EP0952254A1 - Correction method for the position of a railway track - Google Patents

Correction method for the position of a railway track Download PDF

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Publication number
EP0952254A1
EP0952254A1 EP99890055A EP99890055A EP0952254A1 EP 0952254 A1 EP0952254 A1 EP 0952254A1 EP 99890055 A EP99890055 A EP 99890055A EP 99890055 A EP99890055 A EP 99890055A EP 0952254 A1 EP0952254 A1 EP 0952254A1
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EP
European Patent Office
Prior art keywords
track
target position
correction values
final
final target
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
EP99890055A
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German (de)
French (fr)
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EP0952254B1 (en
Inventor
Josef Theurer
Bernhard Lichtberger
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Franz Plasser Bahnbaumaschinen Industrie GmbH
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Franz Plasser Bahnbaumaschinen Industrie GmbH
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Priority to AT99890055T priority Critical patent/ATE254698T1/en
Publication of EP0952254A1 publication Critical patent/EP0952254A1/en
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track

Definitions

  • the invention relates to a method for correcting the track position, in which the track is supported while being raised to a provisional target position and is subsequently lowered in a controlled manner as part of a track stabilization by applying a static load in conjunction with transverse vibrations to a final target position.
  • Such a method for correcting the track position is described by the journal "Railway Track & Structures", 3/96, pages 29-33.
  • a so-called “mechanical processing train” (MDZ) required for this is composed of a high-performance tamping machine, a ballast plow and a track stabilizer that follows in the working direction.
  • This work unit which is made up of three vehicles, is moved continuously during work, with the tamping machine bringing the track into a correct, provisional target position and then ballasting it in accordance with regulations. Finally, the track is lowered to a final target position by applying a static load in connection with horizontal transverse vibrations by the track stabilizer.
  • the object of the present invention is to provide a method for correcting the track position of the type described at the outset, with which an improved track position can be achieved.
  • This object is achieved according to the invention with a method of the generic type in that the provisional target position created by stuffing the track is measured and a final target position that eliminates long-wave track position errors is calculated, after which correction values are determined as the difference between the final target position. Position and provisional target position within the framework of track stabilization, a change of the static load and / or of transverse forces acting on the track corresponding to the correction values is carried out in order to achieve the final target position of the track.
  • the method according to the invention is based on the consideration that, at the same time, the track stabilization following the track plug for the artificial anticipation of initial settlements can also be used for a final correction of any, in particular long-wave track position errors.
  • the preliminary target position of the track immediately after the tamping is expediently measured by the machine's own reference system of the tamping machine in order to calculate the long-wave correction values for the height and lateral position of the track with the aid of an electronic arrow height compensation method.
  • the height and lateral track displacement corresponding to the correction values can finally be carried out in a particularly economical manner parallel to the track stabilization by changing the components required for the stabilization, such as static load and / or transverse forces, accordingly. In this way, in a particularly advantageous manner, in conjunction with the track stabilization concluding the track position correction, long-wave track position errors can also be eliminated without additional work.
  • the tamping machine 1 shown in FIG. 1 has a machine frame 4 with a travel drive 5, which can be moved on a track 3 by rail trolleys 2. Between the two rail bogies 2 is a longitudinally displaceable relative to the machine frame 4 by a drive 6 Subframe 7, which is connected to a height-adjustable tamping unit 8 and a track lifting unit 9.
  • the machine frame 4 is assigned a machine-specific reference system 10 for detecting arrow heights or height and lateral position errors of the track 3.
  • This reference system has measuring axes 11, which can be rolled off the track 3 and are spaced apart from one another in the machine longitudinal direction, for scanning the track, as well as a straightening and leveling chord 12, 13.
  • the tamping machine 1 In relation to its working direction (arrow 14), the tamping machine 1 is followed by a measuring tag 15 with its own reference system 16 and measuring axes 17.
  • the measuring trailer 15 connected at its front end via a joint 18 to the machine frame 4 can be supported at its rear end via a rail running gear 19 on the track 3.
  • a track stabilizer 20 shown in FIG. 2 has a machine frame 22 that can be supported on the track 3 by means of rail running gear 21 and a travel drive 23. Between the two rail carriages 21 there are two stabilization units 24, which can apply transverse vibration forces to the track 3 horizontally and transversely to the longitudinal direction of the rail by means of an eccentric drive 25. In parallel, a static load can be transmitted to the track 3 via the stabilizing units 24 by means of drives 26. A reference system 27 with measuring axes 28 is provided for detecting the track geometry.
  • the track stabilizer 20 is expediently used immediately after the tamping machine 1 in the same working direction (arrow 14).
  • other transverse forces can optionally be applied to the track 3 by a lever system 36 with a drive 37 (described in more detail by EP 0 666 371 A1) to correct the lateral position.
  • FIG. 3 shows on the Y axis the arrow heights (these are the distances normal to a chord of a track arch) of track 3 in millimeters and on the X axis the track path or the kilometration (in kilometers).
  • An actual position curve 29 representing the lateral position errors of the track 3 is detected by the reference system 10 of the tamping machine 1 immediately before the track is tamped and is subject to exposure a plurality of arrow heights 30 together.
  • the measured arrow heights 30 are compensated for using a computer program known per se, known as electronic arrow height compensation, taking into account maximum permissible displacement values (see compensation curve 33), the displacements of the track 3 required for compensation or curve smoothing being calculated in a factor method which is also known will.
  • the curve shown in full lines in FIG. 4 shows the position of the track 3 that actually exists immediately after the tamping and is referred to here as the provisional target position 31.
  • This preliminary target position 31 is measured by the measuring tag 15 immediately after the tamping and shows very clearly long-wave errors. Alternatively, the measurement can also be carried out, for example, by your own track measuring vehicle.
  • the data determined in this way can be transmitted, for example, by radio to the track stabilizer 20, which is expediently immediately following the tamping machine 1 during use, or also by diskette or modem.
  • the transmitted data are read into a computer 32 on the track stabilizer 20.
  • the long-wave correction values for the height and the lateral position of the track 3 are then calculated using an electronic arrow height compensation and factor method known per se.
  • the track stabilizer 20 can carry out the subsequent track stabilization using the precision method (the track is scanned at three points and directed to predetermined correction values or target arrow heights), i.e. at the same time the track is lowered to anticipate the initial settlements, there is also a final one Correction of the track.
  • the correction values 35 relating to the lateral position of the track 3 can be achieved by correspondingly changing the horizontal transverse vibration forces of the stabilization units 24 and / or by correspondingly acting on the drives 37 influencing the lever system 36.
  • the correction values 35 (see FIG. 5) with respect to the track height position can be achieved by changing the static load by the drives 26, but it must be taken into account that the height position correction can only be achieved by lowering the track 3.
  • the dash-dotted curve shown in FIG. 4 shows the final target position 34, which arises from the provisional target position 31 present after the track stuffing after the electronic arrow height compensation method and the factor method have been carried out.
  • the correction values 35 result from the deviations between the two desired positions 31 and 34. Assuming that the track stabilizer 20 travels in the direction of arrow 14, there is consequently an increase in the transverse forces in the range of the kilometers 43.22 to 43.32 corresponding to the determined correction values 35 necessary to the left in order to shift the track 3 into the determined target position 34. Then the lateral forces are to be increased to the right to correct the lateral position errors of track 3.
  • the diagram shown in Fig. 5 relates to the track height.
  • a minimum reduction (x) must be carried out in all track areas.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Control Of Linear Motors (AREA)
  • Moving Of The Head To Find And Align With The Track (AREA)
  • Control Of Position Or Direction (AREA)

Abstract

The track (3) in the prior intended position is measured and a slow track position error is eliminated, with the final intended position being calculated. With the determination of the correction values as the difference between the final and prior intended positions, a corresponding alteration of the static load and/or the cross forces acting on the track enables the final intended position of the track to be achieved.

Description

Die Erfindung betrifft ein Verfahren zur Gleislagekorrektur, wobei das Gleis unter Anheben in eine vorläufige Soll-Lage unterstopft und nachfolgend im Rahmen einer Gleisstabilisation durch Aufbringen einer statischen Auflast in Verbindung mit Querschwingungen schließlich kontrolliert in eine endgültige Soll-Lage abgesenkt wird.The invention relates to a method for correcting the track position, in which the track is supported while being raised to a provisional target position and is subsequently lowered in a controlled manner as part of a track stabilization by applying a static load in conjunction with transverse vibrations to a final target position.

Durch die Zeitschrift "Railway Track & Structures", 3/96, Seiten 29 - 33, wird ein derartiges Verfahren zur Gleislagekorrektur beschrieben. Ein dafür erforderlicher, sogenannter "Mechanischer Durcharbeitungszug" (MDZ) setzt sich in diesem Fall aus einer Hochleistungsstopfmaschine, einem Schotterpflug und einem in Arbeitsrichtung nachfolgenden Gleisstabilisator zusammen. Diese aus drei Fahrzeuge gebildete Arbeitseinheit wird im Arbeitseinsatz kontinuierlich verfahren, wobei durch die Stopfmaschine das Gleis in eine korrekte, vorläufige Soll-Lage gebracht und anschließend vorschriftsmäßig eingeschottert wird. Abschließend wird das Gleis durch Aufbringen einer statischen Auflast in Verbindung mit horizontalen Querschwingungen durch den Gleisstabilisator kontrolliert in eine endgültige Soll-Lage abgesenkt.Such a method for correcting the track position is described by the journal "Railway Track & Structures", 3/96, pages 29-33. In this case, a so-called "mechanical processing train" (MDZ) required for this is composed of a high-performance tamping machine, a ballast plow and a track stabilizer that follows in the working direction. This work unit, which is made up of three vehicles, is moved continuously during work, with the tamping machine bringing the track into a correct, provisional target position and then ballasting it in accordance with regulations. Finally, the track is lowered to a final target position by applying a static load in connection with horizontal transverse vibrations by the track stabilizer.

Die Aufgabe der vorliegenden Erfindung liegt nun in der Schaffung eines Verfahrens zur Gleislagekorrektur der eingangs beschriebenen Art, mit dem eine verbesserte Gleislage erzielbar ist.The object of the present invention is to provide a method for correcting the track position of the type described at the outset, with which an improved track position can be achieved.

Diese Aufgabe wird erfindungsgemäß mit einem Verfahren der gattungsgemäßen Art dadurch gelöst, daß die mit dem Unterstopfen des Gleises geschaffene vorläufige Soll-Lage aufgemessen und eine langwellige Gleislagefehler eliminierende, endgültige Soll-Lage berechnet wird, wonach unter Ermittlung von Korrekturwerten als Differenz zwischen endgültiger Soll-Lage und vorläufiger Soll-Lage im Rahmen einer Gleisstabilisation eine den Korrekturwerten entsprechende Änderung der statischen Auflast und/oder von auf das Gleis einwirkenden Querkräften zur Erzielung der endgültigen Soll-Lage des Gleises durchgeführt wird.This object is achieved according to the invention with a method of the generic type in that the provisional target position created by stuffing the track is measured and a final target position that eliminates long-wave track position errors is calculated, after which correction values are determined as the difference between the final target position. Position and provisional target position within the framework of track stabilization, a change of the static load and / or of transverse forces acting on the track corresponding to the correction values is carried out in order to achieve the final target position of the track.

Das erfindungsgemäße Verfahren geht von der Überlegung aus, das dem Gleisstopfen folgende Gleisstabilisieren zur künstlichen Vorwegnahme von Anfangssetzungen gleichzeitig auch für eine abschließende Korrektur eventuell vorhandener, insbesondere langwelliger Gleislagefehler heranzuziehen. Dazu wird die unmittelbar nach der Unterstopfung vorliegende vorläufige Soll-Lage des Gleises zweckmäßigerweise durch das maschineneigene Bezugsystem der Stopfmaschine aufgemessen, um mit Hilfe eines elektronischen Pfeilhöhenausgleichsverfahrens die langwelligen Korrekturwerte für die Höhen- und Seitenlage des Gleises zu berechnen. Die den Korrekturwerten entsprechende höhen- und seitenmäßige Gleisverlagerung kann schließlich in besonders wirtschaftlicher Weise parallel zur Gleisstabilisation durchgeführt werden, indem die für die Stabilisation erforderlichen Komponenten, wie statische Auflast und/oder Querkräfte, entsprechend geändert werden. Damit ist in besonders vorteilhafter Weise in Verbindung mit der die Gleislagekorrektur abschließenden Gleisstabilisation ohne zusätzlichen Arbeitsaufwand auch eine Eliminierung langwelliger Gleislagefehler erzielbar.The method according to the invention is based on the consideration that, at the same time, the track stabilization following the track plug for the artificial anticipation of initial settlements can also be used for a final correction of any, in particular long-wave track position errors. For this purpose, the preliminary target position of the track immediately after the tamping is expediently measured by the machine's own reference system of the tamping machine in order to calculate the long-wave correction values for the height and lateral position of the track with the aid of an electronic arrow height compensation method. The height and lateral track displacement corresponding to the correction values can finally be carried out in a particularly economical manner parallel to the track stabilization by changing the components required for the stabilization, such as static load and / or transverse forces, accordingly. In this way, in a particularly advantageous manner, in conjunction with the track stabilization concluding the track position correction, long-wave track position errors can also be eliminated without additional work.

Im folgenden wird die Erfindung anhand eines in der Zeichnung dargestellten Ausführungsbeispieles näher beschrieben.The invention is described in more detail below with reference to an embodiment shown in the drawing.

Es zeigen:

  • Fig. 1 eine Seitenansicht einer Stopfmaschine zum Unterstopfen eines Gleises,
  • Fig. 2 eine Seitenansicht eines Gleisstabilisators zum Stabilisieren des unterstopften Gleises, und
  • Fig. 3 bis 5 verschiedene Ist- und Soll-Lagen des Gleises darstellende Diagramme.
Show it:
  • 1 is a side view of a tamping machine for tamping a track,
  • Fig. 2 is a side view of a track stabilizer for stabilizing the stuffed track, and
  • Fig. 3 to 5 different actual and target positions of the track diagrams.

Die in Fig. 1 ersichtliche Stopfmaschine 1 weist einen durch Schienenfahrwerke 2 auf einem Gleis 3 verfahrbaren Maschinenrahmen 4 mit einem Fahrantrieb 5 auf. Zwischen den beiden Schienenfahrwerken 2 befindet sich ein durch einen Antrieb 6 relativ zum Maschinenrahmen 4 längsverschiebbarer Hilfsrahmen 7, der mit einem höhenverstellbaren Stopfaggregat 8 sowie einem Gleishebeaggregat 9 verbunden ist. Dem Maschinenrahmen 4 ist ein maschineneigenes Bezugsystem 10 zur Erfassung von Pfeilhöhen bzw. Höhen- und Seitenlagefehler des Gleises 3 zugeordnet. Dieses Bezugsystem weist in Maschinenlängsrichtung voneinander distanzierte, am Gleis 3 abrollbare Meßachsen 11 zum Abtasten des Gleises sowie eine Richt- und Nivelliersehne 12,13 auf.The tamping machine 1 shown in FIG. 1 has a machine frame 4 with a travel drive 5, which can be moved on a track 3 by rail trolleys 2. Between the two rail bogies 2 is a longitudinally displaceable relative to the machine frame 4 by a drive 6 Subframe 7, which is connected to a height-adjustable tamping unit 8 and a track lifting unit 9. The machine frame 4 is assigned a machine-specific reference system 10 for detecting arrow heights or height and lateral position errors of the track 3. This reference system has measuring axes 11, which can be rolled off the track 3 and are spaced apart from one another in the machine longitudinal direction, for scanning the track, as well as a straightening and leveling chord 12, 13.

Der Stopfmaschine 1 ist bezüglich ihrer Arbeitsrichtung (Pfeil 14) ein Meßanhänger 15 mit einem eigenen Bezugsystem 16 und Meßachsen 17 nachgeordnet. Der an seinem vorderen Ende über ein Gelenk 18 mit dem Maschinenrahmen 4 verbundenen Meßanhänger 15 ist mit seinem hinteren Ende über ein Schienenfahrwerk 19 am Gleis 3 abstützbar.In relation to its working direction (arrow 14), the tamping machine 1 is followed by a measuring tag 15 with its own reference system 16 and measuring axes 17. The measuring trailer 15 connected at its front end via a joint 18 to the machine frame 4 can be supported at its rear end via a rail running gear 19 on the track 3.

Ein in Fig. 2 dargestellter Gleisstabilisator 20 weist einen über Schienenfahrwerke 21 am Gleis 3 abstützbaren Maschinenrahmen 22 sowie einen Fahrantrieb 23 auf. Zwischen den beiden Schienenfahrwerken 21 befinden sich zwei Stabilisationsaggregate 24, die durch einen Exzenterantrieb 25 horizontal und quer zur Schienenlängsrichtung verlaufende Querschwingungskräfte auf das Gleis 3 aufbringen können. Parallel dazu ist durch Antriebe 26 eine statische Auflast über die Stabilisationsaggregate 24 auf das Gleis 3 übertragbar. Zur Erfassung der Gleisgeometrie ist ein Bezugsystem 27 mit Meßachsen 28 vorgesehen. Der Gleisstabilisator 20 wird zweckmäßigerweise unmittelbar nach der Stopfmaschine 1 in derselben Arbeitsrichtung (Pfeil 14) eingesetzt. Zusätzlich zu den Querschwingungskräften können wahlweise weitere Querkräfte durch ein Hebelsystem 36 mit Antrieb 37 (näher beschrieben durch EP 0 666 371 A1) zur Korrektur der Seitenlage auf das Gleis 3 aufgebracht werden.A track stabilizer 20 shown in FIG. 2 has a machine frame 22 that can be supported on the track 3 by means of rail running gear 21 and a travel drive 23. Between the two rail carriages 21 there are two stabilization units 24, which can apply transverse vibration forces to the track 3 horizontally and transversely to the longitudinal direction of the rail by means of an eccentric drive 25. In parallel, a static load can be transmitted to the track 3 via the stabilizing units 24 by means of drives 26. A reference system 27 with measuring axes 28 is provided for detecting the track geometry. The track stabilizer 20 is expediently used immediately after the tamping machine 1 in the same working direction (arrow 14). In addition to the transverse vibration forces, other transverse forces can optionally be applied to the track 3 by a lever system 36 with a drive 37 (described in more detail by EP 0 666 371 A1) to correct the lateral position.

Ein in Fig. 3 ersichtliches Diagramm zeigt auf der Y-Achse die Pfeilhöhen (das sind die normal zu einer Sehne eines Gleisbogens verlaufenden Abstände) des Gleises 3 in Millimeter und auf der X-Achse den Gleisweg bzw. die Kilometrierung (in Kilometer). Eine die Seitenlagefehler des Gleises 3 darstellende Ist-Lage-Kurve 29 wird durch das Bezugsystem 10 der Stopfmaschine 1 unmittelbar vor der Gleisunterstopfung erfaßt und setzt sich aus einer Vielzahl von Pfeilhöhen 30 zusammen. Die gemessenen Pfeilhöhen 30 werden mit einem an sich bekannten, als elektronischer Pfeilhöhenausgleich bezeichneten Computerprogramm unter eventueller Berücksichtigung maximal zulässiger Verschiebungswerte ausgeglichen (s. Ausgleichskurve 33), wobei die für den Ausgleich bzw. die Kurvenglättung erforderlichen Verschiebungen des Gleises 3 in einem ebenfalls bekannten Faktorenverfahren errechnet werden.A diagram shown in FIG. 3 shows on the Y axis the arrow heights (these are the distances normal to a chord of a track arch) of track 3 in millimeters and on the X axis the track path or the kilometration (in kilometers). An actual position curve 29 representing the lateral position errors of the track 3 is detected by the reference system 10 of the tamping machine 1 immediately before the track is tamped and is subject to exposure a plurality of arrow heights 30 together. The measured arrow heights 30 are compensated for using a computer program known per se, known as electronic arrow height compensation, taking into account maximum permissible displacement values (see compensation curve 33), the displacements of the track 3 required for compensation or curve smoothing being calculated in a factor method which is also known will.

Durch die in Fig. 4 in vollen Linien dargestellte Kurve wird die unmittelbar nach dem Unterstopfen tatsächlich vorliegende und hier als vorläufige Soll-Lage 31 bezeichnete Lage des Gleises 3 aufgezeigt. Diese vorläufige Soll-Lage 31 wird durch den Meßanhänger 15 unmittelbar nach der Unterstopfung aufgemessen und zeigt sehr deutlich langwellige Fehler. Die Aufmessung kann aber auch alternativ beispielsweise durch ein eigenes Gleismeßfahrzeug durchgeführt werden. Die solcherart ermittelten Daten können beispielsweise über Funk an den zweckmäßigerweise der Stopfmaschine 1 im Arbeitseinsatz unmittelbar nachfolgenden Gleisstabilisator 20 bzw. auch per Diskette oder Modem übertragen werden. Die übermittelten Daten werden in einem Rechner 32 am Gleisstabilisator 20 eingelesen. Anschließend werden über ein an sich bekanntes elektronisches Pfeilhöhenausgleichs- und Faktorenverfahren die langwelligen Korrekturwerte für die Höhen- und die Seitenlage des Gleises 3 berechnet. Mit Hilfe von ermittelten Korrekturwerten 35 kann der Gleisstabilisator 20 die nachfolgende Gleisstabilisierung im Präzisionsverfahren (das Gleis wird an drei Punkten abgetastet und auf vorgegebene Korrekturwerte bzw. Soll-Pfeilhöhen gerichtet) durchführen, das heißt gleichzeitig mit der Gleisabsenkung zur Vorwegnahme der Anfangssetzungen erfolgt auch eine abschließende Lagekorrektur des Gleises. Die die Seitenlage des Gleises 3 betreffenden Korrekturwerte 35 können durch entsprechende Änderung der horizontalen Querschwingungskräfte der Stabilisationsaggregate 24 und bzw. oder durch entsprechende Beaufschlagung der das Hebelsystem 36 beeinflussenden Antriebe 37 erzielt werden. Die Korrekturwerte 35 (s. Fig. 5) bezüglich der Gleishöhenlage sind über die Änderung der statischen Auflast durch die Antriebe 26 erzielbar, wobei jedoch zu berücksichtigen ist, daß die Höhenlagekorrektur ausschließlich durch Absenken des Gleises 3 erzielbar ist.The curve shown in full lines in FIG. 4 shows the position of the track 3 that actually exists immediately after the tamping and is referred to here as the provisional target position 31. This preliminary target position 31 is measured by the measuring tag 15 immediately after the tamping and shows very clearly long-wave errors. Alternatively, the measurement can also be carried out, for example, by your own track measuring vehicle. The data determined in this way can be transmitted, for example, by radio to the track stabilizer 20, which is expediently immediately following the tamping machine 1 during use, or also by diskette or modem. The transmitted data are read into a computer 32 on the track stabilizer 20. The long-wave correction values for the height and the lateral position of the track 3 are then calculated using an electronic arrow height compensation and factor method known per se. With the aid of determined correction values 35, the track stabilizer 20 can carry out the subsequent track stabilization using the precision method (the track is scanned at three points and directed to predetermined correction values or target arrow heights), i.e. at the same time the track is lowered to anticipate the initial settlements, there is also a final one Correction of the track. The correction values 35 relating to the lateral position of the track 3 can be achieved by correspondingly changing the horizontal transverse vibration forces of the stabilization units 24 and / or by correspondingly acting on the drives 37 influencing the lever system 36. The correction values 35 (see FIG. 5) with respect to the track height position can be achieved by changing the static load by the drives 26, but it must be taken into account that the height position correction can only be achieved by lowering the track 3.

Mit der in Fig. 4 ersichtlichen strichpunktierten Kurve ist die endgültige Soll-Lage 34 dargestellt, die sich nach Durchführung des elektronischen Pfeilhöhenausgleichsverfahrens und des Faktorenverfahrens aus der nach dem Gleisunterstopfen vorliegenden vorläufigen Soll-Lage 31 rechnerisch ergibt. Aus den Abweichungen zwischen den beiden Soll-Lagen 31 und 34 ergeben sich die Korrekturwerte 35. Unter der Annahme einer in Richtung des Pfeiles 14 erfolgenden Arbeitsfahrt des Gleisstabilisators 20 ist folglich im Bereich der Kilometrierung 43.22 bis 43.32 eine den ermittelten Korrekturwerten 35 entsprechende Erhöhung der Querkräfte nach links erforderlich, um das Gleis 3 in die ermittelte Soll-Lage 34 zu verlagern. Anschließend sind die Querkräfte zur Korrektur der Seitenlagefehler des Gleises 3 nach rechts zu erhöhen.The dash-dotted curve shown in FIG. 4 shows the final target position 34, which arises from the provisional target position 31 present after the track stuffing after the electronic arrow height compensation method and the factor method have been carried out. The correction values 35 result from the deviations between the two desired positions 31 and 34. Assuming that the track stabilizer 20 travels in the direction of arrow 14, there is consequently an increase in the transverse forces in the range of the kilometers 43.22 to 43.32 corresponding to the determined correction values 35 necessary to the left in order to shift the track 3 into the determined target position 34. Then the lateral forces are to be increased to the right to correct the lateral position errors of track 3.

Das in Fig. 5 dargestellte Diagramm bezieht sich auf die Gleishöhenlage. Bei rechnerischer Ermittlung der endgültigen Soll-Lage 34 (strichpunktierte Linie) ist zu berücksichtigen, daß in allen Gleisbereichen eine Mindestabsenkung (x) durchzuführen ist. Durch Erhöhung der statischen Auflast im Bereich von besonderen Höhenlagen der vorläufigen Soll-Lage 31 besteht die Möglichkeit, langwellige Höhenlagefehler zumindest zu verflachen bzw. zur Gänze zu eliminieren, um schließlich das Gleis 3 in die endgültige Soll-Lage 34 abzusenken.The diagram shown in Fig. 5 relates to the track height. When calculating the final target position 34 (dash-dotted line), it must be taken into account that a minimum reduction (x) must be carried out in all track areas. By increasing the static load in the area of special heights of the provisional target position 31, there is the possibility of at least flattening or completely eliminating long-wave height position errors, in order to finally lower the track 3 into the final target position 34.

Claims (1)

Verfahren zur Gleislagekorrektur, wobei das Gleis (3) unter Anheben in eine vorläufige Soll-Lage (31) unterstopft und nachfolgend im Rahmen einer Gleisstabilisation durch Aufbringen einer statischen Auflast in Verbindung mit Querschwingungen schließlich kontrolliert in eine endgültige Soll-Lage (34) abgesenkt wird, dadurch gekennzeichnet, daß die mit dem Unterstopfen des Gleises (3) geschaffene vorläufige Soll-Lage (31) aufgemessen und eine langwellige Gleislagefehler eliminierende, endgültige Soll-Lage (34) berechnet wird, wonach unter Ermittlung von Korrekturwerten (35) als Differenz zwischen endgültiger Soll-Lage (34) und vorläufiger Soll-Lage (31) im Rahmen einer Gleisstabilisation eine den Korrekturwerten (35) entsprechende Änderung der statischen Auflast und/oder von auf das Gleis (3) einwirkenden Querkräften zur Erzielung der endgültigen Soll-Lage (34) des Gleises (3) durchgeführt wird.Method for correcting the track position, whereby the track (3) is supported by lifting it into a provisional target position (31) and subsequently lowered in a controlled manner as part of a track stabilization by applying a static load in connection with transverse vibrations to a final target position (34) , characterized in that the provisional target position (31) created with the stuffing of the track (3) is measured and a final target position (34) which eliminates long-wave track position errors is calculated, after which, while determining correction values (35) as the difference between final target position (34) and provisional target position (31) within the framework of track stabilization, a change in the static load corresponding to the correction values (35) and / or in lateral forces acting on the track (3) to achieve the final target position ( 34) of the track (3) is carried out.
EP99890055A 1998-03-27 1999-02-17 Correction method for the position of a railway track Expired - Lifetime EP0952254B1 (en)

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AT99890055T ATE254698T1 (en) 1998-03-27 1999-02-17 PROCEDURE FOR TRACK POSITION CORRECTION

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AT54898 1998-03-27
AT54898 1998-03-27

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EP (1) EP0952254B1 (en)
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CN (1) CN1108416C (en)
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WO2006037416A1 (en) * 2004-10-01 2006-04-13 Franz Plasser Bahnbaumaschinen- Industriegesellschaft Mbh Machine for carrying out a track gauge correction
WO2018114252A1 (en) * 2016-12-19 2018-06-28 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Measurement device and method for detecting a track geometry
WO2019140467A1 (en) * 2018-01-22 2019-07-25 Hp3 Real Gmbh Method for track position improvement by means of a track-movable track-tamping machine
WO2022268566A1 (en) 2021-06-21 2022-12-29 Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H. Method and system for the correction of vertical position faults of a track

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AT3876U3 (en) * 2000-06-09 2001-02-26 Plasser Bahnbaumasch Franz METHOD AND MACHINE FOR FILLING A TRACK
AT5982U3 (en) * 2002-11-13 2003-12-29 Plasser Bahnbaumasch Franz METHOD FOR SCANNING A BED PROFILE
US6804621B1 (en) * 2003-04-10 2004-10-12 Tata Consultancy Services (Division Of Tata Sons, Ltd) Methods for aligning measured data taken from specific rail track sections of a railroad with the correct geographic location of the sections
PL1650348T3 (en) * 2004-09-22 2008-08-29 Franz Plasser Bahnbaumaschinen Ind Mbh Method for scanning a track bed
ES2313109T3 (en) 2004-11-22 2009-03-01 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. PROCEDURE TO CORRECT POSITION ERRORS AT HEIGHT OF A VIA.
DE502005006301D1 (en) * 2005-02-23 2009-01-29 Plasser Bahnbaumasch Franz METHOD FOR RAILWAY CORRECTION AND TRACKING MACHINE
AT504517B1 (en) * 2007-04-12 2008-06-15 Plasser Bahnbaumasch Franz Method for controlled lowering of track, involves capturing and recording longitudinal slope of track in rear scanning location of measuring system according to displacement measurement
AT505029B1 (en) * 2007-07-31 2008-10-15 Plasser Bahnbaumasch Franz METHOD FOR MEASURING A TRAIL STATION
AT514718B1 (en) * 2013-09-11 2015-06-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Method for correcting a track
AT516248B1 (en) * 2014-12-12 2016-04-15 System 7 Railsupport Gmbh Method for calibrating a device for measuring tracks
CN106272369B (en) * 2016-10-10 2018-08-17 易视智瞳科技（深圳）有限公司 Gantry dual drive system and its error detection method
AT519317B1 (en) * 2016-11-04 2018-12-15 Plasser & Theurer Exp Von Bahnbaumaschinen G M B H Method and track construction machine for correction of track position errors
AT520056B1 (en) * 2017-05-29 2020-12-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Method and device for compacting a track ballast bed
CN111413692B (en) * 2020-03-18 2022-03-18 东风汽车集团有限公司 Camera transverse position estimation self-calibration method based on roadside stationary object

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Cited By (13)

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WO2006037416A1 (en) * 2004-10-01 2006-04-13 Franz Plasser Bahnbaumaschinen- Industriegesellschaft Mbh Machine for carrying out a track gauge correction
EA009930B1 (en) * 2004-10-01 2008-04-28 Франц Плассер Банбаумашинен - Индустригезельшафт Мбх Machine for carrying out a track gauge correction
AU2005291655B2 (en) * 2004-10-01 2010-03-11 Franz Plasser Bahnbaumaschinen-Industriegesellschaft Mbh Machine for carrying out a track gauge correction
CN101027449B (en) * 2004-10-01 2010-06-16 弗兰茨普拉塞铁路机械工业股份有限公司 Track position correction machine
US8113120B2 (en) 2004-10-01 2012-02-14 Franz Plasser Bahnbaumaschinen-Industriegesellschaft M.B.H. Track position correction machine
US10954637B2 (en) 2016-12-19 2021-03-23 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Measurement device and method for detecting a track geometry
CN110088402A (en) * 2016-12-19 2019-08-02 普拉塞-陶伊尔铁路机械出口股份有限公司 A kind of measuring device and method for track record geometry
EA036193B1 (en) * 2016-12-19 2020-10-13 Плассер Энд Тойрер Экспорт Фон Банбаумашинен Гезельшафт М.Б.Х. Measurement device and method for recording a track geometry
WO2018114252A1 (en) * 2016-12-19 2018-06-28 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Measurement device and method for detecting a track geometry
AU2017381030B2 (en) * 2016-12-19 2022-09-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh A measuring device and method for recording a track geometry
WO2019140467A1 (en) * 2018-01-22 2019-07-25 Hp3 Real Gmbh Method for track position improvement by means of a track-movable track-tamping machine
US11920308B2 (en) 2018-01-22 2024-03-05 Hp3 Real Gmbh Method for track position improvement by means of a track-movable track-tamping machine
WO2022268566A1 (en) 2021-06-21 2022-12-29 Plasser & Theurer, Export von Bahnbaumaschinen, Gesellschaft m.b.H. Method and system for the correction of vertical position faults of a track

Also Published As

Publication number Publication date
CA2266877C (en) 2005-08-09
DK0952254T3 (en) 2004-03-15
US6154973A (en) 2000-12-05
RU2187593C2 (en) 2002-08-20
ES2212843T3 (en) 2004-08-01
AU743117B2 (en) 2002-01-17
CN1108416C (en) 2003-05-14
EP0952254B1 (en) 2003-11-19
CN1231360A (en) 1999-10-13
AU2244399A (en) 1999-10-07
DE59907764D1 (en) 2003-12-24
CA2266877A1 (en) 1999-09-27
ATE254698T1 (en) 2003-12-15
JPH11315503A (en) 1999-11-16

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