EP1361136B1 - Measuring method for detecting the compliance of a track and vehicle for carrying out said method - Google Patents

Abstract

The measuring method uses a measuring vehicle (3) for obtaining a continuous measurement via an inertial measuring method, for determining the vertical and horizontal positions of the track rails (5). A first onboard measuring system (1) provides rail measurments on either side of the track immediately adjacent a loaded wheel set (6), a second onboard measuring system (2) located at the centre of the measuring vehicle for providing a load-free rail measurement for the same track point. An Independent claim for a rail track flexure measuring device is also included.

Description

The invention relates to a measuring method and an arrangement for detecting the Compliance of a track. It is used for track diagnosis in Framework of track inspection or track measurement runs and creates in addition to an assessment of the geometrical track condition, also the requirements for a qualitative and quantitative assessment of the flexibility of the Track.

Railway tracks are not rigid structures. Because of their compliance experience it under vertical as well as horizontal forces of the these rail vehicles running elastic deformations in vertical and horizontal direction. This flexibility of the tracks is an important one Property of the system that rail vehicles and tracks together received. A rigid system would be inadmissible compared to an elastic system high dynamic loads both on the track and on lead the rail vehicles. Rail vehicles and tracks must therefore in terms of their elastic properties and damping be coordinated.

The flexibility of a track is made up of the flexibility of everyone Components of the track construction together. This affects the upper and lower structure just like the underground. In addition to the rails, the Rail fastenings, intermediate layers, sleepers, the bedding and the level Proportions to compliance.

At certain locations or sections of the track, the compliance may increase change over time. Slow and fast changes occur on. Slow changes can be caused in particular by aging processes caused on the components of the track construction, while rapid changes mainly due to changing climatic influences or arise from structural changes. There are also variations in the flexibility along the track, for example due to different Track construction technologies, or if different in the course of the route geological subsurface conditions occur. There are also inhomogeneities in compliance by local disturbances. This includes transitions, partial threshold hollow layers or a change from newly worked through to aged track sections and vice versa.

A rail vehicle moving in the track is always two different types Subject to excitation mechanisms for the occurrence of dynamic forces between the wheels of the rail vehicle and the Track are responsible. On the one hand, there are suggestions from the course the track geometry itself including any track position errors. On the other hand these are suggestions due to the flexibility of the tracks and in particular the dynamic effects from different successive Resilience in the course of the track, which is considerable when there are major changes can even take on threatening proportions. In the course of measures to Track maintenance therefore depends on the detection of geometric track position errors also the course of the track compliance To determine measurements in order to take appropriate measures in a given To be able to guarantee or restore the tolerance range.

To solve this task, it is known in the prior art continuously and without contact, especially on the way of measurement runs the position of the rails over their profile course on both sides of the track to determine and record. Measuring devices and Methods for this in the documents DE 34 41 092 C2 and DE 195 31 336 C2 described. A gyro-stabilized inertial is used as the reference system Platform used on the measuring vehicle, its location in an absolute Coordinate system can be determined. Simultaneously with the location of the inertial Platform is relative to the vertical and horizontal position of the rails this is determined via a measuring chain. The measuring chain consists of vector distance measuring systems which are the distance vectors from the platform to the mounting points of so-called measuring heads, which in turn record the vertical and horizontal distances to the rails close to the wheel contact point measure .. According to DE 195 31 336 C2 comes for measurements in the vertical and the horizontal plane to apply the method of optical triangulation. To errors in the scanning measurements on the naturally curved and inclined surfaces of the rail heads due to translational movements to compensate for the rail vehicle also becomes an orthogonal optical one Tracking of the vertical as well as the horizontal measuring arrangement intended. A beam of light is used for vertical probing Rail in the horizontal direction depending on the output signal of the horizontal Measuring system and vice versa a light beam for horizontal probing in the vertical direction with the output signal of the vertical measuring system driven. This ensures that the traces for the vertical and for the horizontal measurements always straight and for example run in the middle of the rail head.

According to another solution, which is described in DE 200 21 678, a Measuring frame used as a reference base to determine its position and a combination of its angle in an absolute coordinate system the differential working positioning system DGPS with an inertial navigation system INS uses. This results in accuracies in the millimeter range reached. Relative measurements of the rail heads in relation to the measuring platform are carried out by ultrasonic measuring heads. Orthogonal tracking the measuring heads to ensure straight-line probing traces Not.

With the described methods and measuring arrangements, it is known that Location of the rails in the immediate vicinity of the wheel contact point and thus under the load of a wheel set that is loaded in the intended manner to eat. Process solutions for determining the flexibility of the track make it necessary, however, that one more time at the same measurement point and using comparable measuring arrangements, the location of the Rails is measured when it is not loaded by a load become. This is the only way to determine the difference in length of the depressions from measurements with and without load and with reference to size to describe the flexibility of the track in terms of value. To measure the each load acting on it is expedient to use of known measuring wheel sets according to the prior art.

In addition to the position of the rails directly at the wheel contact point and thus the position of the rails without load can also be determined under load it is known to use measuring vehicles with specially prepared axes. These are running axles under the measuring vehicle are usually arranged in the middle and are only guided in such a way, that they transmit very little loads to the rails. On the barrel axles there are measuring arrangements that those on the wheels of the correspond to the loaded wheel set. A disadvantage of this type of measuring vehicle however, that these require a greater manufacturing effort and due to their special design are also classified as special vehicles, whereby they are subject to special operational restrictions.

It is also known to solve the measurement task, two measurement vehicles for carrying out measurement runs. Of these two The former has a sufficiently high measuring vehicle, but at least typical mass on the railway, while in the second measuring vehicle special Measures are taken to reduce its mass as much as possible. The functions for measuring are now made from the first measuring vehicle the track position perceived under loaded wheelsets. The second measuring vehicle on the other hand, the track position under largely relieved wheel sets on. For this purpose, both measuring vehicles have measuring arrangements according to the known one State of the art. A disadvantage of this technology, however, is that special measuring vehicles outside the standard design are still required. The mass of the measuring vehicle, which is used as a lightweight, can also be measured only reduce to a minimum. The corresponding measurements cannot be carried out entirely without load.

The invention is therefore based on the object of a measuring method and an arrangement to create the flexibility of a track with which to create a complete continuous recording of the flexibility of tracks in common with measurements on the geometric track position with high measuring speed up to Maximum line speed can be carried out, with the necessary measuring systems are installed on measuring vehicles according to the standard design.

This object is achieved in connection with the preamble of the main claim solved by measuring the vertical position from a first measuring system and the horizontal position of both rails of a track in the immediate vicinity of the Wheel contact points of a wheelset belonging to a measuring vehicle under load take place, for which measuring heads are used in vertical and horizontal arrangement, which are located on a measuring frame that is quasi-rigidly connected to the axle bearings is. For the measurements of the vertical position and the horizontal position without a load, a second measuring system preferably used in the middle of the measuring vehicle is located on a system carrier, which has mechanical compensation devices which has the vertically and horizontally arranged measuring heads installed there Translational and rotational movements of the vehicle frame while driving as well when moving the rails in arches in the opposite sense, always shifted so that a sufficiently constant distance to the rails is guaranteed. The vertical position and the horizontal position of the rails are on the second measuring system measured when the measuring vehicle continuously by half Length has moved, and the measuring heads then on the previously under load certain measuring point if the rails are lowered due to the Wandering and thus easing the load has declined locally.

The object is further achieved according to the invention by using as a reference a gyro-stabilized inertial system in an absolute coordinate system is used, and the vertical and horizontal positions of the rails as a reference base using vectorial distance measurement and optical triangulation can be determined on the vertically and horizontally arranged measuring heads.

With the inventive arrangement found and the inventive The method enables the vertical position to be independent of each other and the horizontal position of the rails with and without load for the same Determine measuring point, from this differences in length of the vertical layers and to determine the horizontal positions with and without load and from the ratio this length difference to the size of the load gives a value about the compliance of the track. The load settles in the vertical direction from a static part, which corresponds to the wheel load, as well as from a dynamic part. In the horizontal direction, the load consists of one static component that corresponds to the form-fit of the wheel-rail contact surface and from a dynamic part of the horizontal force.

According to an advantageous embodiment of the arrangement arranged on both measuring systems for measuring the vertical position Measuring heads always above the top edge of the rails, while the measuring heads for measuring the horizontal position are arranged so that these always remain in the wheel flange shadow. The measuring heads are always close enough to the rails and on the other hand can not be destroyed by bumping into obstacles.

Optical tracking devices are particularly useful for the application of the invention of the known type for the vertical and horizontal measuring heads provided. This is how the light beam is used for vertical probing of the rails in the horizontal direction depending on the output signal of the horizontal Measuring system and the light beam for horizontal probing of the rails in the vertical direction with the output signal of the vertical measuring system driven. As a result, the contact traces run for the vertical and for the horizontal measurements always straight.

The invention further provides that the compensation devices on second measuring system, which is used to measure the rail positions without load, about mechanical devices for horizontal compensation and about mechanical Devices for vertical compensation on the measuring heads for measurement the vertical position and on the measuring heads for measuring the horizontal position and also have facilities for roll angle compensation.

The particular advantage of the invention is that with its application the track compliance in the course of track inspection runs without gaps and is continuously recordable, and immediately with the assessment of the geometric Track position can go hand in hand. By using measuring vehicles Depending on the rule type, a high measuring speed up to Maximum line speed can be driven.

Fig. 1

das Messprinzip zur Messung der Nachgiebigkeit eines Gleises,

Fig. 2

eine schematische Anordnung des ersten und zweiten Messsystems auf einem Messfahrzeug in der Längsansicht,

Fig. 3

eine schematische Darstellung des ersten Messsystems zur Messung der Gleislage unter Last im Querschnitt und

Fig. 4

eine schematische Darstellung des zweiten Messsystems zur Messung der Gleislage ohne Last im Querschnitt.

An embodiment of the invention is shown in the drawings and is explained in more detail below. Show it

Fig. 1

the measuring principle for measuring the flexibility of a track,

Fig. 2

1 shows a schematic arrangement of the first and second measuring system on a measuring vehicle in a longitudinal view,

Fig. 3

a schematic representation of the first measuring system for measuring the track position under load in cross section and

Fig. 4

a schematic representation of the second measuring system for measuring the track position without load in cross section.

According to FIGS. 1 and 2, a measuring vehicle 3 has a first measuring system 1 and a second measuring system 2. According to known inertial measuring methods, the vertical position z and the horizontal position y of rails 5 are measured from an inertial reference base 4 with the first measuring system 1 for each measuring point x ₀ directly next to the wheel contact points of the two wheels of a wheel set 6. For this purpose, the first measuring system 1 is equipped with measuring heads 7 for measuring the vertical position z and the horizontal position y of the rails 5 of a track, which determine the real position of the rails 5 relative to the inertial reference base 4. Under the load introduced via the wheels 6, the rails 5 have vertical displacements in the form of depressions and horizontal displacements as a result of the form-locking engagement of the wheel-rail contact surface with respect to the unloaded sections of the track. In addition to the areas in front of and behind the measuring vehicle 3, the unloaded section also includes the area of the rails 5 approximately in the middle of the measuring vehicle 3. There is the second measuring system 2, which also has measuring heads 7 for measuring the vertical position z and the horizontal position y Rails 5 is provided, which determine the real position relative to the inertial reference base 4. With the second measuring system 2, the measurements of the vertical positions z and the horizontal positions y of the rails 5 are repeated when the measuring vehicle 3 has moved forward by half a vehicle length, as a result of which the second measuring system 2 in turn has reached the measuring point x ₀ .

To record the vertical compliance of the track, proceed as follows: First, the measurements for both rails 5 of the track give the size of the vertical position z _load of the top edge of the rail below the wheel contact point. This wheel contact point corresponds to the measuring point x _0. The size of the vertical position z _{no load} for the same measuring point x ₀ is determined when the vehicle has moved half a length. The difference between the two sizes leads to a value for the length difference Δ z in the vertical plane. Δ z = z load - z no load

The length difference Δ z is also related to the size of the load Q , which can be determined using known measuring methods, for example using a measuring wheel set. This results in a measure of the flexibility of the track N _v - or its two rails 5 - in the vertical plane. N v = Δ z Q

It is taken into account that the load Q is composed of a static wheel load Q ₀ and a dynamic part Q _dyn . Q = Q 0 + Q dyn

Because the dynamic component Q _dyn always remains smaller than the static wheel load Q ₀ , the load Q is always greater than zero and the quotient for the flexibility of the track N _v is always defined.

A corresponding analogous procedure is used for the detection and assessment of the horizontal compliance of the track, or of the rails 5. At measurement point x ₀ , the size for the horizontal position y _{load of} the rail _flanks below the wheel contact point is obtained from the measurements for both rails 5 of the track and then the size for the horizontal position y _{no load} for the same measurement point x ₀ when the load has subsided again , The difference between the two variables leads to a value for the length difference Δ z in the horizontal plane. Δ y = y load - y no load

The length difference Δ y is related to the size of the transverse load Y , which can also be determined with a known measuring wheel set, and thus gives a measure of the flexibility of the track N _H - or its two rails 5 - in the horizontal plane. N H = Δ y Y

It is taken into account that the shear load Y set in the horizontal plane is composed of a static component, the positive locking force Y _F , and a dynamic component Y _dyn . Y = Y F + Y dyn The form-fit force Y _F acts like a preload, it must have a finite size so that the state Y = 0 cannot occur.

FIG. 2 shows the arrangement of a first and a second measuring system 1 and 2 on a measuring vehicle 3. The measuring vehicle 3 has two bogies, each with two 6 wheelsets. Measuring heads 7 are assigned to the first measuring system 1 in such a way that that measurements of the vertical position z and the horizontal position y of the rails 5 in immediate Proximity to the wheels of the wheelset 6 are possible. The measuring heads 7 are according to of Figure 3 arranged on a measuring frame 14 which is with axle bearings 15 of the Wheelset 6 is in a quasi-rigid connection. The in a horizontal and in Measuring heads 7 arranged in a vertical plane are provided with distance sensors the measuring method of optical triangulation, with which in connection with the vector distance measuring systems 9 measurements of the relative positions of the rails 5 compared to the inertial reference base 4. The measuring system 1 also has tracking devices in the vertical and in the horizontal plane arranged measuring heads 7. Through the tracking devices beams of light for scanning the rail 5 in the horizontal measuring head 7 and adjusted in the vertical measuring head 7 so that the vertical measuring head 7 is always on a freely selectable but then a fixed contact line - for example the middle of the rail - the vertical Distance of the measuring head 7 detected from the rail 5, while the horizontal measuring measuring head 7 also on a freely selectable but then fixed Probe line - for example 14 mm below the top edge of the rail - the horizontal one Distance between the rail 5 and the measuring head 7 determined. For this becomes a manipulated variable for readjustment of the vertical measuring head 7 from the assigned horizontally measuring measuring head 7 and the manipulated variable Readjustment of the horizontal measuring head 7 from the assigned vertical measuring measuring head 7 determined. The measuring heads 7 are shaped such that the measuring head 7 provided for measuring the vertical position z is always above the top edge of the rail 5 remains in position while the measuring head 7 for measuring the horizontal position y always in the wheel flange shadow running.

The for measuring the vertical position z and the horizontal position y of the rail 5 relevant sizes are determined from the superposition of the Distance measurement values of the measuring heads 7 to the top edge of the rail respectively obtained to the rail flank with the length values by which the tracking devices 13 during the measurements from their neutral positions be deflected.

The first measuring system 1 and the second measuring system 2 also have via light sources 8 and vector distance measuring systems 9, the Vector distance measuring systems 9 together with the inertial reference base 4 are located on a common measuring platform 10. Monitor displacement sensor 12 the distance between the measuring platform 10 and the vehicle frame 11, which determined, for example, as a result of vibrations of the measuring vehicle 3 Variations are subject.

The second measuring system 2 is arranged approximately in the middle of the measuring vehicle 3. According to FIG. 4, it also has measuring heads 7 for the measurement the vertical position z and the horizontal position y of the rails 5. The essential The difference to the first measuring system 1 is now that the measuring heads 7 of the second measuring system 2 are not in the immediate vicinity a wheel set 6 are arranged, but freely along the rails 5 slide. For measurements of the relative position of the rails 5 with respect to the inertial one Also have reference base 4 in the vertical and horizontal planes these measuring heads 7 via distance sensors according to the optical measuring method Triangulation. However, the measuring heads 7 of the second measuring system 2 are not on a quasi-rigidly connected measuring frame 14 to the axle bearings 15 attached, but are located on a system carrier 16, which is movable is attached to the vehicle frame 11 with a cross member 19. This has Compensation devices 17 for those in the vertical and in the horizontal plane arranged measuring heads 7. With the compensation devices 17 the translational movements of the vehicle frame 11 while driving and movements when migrating the rails 5 in arches and switches in opposite Sense always balanced so that a sufficiently constant distance in the vertical and horizontal plane arranged measuring heads 7 to the rails 5 guaranteed is. The compensation devices 17 are of the vertically measuring Measuring head 7 in the horizontal direction and from the horizontally measuring Measuring head 7 controlled in the vertical direction. The system carrier 16 also has a roll angle compensator 18, the rotational movements of the vehicle frame 11 compensates.

The for the measurements of the vertical positions z and the horizontal positions y the Rails 5 relevant sizes are from the superposition of the determined measured distance values of the measuring heads 7 to the rail top edge or to the rail flank and those length values to the compensating devices 17 were moved out of their neutral position, in order to keep the contact tracks on the rail 5 constant.

reference numeral

1

first measuring system

2

second measuring system

3

measuring vehicle

4

inertial reference base

5

rail

6

wheelset

7

probe

8th

light sources

9

camera

10

measurement platform

11

vehicle frame

12

transducer

13

tracking device

14

measuring frame

15

Achslager

16

system support

17

balancer

18

Roll angle compensator

19

traverse

x ₀

measuring point

z _load

Vertical position of the top edge of the rail under load

z _{no load}

Vertical position of the top edge of the rail without load

Δ z

Length difference in the vertical plane

Q

load

Q ₀

Static wheel load

Q _dyn

dynamic part of the wheel load

N _v

Compliance of the track in the vertical plane

y _load

Horizontal position of the rail flanks with shear load

y _{no load}

Horizontal position of the rail flanks without transverse load

Δ z

Length difference in the horizontal plane

Y

transverse load

Y _F

Positive locking force

Y _dyn

dynamic part of the transverse load

N _H

Compliance of the track in the horizontal plane

Claims (8)

1. A measuring method for determining the resilience of a track by means of a measuring vehicle for carrying out continuous measurements, wherein an inertial measuring method is utilized for determining the vertical and the horizontal position of the rails of the track, characterized in that a first measuring system (1) on the measuring vehicle (3) measures the vertical position as well as the horizontal position of the rails (5) on both sides of a track under a load, namely in a measuring point (x₀) that lies in the immediate vicinity of the wheel contact points of a wheelset (6) that forms part of the measuring vehicle (3), and in that a second measuring system (2) is preferably arranged in the center of the measuring vehicle (3) and used for measuring the vertical position and the horizontal position of the rails (5) under no-load conditions, wherein the second measuring system (2) carries out measurements in the measuring point (x₀) when the measuring vehicle (3) has traveled forward by half its length, i.e., when the second measuring system (2) has arrived at the measuring point (x₀) that was previously measured under a load and this measuring point is practically no longer subjected to a load due to the distance from the wheel contact points of the wheelset (6).
2. The measuring method for determining the resilience of a track according to Claim 1, characterized in that the first measuring system (1) and the second measuring system (2) utilize a common inertial reference base (4).
3. The measuring method for determining the resilience of a track according to Claims 1 and 2, characterized in that translatory movements of the vehicle frame (11) while traveling along a track as well as excursions of the rails (5) while driving through curves and over switches are always compensated in the opposite direction by means of compensating devices (17) on the second measuring system (2) such that an optimal distance for the measurement is ensured between the rails (5) and the measuring heads (7).
4. The measuring method for determining the resilience of a track according to Claims 1-3, characterized in that rolling movements of the vehicle frame (11) that are transmitted to a system carrier (16) are compensated in the opposite direction during the measuring run by means of a roll angle compensator (18).
5. A measuring vehicle with an arrangement for determining the resilience of a track, wherein said measuring vehicle serves for carrying out continuous measurements and comprises an inertial reference base as well as measuring heads arranged in the vicinity of the rails of the track in order to determine the actual vertical and horizontal position of the rails relative to the inertial reference base, characterized in that a first measuring system (1) is arranged on the measuring vehicle (3) in order to measure the vertical position as well as the horizontal position of the rails (5) in the immediate vicinity of the wheel contact points of a wheelset (6) that forms part of the measuring vehicle (3), in that this first measuring system (1) comprises measuring heads (7) for a measuring plane that extends vertically referred to the rail head and for a measuring plane that extends horizontally referred to the rail flank, wherein these measuring heads (7) contain optical adjusting devices (13) for the horizontal and for the vertical plane, and wherein this arrangement is mounted on a measuring frame (14) that is connected in a quasi-rigid fashion to axle boxes (15) of the wheelset (6), and in that the second measuring system (2) for measuring the vertical position as well as the horizontal position of the rails (5) is arranged preferably in the center of the measuring vehicle (3) and contains measuring heads (7) for a measuring plane that extends vertically referred to the rail head and for a measuring plane that extends horizontally referred to the rail flank, wherein said measuring heads are situated on a system carrier (16) that is equipped with mechanical compensating devices (17) for the horizontal and for the vertical plane.
6. The vehicle according to Claim 5, characterized in that the system carrier (16) on the second measuring system (2) contains a roll angle compensator (18).
7. The vehicle according to Claims 5 and 6, characterized in that the measuring heads (7) for measuring the vertical position of the rails (5) are designed and guided in such a way that they are always situated above the rail head in a contactless fashion, wherein the measuring heads (7) for measuring the horizontal position are designed and arranged in such a way that they always lie in the wheel flange shadow of a wheel of the wheelset (6) in a contactless fashion.
8. The vehicle according to Claims 5-7, characterized in that the wheelset (6) consists of a measuring wheelset for measuring the load.

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