EP2064390B1 - Track measurement method, and high-precision measuring system for small railway construction sites - Google Patents

Description

Technical area

The patent application relates to a method for track surveying and a highly accurate measuring system for small construction sites in track construction.

State of the art

In order to create optimum driving conditions for track vehicles and their occupants while ensuring derailment safety in all situations, it is important that the track body is recorded with high precision during both construction and maintenance.

The parameters to be recorded are u.a. from the gauge, the torsion and the elevation together, in curves the so-called arrow heights are measured to determine the curvature behavior. In addition, the position at which it has been detected must be measured for such a parameter set.

As satellite-based methods have been used in almost all areas of surveying in recent years, it is a good idea to assign a coordinate to parameter data sets with the aid of the Global Positioning System (GPS) or comparable systems (Glonass or, in the future, Galileo) For example, tamping machines to provide accurate information for the machining process.

To AT 403066 B A method is known by which the actual position of a track section can be determined using satellite data using differential GPS and compared with the target data from the construction project. In the method, a measuring unit (rover), which determines both the track geometry and the position in the stop-and-go method, is moved to a second measuring unit (base) in small steps. At each stop of the first measuring unit, the measured data for the track geometry become one coordinate along with the position data of the second measuring unit stored. From the entirety of the data, a log for a downstream processing operation can be created.

Disadvantage of this invention is that the measurement data for the position determination can be determined only with the stop of the first measuring unit with sufficient accuracy. Thus, if there is too much space between stops, there are gaps in the observation that need to be interpolated. This error can not be ruled out. The accuracy increases when the distance between the stops is reduced, which in turn makes the method very time-consuming and therefore expensive. It should also be noted that a tamping machine, which may precede the measuring unit, must stop and accelerate again and again for the stops. This is associated with such a heavy machine with a high consumption and a load on the machine drive. In addition, shadowing by trees can obstruct the observations during position determination, or high ambiguities in ravines can falsify the determined coordinates.

A similar system will be in DE 20021678 U1 described. Here one also works with a differential GPS, where a stationary receiver is set up as a base on a fixed point, while a mobile receiver (rover) on a draisine coordinates determined that are connected to the determined parameter sets via an inertial navigation system on the trolley. Inertial navigation system and differential GPS are installed here on a vehicle having typical railway axle loads. When observing via satellites, the same shading problems arise as in the example mentioned above.

Another method to measure track geometry in conjunction with a position is in DE 3444723 C2 described. Here, an artificial base is placed over the track section to be measured via an adjusted laser beam. Track geometry changes are documented via a laser sensor field that shifts from the base. The parameter sets are connected to measurement data that provide information about the distance traveled. The laser sensor field is usually attached to a heavy, rail-bound vehicle.

A considerable disadvantage is that only sections of 50 meters can be worked here, with very good weather conditions of a maximum of 200 meters, after which the accuracy decreases. This results in a high workload because the base must be set up again and again. An increased workload is always associated with costs.

In EP 559850 B1 A method for track measurement is described in which the parameters of the track geometry are detected with the aid of a vehicle, which determines its own position by means of lasers and measuring marks, which are attached to catenary masts or other immovable points. During the movement of the measuring vehicle, the laser is tracked so that a continuous alignment of the measuring mark takes place. The tracking can be done by motorized rangefinders, instead of the targets brands reflectors can be used.

Disadvantage of this invention is that the measuring optics is mounted on the vehicle. When tracking the aiming beam, the adjustment of the angle to the target is very tiring for an observer. A motorized device shortens the working time of the measuring unit, as the high power consumption of the motor makes the batteries tire quickly. Another disadvantage is that the attached measuring marks must be placed in relation to the track. This requires work in advance to determine the position of these usually only a few meters apart points and means at the same time a departure from the initiated by Deutsche Bahn AG process to switch to a fixed point field that defines only a small number of fixed points in the mileage.

The systems after DE 20021678 U1 . DE 3444723 C2 and EP 559850 B1 have in common that they always rely on heavy rail-bound vehicles. For this purpose, high set-up times are necessary, which are usually due to long journeys. The systems are therefore extremely uneconomic, especially for small and very small construction sites.

In DE 2460618 C2 is described a mobile device for measuring the track position, which is characterized by its low weight and simple design. The measuring principle is similar to the method in EP 559850 B1 except that the base is formed by a theodolite target beam. The movement of the destination cross attached to a car opposite this base is recorded and linked to track geometry measurements. The disadvantage is that a lack of automation makes an observer necessary and the movement of the measuring carriage must be determined in a simple manner. An observer often makes mistakes and the possible position measurements are also faulty, so that the accuracy falls short of the requirement. Modern track laying machines also depend on data protocols that are in place through the system DE 2460618 C2 can not be delivered.

The previous methods described above are based on an active position determination of the vehicle, which also detects the track geometry. Disadvantage of these methods is that the determination of the position is bound to the circumstances of the environment and limited by the technical possibilities in the accuracy and speed.

In contrast, a modern measuring method is off GB 2 403 861 A known. Here, a system for inspecting and measuring the positions of objects along a rail track is described. The system includes a laser scanner, a data gate, and may include one or more position determination units. The system can be used to measure railway lines and trackside objects such as bridges, platforms, signals and tunnel walls.

In addition to the active position determination, another method is characterized in that the track geometry is detected by measuring deviations from a base. The position of the measuring vehicle is realized in the best case by inertial measuring systems. This method is also subject to very large inaccuracies and limited in speed.

Presentation of the invention

The object of the invention is to develop a measuring system for track construction, which determines the data of the track geometry in compliance with the required accuracies and logs, however, has a very compact and lightweight design that allows transport with a car and operated by a person , In addition, it is an object of the invention to improve the method for determining the position of the determined measured values to the track geometry so that the disadvantages described above are eliminated.

This object is achieved by a method according to claim 1 and a measuring system according to claim 4. In the method according to the invention, distance measurements and angle measurements to a reflector on a reflector carriage are made continuously (on-the-fly) by a tachymeter on a tachymeter cart and transferred to a data acquisition unit. The determined coordinates are connected to the measured values of the track geometry determined on the reflector carriage, and the deviations between the desired position and the actual position are made available digitally or analogue via output devices.

The position of the Tachymeterwagens by differential GPS. For this purpose, a base station on a known point of any network, preferably a point of the DBREF of Deutsche Bahn AG, built and another receiver (rover) on the Tachymeterwagen set. The coordinate determination of the tachymeter carriage is carried out by linking the correction data determined at the base station with the measured values of the rover.

When using a receiver that can receive correction data from a reference network operator, the correction data is not determined by a base station but via the reference network.

The high-precision measuring system according to the invention is constructed such that measuring devices for removing the track geometry as well as a reflector are arranged on a reflector carriage movable on the track, consisting of a device module, a surveying module, a running module and / or an extension module for larger gauges, and on top of one another the track secured tachymeter, consisting of a device module, a survey module, a running module and / or an extension module for larger gauges, next to a rover for satellite-based determination of the position of a tachymeter, a data acquisition unit and an output device are arranged.

The reflector trolley and the tachometer trolley are adapted to different gauges by extension modules. The extension module is adjusted by means of telescoping and then permanently adjustable elements variable to the required track width of the track body.

To secure the Tachymeterwagens a dead man's brake is used.

The data acquisition unit and output devices are housed in weatherproof enclosures.

The method is modified so that the determination of the position of a measurement data set is not made by the measuring unit but by an external device. Thus, conditions of the environment can be taken into account by, for example, the location of the Tachymeterwagens is chosen so that shading is not to be feared and the route can still be viewed. One is much freer in the preparation of the measurement and ultimately also achieves measured values that meet the requirements of Deutsche Bahn AG in their accuracy.

An advantage of the measuring system is that the position-determining satellite receivers remain continuously in the same position for a long time, so that these positions can be determined very precisely over a large number of measurements and this accuracy can be incorporated into the further determination process.

Another advantage of the invention is that from the position of the tachymeter out other data can be detected in addition to the track to supplement the measurement data from the track geometry without long setup times are required.

A considerable advantage is that despite the extensive equipment low weight of the car, which can be easily moved by a single person and so if necessary, can be quickly taken out of the way. Obstruction of rail traffic can thus be minimized. In addition, long makeready times for vehicles with railway-typical axle loads and their transfer to the place of use are eliminated. The transport by a car allows a more flexible use.

Due to the modular structure of the two cars, the required elements can be assembled after transport to the site without regard to belonging to Tachymeter- or reflector car, since the basic structure of both cars is identical. This facilitates the use and saves set-up time.

Due to the simple design of the car, a cost-effective production is possible. Small and medium-sized companies can purchase the measuring system if the required geodetic instruments are available. The data acquisition unit can be connected via standard interfaces.

The human being excluded as a possible source of error, since the measurement data collection, the position determination and the data evaluation are automated and the measurement data are processed in the editing process. This is advantageous for ensuring the security requirements.

Brief description of the drawings

In the following, devices according to the invention will be explained in more detail with reference to description of the figures.

Figur 1:

eine Darstellung der Messanordnung

Figur 2:

eine Darstellung der Module eines Reflektorwagens

Figur 3:

eine Darstellung eines Reflektorwagens für kleine Spurweiten

Figur 4:

eine Draufsicht auf einen Reflektorwagen

Figur 5:

Darstellung des Messablaufs

Figur 6:

Darstellung des Synchronisationsvorganges

Figur 7:

Aufbau der Datenerfassungseinheit

Showing:

FIG. 1:

a representation of the measuring arrangement

FIG. 2:

a representation of the modules of a reflector carriage

FIG. 3:

a representation of a reflector carriage for small gauges

FIG. 4:

a plan view of a reflector carriage

FIG. 5:

Presentation of the measuring process

FIG. 6:

Presentation of the synchronization process

FIG. 7:

Structure of the data acquisition unit

Way (s) for carrying out the invention

The measuring system according to the invention ( FIG. 1 ) consists of a Tachymeterwagen 4, a reflector carriage 8 and a base station 1 for satellite-based position determination. The base station 1 is set up over a known fixed point 2 of a reference network and begins to send the correction parameters. On a lying near the known point, to be checked track body 31 two cars are placed.

The first carriage, the reflector carriage 8, comprises detection systems for the distortion of the tracks 11, the elevation 12 and the track width 13. The data are acquired by a data acquisition unit 37. In addition, a reflector car radio antenna 9 for receiving measurement data and a known from the measurement reflector 10 for Tachymeteraufnahmen are arranged.

On the second car, the speedometer car 4, there is a GPS antenna for receiving satellite data 5, which continuously measures the position. In a stored as a device constant distance to a motorized tachymeter 6 is mounted, which has a known from the machine control in road construction synchronization of angle and distance measurements, and makes continuous angle and distance measurements to the reflector on the reflector car.

About the Tachymeterwagen radio antenna 7, the data of the base station 1 and the data determined on the reflector carriage 8 data are received. The measurement data of the tachymeter 6 and position data of the rover 5 are transferred with the data received via radio to an evaluation unit 14 for the calculation.

The evaluation unit 14 on the tachometer trolley 4 determines the correction parameters for the measurement at the rover 5 from the position data determined at the base 1. The position of the tachymeter in the coordinate system of the Deutsche Bahn AG can thus also be determined via the device constant. The positions of the reflector carriage 8 and the measured values of the track geometry acquisition devices are linked with each other via the tachymeter measurements. These values can be directly compared with the previously read in target geometry of the track and processed so that they can be read in and processed by common stuffing machines.

Before starting the measurement of the track geometry, a point previously determined by a satellite-based method is aimed at as an orientation. The Tachymeterwagen 4 is secured using a so-called dead man's brake against changing its position.

When measuring the track geometry, a first basic measurement is made at the start position of the reflector carriage 27. Thereafter, the reflector carriage 8 is pushed by an operator on the Tachymeterwagen 4. The tachymeter 6 has high angular and path accuracies and a motor that allows automatic Zielnachführung, so that the aiming beam is continuously directed to the reflector 10. The conventional method of step-by-step measurements, in which the reflector carriage 8 would have to be stopped for position detection, is replaced in the present invention by a kinematic method which replaces the on-the-fly method in which no intermediate stop is maintained must become. The basis for this procedure is the possibility of synchronization.

A final second basic measurement takes place shortly before the reflector carriage 8 arrives at the tachometer trolley 4. The two positions 27 and 28 from the basic measurements represent the beginning and the end point of a tendon, to which all measured values from the measured distance are converted. From this one obtains the required for the track construction arrow heights of the track position.

FIG. 1 shows the measuring arrangement according to the invention. For determining the position, a base station 1 for satellite-based position determination is set up above a fixed point 2. Via a reference radio antenna 3, the correction data determined here are sent to the tachymeter car radio antenna 7 and subsequently stored in the evaluation unit 14 with the data determined via the rover 5. A torsion measuring unit 11, a superelevation measuring unit 12 and a gauge measuring unit 13 continuously measure the parameters on the reflector carriage 8 the track geometry and deliver it to the integrated data acquisition unit 37. At the same time measurements are continuously carried out between the total station 6 and the reflector 10 via a measuring beam 15 and passed to the evaluation unit 14. In the evaluation unit 14, the determined data are linked together and provided after the end of the measurement as a protocol in digital or analog form of the evaluation unit 14 and subsequently an output device 16 available. The supply of electrical equipment via the power supply to the tachometer trolley 17 and the power supply to the reflector carriage 18. The reflector 10 is mounted on a conventional tripod 19, which in turn is fixedly connected to the reflector carriage 8.

FIG. 2 shows the representation of the modules of a reflector carriage 8. In this case, the torsion measuring unit 11, the elevation measuring unit 12 and the track width measuring unit 13 are attached to the sensor module for the track geometry 20. The measured values determined there are forwarded to the data acquisition unit 37, which is integrated in the reflector carriage 8. In addition to the data acquisition unit 14, the tripod 19 for receiving the reflector 10 and the power supply 18 are arranged thereon. The described modules 20 and 22 can be connected to each other via screws to the module fitting 24 with other modules, so in any case with the running module 23 and, if necessary, with the extension track module for larger gauges 21. The transverse struts A 25 and B 26 provide a dimensionally stable connection of the modules 20, 21 and 22 constructed transversely to the track direction with the running module 23 attached in the track direction.

FIG. 3 shows the reflector carriage in the rear view, in this case for small gauges, wherein the extension module 21 is omitted. The sensor module for the track geometry 20 is connected directly to the surveying module 22 and the running module 23 via screws to the module screw 24. The torsion measuring unit 11 and the elevation measuring unit 12 are arranged on the sensor module for the track geometry 20; the data acquisition unit 37 is likewise integrated in the sensor module for the track geometry 20. In addition to a power supply of the reflector carriage 18 of the tripod 19 for receiving the reflector 10 is attached. The running module 23 and the surveying module 22 are secured to one another via the transverse strut B 26.

In FIG. 4 is the reflector car 8, as he already in FIG. 3 is described, shown in plan view. It consists of sensor module for the track geometry 20, surveying module 22 and running module 23, which are connected to one another via screws to the module screw 24 and reinforced by the cross struts A 25 and B 26. On The sensor module for the track geometry, the torsion measuring unit 11 and the elevation measuring unit 12 are arranged. The data acquisition unit 37 is integrated. The surveying module has a power supply for the reflector carriage 18 and the tripod 19 for receiving the reflector 10.

The in the Fig. 2-4 illustrated reflector carriage 8 can be used with the same structure as Tachymeterwagen 4. For this purpose, the reflector 10 is replaced by the total station 6 and placed on a second tripod of the rover. In addition, the evaluation unit 14 and one or more output devices 16 are arranged here. The tachymeter cart 4 has an integrated data acquisition unit 37.

In FIG. 5 the long-chord measurement of the track body 31 is shown. After setting up the Tachymeterwagens 4 on the track body 31 of the reflector carriage 8 is placed at the position for the first base measurement 27. Until the reflector carriage 8 has reached the position of the second base measurement 28, many position measurements are triggered. Between the first and the second base position, a tendon is generated between the base points 29, to which the heights of the individual measurement positions 30 of the reflector carriage 8 are related.

In FIG. 6 the synchronization process is shown schematically. The located on the track reflector carriage 8 moves in the direction of movement 36 along the track body 31 along. When triggering the distance measurement 35 and the angle measurement 32 is performed when the signal of the distance measurement is received, the reflector carriage 8 has already covered a certain distance. By linking the first angle measurement 32 with a second angle measurement 33, an angle 34 is interpolated which corresponds to the data of the distance measurement 35.

In FIG. 7 the schematic view of the data acquisition unit 37 is shown. The data acquisition unit 37 acquires the data of the tachymeter 6, the various track geometry measuring devices (11, 12 and 13) and brings them into a synchronized form. Essentially, it is a computer system that is able to handle a specific task such as measuring, controlling and controlling via its interfaces. The data acquisition unit 37 has no hard disk and only low CPU power to ensure low power consumption. High temperature resistance, stability and reliability are basic requirements. The data acquisition unit 37 is supplied by the power supply of the Tachymeterwagens 17. Data of a rotary encoder are transmitted via a digital Pulse signal passed to the data acquisition unit 37, while provide temperature sensor, inclinometer and spring probe their data as an analog signal. Additional sensors can be connected via a serial interface, a special interference-free bus system frequently used in railway systems or another fieldbus. In the future, a data exchange but also via a USB interface is conceivable. The data of the tachymeter 6 also enter the data acquisition unit 37 via a serial interface, and the measuring pulse is triggered via the same path. As evaluation unit 14 computers of various types and power can be attached via a further serial interface for data exchange and command output, provided that they meet the requirements of the processing software.

[REFERENCE LIST]

1. 1st base station
2. 2nd benchmark
3. 3. Reference radio antenna
4. 4th Tachymeterwagen
5. 5. Rover
6. 6. Tachymeter
7. 7. Tachymeter car radio antenna
8. 8. reflector carriage
9. 9. reflector car radio antenna
10. 10. Reflector
11. 11. torsion measuring device
12. 12. Elevation meter
13. 13. Gauge
14. 14. Evaluation unit
15. 15. Measuring beam
16. 16. Output device
17. 17. Power supply of Tachymeterwagens
18. 18. Power supply of the reflector trolley
19. 19. Tripod
20. 20. Sensor module for the track geometry
21. 21. Extension module for larger gauges
22. 22. Surveying module
23. 23. Running module
24. 24. Screws for module screwing
25. 25. Crossbar A
26. 26. Crossbar B
27. 27. Reflector carriage position at the first base measurement
28. 28. Reflector carriage position at the second base measurement
29. 29. Tendon between the base points
30. 30. Arrow heights of the individual measuring carriage positions
31. 31. Track body
32. 32. Tap first angle measurement
33. 33. Tap second angle measurement
34. 34. Interpolated angle
35. 35. Reception of route measurement result
36. 36. Direction of movement
37. 37. Data collection unit

Claims (9)

1. Method for track calibration, characterised in that

   a) a tachymeter (6) on a tachymeter car (4) continuously takes distance measurements and angle measurements with respect to a reflector (10) on a reflector car (8) and passes them to a data collection unit (37),

   b) the reflector car (8) detects measurement values of the track geometry using a twist measurement device (11), an elevation measurement device (12) and a track gauge measurement device (13), the data determined on the reflector car being received by a tachymeter car radio antenna (7),

   c) the determined coordinates are linked to the measurement values of the track geometry which are determined on the reflector car (8), and

   d) a base station is constructed by way of a known fixed point of a reference network, satellite-assisted position determination is carried out, and these position data are transmitted to the tachymeter car,

   e) the tachymeter car receives data from the base station via a radio link and determines a position of the tachymeter car by differential GPS using a GPS antenna for continuous position measurement by receiving satellite data on the tachymeter car via an evaluation unit (14), and, from the position data determined at the base station, determines the correction parameters for the measurement of the position of the tachymeter car by means of an evaluation unit (14),

   f) the position of the reflector car is determined by way of the corrected position of the tachymeter car,

   g) the position of the reflector car is linked to the measurement values of the twist measurement device (11), the elevation measurement device (12) and the track gauge measurement device (13), and the differences between the target position and actual position of the track geometry are provided in digital or analogue by way of an output device (16).
2. Method according to claim 1, characterised in that the base data are determined using a DGPS receiver system.
3. Method according to claim 1, characterised in that the base data are determined by way of a GPS receiver which has a means for receiving correction data of a reference network operator.
4. High-precision measurement system for small construction sites in track construction, characterised in that

   a) a twist measurement device (11), an elevation measurement device (12), a track gauge measurement device (13) and a reflector (10) are arranged on a reflector car (8), displaceable on the track, for determining measurement values of the track geometry, consisting of a reflector car radio antenna (9), a device module (20), a calibration module (22), an operating module (23) and/or an extension module for larger track gauges (21), and a data collection unit (37) is integrated, and

   b) on a tachymeter car (4), secured to the track, consisting of a device module (20), a calibration module (22), an evaluation unit (14) and an output device (16), a tachymeter car radio antenna (7) for receiving the data determined on the reflector car, an operating module (23) and/or an extension module for larger track gauges (21), in which, as well as a rover (5) for satellite-assisted position determination, a tachymeter (6) is arranged and a data collection unit (37) is integrated,

   c) a base station for satellite-assisted position determination, the tachymeter car radio antenna (7) being formed so as to receive data from the base station via radio,

   d) the evaluation unit (14) being suitable for determining the position of the tachymeter car by differential GPS and for determining the position of the reflector car by way of this position of the tachymeter car,

   e) and the evaluation unit (14) being suitable for linking the actual position of the reflector car to the measurement values of the track geometry, and

   f) the output device (16) being suitable for providing the difference between the target position and actual position of the track geometry.
5. High-precision measurement system for small construction sites in track construction according to claim 4, characterised in that the reflector car (8) and the tachymeter car (4) comprise extension modules (21) by means of which they can be adapted to different track gauges.
6. High-precision measurement system for small construction sites in track construction according to claim 5, characterised in that the extension module (21) is variably adjusted to the required track gauge of the track system by means of elements which can be displaced inside one another and subsequently rigidly adjusted.
7. High-precision measurement system for small construction sites in track construction according to any one of claims 4 to 6, characterised by a dead man' s brake for securing the tachymeter car (4).
8. High-precision measurement system for small construction sites in track construction according to any one of claims 4 to 7, characterised in that the evaluation unit (14) and the output device (16) are accommodated in weather-proof housings.
9. High-precision measurement system for small construction sites in track construction according to any one of claims 4 to 8, characterised in that the data collection unit has a low power consumption, is resistant to shocks and weathering effects, and is integrated into the car (4) and (8).

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