EP0047558A2 - Méthode et dispositif pour la détermination du déplacement total de la voie lors des travaux de rectification - Google Patents

Méthode et dispositif pour la détermination du déplacement total de la voie lors des travaux de rectification Download PDF

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Publication number
EP0047558A2
EP0047558A2 EP81200973A EP81200973A EP0047558A2 EP 0047558 A2 EP0047558 A2 EP 0047558A2 EP 81200973 A EP81200973 A EP 81200973A EP 81200973 A EP81200973 A EP 81200973A EP 0047558 A2 EP0047558 A2 EP 0047558A2
Authority
EP
European Patent Office
Prior art keywords
track
corrected
reference point
leveling
point
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP81200973A
Other languages
German (de)
English (en)
Other versions
EP0047558B1 (fr
EP0047558A3 (en
Inventor
Ivo Cicin-Sain
Yvan Deliyski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Matisa Materiel Industriel SA
Original Assignee
Matisa Materiel Industriel SA
Canron Inc Sucursale Crissier
Canron Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Matisa Materiel Industriel SA, Canron Inc Sucursale Crissier, Canron Inc filed Critical Matisa Materiel Industriel SA
Priority to AT81200973T priority Critical patent/ATE12127T1/de
Publication of EP0047558A2 publication Critical patent/EP0047558A2/fr
Publication of EP0047558A3 publication Critical patent/EP0047558A3/de
Application granted granted Critical
Publication of EP0047558B1 publication Critical patent/EP0047558B1/fr
Expired legal-status Critical Current

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Classifications

    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/02—Applications of measuring apparatus or devices for track-building purposes for spacing, for cross levelling; for laying-out curves
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/16—Guiding or measuring means, e.g. for alignment, canting, stepwise propagation

Definitions

  • the track correction machine 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).
  • 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.
  • 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.
  • 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.
  • 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.
  • 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
  • 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.
  • 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.
  • the coefficients can be applied as constant values with an approximation that is sufficient for practical use.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • Track area usually a point A S lying at a constant distance d perpendicularly above the track reference point A.
  • d 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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 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.
  • 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.
  • 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.
  • 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.
  • the angle ⁇ 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.
  • 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.
  • the value r in turn follows by multiplication by the coefficient K R.
  • 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.
  • 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
  • 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 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 track parameters i.e.
  • 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 ⁇ o, the angle ⁇ o being defined by the straight line 12.
  • 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.
  • an average coefficient K R 2.32 was found as the average slope of the r R curve.

Landscapes

  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
EP81200973A 1980-09-09 1981-09-01 Méthode et dispositif pour la détermination du déplacement total de la voie lors des travaux de rectification Expired EP0047558B1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT81200973T ATE12127T1 (de) 1980-09-09 1981-09-01 Verfahren und vorrichtung zur bestimmung der bei gleiskorrekturarbeiten ausgefuehrten gesamtverstellung des gleises.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CH6755/80A CH649797A5 (de) 1980-09-09 1980-09-09 Verfahren und vorrichtung zur bestimmung der bei gleiskorrekturarbeiten ausgefuehrten gesamtverstellung des gleises.
CH6755/80 1980-09-09

Publications (3)

Publication Number Publication Date
EP0047558A2 true EP0047558A2 (fr) 1982-03-17
EP0047558A3 EP0047558A3 (en) 1983-01-12
EP0047558B1 EP0047558B1 (fr) 1985-03-13

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ID=4314525

Family Applications (1)

Application Number Title Priority Date Filing Date
EP81200973A Expired EP0047558B1 (fr) 1980-09-09 1981-09-01 Méthode et dispositif pour la détermination du déplacement total de la voie lors des travaux de rectification

Country Status (4)

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EP (1) EP0047558B1 (fr)
AT (1) ATE12127T1 (fr)
CH (1) CH649797A5 (fr)
DE (1) DE3169260D1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1294576C (zh) * 2000-11-17 2007-01-10 皇家菲利浦电子有限公司 用于设置写参量的最佳值的方法,使用该方法的光记录设备和由该方法与设备使用的光记录媒体
CN113515138A (zh) * 2021-06-15 2021-10-19 西安爱生技术集团有限公司 一种固定翼无人机航线重规划方法

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3212451A (en) * 1962-03-02 1965-10-19 Railway Maintenance Corp Surface sensing device
US3828440A (en) * 1968-04-09 1974-08-13 Plasser Bahnbaumasch Franz Track surveying

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3212451A (en) * 1962-03-02 1965-10-19 Railway Maintenance Corp Surface sensing device
US3828440A (en) * 1968-04-09 1974-08-13 Plasser Bahnbaumasch Franz Track surveying

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
EISENBAHNTECHNISCHE RUNDSCHAU, Nr. 29, Mai 1980, Seiten 351-359, Berlin, DE. *

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN1294576C (zh) * 2000-11-17 2007-01-10 皇家菲利浦电子有限公司 用于设置写参量的最佳值的方法,使用该方法的光记录设备和由该方法与设备使用的光记录媒体
CN113515138A (zh) * 2021-06-15 2021-10-19 西安爱生技术集团有限公司 一种固定翼无人机航线重规划方法

Also Published As

Publication number Publication date
ATE12127T1 (de) 1985-03-15
CH649797A5 (de) 1985-06-14
EP0047558B1 (fr) 1985-03-13
DE3169260D1 (en) 1985-04-18
EP0047558A3 (en) 1983-01-12

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