EP1523597B1 - Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe - Google Patents

Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe Download PDF

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Publication number
EP1523597B1
EP1523597B1 EP03765068A EP03765068A EP1523597B1 EP 1523597 B1 EP1523597 B1 EP 1523597B1 EP 03765068 A EP03765068 A EP 03765068A EP 03765068 A EP03765068 A EP 03765068A EP 1523597 B1 EP1523597 B1 EP 1523597B1
Authority
EP
European Patent Office
Prior art keywords
track
function
superelevation
curvature
centre line
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
Application number
EP03765068A
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German (de)
English (en)
French (fr)
Other versions
EP1523597A1 (de
Inventor
Herbert L. Hasslinger
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.)
Osterreichische Bundesbahnen
Wiener Linien & Co KG GmbH
Original Assignee
Osterreichische Bundesbahnen
Wiener Linien & Co KG GmbH
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Filing date
Publication date
Application filed by Osterreichische Bundesbahnen, Wiener Linien & Co KG GmbH filed Critical Osterreichische Bundesbahnen
Priority to SI200331396T priority Critical patent/SI1523597T1/sl
Publication of EP1523597A1 publication Critical patent/EP1523597A1/de
Application granted granted Critical
Publication of EP1523597B1 publication Critical patent/EP1523597B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime 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
    • E01B2/00—General structure of permanent way

Definitions

  • the invention relates to a track with transitional bow and krafteminimal Studentshöhungsrampe and on the track guidance of such a track.
  • the routing of the tracks of railways, subways and other track-guided vehicles is usually carried out as a succession of elements of constant curvature in plan, such as straight and circular arc, and elements with variable curvature.
  • the transition from a straight track to a straight track deviating from it at an angle is carried out either in two parts, that is to say with two adjoining vertex transition arcs, or the transition is made in three parts, to which a straight track is followed by a conventional transitional bend Connects circular arc, which is followed by another conventional transition arc, which then joins the second straight track.
  • a track distortion which is the excessive transition from one track to another, parallel track at a certain distance, is currently carried out either from two circular arcs or from a sequence of a transition arc, a circular arc, a turning transition arc, a circular arc and a transition arc.
  • the guide surface is rotated about the center line of the guide.
  • elevation In railroads, that angular travel, measured at the top of the arched rail relative to the top of the arched rail, about which the transverse direction of the track is twisted about the track centerline, is referred to as elevation. To set this elevation is usually prescribed a proportional to the curvature of the track center line elevation. This results in no elevation on straight stretches and for curved stretches an increasing with the curvature of the track centerline cant on the outside of the track.
  • the clothoid When traversing tracks, the most common element that has a variable curvature in plan is the clothoid. This is a curve in which the curvature changes linearly from one value to another.
  • the associated, proportional to the curvature elevation is a linearly changing elevation, the straight Studentshöhungsrampe. This results in kinks at the connection points to the neighboring elements with constant elevation. A unbalanced lateral acceleration is then obtained in the guide center line which changes linearly between the constant values in the neighboring elements.
  • the routing of the tracks should be such that the desired kinematic properties not along the guide center line, but for a particular vehicle point, such as the center of gravity of the vehicle to be respected.
  • a particular vehicle point such as the center of gravity of the vehicle to be respected.
  • the function outside the guide center line must be twice continuously differentiable.
  • From the AT 401 781 B is a track with a real surface strip with a steady curve of the curvature in the transition arc is known, in the routing of a fictitious surface strip is provided with a guideline along which a rated speed moving point has an unbalanced lateral acceleration of zero. From the guideline of the fictitious surface stripe, the guideline of the real surface stripe is created by shifting each individual guideline point along the stripe normal by a constant distance.
  • a track according to the preamble of claim 1 is known from DE-A-32 28553 known.
  • the first derivative (the angle) is minimal, and with it the track twist and the roll angular velocity, but all other derivatives are unlimited but at the edges.
  • the second derivatives In the case of the ramp composed of two square parabolas, the second derivatives have minimum values corresponding to the ramp curvature.
  • the roll angle accelerations are minimal in this embodiment, but the ramp is steeper in the middle and the other derivatives at the edges and in the middle do not exist and therefore not the roll angle. This is similar to the cubic polynomial and the cosine half wave.
  • the jerks at the edges also exist, but the first and second derivative show higher values than the other superelevation ramps.
  • the object of the invention is to avoid the above disadvantages and to provide a track that can be produced in reality and achieves a smooth course of the unbalanced lateral acceleration.
  • a further feature of the invention provides that the function can be differentiated at least four times in its entire course, including at the area borders, and also that the fourth derivatives of the function have finite values everywhere.
  • a further feature of the invention provides that in the determination of the curvature ( ⁇ H ) of the track center line in the floor plan, the route height zero is selected as the fixed route height.
  • Another feature of the invention provides that, as a normalized function, the function given below in equation (5) is used with a fifth-order polynomial in combination with only the sine, which normalizes Function is used for the course of the elevation angle and for the total, unbalanced lateral acceleration and from this the curvature ( ⁇ H ) of the track center line is determined in plan according to equation (1):
  • f s l + 15 15 - ⁇ 2 ⁇ + s l - 1 2 ⁇ ⁇ ⁇ sin ( 2 ⁇ ⁇ ⁇ s l ) - ⁇ 2 15 - ⁇ 2 ⁇ ( s l ⁇ ) 2 ⁇ ( + 6 ⁇ ( s l ⁇ ) 2 - 15 ⁇ s l + 10 ) With 0 ⁇ s l ⁇ 1.
  • a further feature of the invention provides that a raised element which connects a straight track to a straight track diverging at an angle thereto is designed in one piece.
  • a further feature of the invention is that a four times finite value differentiable function is used for a one-piece and cambered track element connecting a straight track to a straight track diverging at an angle therefrom.
  • Another feature of the invention is that a canted track-tie connecting a straight track to a straight track parallel thereto is laid out in one piece.
  • a further feature of the invention is that a four times finite value differentiable function is used for a one-piece, over-the-top rail distortion connecting a straight track to a parallel straight track.
  • the vehicle on its guide, the track, is considered taking into account its height, Fig. 1 .
  • the dimensioning height (h) is understood to be the height at which the unbalanced lateral acceleration is considered and evaluated.
  • Fig. 2 shows by way of example the normalized course function of a force minimum ramp according to the invention with its likewise normalized derivatives, starting from the formula (2).
  • the function itself as the 0 derivative corresponds to the overshoot profile.
  • Its 1st derivative is the ramp angle corresponding to the track distortion and the angular velocity of the vehicle about the longitudinal axis.
  • the second derivative is still smooth and proportional to the rail curvature in the elevation, to the angular acceleration about the longitudinal axis of the vehicle and to the bending moment in the rail (s) forming the ramps.
  • the 3rd derivative is still continuous and corresponds to the change of the rail curvature in the elevation, the angular pressure about the longitudinal axis of the vehicle and the lateral force in the rail (s) forming the ramps.
  • the 4th derivative still exists. It has discontinuities at the edges and is proportional to the rail (s) forming on the ramps over the Rail fasteners acting force distribution per unit length, which is required to hold the ramp (s) in this form.
  • the procedure is different here: the elevation ramp itself is already known. We are looking for a direct stakeout of the track in such a way that the desired kinematic behavior of the vehicle running on the track is achieved.
  • the unbalanced lateral acceleration is considered. If one attaches these outside the track level, the known term, which consists of the product curvature times the squared driving speed, adds another term to the rolling motion, namely the roll angular acceleration about the vehicle longitudinal axis multiplied by the distance from the track centerline. If the curvature in the floor plan is chosen so that one part of it just compensates for the last-mentioned term and the other term is proportional to the superelevation, then the unbalanced lateral acceleration also becomes proportional to the superelevation. The curvature in the floor plan accordingly consists of two parts, a conventional proportion corresponding to the course of the elevation and a proportion proportional to the second derivative of the course of the elevation.
  • Fig. 3 shows a corresponding normalized curvature as it arises with the use of equations (1) and (12).
  • the described method can generally be applied to paths in areas of variable curvature and elevation and not only transition curves.
  • the procedure is different here: Accordingly, starting from a grading function that is at least three times differentiable or for fulfilling the requirements of bending theory starting from a four times differentiable grading function, the elevation and the unbalanced lateral acceleration in the trassing height, taking account of the component caused by the rolling motion, must compensate for the unbalanced lateral acceleration follow function and from the curvature in the floor plan are determined.
  • an advantageous feature of the invention generally provides for a four times differentiability of the overshoot function. From equation (1) the corresponding curvature of the track center line is then calculated in plan.
  • the normalized function describes directly the course of the elevation ramp.
  • the differentiability can also be increased slightly.
  • an increase by 1 in the normalized function Equation (7) a special polynomial of ninth order, is shown: With this profile as overshoot function, the bedding distribution of the rail is not only limited but also continuous and the jerk distribution not only continuous, but also smooth , For the amplitudes are again slightly larger than in the course of equation (2).
  • the overshoot ramps are formed from equation (10).
  • Two differentiation according to the arc length along the track center line and insertion into the equation (1) adapted for transition curves in the following form provides the curvature ( ⁇ H ) of the track center line in plan:
  • the method according to the invention can be analogously applied for a one-piece, excessive transition from a straight track to a straight track diverging at an angle therefrom.
  • the choice of a corresponding function for the superelevation and the assumption of the total unbalanced lateral acceleration including the portion of the roll motion with the same function provides the curvature of the track in the floor plan.
  • For the elevation a function increasing from zero to a maximum value and then decreasing to zero is selected.
  • a function is selected which is also four times differentiable at the area edges.
  • the avoidance of an obstacle that is, a route that emanates from a straight track, escapes an obstacle to one side, then runs back to the imaginary extension of the straight track and this crosses, then continues on the other side and in ending in a single piece on a straight track continuing to this side.
  • the route courses and the requirements of the bendability of the rails can be designed with ramp shapes with perfect dynamic properties for all conceivable applications.

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  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Engineering & Computer Science (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Magnetic Bearings And Hydrostatic Bearings (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Control Of El Displays (AREA)
  • Surface Acoustic Wave Elements And Circuit Networks Thereof (AREA)
  • Transition And Organic Metals Composition Catalysts For Addition Polymerization (AREA)
  • Current-Collector Devices For Electrically Propelled Vehicles (AREA)
  • Soil Working Implements (AREA)
  • Percussion Or Vibration Massage (AREA)
  • On-Site Construction Work That Accompanies The Preparation And Application Of Concrete (AREA)
  • Earth Drilling (AREA)
  • Control Of Velocity Or Acceleration (AREA)
  • Credit Cards Or The Like (AREA)
  • Lining And Supports For Tunnels (AREA)
EP03765068A 2002-07-23 2003-07-22 Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe Expired - Lifetime EP1523597B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
SI200331396T SI1523597T1 (sl) 2002-07-23 2003-07-22 Tir s predhodnim lokom in nagibna rampa z minimalnimi silami

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
AT11162002 2002-07-23
AT0111602A AT412975B (de) 2002-07-23 2002-07-23 Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe
PCT/EP2003/007936 WO2004009906A1 (de) 2002-07-23 2003-07-22 Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe

Publications (2)

Publication Number Publication Date
EP1523597A1 EP1523597A1 (de) 2005-04-20
EP1523597B1 true EP1523597B1 (de) 2008-07-16

Family

ID=30449833

Family Applications (1)

Application Number Title Priority Date Filing Date
EP03765068A Expired - Lifetime EP1523597B1 (de) 2002-07-23 2003-07-22 Gleis mit übergangsbogen und kräfteminimaler überhöhungsrampe

Country Status (11)

Country Link
EP (1) EP1523597B1 (sr)
AT (2) AT412975B (sr)
AU (1) AU2003251430A1 (sr)
DE (1) DE50310165D1 (sr)
DK (1) DK1523597T3 (sr)
ES (1) ES2310671T3 (sr)
ME (1) MEP15108A (sr)
PT (1) PT1523597E (sr)
RS (1) RS51441B (sr)
SI (1) SI1523597T1 (sr)
WO (1) WO2004009906A1 (sr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022178612A1 (ru) 2021-02-23 2022-09-01 Геннадий Викторович Величко Переходной участок закругления колеи рельсовой дороги

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107059501B (zh) * 2017-01-24 2024-01-16 北京交通大学 基于装配式技术的跨座式单轨交通钢轨道梁
CN107620229B (zh) * 2017-10-31 2023-09-26 中铁第四勘察设计院集团有限公司 一种高过岔速度的换梁型道岔梁

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT184601B (de) * 1952-10-08 1956-02-10 Alweg Forschung Gmbh Anordnung des Tragkörpers einer Bahnlinie für spurgebundene Fahrzeuge in Kurven
AT370657B (de) * 1981-09-17 1983-04-25 Voest Alpine Ag Stranggiessanlage

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2022178612A1 (ru) 2021-02-23 2022-09-01 Геннадий Викторович Величко Переходной участок закругления колеи рельсовой дороги

Also Published As

Publication number Publication date
RS51441B (sr) 2011-04-30
ES2310671T3 (es) 2009-01-16
AT412975B (de) 2005-09-26
AU2003251430A1 (en) 2004-02-09
RS20050056A (sr) 2007-08-03
EP1523597A1 (de) 2005-04-20
PT1523597E (pt) 2008-10-23
DE50310165D1 (de) 2008-08-28
ATE401455T1 (de) 2008-08-15
SI1523597T1 (sl) 2008-12-31
DK1523597T3 (da) 2008-11-17
ATA11162002A (de) 2005-02-15
WO2004009906A1 (de) 2004-01-29
MEP15108A (en) 2010-06-10
AU2003251430A8 (en) 2004-02-09

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