EP1785333B1 - Eisenbahnschienenwartungssystem und eisenbahnschienenwartungsverfahren - Google Patents

Eisenbahnschienenwartungssystem und eisenbahnschienenwartungsverfahren Download PDF

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Publication number
EP1785333B1
EP1785333B1 EP05781528.4A EP05781528A EP1785333B1 EP 1785333 B1 EP1785333 B1 EP 1785333B1 EP 05781528 A EP05781528 A EP 05781528A EP 1785333 B1 EP1785333 B1 EP 1785333B1
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EP
European Patent Office
Prior art keywords
data
track
positioning
curve
track rail
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EP05781528.4A
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English (en)
French (fr)
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EP1785333A1 (de
EP1785333A4 (de
Inventor
Kazuhiko Yugen Kaisha Takahagi Jiko MIDORIKAWA
Akihito East Japan Railway Company WATANABE
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Takahagi Jiko YK
East Japan Railway Co
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Takahagi Jiko YK
East Japan Railway Co
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Publication of EP1785333A4 publication Critical patent/EP1785333A4/de
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements
    • 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

Definitions

  • the present invention relates to maintenance of a track rail by a maintenance vehicle that runs on the track rail, and, more particularly to a track rail maintenance system and a track rail maintenance method for accurately performing maintenance work using a GPS (Global Positioning System) or the like.
  • GPS Global Positioning System
  • Maintenance vehicle that runs on a track rail needs to grasp a shape of the track rail and position data for obstacles such as structures, a stop target, or a work start point.
  • accuracy in m/m units may be required in maintenance work. Since the accuracy directly affects performance of a system and reliability of maintenance, it is particularly important to grasp precise position data.
  • a GPS receives a GPS signal pseudonoise-encoded and transmitted from a GPS satellite orbiting the Earth and decodes an arrival time of the GPS signal on the ground, and time information, navigation message, and the like included in the GPS signal to accurately acquire positional information on the Earth.
  • a system using such a GPS acquires at least four GPS satellites orbiting in a visible space to decode GPS signals. In other words, the system independently catches orbiting satellites and subjects acquired GPS signals to positioning calculation to decode the GPS signals.
  • JP2001-056234A As a measuring apparatus using this GPS, a mobile-body-mounted GPS positioning apparatus is described in JP2001-056234A (hereinafter referred to as patent document 1).
  • This apparatus includes a GPS receiver mounted on a mobile body that receives signals from plural GPS satellites, a route information storing device mounted on the mobile body, an information processing device that captures and processes information from the GPS receiver and the route information storing device, and an output device connected to the information processing device.
  • the apparatus adopts a measuring method that makes it possible to specify a position of the mobile body on a route together with shape data in a three-dimensional space of the route from the route information storing device.
  • JP9-164952A JP9-164952A (hereinafter referred to as patent document 2).
  • This apparatus locates positions of a base station and a road railer using a GPS and compares information on a position where a vehicle should be placed on a rail and information on the positions located, thereby judging wrong placement on a rail.
  • JP 2002-225708 A Known from JP 2002-225708 A is a position detector, information processor, and position detection system.
  • the system requires to detect the position based on a GPS device and wayside coils installed along the track together with wayside coil detection means.
  • JP 08-014926 A is a navigation apparatus using a GPS receiver, movement-distance detection means, and angle-of-rotation detection means.
  • JP 2002-067960 A is a traveling position measuring method and device for a vehicle in which the traveling position of a vehicle traveling on a track is measured by calculating the traveling position on a basis of a rotational frequency of a wheel and measuring a stopping position of the vehicle by a GPS when the vehicle stops.
  • An object of the invention is to provide a track rail maintenance system and a track rail maintenance method that can per form maintenance work by accurately grasping a start point of maintenance work using positioning data of a maintenance vehicle detected by a positioning system.
  • Figure 1 is a schematic block diagram showing an overall structure of a track rail maintenance system according to the embodiment of the invention.
  • this system consists of a GPS satellite 1, a maintenance vehicle 2, a GPS receiver 3, a control device 4, an interface 5, a sequencer 6, an encoder range finder 7, a sound unit 8, an inspection system 9, and a monitor 10.
  • An analog input unit 11 and an analog output unit 12 are set between the control device 4 and the inspection system 9.
  • GPS satellite plural GPS satellites are used.
  • the GPS satellites transmit GPS signals including positioning data, respectively.
  • three-dimensional positioning data since three-dimensional positioning data is required, at least four GPS satellites are used.
  • the maintenance vehicle 2 runs on a track rail and is mounted with various devices for performing maintenance work of a track rail in a specific section.
  • the GPS receiver 3 is mounted on the maintenance vehicle 2, receives GPS signals transmitted from the GPS satellite 1, and sends the GPS signals which is received to a control unit of the control device 4 via the interface 5.
  • the control device 4 is equipped with the control unit, analyzes the GPS signals received from the GPS receiver 3, converts the GPS signals into positioning data, processes data from the encoder range finder 7 and data from the inspection system 9, and displays a result of the processing on the monitor 10.
  • a general-purpose personal computer is used.
  • the interface 5 is arranged near the control device 4 and connects the control device 4 and the GPS receiver 3 or other various external apparatuses.
  • a USB interface is used as the interface 5.
  • the interface 5 is extendable (21 ⁇ 12.4 ⁇ 3.7) with 2-port conversion of RS-232C.
  • the sequencer (PLC) 6 uses a CQM, inputs data measured by the encoder range finder using a high-speed counter, and sends the data to the control device 4.
  • the encoder range finder 7 is a device that is positioned right behind a predetermined axle positioned at a leading portion in a work direction and detects rotation of the axle, thereby measuring a traveling distance.
  • the sound unit 8 is a device that is optionally disposed and issues a warning by sound and gives predetermined information by sound when the maintenance vehicle 2 approaches a base point or other extraordinary events occur.
  • the inspection system 9 is a system for performing inspection of a track, checking whether or not abnormal track correction is performed. It stores a degree of correction of the track by an actual correction amount or storing a remaining correction amount when correction is unsuccessful to utilize the degree of correction or the remaining correction amount for the next work.
  • This system consists of a potentiometer for vertical measurement and a transducer for passing direction measurement on an inspection truck (wheels X, Y, and Z) towed behind the maintenance vehicle. An analog signal corresponding to a track shape is obtained.
  • displacements in the center between two points set usually 10 m:10 m versed sine, 40 m for Shinkansen
  • Inspected data is passed to the analog input unit 11, analog-inputted to the control device 4, and analog-outputted from the control device 4 via the analog output unit 12.
  • the monitor 10 is arranged near the control device 4 and performs check of a correction state (display of a present position, a correction value, etc.).
  • the monitor 10 is also used as an operator of a touch panel type.
  • Figure 2 is a block diagram showing a functional structure in the control device of the track rail maintenance system according to the embodiment of the invention.
  • control device 4 is equipped with a control unit 41, a storage unit 42, a communication unit 43, and a track shape/structure database 44.
  • a CPU Central Processing Unit
  • the control unit 41 controls a position data acquiring unit 411 that automatically corrects distance data sent from the encoder 7 and acquires position data, a positioning data acquiring unit 412 that converts a GPS signal sent from the GPS receiver 3 into positioning data, a comparing and judging unit 413 that compares and judges the data from the encoder 7 and the positioning data by the GPS signal, a preliminary notification unit 414 that performs preliminary notification when the maintenance vehicle approaches the base point, and a warning issuing unit 415 that issues a warning when abnormality occurs.
  • a position data acquiring unit 411 that automatically corrects distance data sent from the encoder 7 and acquires position data
  • a positioning data acquiring unit 412 that converts a GPS signal sent from the GPS receiver 3 into positioning data
  • a comparing and judging unit 413 that compares and judges the data from the encoder 7 and the positioning data by the GPS signal
  • a preliminary notification unit 414 that performs preliminary notification when the maintenance vehicle approaches the base point
  • a RAM, a ROM, or another recording medium is used as the storage unit 42.
  • the storage unit 42 stores information obtained and notifies the control unit 41 of information stored.
  • the storage unit 42 may be constituted to be detachably attachable using an external storage device.
  • the communication unit 43 is connected to the interface 5, the monitor 10, the analog input unit 11, the analog output unit 12, and the like, acquires information from the GPS receiver 3, the encoder range finder 7, the inspection system 9, and the like, and notifies the monitor 10 and the like of the information to display the information.
  • a RAM, a ROM, or another recording medium is used for the track shape/structure database 44.
  • Information necessary for maintenance work concerning track shapes of track rails, structures, and the like is stored and formed as a database such that the information can be extracted with predetermined simple operation.
  • Figure 3 is a flowchart of a track rail maintenance method of the invention.
  • a track shape of a track rail and positional information of structures and the like are inputted in advance and a database thereof is formed (step S31). This is for the purpose of performing a correction value (analog) and operation support according to a work position (a work vehicle).
  • a position at the start of work is manually inputted (step S32).
  • a GPS signal is received and GPS positioning data is acquired (step S33).
  • the value manually inputted and the GPS positioning data are compared (step S34) to judge whether a difference between the value and the GPS positioning data is within a predetermined range (step S35).
  • a predetermined threshold is set in advance and, when the difference is equal to or smaller than the threshold, it is judged that the difference is within the acceptable range and, when the difference exceeds the threshold, it is judged that the difference is not within the acceptable range.
  • a warning is issued, the value manually inputted is corrected (step S36), and work is started (step S37).
  • work is started directly (step S37).
  • step S38 After the work is started, when the maintenance vehicle approaches a transition curve or a structure, the approach is notified in advance before the transition curve or the structure (step S38). It is possible to set a position of preliminary notification to be different depending on a type of a curve or a type of a structure.
  • a method of preliminary notification for example, it ispossibleto notify the approach to the transition curve with sound or screen display by issuing a signal to a sound unit before the transition curve.
  • types of an alarm in performing the preliminary notification a curve alarm and a GPS alarm are provided.
  • a first alarm for issuing a warning in a place X m before a start point of the curve and a second alarm for issuing a warning in a place Y m before the start point of the curve are set.
  • the GPS alarm is set to issue a warning by setting the latitude and the longitude.
  • step S39 when the preliminary notification is issued before the transition curve, after encoder distance correction is performed at the transition curve start point, a start position is manually inputted (step S39).
  • correction values Y and C are calculated according to a traveling distance and analog-outputted.
  • a correction value Z is calculated according to a traveling distance and analog-outputted. Track content inputted once is recorded in a memory or the like such that the track content can be used in the same position again.
  • device control operation lock
  • Step S39 a value of the transition curve start point or the position of the structure is manually inputted.
  • step S40 a GPS signal is received and GPS data is acquired (step S40).
  • step S41 The value manually inputted and the GPS positioning data are compared (step S41) to judge whether the difference is within a predetermined range (step S42).
  • a predetermined threshold is set in advance and, when the difference is equal to or smaller than the threshold, it is judged that the difference is within the predetermined range and, when the difference exceeds the threshold, it is judged that the difference is not within the predetermined range.
  • a warning is issued, the value manually inputted is corrected (step S43), and the next work is started.
  • the difference is within the predetermined range, the next work is started directly. As described above, the operations after staring the work are repeated.
  • manual input is performed at a transition start point, a reference position, or the like, it is also possible to record GPS positioning data every time and set an average of the GPS positioning data and the last data as record data.
  • a service distance and a work distance are displayed to make it possible to compare the distances with the present location and check the distances.
  • a manual correction switch of "+10 cm” and "-10 cm” are provided.
  • Automatic correction for a distance is performed at the transition curve start point and the like.
  • a distance correction signal (a photoelectric switch) inputted at every 100 m (there may be no signal).
  • a reflection plate is stuck to a rail side at every 100 m to obtain a change in a reflectance of a photoelectric sensor with this reflection plate and obtain a signal with a laser sensor or the like.
  • a mark (the reflection plate) is checked using reflection of light on the reflection plate.
  • the database is adopted such that track shape and structure data can be created, added, and changed with simple operation.
  • a work position range is inputted in the day of work, a file is automatically created and written in a memory card or the like.
  • Plane curves are classified into a circle curve and a transition curve. These curves are classified into a single curve, a compound curve, a reverse curve, and a total transition curve.
  • Figures 4A to 4D schematics showing the types of curves.
  • Figure 4A shows a single curve
  • Figure 4B shows a compound curve
  • Figure 4C shows a reverse curve
  • Figure 4D shows a total transition curve.
  • a BTC beginning of Transition Curve: a transition curve start point
  • a BCC beginning of Circle Curve: a circle curve start point
  • an ECC End of Circle Curve: a circle curve end point
  • an ETC End of Transition Curve: a transition curve end point
  • a circle curve with a radius R is present between the reference point BTC at the start point of the transition curve and the reference point ETC at the end point of the transition curve.
  • the circle curve is drawn as an arc with the radius R connecting the reference point BCC at the startpoint of the circle curve and the reference point ECC at the end point of the circle curve.
  • a maintenance vehicle passes the reference points on the track rail in an order of BTC, BCC, ECC, and ETC.
  • a BTC (a transition curve start point), a BCC (a circle curve start point), a BIT (an intermediate transition curve start point), an EIT (an intermediate transition curve end point), an ECC (a circle curve end point), and an ETC (a transition curve end point) are used as reference points.
  • Two circle curves with a radius R1 and a radius R2 are present between the reference point BTC at the start point of the transition curve and the reference point ETC at the end point of the transition curve.
  • the circle curves are drawn as an arc connecting the reference point BCC at the start point of the circle curve and the reference point ECC at the end point of the circle curve.
  • an arc with the radius R1 between the reference point BCC at the start point of the circle curve and the reference point BIT at the start point of the intermediate transition curve and an arc with the radius R2 between the reference point EIT at the end point of the intermediate transition curve and the reference point ECC at the end point of the circle curve are drawn.
  • the maintenance vehicle passes the reference points on the track rail in an order of BTC, BCC, BIT, EIT, ECC, and ETC.
  • a BTC (a transition curve start point), a BCC (a circle curve start point), a BRT (a reverse transition curve start point), an ERT (a reverse transition curve end point), an ECC (a circle curve end point), and an ETC (a transition curve end point) are used as reference points.
  • Two circle curves with a radius R3 and a radius R4 are present between the reference point BTC at the start point of the transition curve and the reference point ETC at the end point of the transition curve.
  • the circle curves are arcs in opposite directions.
  • An arc with the radius R3 connecting the reference point BCC at the start point of the circle curve and the reference point BRT at the start point of the reverse transition curve and an arc with the radius R4 connecting the reference point ERT at the end point of the reverse transition curve and the reference point ECC at the end point of the circle curve are drawn.
  • the maintenance vehicle passes the reference points on the track rail in an order of BTC, BCC, BRT, ERT, ECC, and ETC.
  • a BTC (a transition curve start point), a JTC (a transition curve joint point), and an ETC (a transition curve end point) are used as reference points.
  • the JTC is set as a joint point of the transition curves between the reference point BTC at the start point of the transition curve and the reference point ETC at the end point of the transition curve.
  • the maintenance vehicle passes the reference points on the track rail in an order of BTC, JTC, and ETC.
  • the transition curve points to a curb, which is both inserted in the connecting part, and changeable. This prevents the loss of riding comfortability and running function, which would be caused by a dramatic change in a curvature of a curve point (a value of the curve radius R) in a connecting place of the curve portion and a straight line portion.
  • a work planned day a work section (... km, ... m, from .. to .., ... m, 00), and the like are inputted and, then, reference points of a track shape are inputted.
  • reference points of the track shape there are a BTC (a transition curve start point), a BCC (a circle curve start point), an ECC (a circle curve end point), an ETC (a transition curve end point), a BIT (an intermediate transition curve start point), an EIT (an intermediate transition curve end point), a BRT (a reverse transition curve start point), an ERT (a reverse transition curve end point), a JTC (a transition curve joint point), and the like.
  • Figures 5A and 5B to 9A and 9B are schematics showing type of track shapes.
  • Figures 5A and 5B are diagrams showing a single curve (in)
  • Figures 6A and 6B are diagrams showing a single curve (out)
  • Figures 7A and 7B are diagrams showing a compound curve
  • Figures 8A and 8B are diagrams showing a reverse curve
  • Figures 9A and 9B are diagrams showing a total transition curve.
  • the maintenance vehicle proceeds in an order of a straight line (2), a transition curve (4), and a circle curve (9).
  • the maintenance vehicle proceeds in an order of the straight line (2), the transition curve (4), and a circle curve (7).
  • the maintenance vehicle proceeds in an order of a circle curve (1), the transition curve (4), and a straight line (8).
  • the maintenance vehicle proceeds in an order of a circle curve (3), the transition curve (4), and the straight line (8).
  • the maintenance vehicle proceeds in an order of the circle curve (1), the transition curve (4), and the circle curve (7).
  • the maintenance vehicle proceeds in an order of the circle curve (3), the transition curve (4), and the circle curve (9).
  • the reverse curve as shown in Figure 8A , the maintenance vehicle proceeds in an order of the circle curve (1), the transition curve (5), the transition curve (6), and the circle curve (9).
  • the maintenance vehicle proceeds in an order of the circle curve (3), the transition curve (5), the transition curve (6), and the circle curve (7) .
  • the maintenance vehicle proceeds in an order of the straight line (2), the transition curve (5), the transition curve (6), and the circle curve (9).
  • the maintenance vehicle proceeds in an order of the straight line (2), the transition curve (5), the transition curve (6), and the circle curve (7).
  • a work section and a work planned day are inputted and, then, a type of the track shape is inputted.
  • a type of the track shape there are a single curve (in), a single curve (out), a compound curve, a reverse curve, a total transition curve, and the like.
  • a type of transition there are two types of plane curves, a "third-order parabolic transition curve (linear diminution)” and a “sine half-wavelength transition curve (sine diminution) " and three types of vertical curves, a "linear gradient", a “gradient with a gradient change point", and a “gradient with a reverse curve”. Subsequently, a maximum cant C1, a correction value Y, and the like are calculated.
  • a difference of heights of inner and outer tracks is defined as a cant amount.
  • a difference of elevation in a center distance 1, 500m/m of inner and outer track rails is defined as a cant amount worldwide.
  • Equations for calculating cants are described below.
  • Narrow ⁇ gauge rail with a gauge of 1 , 067 m / m cant C 8.4 ⁇ velocity V 2 / curve radius
  • Standard gauge rail with a gauge of 1 , 500 m / m cant C 11.8 ⁇ velocity V 2 / curve radius R
  • the peg work is a work method of inputting a movement amount in advance on a separate sheet and outputting a correction amount according to switching of a peg switch.
  • the external data data measured in other vehicles dedicated to track inspection or data measured by a human is used.
  • each movement amount can be inputted for every 1 m in 1500 m and Y lining to the left and the right and Z leveling to the left and the right are performed. In that case, a correction voltage input from the outside is also taken into account.
  • the leveling adjustment of height of a rail is performed.
  • In the lining correction of bending of a rail is performed.
  • Figures 10A and 10B are schematics showing methods of the lining and the leveling in vehicle setting.
  • Figure 10A is a diagram showing the method of the lining.
  • Figure 10B is a diagram showing the method of the leveling.
  • a and B in the equations are explained. Values of A and B represent positional deviation of a wheel base of the vehicle.
  • an imaginary vehicle position B is calculated and an actual amount of deviation A from the imaginary vehicle position is set.
  • Values of A and B are different in calculating a Y value and in calculating a Z value because positions of an apparatus measuring track shapes in the longitudinal direction and the lateral direction deviates from each other.
  • the amount of deviation is subjected to variable processing so that the amount of deviation can be changed on the outside.
  • Figure 11 is a table showing devices used according to types of structures.
  • the structures are roughly classified into ten types, namely, a ground element, a transverse cable, a railroad crossing, a rail joint, a bridge, a disabled section, an obstacle, a right side obstacle, a left side obstacle, a both side obstacle.
  • the disabled section includes a stabilizer and the obstacle includes a trough.
  • any one of devices 1 to 6, which are externally set devices can be selected for the ground element, the cable, the railroad crossing, the joint, and the bridge.
  • a clamp (side left) 9, a tamping (side right), a compactor right (front), a compactor left (stabilizer), a sweeper (brush), not used (sweeper), and the like are set as the devices 1 to 6.
  • Device names are not limited to these and can be set freely. ON is written in sections of the devices used and OFF is written in sections of the devices not used among the devices 1 to 5.
  • the device 1 is not used, the device 2 is used, the device 3 is not used, the device 5 is used, and the device 6 is not used.
  • the cable all the devices 1 to 5 are used.
  • the devices used are clearly indicated in the case of the railroad crossing, in the case of the joint, and in the case of the bridge in the same manner.
  • the positioning system by the GPS is explained.
  • the invention is not limited to this. It is also possible to use other positioning systems.
  • sound is synthesized and outputted in order to issue a warning or an alarm.
  • the invention is not limited to this. It is possible to issue a warning or an alarm using other methods.
  • this invention enables workers to perform maintenance work accurately, providing precise positioning data of a maintenance vehicle at the start point of the work, by using the data detected by the invention, since a start point of maintenance work is accurately grasped using positioning data of a maintenance vehicle detected by the positioning system, and there is an effect that it is possible to perform accurate maintenance work.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Claims (2)

  1. Schienengleis-Wartungssystem zum Durchführen einer Wartungsarbeit für ein Schienengleis unter Verwendung eines Wartungsfahrzeugs (2) und mehreren Positionierungssatelliten (1), wobei das Schienengleis-Wartungssystem die mehreren Positionierungssatelliten (1) und das Wartungsfahrzeug (2) umfasst, wobei das Wartungsfahrzeug (2) umfasst: Empfangsmittel für Positionierungssignale zum Empfangen von von den mehreren Positionierungssatelliten (1) aus gesendeten Positionierungssignalen; eine Datenbank für Schienenformen oder Schienenstrukturen zum Speichern von Daten, die sich auf Schienenformen des Schienengleises, Strukturen, die entlang des Schienengleises vorhanden sind, und dergleichen beziehen; eine Steuervorrichtung (4); und eine Schnittstelle (5), die konfiguriert ist, die Steuervorrichtung (4) und die Empfangsmittel für Positionierungssignale zu verbinden, wobei die Steuervorrichtung (4) Positionierungsdatenerfassungsmittel zum Decodieren der Positionierungssignale zum Erfassen von Positionierungsdaten, umfasst,
    dadurch gekennzeichnet, dass das Wartungsfahrzeug (2) ferner umfasst:
    einen Entfernungsmesser (7), der konfiguriert ist, eine Drehung einer vorgegebenen Achse, die an dem Wartungsfahrzeug (2) befestigt ist, zu detektieren;
    eine Ablaufsteuerung (6), die konfiguriert ist, Daten, die durch den Entfernungsmesser (7) gemessen worden sind, an die Steuervorrichtung (4) zu senden;
    ein Prüfsystem (9), das konfiguriert ist, eine Prüfung des Schienengleises durchzuführen;
    einen Bildschirm (10), der konfiguriert ist, Daten von dem Entfernungsmesser (7) und Daten von dem Prüfsystem (9) anzuzeigen; und
    eine Toneinheit (8), die konfiguriert ist, eine Warnung durch einen Ton auszugeben,
    wobei die Steuervorrichtung (4) ferner umfasst:
    Erfassungsmittel für Positionsdaten zum Erfassen von Positionsdaten des Wartungsfahrzeugs (2) anhand der durch den Entfernungsmesser (7) detektierten Drehung der vorgegebenen Achse, die an dem Wartungsfahrzeug (2) befestigt ist;
    Mittel zum Vergleichen und Beurteilen, um die Positionierungsdaten mit den Positionsdaten an einem Startpunkt der Wartungsarbeit, der anhand der Datenbank für Schienenformen oder Schienenstrukturen eingestellt worden ist, zu vergleichen und um zu beurteilen, ob eine Differenz zwischen den Positionierungsdaten und den Positionsdaten innerhalb eines vorgegebenen Grenzbereichs, der im Voraus eingestellt wurde, liegt, und
    wobei das Wartungsfahrzeug (2) dazu ausgelegt ist, die Positionsdaten zu korrigieren, wenn die Differenz zwischen den Positionierungsdaten und den Positionsdaten als ein Ergebnis der Mittel zum Vergleichen und Beurteilen nicht innerhalb des vorgegebenen Grenzbereichs liegt,
    wobei die Daten, die Schienenformen des Schienengleises betreffen, in der Datenbank für Schienenformen oder Schienenstrukturen Formen einer geraden Linie und Kurven und Daten von Referenzpunkten, die Startpunkte, Endpunkte und Verbindungspunkte betreffen, falls die Schienenform eine Kurve ist, umfassen.
  2. Schienengleis-Wartungsverfahren unter Verwendung des Systems nach Anspruch 1, das einen Positionierungssignal-Empfangsschritt des Empfangens von Positionierungssignalen, die von mehreren Positionierungssatelliten gesendet werden, und einen Schritt des Speicherns von Daten, die Schienenformen eines Schienengleises und Strukturen und dergleichen, die entlang des Schienengleises vorhanden sind, betreffen, um eine Datenbank davon zu bilden, umfasst und eine Wartungsarbeit für das Schienengleis durchführt, wobei das Verfahren ferner umfasst:
    einen Positionierungsdaten-Erfassungsschritt des Decodierens der Positionierungssignale, um Positionierungsdaten zu erfassen;
    wobei das Verfahren ferner gekennzeichnet ist durch:
    einen Positionsdaten-Erfassungsschritt des Erfassens von Positionsdaten eines Wartungsfahrzeugs (2) anhand einer Drehung einer vorgegebenen Achse, die an dem Wartungsfahrzeug (2) befestigt ist; und
    einen Vergleichen-und-Beurteilen-Schritt des Vergleichens der Positionierungsdaten mit den Positionsdaten an einem Startpunkt der Wartungsarbeit, der anhand der Datenbank für Schienenformen oder Schienenstrukturen eingestellt wurde, und des Beurteilens, ob eine Differenz zwischen den Positionierungsdaten und den Positionsdaten innerhalb eines vorgegebenen Grenzbereichs, der im Voraus eingestellt wurde, liegt, und
    das Korrigieren der Positionsdaten, wenn die Differenz zwischen den Positionierungsdaten und den Positionsdaten als ein Ergebnis des Vergleichen- und-Beurteilen-Schritts nicht innerhalb des vorgegebenen Grenzbereichs liegt,
    wobei die Daten, die Schienenformen des Schienengleises betreffen, in der Datenbank für Schienenformen oder Schienenstrukturen Formen einer geraden Linie und Kurven und Daten von Referenzpunkten, die Startpunkte, Endpunkte und Verbindungspunkte betreffen, falls die Schienenform eine Kurve ist, umfassen.
EP05781528.4A 2004-08-31 2005-08-31 Eisenbahnschienenwartungssystem und eisenbahnschienenwartungsverfahren Not-in-force EP1785333B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2004253408A JP3810781B2 (ja) 2004-08-31 2004-08-31 軌道レール保守システムおよび軌道レール保守方法
PCT/JP2005/015927 WO2006025455A1 (ja) 2004-08-31 2005-08-31 軌道レール保守システムおよび軌道レール保守方法

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EP1785333A1 EP1785333A1 (de) 2007-05-16
EP1785333A4 EP1785333A4 (de) 2009-10-21
EP1785333B1 true EP1785333B1 (de) 2016-12-21

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JP4828169B2 (ja) * 2005-06-20 2011-11-30 ジェイアール東日本コンサルタンツ株式会社 線路中心線測量方法
JP2008008660A (ja) * 2006-06-27 2008-01-17 Pal System Kk キロポストデータ取得方法及び装置
JP2008074179A (ja) * 2006-09-20 2008-04-03 Toyo Electric Mfg Co Ltd 簡易形モニタ記録装置
KR101025684B1 (ko) * 2008-10-31 2011-03-30 강남훈 안내 궤도식 고무차륜 경전철의 안내궤도 선형측정 장치
JP5728332B2 (ja) * 2011-08-26 2015-06-03 東日本旅客鉄道株式会社 レール破断検知システム及びレール破断検知装置
JP6822800B2 (ja) * 2016-08-19 2021-01-27 株式会社東芝 列車位置検出装置及び方法
CN111623796B (zh) * 2019-09-21 2023-11-21 东莞先知大数据有限公司 一种基于信息融合的钢轨里程估计方法
JP7348801B2 (ja) * 2019-10-08 2023-09-21 株式会社プロテリアル トロリ線

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Also Published As

Publication number Publication date
WO2006025455A1 (ja) 2006-03-09
EP1785333A1 (de) 2007-05-16
EP1785333A4 (de) 2009-10-21
JP3810781B2 (ja) 2006-08-16
JP2006069306A (ja) 2006-03-16

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