in the track area already corrected to a track reference point in front of the machine in the track area 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, with an optical angle measuring device located at the measuring point, whose optical axis serves as a reference line, and to work with light sources at the track reference points and to determine their position 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 work station, 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 been moved sideways. 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 work station , "ie a" pre-increase "or a" pre-shift ", in the sense of the desired correction at the following 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 so far not been easily met because only the momentary track adjustment carried out at each work station can be determined using the values that can be determined with the aid of the reference line or the measurement base. In order to determine the effective overall adjustment of the track, it has so far been necessary to first mark the original position of the track using a stake attached to the ground, to measure the new track position at this point after performing the track correction and to differentiate the mark from the markout 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.

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

This object is achieved according to the invention in that the amount of the track adjustment (q N or q _R ) which is carried out there during the work operation is measured at a work station and for determining the effective overall adjustment (r or r _R ) in the case of leveling with a leveling coefficient ( K) and in the case of a lateral alignment is multiplied by a directional coefficient (K _R ) and that for these coefficients, each for a certain 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 However, _G slightest adjustment, neglecting the influence of the respective ballast bed state are calculated, are used under normal track and maintenance conditions constant value.

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.

• a) Die bekannten konstanten Parameter der Gleiskorrekturmaschine, das sind das auf den Fahrgestellen ruhende Gewicht der Maschine, der Abstand zwischen den beiderseits der Korrekturwerkzeuge befindlichen Fahrgestellen, welche die Abstützpunkte bilden, und schliesslich der Abstand des Angriffspunktes der Werkzeuge vom einen bzw. anderen dieser Abstützpunkte.
• b) Die ebenfalls bekannten, konstanten Gleisparameter; das sind Gewicht, Querschnitt, Elastizität und Trägheits- bzw. Biegemomente der Schienen, ferner Material, Gewicht, Abmessungen und Abstände der Schwellen sowie die Art der Schienenbefestigung.
• c) Die variable Grösse der jeweiligen Schienenverstellung, bei der es sich also um einen veränderlichen, jedoch erfassbaren Parameter handelt.
• d) Der variable jeweilige Zustand des Schotter- bzw. Gleisbettes, für welchen im wesentlichen der Verdichtungsgrad des Schotters wichtig ist und welcher einen variablen, nicht erfassbaren Parameter darstellt.

These coefficients therefore take into account the "pre-increase" or "pre-shift" mentioned, which cannot be readily detected; 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 moments of inertia or bending of the rails, as well as 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 essentially the compaction degree of 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 3c) have proven to be particularly expedient. Such calculations show that the changes in the coefficients mentioned are only slight, depending on the overall adjustment of the track, up to a total elevation or total displacement of at most about 40 mm. Since a maximum total track adjustment of about 40 mm is practically not exceeded under normal track and maintenance conditions, the coefficients can be applied as constant values with an approximation that is sufficient for practical use. 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 approximately 40 mm be exceeded during track correction work, it is of course in principle readily possible to calculate correspondingly corrected coefficient values if required or requested; 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 - if one disregards the very first work operation on a route to be corrected - each of which 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 many of which, at first glance, apparently many cannot be taken into account sufficiently precisely, under normal track and maintenance conditions the sought-after values of the effective total adjustment of the track 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 measuring arrangements to be installed on a track correction machine for carrying out the method according to the invention, that is to say for measuring the momentary track adjustment carried out at each work operation at the relevant job, are described in patent claims 2 to 4.

• Figur 1 schematisch das Prinzip der Messung bei einer Nivellierung,
• Figur 2a und 2b ebenfalls schematisch das Prinzip der Messung bei einer seitlichen Gleisausrichtung für zwei unterschiedliche Messanordnungen,
• Figur 3a,3b und 3c schematische Darstellungen der Gleiskorrekturmaschine und eines Balkenmodells zur Berechnung der Koeffizienten und
• Figur 4 ein Diagramm zur Veranschaulichung der Beziehung zwischen der effektiven Gesamtverstellung des Gleises und der bei einer Arbeitsoperation erfolgten momentanen Verstellung.

The method and the measuring arrangement 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 are schematic representations of the track correction machine and a bar model for calculating the coefficients and
• Figure 4 is a diagram illustrating the relationship between the effekti ven Total adjustment of the track and the momentary 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 A _S lying at a constant distance d perpendicularly above the track reference point A. For the distance d, one generally chooses an average height such that the reference straight line A _S C traveling with the machine is always a few millimeters above the level of the track to be leveled , also above the highest P to be determined beforehand unktes this route. This avoids that a measuring point B can lie above the reference line and for the purpose of correction theoretically would have to be lowered. 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 on the reference straight line A _S C, that is to say reaches point B according to FIG.

With each leveling operation, the elevation of the track point B to the point designated B in FIG. 1, which is denoted by q _N in FIG. 1, can now be measured by taking the difference between the distances of the points B and B measured before and after the leveling operation from the reference line A _S C forms. For this purpose, an angle measuring device is preferably installed on measuring point B on the track correction machine. With this angle measuring device, the angle ∝ 1 between the straight lines A _s B and BC is measured before the operation and after the operation the angle ∝ ₂ between the straight lines A _s B _s and B _s C, which is in the case of imperfect correction, if the machine is optimal works, vanishingly small and is therefore not marked in Figure 1. From the angle difference ∞ ₁ -∞ ₂ and from the known constant distances between the points A and B on the one hand s and B and C on the other hand, the amount of the increase q _N follows using known trigonometric relationships. This result can be automatically delivered 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 effective total 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 effective overall adjustment at the individual workplaces.

According to FIG. 1, the effective total increase referred to as r in the case of leveling is equal to the sum of the known increase q and the unknown “pre-increase” p _N , which arises during the preceding work operations at the workplaces behind it, in particular during the increase the point B 'of the 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 dash-dot lines, when the point B is raised by the amount q, which is already raised to the point B" at the location of the following work position .

K_N stellt einen Nivellierungskoeffizienten dar, der, wie in der Beschreibungseinleitung erläutert, aus den bekannten Maschinen- und Gleisparametern mittels eines entsprechenden Rechenprogramms berechnet und unter normalen Gleis- und Instandhaltungsverhältnissen als Konstante betrachtet werden kann. Ein Modell zu seiner Berechung wird später anhand der Fig. 3a-3c und 4 näher erläutert.This unknown, so to speak leading, increase p _N , which depends on the parameters mentioned in the introduction, is now taken into account according to the invention in a simple manner by converting the above sum for r _N into a product as follows:

K _N represents a leveling coefficient which, as explained in the introduction to the description, from the Known machine and track parameters can be calculated using an appropriate computer program and can be viewed 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 has to be moved to the circular arc ACD, i.e. up to point B.

In order to determine the displacement q _R that occurred during this correction operation, the angle β ₁ between the straight lines AB and BC lying on bow chords and after the displacement of the angle P ₂ between the straight lines AB _s and BC are used with an angle measuring device installed at B measured. From this and from the known lengths AB and BC, the relevant bow heights at B and at B _s are obtained in a known manner and from their difference the sought value q _R.

However, the effective total displacement of the track in turn depends on the "pre-adjustment" p _R already explained with reference to FIG. 1, that is to say on the "pre-displacement" brought about by the preceding straightening operations, which is caused by the conventional ones mentioned

dargestellt, wobei K_R als Richtkoeffizient bezeichnet wird, der wie der Nivellierungskoeffizient aus bekannten Parametern berechenbar ist und unter normalen Gleis- und Instandhaltungsbedingungen in guter Näherung als konstant angenommen werden kann.Measurements with the help of the measuring base cannot be recorded. According to the invention, as in the case of the leveling according to FIG. 1, the value of the effective total displacement r _R with a track alignment by the product

shown, where K _{R is} referred to as a guideline coefficient which, like the leveling coefficient, can be calculated from known parameters and can be assumed to be constant under normal track and maintenance conditions to a good approximation.

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, to determine q _R before the shift, the angle ∞ ₁ between the straight lines BC and CD and after the shift of the angle ∞ ₂ between the straight lines BC and CD, the relevant arc heights at C and from their difference the value sought q _R derived. The value r in turn follows by multiplication by the coefficient ^K _R.

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.

3a, 3b, 3c and 4, the model for calculating the coefficients K _N and K _{R will be} explained.

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 During track straightening, additional reference point D, which can be defined by a measuring chassis coupled behind the machine 4, is required at a constant fixed distance behind the reference point C. The constant distances between the points mentioned required for the determination of the track adjustments q or q that occurred during each work operation are indicated in FIG. 3a and can be, for example, 1 _{AB =} 8230 mm, 1 _BC = 5505 mm and 1 _CD = 4515 mm.

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 1 ₁ between the two support points 7, the distance 1 ₂ between the measuring point and the rear support point 7 and the center distance 1 ₃ between the axles of a chassis 5 considered example are 1 ₁ = 8580 mm, 1 ₂ = 2750 mm and 1 ₃ = 1520 mm. Consequently, the model is shown in FIG 3b from a bar 8 of length 1 ₁ of which corresponding to both ends in a weight at the support 7 is clamped manner. The track parameters, i.e. essentially weight, elasticity and moments of inertia or bending of the rails, weight and the distance between the sleepers and the type of rail fastening are simulated by assigning the mentioned rail properties, in particular the corresponding moments, to the beam 8, and by introducing the forces indicated in FIG. 3b by arrows 9, which load the beam 8 and reproduce 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 is 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 raised in the model by a distance r corresponding to the total elevation of the track, as shown in FIG. 3c, and at a distance of 1 ₂ , i.e. at the measuring point B, the "pre-raising" p of the bar taking place, which cannot be determined by measurements on the track. The only thing that can be measured, as mentioned, is the instantaneous increase q _N at measuring point B during the leveling operation, which is also indicated in FIG. 3c.

The leveling coefficient K _N , which is dependent on r, is the slope of the curve, which represents r _N as a function of q _N. 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 continuously increasing gradient for increasing r _N or q _N values, but that for r _N values up to approximately 30-40 mm, corresponding to q _N values of about 14-18 mm, only varied so slowly that it can be replaced in this area with an approximation sufficient for practice by a constant mean slope tg ϕo, the angle ϕ _{o being} defined by the straight line 12. In the example according to FIG. 4, the mean value of the curve slope was taken up to a value q _N of approximately 35 mm, and the mean slope tg ϕ _o = K _N = 2.12 was obtained. With this leveling coefficient, the practical r _N calculation using the measured q _N values resulted in errors which were a maximum of approximately 9 to 10% for r _N values of approximately 35 mm and were lower for smaller r _N values. For example, for r = 25 mm, the maximum error was 7 to 8%.

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

Since, under normal track and maintenance conditions, there is practically no effective total adjustment of the track of more than 40 mm, the constant leveling and directional coefficients once calculated for a specific track correction machine and a track section to be corrected provide results in a simple manner with the required in practice Accuracy.

Claims (4)

1. A method for determining the effective overall adjustment of the track between the uncorrected and the corrected track position carried out during track leveling and / or track straightening work, characterized in that the amount of track adjustment (q _N or q R) measured and multiplied to determine the effective total adjustment (r _N or r _R ) in the case of leveling with a leveling coefficient (K _N ) and in the case of lateral alignment with a directional coefficient (K _R ) and that for these coefficients, the for a specific track correction machine from the known machine parameters and for a specific section of track from the known track parameters depending on the size of the track adjustment, but can be calculated under neglect of the influence of the respective ballast bed condition, constant who under normal track and maintenance conditions t be used. 2. Track correction machine for performing 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 (∞ ₁ or ∞ ₂ ) between the purpose of determining the track elevation (q _N ) that took place during a leveling operation two straight lines, the track measuring point (B or B) on the respective work Connect 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 measure before and after the leveling operation. 3. Track correction machine according to claim 2, characterized in that it has at least one further angle measuring device for the purpose of determining the track shift (q _R ) that occurred 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 is, the angle (∞ ₁ or ∞ ₂ ) between the straight lines which define the first reference point (C) on the one hand with the track measurement point (B or B) 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 to measure before and after the straightening operation. 4. The track correction machine according to claim 2, characterized in that it has at least one further angle measuring device for the purpose of determining the track shift ( ^q ) that is carried out during a straightening operation, which is arranged at the track measuring point (B or B) and is set up to adjust the angle (β ₁ or . β ₂ ) between the straight lines which define the track measuring point (B or B) at the respective work location 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 ) connect to measure before and after the straightening operation.

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