EP2022698B1 - Verfahren und Überwachungssystem zur Betriebsführung von Schienen-Fahrwegen - Google Patents

Verfahren und Überwachungssystem zur Betriebsführung von Schienen-Fahrwegen Download PDF

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Publication number
EP2022698B1
EP2022698B1 EP08013222A EP08013222A EP2022698B1 EP 2022698 B1 EP2022698 B1 EP 2022698B1 EP 08013222 A EP08013222 A EP 08013222A EP 08013222 A EP08013222 A EP 08013222A EP 2022698 B1 EP2022698 B1 EP 2022698B1
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EP
European Patent Office
Prior art keywords
track
acceleration
rail
acceleration data
data
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EP08013222A
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German (de)
English (en)
French (fr)
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EP2022698A3 (de
EP2022698A2 (de
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Baldur Rögener
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Individual
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Priority to PL08013222T priority Critical patent/PL2022698T3/pl
Priority to SI200830112T priority patent/SI2022698T1/sl
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Publication of EP2022698A3 publication Critical patent/EP2022698A3/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
    • E01B35/12—Applications of measuring apparatus or devices for track-building purposes for measuring movement of the track or of the components thereof under rolling loads, e.g. depression of sleepers, increase of gauge

Definitions

  • the present invention relates to a method and a monitoring system for the operation of rail tracks, especially in the field of temporary support systems for the track or the track body, in the course of a holistic monitoring of support systems in the field of rail tracks for controlling and regulating the railway operation.
  • the permeability of deformation values and their dependent permissible overrun speeds are relevant, which are specified in relevant directives and regulations. These can not be determined and determined solely by a purely static measurement of the track geometry. Accordingly, it is still indispensable in railway operations that experienced experts test the passing of temporary support systems with rail vehicles in practice, with the crossing initially started at stepping pace and slowly increased to experience the dynamic conditions when driving over the support system experience. During later driving operation, the geometry of the track position (track geometry) and the participating components of the support systems must then be readjusted time and again in order to recognize adverse effects of settlements in good time and if necessary to be able to initiate countermeasures.
  • the US 5,743,495 discloses a generic method and a generic device for detecting rail breaks and flat runners in a passing of trains.
  • the rail body is checked with regard to material fracture, including a hammer signal given to the rail and a vibration measurement is performed with a commercially available accelerometer.
  • the vibration signal is displayed on a monitor.
  • the present invention is therefore based on the object of proposing a method and a monitoring system for the operation of rail tracks, with the critical track positions can be monitored and with which it is possible in particular on temporary support systems, the limits for warning and alarm in deformations of the To detect support system to increase in this way the speed of passing and / or to be able to replace the apparent and manual monitoring of a critical track section by an automatic system that can be reliably used even in adverse weather conditions and thus ensures safe operation.
  • the acceleration data can be used to determine deformation values and thus for evaluation for the regulation or control of the driveability of the rail track or a rail vehicle with safe operational management.
  • the present invention relates to the holistic monitoring of support systems in the field of rail tracks and is used to control and regulate the railway operation.
  • the present invention complements the parallel invention according to the above-mentioned DE 10 2006 043 043.3 .
  • deformations in the bearing systems of the integrated track consisting of rails (track grid, track bed with earth and dams, structures such as bridges) and foundations are recognized and from this the compliance with the limit values for the drivability of the track is monitored, the evaluated acceleration data be used for controlling and controlling the railway operation, for example, for selectively influencing the travel path (deformation compensation) and / or for controlling the movement of rail vehicles.
  • the aforementioned acceleration data can be used, in particular, to control and / or regulate the named support systems themselves in order to at least partially compensate the measured deformations.
  • a corresponding adaptation, control and / or regulation based on the acceleration data mentioned can be made, for example by an active tilt control.
  • Another possible influence on the railway operation consists in a signal path control of the track and / or a speed influence of rail vehicles.
  • Time-resolved recording and evaluation of the acceleration data to change the track geometry also allows for taking into account the time course of the acceleration data to draw conclusions on a temporal change in the track geometry in the sense of deformations of the track position and the negotiability of the track in the monitoring area and a corresponding management to induce.
  • the development of the acquired acceleration data is carried out in a development of the invention with regard to deformation values of the track geometry and the trafficability dependent thereon and / or a maximum permissible passing speed of the rail track in the monitored area.
  • this evaluation is carried out automatically by a data processing device which constantly evaluates the currently obtained acceleration data.
  • empirical values and existing safety regulations can be taken into account in the evaluation, so that based on the acceleration data, in particular their change in or around the crossing of a rail vehicle, the maximum permissible overspeed for safety reasons and possibly also the trafficability can be determined.
  • corrective measures may for example be an additional stiffening or a relining of individual supports.
  • acceleration data which are detected in a time resolved during a crossing of the monitoring area with a rail vehicle
  • further parameters of the crossing such as weight and speed of the rail vehicle can be included in development of the present invention to the dynamic conditions during the crossing as completely as possible and reproducible to capture and evaluate.
  • the evaluated acceleration data provide information about the deformation values and their controllability and / or a maximum permissible overspeed per se and furthermore about the corrective measures to be taken and / or signaling and operation control for the rail infrastructure in the monitored area.
  • the data can be issued in a development of the present invention by a control unit, for example, to a control system of the rail infrastructure and a signal system or to a telecommunications device, with which the data are then further reported.
  • a development of the monitoring system according to the invention provides that the control unit is connected to a rail traffic control system and / or a signal system and / or a telecommunication system.
  • acoustic and / or visual displays such as auxiliary signals or the like, can be activated or activated, for example, in order to draw attention to an existing dangerous situation.
  • INDUSI safety devices which are known per se can also be supplied with the acquired acceleration data or data values derived therefrom, in order to influence the speed of rail vehicles.
  • Control systems are controlled, for example, adjustable supports to compensate for detected changes in the track automatically.
  • a control loop is preferably formed according to the present invention, which is formed from an adjustment system for the support structure of the track of the track body and / or support of the rails (for example, a fixed carriageway) and optionally further underlying components, and Furthermore, the sensor for detecting the acceleration data and the data processing device with control unit comprises. This results in a particularly advantageous self-regulating and additionally monitored support structure for the rail track. Such can be used as an auxiliary support system, which allows much higher speeds than previously allowed.
  • a temporary support system when used in a further development of the invention as a support system having a frozen body support structure with or without composite support, the present invention provides particular advantages in the presence of the aforementioned control circuits. It is known that freezers have the property of creeping over time, so that countermeasures must be taken for the stability of the auxiliary support structure, such as prestressing of composite supports or changing the operating data of refrigeration body maintenance aggregates, for example a lowering of the freezing temperature.
  • Such a temporary support system, in which the present invention can be advantageously used is in the DE 44 21 461 C2 to which reference is expressly made.
  • a frozen body support structure is used with or without composite support, and that its support and / or composite support bearings and / or maintenance units are driven with the evaluated acceleration data to form a control loop.
  • a development of the monitoring system according to the invention is characterized in that the supporting structure of the track or the track body is a temporary support system with a frozen body and that the adjustment system comprises maintenance units of the frozen body.
  • the sensory detection of acceleration data of the track position is carried out according to the invention using corresponding acceleration sensors, preferably designed for detecting acceleration data in three spatial directions.
  • Magnetic-inductive acceleration sensors, piezoelectric acceleration sensors, micromechanical acceleration sensors, other conventional mechanical acceleration sensors or future developments in the field of acceleration measurement can be used as acceleration sensors.
  • the acceleration sensors are intended to display both periodically recurring fast movements, ie oscillating movements, as well as slow and over a longer period resulting changes in position.
  • the acceleration sensors listed above are substantially insensitive to the weather during operation.
  • One or more of the acceleration sensors may be disposed on the rail, or may be attached to special pivoting arms or other approaching devices that are moved toward the rail or other part of the track for measurement or data acquisition.
  • stop elements also called directional finding provided, which interact with the acceleration sensors preferably inductive, ie non-contact, so that a measurement of accelerations of the track geometry over a substantially spatially or spatially fixed reference frame preferably in three Spaces X, Y, Z is vorOSEbar, preferably in three mutually perpendicular directions in space.
  • the pivot arms or approach devices can in turn z.
  • longitudinal beams pivotally mounted (anchored) in the ground and has facilities for particular tachymetric determination of its spatial position, such as tachymeter.
  • the longitudinal beam can in turn be carried by at least one introduced into the track body elevator pile.
  • a special embodiment of the monitoring system according to the invention provides that the approach device is designed as a pivot arm, which is pivotable about a pivot axis perpendicular to this to approach the acceleration sensor to a part of the track position, in particular to the rail in the plane of the track.
  • a corresponding development of the monitoring system according to the invention provides that its data processing device is designed so that it emits a warning signal detected by the Tragsystemsensoren movements of the temporary support system via the control unit or otherwise causes an operation control of the rail track in the surveillance area or controls a rail vehicle , Furthermore, it can be provided that on the temporary support system controllable stiffening elements are provided, which are connected to the control unit of the monitoring system, wherein the data processing device is configured so that it activates and controls the stiffening elements in detected by the Tragsystemsensoren movements of the temporary support system via the control unit ,
  • the consideration of movement data of the temporary support system in the evaluation of the acceleration data is not limited to the warning function described above. It may well be normal or even desirable for the temporary support system to move when crossing a rail vehicle. The extent, type and duration of this movement can thereby important additional information for the inventive evaluation of acceleration data, for example, with respect to the deformation values and a dependent driveability and / or the maximum allowable speed of the rail track over the temporary support system or with respect to a control function of rail vehicles represent.
  • the invention is not limited to monitoring temporary support systems.
  • the monitoring system according to the invention and the corresponding method are also suitable for a particularly constant monitoring of "normal" rail tracks and rail vehicles.
  • the method according to the invention or the device according to the invention can also be used advantageously in monorail systems, for example magnetic levitation railways.
  • it can be ensured, for example, by regulating a traction vehicle with regard to its speed as a function of a position difference relative to the travel path, that an inserted linear motor smoothly slides.
  • the acceleration data are used to actively influence the position or inclination of a rail vehicle.
  • FIG. 1 shows in plan view schematically a rail track comprising a track or a track layer 1, which is formed from two rails 2 and sleepers 3, wherein the rails 2 are fastened in a conventional manner by means of attachment of the respective upper form 4, 5 on the sleepers 3.
  • auxiliary bridge 6 represents a temporary support system for the track position 1 and which rests on an abutment 7.
  • an acceleration sensor 8 is arranged in each case, which is preferably designed as a magnetically inductive acceleration sensor and, moreover, is capable of sensory detect accelerations of the track layer 1 in three spatial directions.
  • the individual acceleration sensors 8 are connected to a data processing device in ( FIG. 1 not shown) wirelessly or by cable, which will be described later on the basis of FIGS. 3 and 4 will be discussed in more detail.
  • a data processing device in FIG. 1 not shown
  • the invention is not limited to such an embodiment of the rail track, but also includes all other types of rail tracks, z. As a solid roadway or the like.
  • FIG. 2 shows a schematic sectional view taken along the line II-II in FIG. 1 again the arrangement of the acceleration sensors 8 on the rails 2 of the track position 1.
  • the arrangement of the acceleration sensors 8 is by no means based on the embodiment shown by way of example FIG. 2 limited. Rather, according to the invention, it is merely necessary for the acceleration sensors 8 to be attached to the track layer 1 in such a way that, in particular, they detect dynamic changes in the track position or the track geometry over the occurring and inventively detected (Relative) can show accelerations.
  • Other suitable embodiments of the sensor arrangement are in the FIGS. 5 and 6 shown.
  • the in the Figures 1 and 2 illustrated measurement arrangement for sensory detection of movements of the track position 1 or changes in the track geometry (deformations) is thus based on a total consideration of the acceleration values that are supplied by the individual acceleration sensors 8, capable of data on the movements resulting along the track position 1 or to deliver the forces acting there and thus also over the particularly relevant twisting of the track layer 1.
  • FIG. 3 shows a schematic side view of a similar track section as in the Figures 1 and 2 , wherein the auxiliary bridge 6 is shown here in more detail.
  • a head bar 10 and a bearing 11 is provided on the Verbauwand 9.
  • Tragsystemsensoren 12 are mounted, such as strain gauges to detect deformations of the support system auxiliary bridge 6 on a Verbauwand or other support systems of individual support elements or the entire auxiliary support system, especially when crossing a rail vehicle.
  • the detected movement data are output to a data processing device 13 with control unit 14, wherein the data processing device 13 moreover with the in FIG. 3 not explicitly shown acceleration sensors 8 in the area of the track position 1 is in signaling active connection, which is in FIG. 3 is symbolized by corresponding dashed connecting lines. For the sake of clarity in FIG. 3 as in FIG. 4 not explicitly shown for all acceleration sensors 8.
  • the control unit 14 controls on the basis of the evaluated results, that is to say those results which result from the joint evaluation of the detected movement data of the auxiliary bridge 6 and the acceleration data of the track position 1, an adjusting motor 15, which increases the bearing 11 by means of a spindle contained therein (not shown), if necessary, to counteract, for example, a setting of the Verbauwand 9 automatically.
  • the control of the adjustment motor 15 is regulated via the acceleration data of the acceleration sensors 8 and the movement data of the support system sensors 12 in a control loop.
  • FIG. 4 shows a further example of the use of the device according to the invention with reference to a representation which is essentially that in FIG. 3 equivalent.
  • the auxiliary bridge consists of a frozen body 16 with composite carriers 17.
  • Under the freezer body 16 a reinforced concrete frame is pressed through as a press-through body 18 in order to produce an underpass under the track.
  • the track section is monitored by means of a number of acceleration sensors 8 and by means of carrying system sensors 12 which are attached to the press-through body 18 and to the composite carriers 17 in accordance with the data processing device 13 jointly evaluating the respective measured data.
  • the control unit 14, which in turn is supplied by the data processing device 13 with corresponding instructions, acts in the embodiment of FIG. 4 to a control of the freezer body 16, for example via a temperature control or a bias of the composite support 17, so that in turn forms a control loop, which allows it in normal operation to overrun the illustrated track section at much higher speeds than previously possible.
  • the rail track can be automatically assigned or blocked with a reduction in the permissible travel speed, as soon as the data processing device 13 determines the exceeding of certain limits of the processed acceleration and movement data, for example based on deformation values, which via suitable optical and / or acoustic displays ( as auxiliary signals, not shown) can be communicated.
  • FIG. 5 shows on the basis of a sectional view of the presentation technology approximately those in FIG. 2 corresponds to a further embodiment of the monitoring system according to the invention, wherein like elements with the same reference numerals were provided. In the present case, only the essential differences between the embodiments according to FIG. 2 and FIG. 5 explicitly entered.
  • a longitudinal beam 20 is mounted, in particular the associated plan view in FIG. 6 can be seen.
  • the longitudinal beam 20 carries at defined intervals x (see. FIG. 6 ), z. B. after every third threshold 3, pivot arms 21 which are hinged centrally below the longitudinal beam 20 and whose length I (see. FIG. 6 ) is smaller than the gauge of the track.
  • two half-arms may alternatively be articulated to the longitudinal beam 20, the length of which corresponds to approximately half the track width in each case.
  • the swing arm 21 carries at its ends in each case a three-dimensionally measuring acceleration sensor 22.
  • the overall arrangement of the pivot arm 21 and acceleration sensor 22 is designed such that the acceleration sensors 22 zoom out swung arm 21 almost to the respective rail web of the rails 2, as in FIG. 5 is shown. In this position, the acceleration sensors 22 can be used to detect accelerations acting on the rails 2 or of the track layer 1, as will be shown in more detail below.
  • the pivot arms 21 can be pivoted or folded, so that they extend substantially parallel to the longitudinal beam 20.
  • the height piles 19 are at a certain distance x, for example, every 6 m, within the threshold compartments via a short protective tube 23, which may be formed, for example, as an introduced into the gravel area of the track empty tube, rammed into the stable ground 24 stable.
  • a number of bearing elements or dipsticks 25 are fastened to the rails 2, which interact with the 3-D acceleration sensors 22 when the swivel arm 21 is swiveled out, for example by magnetic induction.
  • the acceleration sensors disposed at the respective ends of the swing arms 21 22 scan the fixed to the rail web of the rails 2 bearing elements 25 for detecting acceleration data of the track position in three mutually perpendicular directions in space X, Y and Z from.
  • 19 tachymeter mirrors 26 are arranged on the longitudinal beam 20 in the area of the vertical piles, which enable a tachymetric 3-D position monitoring.
  • the created monitoring system can be readjusted at a change in position at any time.
  • the present invention is not limited to the monitoring of railways in the area of temporary track and track support systems. Rather, the invention is also quite generally suitable for monitoring rail tracks and rail vehicles, in particular for long-term monitoring in terms of maintaining the ride comfort. In this respect, the invention can also replace so-called track gauge cars, which were previously used for this purpose.
  • the present invention which is due to the applied measuring principle (measurement of accelerations to the track geometry and the participating components of the support system) above all for monitoring dynamic effects on rail tracks, advantageously with other monitoring systems for Rail routes can be combined, which in turn are particularly suitable for monitoring static or quasi-static, that is slowly running changes to the rail track.
  • monitoring system which is capable of determining a change in the track geometry via a determination of location data, preferably optically using a laser.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP08013222A 2007-07-24 2008-07-23 Verfahren und Überwachungssystem zur Betriebsführung von Schienen-Fahrwegen Active EP2022698B1 (de)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PL08013222T PL2022698T3 (pl) 2007-07-24 2008-07-23 Sposób i system kontroli do prowadzenia eksploatacji dróg szynowych
SI200830112T SI2022698T1 (sl) 2007-07-24 2008-07-23 Postopek in nadzorni sistem za upravljanje s tirnimi potmi

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102007034504A DE102007034504A1 (de) 2007-07-24 2007-07-24 Verfahren und Überwachungssystem zum Überwachen von Schienen-Fahrwegen

Publications (3)

Publication Number Publication Date
EP2022698A2 EP2022698A2 (de) 2009-02-11
EP2022698A3 EP2022698A3 (de) 2009-09-09
EP2022698B1 true EP2022698B1 (de) 2010-09-15

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EP08013222A Active EP2022698B1 (de) 2007-07-24 2008-07-23 Verfahren und Überwachungssystem zur Betriebsführung von Schienen-Fahrwegen

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EP (1) EP2022698B1 (pl)
AT (1) ATE481286T1 (pl)
DE (2) DE102007034504A1 (pl)
ES (1) ES2352862T3 (pl)
HR (1) HRP20100685T1 (pl)
PL (1) PL2022698T3 (pl)
SI (1) SI2022698T1 (pl)

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DE102010025037A1 (de) * 2010-06-24 2011-12-29 Siemens Aktiengesellschaft Einrichtung für eine Gleisanlage sowie Verfahren zum Betreiben einer Gleisanlage
DE202010009904U1 (de) 2010-06-24 2011-10-25 Baldur Rögener Messtechnische Anordnung zur Bestimmung der Gleislage und/oder Änderung der Gleisgeometrie (Deformation)
CN102561118B (zh) * 2011-12-15 2014-07-16 江西日月明铁道设备开发有限公司 一种基于轨迹偏差的高铁无砟轨道快速精调方法
DE102012015020A1 (de) * 2012-07-28 2013-10-17 Eisenmann Ag Industrielle Förderanlage und Verfahren zum Betreiben einer solchen
FR2994984B1 (fr) * 2012-08-30 2014-08-22 Sncf Dispositif de surveillance de la variation de distance verticale entre une voie ferroviaire et une couche de ballast
FR3001237B1 (fr) * 2013-01-21 2016-03-11 Sncf Dispositif de surveillance de la geometrie d'une voie ferree ; rail, traverse, voie ferree et systeme comprenant un tel dispositif.
FR3012478B1 (fr) * 2013-10-28 2017-01-13 Soc Nat Des Chemins De Fer Francais Sncf Dispositif de surveillance de la geometrie d'une voie ferree, voie ferree et systeme comprenant un tel dispositif
CN104359603B (zh) * 2014-10-31 2017-11-17 中国铁道科学研究院铁道建筑研究所 轮轨移动垂直力连续测试方法
AT518759A1 (de) * 2016-05-17 2017-12-15 Mat Center Leoben Forschung Gmbh Verfahren und Vorrichtung zur Überwachung zumindest einer im Bahnbau verlegten Fahrwegkomponente
FR3073051A1 (fr) * 2017-10-27 2019-05-03 Sequanta Dispositif de controle a distance du deplacement d'un ecrou visse sur une tige filetee
US10894551B2 (en) * 2018-09-05 2021-01-19 Protran Technology, Llc Lateral rail measurement device
DE102019127824A1 (de) * 2019-10-15 2021-04-15 Stabilus Gmbh System, Verfahren und Tragelement zur aktiven Dämpfung akustischer Schwingungen einer Schiene für den Schienenverkehr
CN110779457B (zh) * 2019-12-03 2024-05-10 中铁科学技术开发有限公司 轨道板变形监测装置和方法及在线监测系统
FR3111609B1 (fr) * 2020-06-22 2022-09-02 Sateba Systeme Vagneux Détection de l'accélération des traverses de chemin de fer
CN113132687B (zh) * 2021-04-16 2023-01-06 浙江鄞城工程管理有限公司 基于视频监控和特征识别的建筑升降安全智能监测预警方法及云服务器

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DE4217681C3 (de) * 1992-05-29 1999-02-25 Rabotek Ind Computer Gmbh Radsatzdiagnoseeinrichtung zur Überwachung vorbeifahrender Eisenbahnfahrzeuge
DE4421461C2 (de) 1994-06-18 1997-09-04 Wolfgang Dr Orth Verfahren zum Herstellen einer temporären Tragkonstruktion unter Verwendung eines durch Gefrieren von wasserhaltigem Füllmaterial hergestellten Tragkörpers
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DE10065954A1 (de) * 2000-09-01 2002-03-14 Stefan Metzner Gerät zur Überwachung von Gleisanlagen
DE102004014282C5 (de) * 2004-03-22 2008-06-12 Db Netz Ag Diagnose und Zustandsmonitoring im Überlaufbereich von Weichen, starren Herzstücken und Kreuzungen
DE102006043043A1 (de) 2006-03-14 2007-09-20 Baldur Rögener Verfahren und Überwachungssystem zum Überwachen von Schienen-Fahrwegen

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Publication number Publication date
DE102007034504A1 (de) 2009-02-05
DE502008001295D1 (de) 2010-10-28
SI2022698T1 (sl) 2011-01-31
HRP20100685T1 (hr) 2011-01-31
ATE481286T1 (de) 2010-10-15
PL2022698T3 (pl) 2011-03-31
EP2022698A3 (de) 2009-09-09
ES2352862T3 (es) 2011-02-23
EP2022698A2 (de) 2009-02-11

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