EP1977950B1 - Method for effect-related assessment of the placing of a track - Google Patents

Description

The invention relates to a method for determining vehicle-specific evaluation functions for effect-related assessment of the position quality of a track, wherein the deviations of the track from its desired position are measured as disturbance variables and evaluated on the basis of the associated calculated vehicle responses.

The overall system "vehicle infrastructure" is subject to certain safety, stress and comfort requirements. In order to be able to guarantee these requirements, the system reactions (wheel forces and car body accelerations) or the influencing variables of the system (faults) must be limited. This is achieved in the production by the structural design of the vehicle and track components. Since both vehicles and the track are subject to wear, the guarantee of the system requirements must be additionally ensured by appropriate maintenance measures. In terms of the track, the maintenance of the track position is to be mentioned here. Due to regular inspections of the track, impermissible track position errors must be detected and then repaired.

In order to ensure economical rail operation, the effort for the track maintenance should be as low as possible without endangering the system security and compromising the ride comfort in an unacceptable manner. Therefore, for many years, an inspection process has been sought that meets these requirements in the best possible way.

A method for condition data acquisition of driveways is known, wherein the location assignment of the condition data to the driveway in the mobile condition data acquisition system is effected by first determining the geographical position by means of a satellite-bound position determination system, the assignment between a coordinate of the position determination system and the driveway by specifying at least one fixed reference point and the direction of movement on the guideway is carried out by the inspector and that the distance determination along the guideway by re-calculating the coordinates of the positioning system on the guideway by the distance traveled to the reference point, or is converted from this to a position on the guideway ( DE 101 25 515 A1 ).

In addition, a method for simulating the state of transport routes is known in which, for a prognosis of the state development, input data are acquired in one step and these are sent for processing in a subsequent step, using a neural network to be optimized, which is generated using arbitrary input data a division of the transport path into homogeneous sections that show the same state or a similar behavior with respect to one or more parameters, and for this a classification and / or a prognosis of the state development created ( EP 1 271 364 A2 ).

• ■ Die Gleislagegeometrie wird lediglich anhand empirisch festgelegter Maßstäbe beurteilt, deren Zusammenhang mit den resultierenden Fahrzeugreaktionen und somit deren Auswirkung auf Sicherheit und Fahrkomfort oft unzureichend belegt ist.
• ■ Es wird stets nur die Amplitude der Gleislageabweichungen beurteilt. Die Form und die Länge der Gleislagefehler gehen in die Beurteilung nicht ein, obwohl sie die Auswirkung auf das Fahrzeug bei gleicher Amplitude erheblich beeinflussen.
• ■ Die bisherigen Beurteilungsmaßstäbe berücksichtigen nicht das evtl. gleichzeitige Auftreten verschiedener Gleislagefehler (z.B. Überlagerung von Längshöhen-und Richtungsfehler).
• ■ Die bisherigen Beurteilungsmaßstäbe berücksichtigen nicht den Einfluss der Gleistrassierung, obwohl sich die gleichen Gleislagefehler im Bogen anders auswirken als im geraden Gleis.

The currently used methods for inspecting the track geometry have serious weaknesses:

• ■ The track geometry is assessed only on the basis of empirically determined standards, the relationship between which and the resulting vehicle reactions and thus their impact on safety and ride comfort is often insufficiently documented.
• ■ Only the amplitude of track deviations is assessed. The shape and length of the track position errors are not included in the assessment, although they significantly affect the effect on the vehicle at the same amplitude.
• ■ The previous assessment criteria do not take into account the possible simultaneous occurrence of different track position errors (eg superposition of longitudinal heights and direction errors).
• ■ The previous assessment criteria do not take into account the influence of the track assignment, although the same track position errors in the bow have a different effect than in the straight track.

The safety and system stress as well as the driving comfort are not influenced by the geometric course of the track position error itself, but by its effect on the vehicle (forces, accelerations). When assessing the errors, therefore, their impact must be taken into account. In the past, therefore, various options for the impact-related assessment of the track situation were investigated, which, however, have so far not led to the desired success.

When assessing measured vehicle reactions, the tracks are used at regular intervals with a measuring train. The wheel forces and car body accelerations (vehicle reactions) are measured and subsequently assessed.

Limit values are defined for the individual reaction quantities (horizontal wheel force, vertical wheel force, horizontal acceleration, vertical acceleration). at the assessment the points in the track at which the course of a reaction variable exceeds the specified limit are detected and output as exceeded.

• ■ Die Beurteilungsergebnisse beziehen sich ausschließlich auf das Messfahrzeug. Man erhält keine Aussage darüber, welche Ergebnisse andere Fahrzeugtypen liefern würden.
• ■ Die Messergebnisse werden zudem vom Unterhaltungszustand der Messfahrzeuge, durch die Berührgeometrie zwischen Rad und Schiene, durch den Trassierungsverlauf und durch das Wetter beeinflusst. Die Beurteilung bezieht sich somit nicht eindeutig auf Gleislageabweichungen.

This method includes the following disadvantages:

• ■ The evaluation results refer exclusively to the measuring vehicle. There is no statement as to what results other types of vehicles would deliver.
• ■ Measurement results are also influenced by the state of entertainment of the measuring vehicles, by the contact geometry between wheel and rail, by the routing process and by the weather. The assessment thus does not clearly refer to track position deviations.

When assessing calculated vehicle responses, the relationship between track position deviations and vehicle responses is described using physical models. On the basis of the model data, the vehicle reactions are calculated for the measured track position parameters by means of simulation calculations and these are assessed as measured reactions (see above).

The simulation calculation is very time-consuming because of the complex vehicle models. The method is therefore used mainly for investigations in the laboratory. For use in the track position assessment, the simulation calculation is not useful for time reasons.

• die Geschwindigkeit des Schienenfahrzeuges gemessen sowie gespeichert und die Befahrrichtung ermittelt sowie abgespeichert wird,
• eine Kontrolle durchgeführt wird, ob charakteristische, vorgegebene Grenzwerte der gemessenen Schwingungsbeschleunigungen überschritten werden und für den Fall, dass vorgegebene Grenzwerte der Schwingungsbeschleunigung überschritten werden, eine nachfolgende weitergehende Vermessung eines Zustandes von Bauteilen der Weiche, Kreuzung, Kreuzungsweiche, des Schienenstoßes oder der Gleisinhomogenität veranlasst wird.

From the WO 2006/032307 a method for diagnosing and condition monitoring a switch and / or intersection and / or a crossing and / or a rail joint and / or track inhomogeneities of a railroad track is known, wherein when crossing a rail vehicle on the switch, intersection, intersection, the rail joint or the track inhomogeneity is measured and stored on at least one component of the rail vehicle vibration accelerations in at least one spatial direction, which are generated on the component of the rail vehicle by the crossing of the rail vehicle via these components,

• the speed of the rail vehicle is measured and stored and the direction of travel is determined and stored,
• a check is made as to whether characteristic predetermined limits of the measured vibration accelerations are exceeded and in the event that predetermined limits of the vibration acceleration are exceeded, a subsequent further measurement of a state of components of the switch, intersection, intersection, of the rail joint or the track inhomogeneity is caused.

This method is not able to evaluate the track position indirectly by means of an effect.

The object of the invention is to develop a method which evaluates the track position in an indirect way with regard to the effect (with regard to the specific effects on the vehicle reaction) and meets the requirements of the track position inspection with regard to safety and driving comfort.

1. a) K Gleislageabweichungen (Teststörungen) TS_k=1..K mit unterschiedlicher Form, Amplitude und Länge und mit unterschiedlicher Überlagerung in horizontaler und vertikaler Richtung zur Abdeckung des Spektrums realer Gleislageabweichungen benutzt werden,
   wobei jeweils bei einer Gleislageabweichung TS=(y, z, gh) für jede Schiene getrennt die horizontale Abweichung y und die vertikale Abweichung z von ihrer Solllage sowie die Abweichung der gegenseitigen Höhenlage gh der beiden Schienen von der Sollüberhöhung betrachtet werden,
2. b) für jede Teststörung die charakteristischen Parameter p_m={y_St, y _Ew, z_St, z_Ew, gh_St, gh_Ew} durch die jeweilige Steigung der Größen y, z und gh und durch den Extremwert der Größen y, z und gh beschrieben werden, wodurch die den K Teststörungen zugeordneten charakteristischen Parameter p_{m=1..6, k=1..K}={y_St,k, y_Ew,k, z_St,k, z_Ew,k, gh_St,k, gh_Ew,k} ermittelt werden,
3. c) für alle Teststörungen unter Variation von Fahrgeschwindigkeit v und Gleiskrümmung kr die Extremwerte der zeitlichen Verläufe der J simulierten bzw. gemessenen Fahrzeugreaktionen berechnet werden,
4. d) und wobei schließlich mittels Regressionsanalyse für jede Fahrzeugreaktion j=1..J die Regressionskoeffizienten a_j bis i_j bestimmt werden durch Gleichsetzen der fahrzeugspezifischen Bewertungsfunktionen $$R_j={\mathrm{a}}_{\mathrm{j}}+{\mathrm{b}}_{\mathrm{j}}\cdot y_{\mathit{St}}+{\mathrm{c}}_{\mathrm{j}}\cdot y_{\mathit{Ew}}+{\mathrm{d}}_{\mathrm{j}}\cdot z_{\mathit{St}}+{\mathrm{e}}_{\mathrm{j}}\cdot z_{\mathit{Ew}}+{\mathrm{f}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{St}}+{\mathrm{g}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{Ew}}+{\mathrm{h}}_{\mathrm{j}}\cdot v+{\mathrm{i}}_{\mathrm{j}}\cdot \mathit{kr}$$
   
   mit den Extremwerten aus Schritt c) unter Einsetzen der charakteristischen Parameter p_m,k={y_St,k, y_Ew,k, z_St,k, z_Ew,k, gh_St,k, gh_Ew,k}, der jeweiligen Fahrgeschwindigkeit v und der jeweiligen Gleiskrümmung kr.

This is achieved according to the invention in that
the deviations of the track from its nominal position are measured as disturbance variables and evaluated on the basis of the associated calculated vehicle reactions. The vehicle-specific evaluation functions required for this purpose are determined by simulation calculation on the basis of a vehicle model and / or from the results of driving and / or test bench tests with a vehicle, wherein

1. a) K track deviations (test disturbances) TS _{k = 1..K are used} with different shape, amplitude and length and with different superimposition in the horizontal and vertical direction to cover the spectrum of real track position deviations,
   in each case with a track position deviation TS = (y, z, gh) separately for each rail, the horizontal deviation y and the vertical deviation z from its desired position and the deviation of the mutual altitude gh of the two rails are considered by the target overshoot,
2. b) for each test disturbance, the characteristic parameters p _m = {y _St , y _{Ew ,} z _St , z _Ew , gh _St , gh _Ew } by the respective slope of the quantities y, z and gh and by the extreme value of the quantities y , z and gh , whereby the characteristic parameters p _{m = 1..6, k = 1..K} = {y _{St, k} , y _{Ew, k} , z _{St, k} , z _{Ew, k} , gh assigned to the K test disturbances are described _{St, k} , gh _{Ew, k} } are determined
3. c) the extreme values of the time lapses of the J simulated or measured vehicle reactions are calculated for all test disturbances while varying the vehicle speed v and the track curvature kr ,
4. d) and finally using regression analysis for each vehicle reaction j = 1..J determines the regression coefficients a _j to i _j by equating the vehicle-specific evaluation functions $$R_j={\mathrm{a}}_{\mathrm{j}}+{\mathrm{b}}_{\mathrm{j}}\cdot y_{\mathit{St}}+{\mathrm{c}}_{\mathrm{j}}\cdot y_{\mathit{Ew}}+{\mathrm{d}}_{\mathrm{j}}\cdot z_{\mathit{St}}+{\mathrm{e}}_{\mathrm{j}}\cdot z_{\mathit{Ew}}+{\mathrm{f}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{St}}+{\mathrm{G}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{Ew}}+{\mathrm{H}}_{\mathrm{j}}\cdot v+{\mathrm{i}}_{\mathrm{j}}\cdot \mathit{kr}$$
   
   with the extreme values from step c) using the characteristic parameters p _{m, k} = {y _{St, k} , y _{Ew, k} , z _{St, k} , z _{Ew, k} , gh _{St, k} , gh _{Ew, k} } , respective travel speed v and the respective track curvature kr .

The method described here, in which the track position is assessed indirectly by means of an effect, meets the requirements of the trackside inspection with regard to safety and driving comfort. It is based on extensive investigations of the physical relationships between vehicle and track. The method allows a very detailed evaluation of track deviations. As a result, unnecessary repair measures can be avoided.

Surprisingly, the approach has been found that safety and system stress as well as the ride comfort does not depend on the time or path-dependent course of the vehicle _reaction R , but on their extreme value R _{Extr ,} which _sets due to the track _deviation .

The relationship between the track deviation and the corresponding extreme value of the vehicle reaction is first examined on the basis of physical models by simulation calculation or on the basis of measurement results from driving and / or bench tests with real vehicles. On the basis of the examination results, mathematical functions are derived for an approximate description of the relationship. With the aid of the evaluation functions, the track position deviations measured during the inspection run are assessed. The relationship between track position error and its effect on the vehicle is thereby established indirectly.

• ■ Die Gleislage wird nicht nach ihren geometrischen Abweichungen von der Solllage sondern nach ihren Auswirkungen auf das Gesamtsystem "Fahrzeug-Fahrweg", also wirkungsbezogen beurteilt.
• ■ Bei der Beurteilung werden die Trassierungsverhältnisse, also die Gleiskrümmung und die zulässige Fahrgeschwindigkeit des Fahrzeugs mit der örtlich tatsächlich vorhandenen Größe berücksichtigt.
• ■ Die Gleislagefehler werden bezüglich ihrer Wirkrichtung nicht isoliert betrachtet. Bei der Beurteilung wird die Überlagerung der horizontalen und vertikalen Gleislageabweichungen berücksichtigt.
• ■ Die bei einer Reaktionsmessung vorhandenen Nachteile (Einfluss der Berührgeometrie und dgl.) werden eliminiert.
• ■ Der Zusammenhang zwischen Gleislageabweichung und Fahrzeugreaktion wird auf der Basis von sehr genauen Fahrzeugmodellen, welche auch Nichtlinearitäten berücksichtigen, hergestellt.
• - Der Zusammenhang zwischen den charakteristischen Parametern der Gleislageabweichung und der Fahrzeugreaktion wird nur einmal untersucht. Die Fahrzeugreaktionen müssen also nicht bei jeder Inspektionsmessfahrt aufwändig per Simulation berechnet werden.
• ■ Der Algorithmus des Beurteilungsverfahrens ist zeitunkritisch und kann im Online-Betrieb auf den vorhandenen Geometriemessfahrzeugen angewandt werden.
• ■ Bei der Beurteilung kann die Auswirkung von Gleislageabweichungen für verschiedene Fahrzeugtypen berücksichtigt werden.

The solution according to the invention for indirect effect-related assessment of the track position has the following advantages over the currently used methods:

• ■ The track position is not judged according to its geometrical deviations from the nominal position but according to their effects on the overall system "vehicle driveway", ie in terms of performance.
• ■ In the assessment, the track conditions, ie the track curvature and the permissible travel speed of the vehicle with the locally actual size are taken into account.
• ■ The track position errors are not considered in isolation with respect to their effective direction. The assessment takes into account the superposition of horizontal and vertical track deviations.
• ■ The disadvantages of a reaction measurement (influence of the contact geometry and the like) are eliminated.
• ■ The relationship between track deviation and vehicle response is established on the basis of very accurate vehicle models, which also take into account nonlinearities.
• - The relationship between the characteristic parameters of the track deviation and the vehicle reaction is examined only once. The vehicle reactions therefore do not have to be complexly calculated by simulation at every inspection test drive.
• ■ The algorithm of the assessment procedure is non-time critical and can be used in online mode on the existing geometric measurement vehicles.
• ■ Assessment may take into account the effect of track deviations for different types of vehicles.

beschreiben. Für die praktische Anwendung ist diese allgemeine Form der Bewertungsfunktion allerdings meist nicht ausreichend. Untersuchungen haben gezeigt, dass die Störgröße zusätzlich mit der Fahrgeschwindigkeit v gewichtet und bei der Bewertung eine weitere, für die quasistatische Fahrzeugreaktion im Gleisbogen maßgebende Komponente v ². kr berücksichtigt werden sollte: $$R=\mathrm{f}\left(S,v,\mathit{kr}\right)=\mathrm{a}+\mathrm{b}\cdot S\cdot v+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot {\mathrm{v}}^2\cdot \mathit{kr}\mathrm{.}$$

Since the vehicle reaction depends on the shape and size of the track deviation (disturbance S) , the driving speed of the vehicle v and the routing of the track (track curvature kr ), the relationship between the input variables and the resulting extreme value of the vehicle response R can be simplified by the linear function equation $$R=f\left(S,v,\mathit{kr}\right)=\mathrm{a}+\mathrm{b}\cdot S+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}$$

describe. For practical application, however, this general form of the evaluation function is usually insufficient. Investigations have shown that the disturbance variable is additionally weighted with the driving speed v and in the evaluation another component v ^{2 which is} decisive for the quasistatic vehicle reaction in the curve. kr should be considered: $$R=\mathrm{f}\left(S,v,\mathit{kr}\right)=\mathrm{a}+\mathrm{b}\cdot S\cdot v+\mathrm{c}\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot {\mathrm{v}}^2\cdot \mathit{kr}\mathrm{,}$$

In addition, the descriptions of the disturbance S and the vehicle response R are to be specified as follows:

The track deviation acting on the vehicle is composed of several components such as longitudinal height z and direction y of both rails and the deviation of the mutual altitude gh from the nominal cant, which are measured separately. Each measurement signal of these disturbances S _{n = 1..N} must first be broken down into individual _errors , which can then be assessed together according to their overlapping _ranges . The subdivision into single errors can be, for example on the basis of the zero crossings of the mean value-free measuring signals or also by means of the intersections of the measuring signals with a threshold line parallel to the path axis (abscissa), cf. FIGS. 1a and 1b , But there are also other subdivision methods conceivable, see eg Figure 1c ,

For each of the separated individual errors, characteristic geometric parameters p _{m = 1... M} can now be determined. As a characteristic parameter, for example, the maximum or average slope St _max or St, the extreme value EW , the height h , the surface integral A and the like. be chosen, see FIG. 2 , The appraisal function thus takes the following form: $$R=f\left(p_{m=\mathit{1}.\mathrm{..}M},v,\mathit{kr}\right)=\mathrm{a}+\left({\mathrm{<figure-callout\; id="1"\; label="b"\; filenames="imgf0001.png"\; state="\{\{state\}\}">b</figure-callout>}}_{\mathit{1}}\cdot {\mathrm{<figure-callout\; id="1"\; label="p"\; filenames="imgf0001.png"\; state="\{\{state\}\}">p</figure-callout>}}_{\mathit{1}}++{\mathrm{b}}_{\mathrm{M}}\cdot p_{\mathrm{M}}\right)\cdot v+c\cdot v+\mathrm{d}\cdot \mathit{kr}+\mathrm{e}\cdot v^2\cdot \mathit{kr}\mathrm{,}$$

The selection of the vehicle reactions to be evaluated depends on the purpose of the track position assessment. In principle, all available evaluation variables can be used if they are sufficiently sensitive to track position faults. However, since the trackside assessment is mostly focused on driving safety, driving load and driving comfort, the appropriate reaction variables such as wheel-to-rail forces and vehicle accelerations should usually be used for the assessment. This also has the advantage that limits have already been set for these sizes, for example in the European standard EN 14363 for vehicle approval, which can be used for the track position assessment directly or in a modified form as basic parameters R _base . Thus, the determined extreme values of the vehicle reactions R can also be stated as a percentage utilization of the wear stock: $$R_{\%}=\frac{R}{R_{\mathit{Base}}}\cdot 100\%\mathrm{,}$$

Corresponding to the number of selected reaction quantities, therefore, there are several evaluation functions R _{j = 1} ... _J = f (p ₁ , p ₂ , ..., P _M , v, kr ) per vehicle. Since for the comprehensive assessment of the track situation usually several types of vehicles (eg, various passenger cars, locomotives and freight cars) must be considered, a total of a relatively large number of assessment functions is necessary. Due to their simple structure, however, they can be evaluated very quickly so that an online assessment of the measurement results is possible even during the test drive.

Before the assessment procedure can be used, the coefficients of the assessment functions must be determined. This is preferably done using known simulation methods. For this purpose, first fictitious track position disturbances are generated, which are composed of components combined in various ways with different characteristic parameters p _{m = 1..M} . These disturbances should be chosen in such a way that their shape and size are the ones that occur in reality Map track position errors as well as possible. Furthermore, the track curvature kr and the vehicle speed v are given in several stages, which correspond to the real operating conditions of the selected vehicles. With these input variables, the vehicle reactions to be assessed are then determined for each vehicle model to be considered by means of simulation calculation. From the calculated time courses of the vehicle reactions, their extreme values R _{j = 1 ... J} are then determined for each calculation case.

In this way one obtains for the desired coefficients a _j , b _1j ,..., E _{j of} the assessment functions of each vehicle an overdetermined system of equations which can be solved by known methods (regression analysis).

embodiment

• Figuren 1a bis 1c - verschiedene Varianten der Unterteilung der gemessenen Störgrößenverläufe in Einzelfehler
• Figur 2 - verschiedene charakteristische Parameter der Störgrößen (Extremwert EW, mittlere Steigung St, maximale Steigung St_max, Fehlerfläche A, Spitze-Spitze-Wert h)

The invention will be explained with reference to an embodiment. Showing:

• FIGS. 1a to 1c - Different variants of the subdivision of the measured Störgrößenverläufe in single error
• FIG. 2 - various characteristic parameters of the disturbance variables (extreme value EW , average gradient St , maximum gradient St _max , error surface A , peak-to-peak value h )

R₁ = ΣY

= Summe der horizontalen Radkräfte (Systembeanspruchung),

R₂ = Y/Q

= Verhältnis der horizontalen zur vertikalen Radkraft (Sicherheit),

R₃ = Qmin

= minimale Radaufstandskraft (Sicherheit),

R₄ = Qmax

= maximale Radaufstandskraft (Systembeanspruchung),

R₅ = yb

= horizontale Wagenkastenbeschleunigung (Fahrkomfort),

R₆ = zb

= vertikale Wagenkastenbeschleunigung (Fahrkomfort).

The disturbance variables S take into account the measurement signals of the longitudinal height z , the direction y and the mutual altitude gh . These signals are decomposed into individual errors y _i , z _i and gh _i , which are delimited from one another by their zero crossings ( FIG. 1a ). Then the associated extreme value EW and the average slope St are determined as characteristic parameters for each individual error ( FIG. 2 ). The following vehicle reactions R _j are used to assess the track position:

R ₁ = Σ Y

= Sum of horizontal wheel forces (system load),

R ₂ = Y / Q

= Ratio of horizontal to vertical wheel force (safety),

R ₃ = Q min

= minimum wheel contact force (safety),

R ₄ = Qmax

= maximum wheel contact force (system load),

R ₅ = yb

= horizontal car body acceleration (ride comfort),

R ₆ = eg

= vertical car body acceleration (ride comfort).

With the driving speed v and the track curvature kr , the following evaluation functions result: $$R_j={\mathrm{a}}_{\mathrm{j}}+\left({\mathrm{b}}_{\mathrm{j}}\cdot y_{\mathit{St}}+{\mathrm{c}}_{\mathrm{j}}\cdot y_{\mathit{Ew}}+{\mathrm{d}}_{\mathrm{j}}\cdot z_{\mathit{St}}+{\mathrm{e}}_{\mathrm{j}}\cdot z_{\mathit{Ew}}+{\mathrm{f}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{St}}+{\mathrm{G}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{Ew}}\right)\cdot v+{\mathrm{H}}_{\mathrm{j}}\cdot v^2\cdot \mathit{kr}+{\mathrm{i}}_{\mathrm{j}}\cdot v+{\mathrm{i}}_{\mathrm{j}}\cdot \mathit{kr}$$

The vehicle-specific regression coefficients a _j to j _j are now determined as described above, for example on the basis of simulation calculations, wherein the for the considered routes (partial) network typical track position error and the main vehicles used there are used. The result is a set of evaluation functions, which for each reference vehicle, depending on its driving speed, provide the extreme values of the vehicle reactions to be expected at each point of the track. By referring the determined vehicle reactions to their intervention threshold values, the utilization of the wear stock in percent can now be specified for each point. This in turn is the basis for the planning of the maintenance measures on the examined route.

Claims (8)

1. A method for determining vehicle-specific weighting functions for an effect-related evaluation of the positional quality of a track, wherein the deviations of the track from its nominal position are measured in the form of disturbance variables and evaluated based on the corresponding calculated vehicle reactions,
   characterized in that
   the vehicle-specific weighting functions are determined by means of a simulation calculation that is based on a vehicle model and/or from results of driving tests and/or bench tests with a vehicle, wherein

   a) K track position deviations, i.e., test disturbances TS_k=1..K with different shape, amplitude and length and with different superposition in the horizontal and the vertical direction, are used for covering the spectrum of real track position deviations,
   wherein the horizontal deviation y and the vertical deviation z of each rail from its nominal position, as well as the deviation of the mutual elevation gh of the two rails from the nominal cant, are respectively examined separately for each rail for a track position deviation TS=(y, z, gh),

   b) the characteristic parameters p_m={y_St, y_Ew, z_St, z_Ew, gh_St, gh_Ew} for each test disturbance are described by the respective slope of the variables y, z and gh and by the extreme value of the variables y, z and gh such that the characteristic parameters p_{m=1..6, k=1..K}={y_St,k , y_Ew,k, z_St,_k, z_Ew,k, gh_St,k, gh_Ew,k} assigned to the K test disturbances are determined,

   c) the extreme values of the time histories of J simulated or measured vehicle reactions are calculated for all test disturbances while varying the driving speed v and the track curvature kr,

   d) and wherein the regression coefficients a_j to i_j are ultimately determined for each vehicle reaction j=1..J to be evaluated by equating the vehicle-specific weighting functions $$R_j={\mathrm{a}}_{\mathrm{j}}+{\mathrm{b}}_{\mathrm{j}}\cdot y_{\mathit{St}}+{\mathrm{c}}_{\mathrm{j}}\cdot y_{\mathit{Ew}}+{\mathrm{d}}_{\mathrm{j}}\cdot z_{\mathit{St}}+e_{\mathrm{j}}\cdot z_{\mathit{Ew}}+{\mathrm{f}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{St}}+{\mathrm{g}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{Ew}}+{\mathrm{h}}_{\mathrm{j}}\cdot v+{\mathrm{i}}_{\mathrm{j}}\cdot \mathit{kr}$$

   

   
   with the extreme values from step c) and inserting the characteristic parameters p_m,k={y_St,k , y _Ew,k, z_St,k , z_Ew,k , gh _St,k, gh_Ew,k} of the respective driving speed v and the respective track curvature kr.
2. A method for determining vehicle-specific weighting functions for an effect-related evaluation of the positional quality of a track which - except for the definition of the weighting functions - comprises the same characteristics as in Claim 1, wherein the variables y_St, y_Ew , z_St , z_Ew , gh _St, gh_Ew are additionally weighted with the driving speed v in the vehicle-specific weighting functions according to Claim 1 and another component v² . kr that is decisive for the quasi-static vehicle reaction is taken into consideration in the evaluation such that the weighting functions assume the following form: $$R_j={\mathrm{a}}_{\mathrm{j}}+\left({\mathrm{b}}_{\mathrm{j}}\cdot y_{\mathit{St}}+{\mathrm{c}}_{\mathrm{j}}\cdot y_{\mathit{Ew}}+{\mathrm{d}}_{\mathrm{j}}\cdot z_{\mathit{St}}+{\mathrm{e}}_{\mathrm{j}}\cdot z_{\mathit{Ew}}+{\mathrm{f}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{St}}+{\mathrm{g}}_{\mathrm{j}}\cdot {\mathit{gh}}_{\mathit{Ew}}\right)\cdot v+{\mathrm{h}}_{\mathrm{j}}\cdot v^2\cdot \mathit{kr}+{\mathrm{i}}_{\mathrm{j}}\cdot v+{\mathrm{i}}_{\mathrm{j}}\cdot \mathit{kr}$$

   
3. The method according to Claim 1 or 2, characterized in that the positional quality of the track is evaluated in an effect-related fashion for different vehicles based on the weighting functions, wherein the regression coefficients of the weighting functions differ for the different vehicles.
4. The method according to one of the preceding claims for an effect-related evaluation of the positional quality of a track by utilizing the vehicle-specific weighting functions, wherein the deviations of the track from its nominal position are measured in the form of a disturbance variable curve S=(y, z, gh) and evaluated based on the corresponding calculated vehicle reactions, characterized in that

   a) the characteristic parameters p _m=1..6={y_St, y_Ew, z_St, Z_Ew, gh_St, gh_Ew} are determined from the respective slope of the variables y, z, gh and the respective extreme value of the variables y, z, gh,

   b) these characteristic parameters p _m=1..6={y_St, y_Ew, z_St, z_Ew, gh_St, gh_Ew}, the locally permitted vehicle speed v and the local track curvature kr are subsequently inserted into the vehicle-specific weighting functions R_j such that the expected extreme values of the vehicle reactions result, and

   c) these values are compared with permitted values of the vehicle reactions, wherein the result of this comparison represents the effect-related evaluation of the positional quality of a track.
5. The method according to Claim 4, characterized in that the disturbance variable curve S=(y, z, gh) is divided into sections S_n=(y_n, z_n, gh_n) and a set of characteristic parameters p_m,n is determined for each section S_n.
6. The method according to Claim 5, characterized in that the division of the disturbance variable curve into sections S_n=(y_n, z_n, gh_n) is carried out based on the zero crossings of a modified disturbance variable curve, wherein the modified disturbance variable curve results from the disturbance variable curve minus its average value.
7. The method according to Claim 5, characterized in that the division of the disturbance variable curve into sections S_n=(y_n, z_n, gh_n) is carried out based on the intersecting points of the disturbance variable curve with a threshold value line extending parallel to the path axis (abscissa).
8. The method according to one of Claims 1 to 7, characterized in that the weighting functions Rj for the following vehicle reactions are taken into consideration:

   j=1: ΣY (sum of horizontal wheel forces),

   j=2: Y/Q (ratio of horizontal wheel force to vertical wheel force),

   j=3: Q_min (minimal wheel contact force),

   j=4: Q_max (maximal wheel contact force),

   j=5: yb (horizontal vehicle body acceleration),

   j=6: zb (vertical vehicle body acceleration).

Images