EP1418273B1 - Gleisstopfmethode - Google Patents

Gleisstopfmethode Download PDF

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Publication number
EP1418273B1
EP1418273B1 EP03292675A EP03292675A EP1418273B1 EP 1418273 B1 EP1418273 B1 EP 1418273B1 EP 03292675 A EP03292675 A EP 03292675A EP 03292675 A EP03292675 A EP 03292675A EP 1418273 B1 EP1418273 B1 EP 1418273B1
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EP
European Patent Office
Prior art keywords
theodolite
track
station
stations
tamping
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.)
Expired - Lifetime
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EP03292675A
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English (en)
French (fr)
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EP1418273A1 (de
Inventor
Jean-Paul Courraud
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TSO
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TSO
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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
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/06—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction
    • E01B35/08—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction for levelling
    • 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
    • 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 invention relates to railway works and more particularly to ballast treatment operations by means of machines commonly known as tampers-graders (mechanical stuffing).
  • the present invention aims to meet the new constraints imposed railway undertakings by track operators during stuffing called "strict absolute basis”.
  • the invention proposes a method based on the use of a battery of measuring devices capable of tracking a target moving by instantly calculating its topographic position and transmitting to a station for calculating digitized signals characteristic of this topographic position, this battery of devices forming a chain running like a noria as and when measuring the movement of the tamper on the track being serviced.
  • These stations are equipped with means to remotely control them remote.
  • Such a station is by example marketed by the German company LEICA under the name commercial TCA 1800.
  • a railway tamping method in a tamping machine is driven on the working track and its stuffing members are ordered from a computerized system comparing a theoretical model of the track with the actual topographic data of the way to work characterized in that it comprises the use of a measuring apparatus noria, said apparatuses being arranged along the track close to it and capable of tracking two targets placed on the tamper by continuously calculating the topographic position said targets and to continuously transmit these topographic positions to a unit of embedded calculation on the tamper and interfaced with the computerized system of control of stuffing bodies.
  • the invention allows the realization in a single phase of the finished work compared to the theoretical project, indeed the system positions the channel in XYZ coordinates with a continuous acquisition of the correction values according to a step which can range from 10 cm to 150 m and which in practice will most often be fixed at 10 m.
  • a step which can range from 10 cm to 150 m and which in practice will most often be fixed at 10 m.
  • the defects of small or large wavelength can be corrected instantly and simultaneous recording of the work carried out allows control and guidance of the tamper in real time.
  • the stations are taken over as soon as the tamping machine arrives on the site, it becomes immediately operational, the pre-registration phase the track is deleted.
  • catenary poles arranged along a railway electrified are spaced a distance of 50 meters. They are all equipped with devices enabling the attachment of various apparatuses at points whose topographical coordinates are known in advance and are part of the data of the theoretical model of the route communicated by the company operating the route to the railway works undertaking responsible for the maintenance operation of the track.
  • the tamping-leveling machine 1 running on track 2 in the direction of the arrow 3 was equipped with two prisms P1 and P2 reference and measurement capable of intercepting a 360 ° light beam.
  • P1 is the prism arranged at the front of the machine
  • P2 is the prism arranged at the back of the machine ( Figure 1).
  • prisms P1 and P2 can be directly mounted on the tamper 1 proper.
  • the prism P1 mounted on a light self-propelling truck in front of the tamper and equipped with a tilt inclinometer and an inclinometer tilts while the P2 prism can be mounted on an LDR carriage (Reading the Directed Devers) pulled by the tamper in a manner known per se.
  • the tamper 1 is further equipped with two wave transceivers radio, one R1 dedicated to receiving the values transmitted by the theodolite stations before work, and the other R2 dedicated to receiving the values transmitted by the theodolite stations after work.
  • the tamper will also be equipped with a printer for the paper edition of the graphic and numerical listing of the values recorded by calculation units C1 and C2 before and / or after work. She will be able to also include any data storage device working under a pre-established format allowing the subsequent recovery of these data by other software.
  • the catenary posts 4 arranged with a interval of 50 meters will receive, in groups of three, two reference prisms 5 and measurement identical to the prisms P1 and P2 carried by the tamper 1 (prisms 360 °) and a robotic theodolite station 7 including a location system automatic, an automatic target recognition system and a transceiver capable of transmitting in digitized form the signals representative of topographic coordinates calculated by the device and to receive orders from aiming from the on-board control post on the tamper 1.
  • each station has a separate frequency.
  • the prisms 5 are installed on fixed supports 6, while stations 7 are placed on removable consoles 8 provisionally fixed to the posts 4 by means quick coupler ( Figure 2).
  • the stations 7.1, 7.2, 7.3 ?? 7.n are therefore spaced 150 meters from each other and the two intermediate poles 4 carry the prisms 5 ( Figure 3).
  • the complete device will ideally include six stations 7.1 to 7.n on a section of track 900 m corresponding to a working time of one hour.
  • an operator install prisms 5 and stations 7.1 to 7.n on the catenary poles before the arrival tamping machine 1 at the beginning of the construction site.
  • the six stations 7.1 to 7.n are initialized by an automatic routine during which they acquire the coordinates topographic positions of their position by successive sightings of at least three of the four prisms 5 immediately adjacent to each station. Once this position of reference acquired and stored, the station is put on hold of the tamper 1.
  • the on-board operator tunes the radio frequencies so that the first station 7.1 is wedged on the rear prism P2 and the second station 7.2 is wedged on the prism before P1 ( Figure 4).
  • each station pursues the P1 and P2 prism with which it is associated throughout the progress of the tamping machine 1 and continuously transmits the topographic coordinates of said prism to the corresponding calculation unit C1 or C2 embarked on the tamper.
  • the operator When the tamper 1 has reached the right of the post that carries the station 7.2, the operator stalls the latter on the rear prism P2 and cuts the reception of the station 7.1. The latter is then deactivated by an operator circulating nearby the track and transported by the latter to the front of the chain where it is handed over. waiting after running the acquisition routine of his new position topographic reference.
  • the cycle is like a noria throughout the length of the yard.
  • the system allows for continuous support of values (ten taken by second for a forward speed of 900 meters per hour or an acquisition 400 values for 1 output value every 10 meters).
  • a six-station noria provides great flexibility of use with a relative indifference to breakdowns. Indeed, the operator who is responsible for moving the stations from the back to the front has an average of about 50 minutes to make the 750 meters that separate it from the next position of the station it moves. So in case of failure, from a station a noria to only five or even four stations will not affect system performance. In theory, the minimum number of stations for one noria to work is three. Indeed, given a speed of the tamping machine of the order of 5 m / min, the runway operator still has about 20 minutes to make a displacement of 300 meters. However, with a three-station noria, any operational incident of a station will cause stopping the progress of the site.
  • the system also provides the benefit of allowing all staff assigned to the yard to stay out of the danger zone for the duration of the building site.
  • the runway personnel only have to move at the posts catenaries to manage the rotation of stations, it never has to be near immediate of the tamper in work.

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)
  • Organic Low-Molecular-Weight Compounds And Preparation Thereof (AREA)
  • Control Of Linear Motors (AREA)
  • Control Of Position, Course, Altitude, Or Attitude Of Moving Bodies (AREA)

Claims (11)

  1. Gleisstopfverfahren, bei dem eine Gleisstopfmaschine auf dem zu bearbeitenden Gleis entlanggeführt wird und deren Gleisstopforgane über ein Computersystem gesteuert werden, das ein theoretisches Modell des Gleises mit den tatsächlichen topographischen Daten des zu bearbeitenden Gleises vergleicht, dadurch gekennzeichnet, daß es die Verwendung einer Reihe von Meßgeräten (7.1 bis 7.n) umfaßt, die entlang dem Gleis und in dessen Nähe angeordnet sowie in der Lage sind, zwei Ziele (P1, P2) zu verfolgen, die auf der Gleisstopfmaschine angeordnet sind, wobei laufend die topographische Position der Ziele berechnet wird und diese topographischen Positionen laufend an eine Recheneinheit übertragen werden, die auf der Gleisstopfmaschine untergebracht und an das Computersystem zur Steuerung der Gleisstopforgane angeschlossen ist.
  2. Verfahren nach Anspruch 1, dadurch gekennzeichnet, daß es darin besteht, die Gleisstopfmaschine (1) mit einem vorderen Prisma (P1) und einem hinteren Prisma (P2) zu versehen, die nacheinander mit mindestens drei der Meßgeräte zusammenwirken, die jeweils durch eine automatisierte Theodolitenstation (7.1 bis 7.n) gebildet sind, welche entsprechend der Vorwärtsbewegung der Gleisstopfmaschine entlang dem Gleis verschoben werden.
  3. Verfahren nach Anspruch 2, dadurch gekennzeichnet, daß die Theodolitenstationen an den das zu wartende Gleis in einem Dreierschritt begrenzenden Fahrleitungsmasten (4) der Strecke angebracht und an den zwischengeordneten Masten (4) Prismen (5) angeordnet sind, die für jede Theodolitenstation (7.1 bis 7.n) zur Erfassung ihrer topographischen Referenzposition notwendig sind.
  4. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß die Erfassungsprismen (5) gleichzeitig mit den Theodolitenstationen (7.1 bis 7.n) entlang dem Gleis verschoben werden.
  5. Verfahren nach Anspruch 4, dadurch gekennzeichnet, daß es drei Theodolitenstationen (7.1 bis 7.n) einsetzt, die mit sechs Prismen (5) zur Erfassung der topographischen Referenzposition der Stationen kombiniert sind.
  6. Verfahren nach Anspruch 3, dadurch gekennzeichnet, daß es sechs Theodolitenstationen (7.1 bis 7.n) einsetzt.
  7. Verfahren nach Anspruch 6 in Kombination mit Anspruch 4, dadurch gekennzeichnet, daß es eine Kombination von sechs Theodolitenstationen (7.1 bis 7.n) und zwölf Prismen (5) einsetzt.
  8. Gleisstopfverfahren nach Anspruch 7, dadurch gekennzeichnet, daß es folgende Schritte einsetzt:
    die Baustelle wird in drei Einheitsabschnitte unterteilt, die einem Abstand von drei Fahrleitungsmasten (4) entsprechen, wobei zwei benachbarte Masten eines der Prismen (5) als Referenz und zur topographischen Messung tragen und der dritte Mast eine abnehmbare Konsole (6) zum Abstützen einer automatisierten Theodolitenstation (7) trägt;
    an den Fahrleitungsmasten (4) entlang dem zu bearbeitenden Gleis (2) werden sechs Theodolitenstationen (7.1 bis 7.n) in sechs aneinander angrenzenden Einheitsabschnitten so angeordnet, daß jede Station (7.1 bis 7.n) von ihren Nachbarstationen durch zwei Fahrleitungsmasten (4) getrennt ist, deren jeder ein Referenzprisma (5) trägt;
    an der Gleisstopfmaschine (1) werden zwei Referenz- und Meßprismen (P1, P2), das eine vorne (P1), das andere hinten (P2), angeordnet;
    vor der Ankunft der Gleisstopfmaschine (1) an der Baustelle führen die Theodolitenstationen (7.1 bis 7.n) ein Verfahren zur Erfassung ihrer topographischen Referenzposition mit Hilfe der Erfassungsprismen (5) durch, die an den zwischengeordneten Fahrleitungsmasten (4) angeordnet sind, und werden dann in eine Wartestellung für die Ankunft der Gleisstopfmaschine (1) auf dem zu bearbeitenden Gleis (2) gebracht;
    beim Eintreffen der Gleisstopfmaschine (1) auf dem zu bearbeitenden Gleis (2) steuert eine Bedienungsperson auf der Maschine die Einstellung der ersten Theodolitenstation (7.1) auf das hintere Prisma (P2), das von der Gleisstopfmaschine (1) getragen wird, und die Einstellung der zweiten Theodolitenstation (7.2) auf das vordere Prisma (P1);
    die Theodolitenstationen (7.1, 7.2) übertragen laufend die Werte der topographischen Koordinaten des hinteren Prismas (P2) und des vorderen Prismas (P1) an die auf der Gleisstopfmaschine untergebrachten Rechenmittel, welche die tatsächlichen topographischen Koordinaten des Gleises ermitteln und diese über eine Schnittstelle an ein vom Rechner der Gleisstopfmaschine (1) unterstütztes Gleisstopfsystem senden;
    wobei diese Koordinaten mit dem theoretischen Modell des Gleises verglichen werden, das im rechnergestützten Gleisstopfsystem vorgespeichert ist, und die Gleisstopforgane der Gleisstopfmaschine (1) abhängig vom Unterschied zwischen diesem theoretischen Modell und der tatsächlichen topographischen Position des Gleises gesteuert werden, der anhand der Messungen der aktiven Theodolitenstationen (7.1, 7.2) bestimmt wird;
    die aktiven Theodolitenstationen (7.1, 7.2) folgen dem hinteren Prisma (P2) und dem vorderen Prisma (P1) bis zur Annäherung an das Ende des ersten Einheitsabschnittes der Baustelle;
    die Bedienungsperson auf der Maschine steuert dann die Einstellung der nachfolgenden Theodolitenstation (7.3) auf das vordere Prisma (P1), wobei gleichzeitig die Einstellung der vorhergehenden Theodolitenstation (7.2) auf das vordere Prisma (P1) beibehalten wird;
    bei Ankunft der Gleisstopfmaschine im rechten Winkel zum Fahrleitungsmast, der die vorhergehende Theodolitenstation (7.2) trägt, steuert die Bedienungsperson auf der Maschine die Einstellung dieser Theodolitenstation auf das hintere Prisma (P2) und deaktiviert die erste Theodolitenstation (7.1);
    die erste Theodolitensation (7.1) wird transportiert und wieder an einem Fahrleitungsmast (4) angebracht, welcher vor der letzten Theodolitenstation (7.n) des in Bearbeitung befindlichen Einheitsabschnittes angeordnet ist, wo sie wiederum nach Erfassung ihrer neuen topographischen Referenzposition mit Hilfe der Erfassungsprismen (5), die von den benachbarten Fahrleitungsmasten getragen werden, in Wartestellung gebracht wird;
    die obigen Schritte der Aktivierung und der Verschiebung der Theodolitenstationen (7.1 bis 7.n) werden laufend bis zum Ende der Baustelle, entsprechend der Fortbewegung der Gleisstopf-maschine (1), wiederholt.
  9. Verfahren nach Anspruch 8, dadurch gekennzeichnet, daß bei der Verschiebung einer Theodolitenstation (7.1 bis 7.n) zu ihrer neuen Wartestellung hin die Erfassungsprismen (5), die hinter der betreffenden Station angeordnet sind, ebenfalls verschoben und wieder an den Fahrleitungsmasten (4) angebracht werden, die dem vorgeordnet sind, an dem die betreffende Station wieder angebracht wird.
  10. Verfahren nach Anspruch 8 oder 9, dadurch gekennzeichnet, daß die Theodolitenstationen (7.1 bis 7.n) an ihren jeweiligen Fahrleitungsmasten (4) in Richtung des Gleises (2) relativ zur Reihe der Fahrleitungsmasten um einen Abstand verschoben werden, der ausreicht, damit sie die Erfassungsprismen (5) an den benachbarten Fahrleitungsmasten (4) mit einer ausreichenden Winkeldifferenz beim Vorgang der Erfassung ihrer neuen topographischen Referenzposition anvisieren können.
  11. Verfahren nach Anspruch 10, dadurch gekennzeichnet, daß die Positionsverschiebung einer Theodolitenstation (7.1 bis 7.n) relativ zum Fahrleitungsmast (4), der diese trägt, bei einer Größe von 30 bis 35 cm liegt, während die Verschiebung der Erfassungsprismen (5) relativ zu den benachbarten Masten bei einer Größe von 6 cm liegt.
EP03292675A 2002-11-07 2003-10-27 Gleisstopfmethode Expired - Lifetime EP1418273B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0213936A FR2846979B1 (fr) 2002-11-07 2002-11-07 Procede de bourrage de voies ferrees
FR0213936 2002-11-07

Publications (2)

Publication Number Publication Date
EP1418273A1 EP1418273A1 (de) 2004-05-12
EP1418273B1 true EP1418273B1 (de) 2005-11-23

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EP03292675A Expired - Lifetime EP1418273B1 (de) 2002-11-07 2003-10-27 Gleisstopfmethode

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EP (1) EP1418273B1 (de)
AT (1) ATE310850T1 (de)
DE (1) DE60302417T2 (de)
ES (1) ES2253651T3 (de)
FR (1) FR2846979B1 (de)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8615110B2 (en) 2012-03-01 2013-12-24 Herzog Railroad Services, Inc. Automated track surveying and ditching
US8781655B2 (en) 2011-10-18 2014-07-15 Herzog Railroad Services, Inc. Automated track surveying and ballast replacement
CN104215258A (zh) * 2014-08-19 2014-12-17 中国科学院西安光学精密机械研究所 一种车载经纬仪测角精度测试方法及系统
US9051695B2 (en) 2011-10-18 2015-06-09 Herzog Railroad Services, Inc. Automated track surveying and ballast replacement
CN109754630A (zh) * 2019-02-02 2019-05-14 武汉元光科技有限公司 确定车辆运营线路的方法和装置

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US7168174B2 (en) * 2005-03-14 2007-01-30 Trimble Navigation Limited Method and apparatus for machine element control
AT519739B1 (de) * 2017-05-12 2018-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zum Steuern einer Gleisbaumaschine
FR3066770B1 (fr) 2017-05-29 2019-07-26 Matisa Materiel Industriel S.A. Procedure de reglage d’un systeme de guidage d’une machine de travaux ferroviaires, procede et systeme de guidage associes
CN107908200B (zh) * 2017-12-25 2023-07-04 东方宏海新能源科技发展有限公司 碟式跟踪系统调焦组装生产线及生产方法
CN117604840B (zh) * 2024-01-19 2024-06-14 中国铁路设计集团有限公司 一种用于无控制网的运营普速铁路精测精捣作业方法

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Publication number Priority date Publication date Assignee Title
EP0293015B1 (de) * 1985-07-02 1991-10-02 Les Fils D'auguste Scheuchzer S.A. Steuervorrichtung für eine Eisenbahngleisnivellier- und -richtmaschine
CH683703A5 (de) * 1991-09-26 1994-04-29 Mueller J Ag Verfahren zur Geleisevermessung.
SE9202160L (sv) * 1992-07-13 1994-01-14 Contractor Tools Ab Anordning för styrning av operativa enheter i arbetsmaskiner
SE9402047L (sv) * 1994-06-13 1995-12-14 Contractor Tools Ab Förfarande och anordning för fjärrstyrning av en eller flera arbetsmaskiner
ITMI981205A1 (it) * 1998-06-01 1999-12-01 Demetrio Federico Struttura composta da uno strumento emittente-ricevente di raggio laser agganciato e scorrevole all'interno di un contenitore fissato

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8781655B2 (en) 2011-10-18 2014-07-15 Herzog Railroad Services, Inc. Automated track surveying and ballast replacement
US9051695B2 (en) 2011-10-18 2015-06-09 Herzog Railroad Services, Inc. Automated track surveying and ballast replacement
US8615110B2 (en) 2012-03-01 2013-12-24 Herzog Railroad Services, Inc. Automated track surveying and ditching
CN104215258A (zh) * 2014-08-19 2014-12-17 中国科学院西安光学精密机械研究所 一种车载经纬仪测角精度测试方法及系统
CN109754630A (zh) * 2019-02-02 2019-05-14 武汉元光科技有限公司 确定车辆运营线路的方法和装置
CN109754630B (zh) * 2019-02-02 2020-06-19 武汉元光科技有限公司 确定车辆运营线路的方法和装置

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Publication number Publication date
EP1418273A1 (de) 2004-05-12
ES2253651T3 (es) 2006-06-01
DE60302417D1 (de) 2005-12-29
FR2846979A1 (fr) 2004-05-14
FR2846979B1 (fr) 2005-01-28
DE60302417T2 (de) 2006-08-10
ATE310850T1 (de) 2005-12-15

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