EP2895655B1 - Method and device for lateral copying at a rail - Google Patents

Description

The invention relates to a method for tracking a mounted on a rail vehicle device unit for analysis, for material removal or material application on laid rails in rail tracks to be crossed as for example rail joints, points and cross sections, but also level crossings and grooved rails.

The goal is a device unit tracked as exactly as possible on the rail profile. Such a method is described in claim 1 and dependent claims 2-6.

The rail processing for laid railway or subway rails or tram rails is, as in the patent EP0952255A1 mentioned, known. In general, the objectives are defined in all rail machining so that at the same time a maximum removal of flaws or cracks depending on the rail condition at the lowest possible material removal, and the best possible surface quality or dimensional accuracy in relation to the longitudinal or transverse profile can be achieved. Grinding applications here are more in the range of low removal rates, milling more in the range of larger delivery depths represented. Furthermore, planing applications for reprofiling rails are known.

The requirements in terms of machining accuracy and surface quality are always higher, especially in view of the low noise of the moving train due to the rolling noise to be minimized. This presents advanced and new challenges for the machining methods, especially with regard to the tracking of the machining tools, in order to meet the above requirements.

For exact tracking of the processing tools several solutions are known in the prior art, which can be divided into two subgroups in principle. On the one hand, fixed or adjustable guide elements, which deflect or set the machining tools in a forced manner, are used for the tracking, for example in the patents AT366437 such as DE3015230A1 mentioned. On the other hand, the rail position is determined by means of suitable measuring means, such as, for example, feeler elements or contactless measuring elements, and the machining tools are readjusted accordingly, as in the patents DD283850 such as EP0552473A1 shown. For driving over rail areas with rail gaps, such as points in the area of the frog point and at intersections in the area of the single and double frog point, also in the prior art, several solutions are known, such as the automatically controlled lifting of the processing tools by referring to the rail inside and outside sensors, as in the patent DD275837A5 , or a change to a page copy on the opposite rail of the strand or change to a page copy on the outside of the rail to be processed as in the patent AT510566B1 mentioned.

In order not to lose the exact position of the processing tools relative to the respective rail, an assignment to the rail inner edge of the respective rail to be machined is desirable. In particular, in order not to have to admit any quality losses with respect to the accuracy of the machining result, it is important to refer to a rail track, as varies by the manufacturing tolerances of the rails, the rail head width and leads to errors in a scan of the inside and outside.

Furthermore, when changing the two rails, the different track width, which is also subject to tolerances, should be considered as a source of error. These deviations can each amount up to a few millimeters and are not acceptable.

The processing of the rail should be aligned according to the relevant inner edge or the respective track channel of the rail.

Likewise, no automatic possibility is known from the prior art, which designates the end of a rail break and it is always up to the operator to bring the processing and / or analysis tools back into engagement.

This causes on the one hand increased attention of the staff, but also a relatively large non-machined area, since for safety reasons only after a safe leaving the track interruption is started again with the processing.

The aim of the present invention is therefore to solve these disadvantages of the existing systems and the associated problems in rail processing and / or rail analysis and to provide a method that optimal rail processing and / or rail evaluation by a controlled tracking of the respective device means controlled page copying or controlled page copying in particular by a timely detection of the rail gap and safe recovery after passing through the inclusion of the Radlenker and wing or tongue rail of the respective track channel in the control.

The process according to the invention is described below with reference to several examples and is characterized by claim 1 and the following claims 2 to 6.

In the method according to the invention, at least one side-facing element, as known in principle in the prior art, per rail track on each the inside of the respective rail arranged. The page-copy elements are assigned to the rail side surfaces or geometry-part regions of the rail inside and control the respective device associated with the rail unit independently. Here, as well known in the prior art, the button or sensor can be fixedly connected to the device unit. In practice, however, a measurement of the travels of the buttons or sensors has been found to be more useful, as programmatically low irregularities are easier to process and tracking the device unit if not desired or useful, can be easily prevented.

Furthermore, the position detection and tracking via non-contact systems, such as optical detection using a camera, laser or capacitive or inductive pickups is possible. Due to the size of larger device units is also also known that due to cramped space or Störgeometrien, such as when determining the rail position, programmatically both page settings depending on each other on both processing units can simultaneously influence.

For better understanding, only a rail track and the associated track channel will be discussed in the following explanations. The device of the opposite rail track performs independently of the first rail track depending on the requirements of analog or different processes by, for example, at the time of a derailment to determine the rail position a programmatic coupling of both device units of both rail tracks can be done.

Since when driving over a rail gap too much deflected measurement result is forwarded to the controller, and continue driving in the deflected position of the page copy when reaching a Störkante, eg the frog point or a rail joint edge, it will damage the mechanics of the page copy and distortion of the Processing in the cross-section can come at the rail processing, is a timely detection of rail interruption, the switch or intersection and safe return necessary after crossing the rail gap necessary.

The method according to the invention extends the page-copy elements described above by incorporating the further information from the track channel into the controller. This information can be used by the Radlenker, a wing or tongue rail, but also at level crossings or grooved rails for more precise positioning of device units. In this case, only the information from the assigned track channel of the rail to be processed and / or analyzed is primarily obtained. Furthermore, the method according to the invention by the information of the track channel also automatically determine the beginning of a switch by the detection of the tongue area, by the tongue rail or rail tongue, the sake of simplicity in sequence as a tongue rail, which is located at a distance from the rail.

This can be applied in several preferred embodiments, by means of which the invention is described in more detail.

To better explain the serve FIGS. 1 to 4 ,

• Figur 1 eine schematische Anordnung der Kopierelemente während einer Weichendurchfahrt nach einer erfindungsgemäßen Ausgestaltung
• Figur 2 eine schematische Anordnung der Kopierelemente während einer Weichendurchfahrt in einer zweiten erfindungsgemäßen Ausgestaltung
• Figur 3 eine schematische Seitenansicht eines Schienenkopfes mit einem angestellten Kopierelement und Darstellung der y-Achse
• Figur 4 eine schematische Seitenansicht eines Schienenkopfes und eines Radlenkers, wobei das Kopierelement am Radlenker angestellt ist.

It shows:

• FIG. 1 a schematic arrangement of the copy elements during a turnout passage according to an embodiment of the invention
• FIG. 2 a schematic arrangement of the copy elements during a turnout in a second embodiment of the invention
• FIG. 3 a schematic side view of a rail head with a hired copying element and representation of the y-axis
• FIG. 4 a schematic side view of a rail head and a Radlenkers, wherein the copying element is employed on the Radlenker.

10

... Schiene

11

... Schieneninnenseite

12

... Spurkanal

13

... Innenseite eines Radlenkers

20

... Kopierelement

30

... Radlenker

31

... Flügelschiene

32

... Herzstück

33

... Zungenschiene

It designates:

10

... rail

11

... rail inside

12

... track channel

13

... inside of a Radlenker

20

... copy element

30

... bicycle handlebars

31

... wing rail

32

... centerpiece

33

... tongue rail

For the sake of clarity, page copying elements (20) are used.

These are, on the one hand, feeler elements, but also non-contact sensors which mechanically link the position information or forward it electronically to a processing tool, a setting device, an analysis device or a controller.

The employment and the withdrawal of these elements can spring-loaded, but also pneumatic, hydraulic or servo motor, or even the different variants combined done. It can, for example, the spring-loaded pressing, the withdrawal done by servo motor or in any other combinations.

For feeler elements, these can be designed as rollers, levers or sliding elements.

The respective position of the side copy element (20) can be seen relative to the rail (10) in the y direction. A deviation results from a movement in the y-direction during a defined feed of the rail vehicle, which lies outside a certain range of a possible rail curve. If this deviation in the y direction lies above a certain path to be defined, this is referred to as the predefined limit of intervention which can trigger a reaction.

The page copy serves the device unit for exact positioning to the rail (10).

This device unit may be an analysis unit for determining the quality of the rail (10), in particular a camera for image acquisition, a sensor for detecting cracks, as well as a sensor for determining the surface roughness and / or ripple.

Likewise, the device unit may also be a material application device. Under material order are, for example, welding devices, but also to understand other material application devices.

Furthermore, the device unit may be a material removal device. In particular, processing methods such as grinding, milling and planing for material removal are mentioned here.

On a rail vehicle, of course, several different or similar device units can be constructed.

Under track channel (12) is the space from the rail side contour in the direction of track center to see. This track channel (12) is particularly in the FIGS. 3 and 4 seen.

In the area of an undisturbed rail track (10), this is only important for tram rails, that is usually for grooved rails. In railway or subway rails of this track channel (12), which extends in a width of up to 150mm from the rail (10) to the track center at turnouts and intersections, as well as at railway overpasses interesting because here additionally by occurring Wing or tongue rails (31, 33), Radlenker (30) and other structural elements information about the track condition can be made.

The side-copy element (20) is designed in the direction of the rail inner edge (11) such that both the inside of the rail (10) to be machined and the inside of the track channel (12) of the rail side (30) or wing rail side (31) associated with the rail (10). , ie in the direction of the track center, can be scanned. If there is an increased deviation when passing through the rail track (10) (reaching a defined intervention limit), this is due to an irregularity in the rail track (10). Thus, the side (20) at a rail gap lead to an increased measurement deflection and then deflected in the opposite direction to the track center out that it comes on the Radlenkerseite (30) or wing rail side (31) to the plant. Thus, the page overlay (20) is protected from the next impurity such as the frog tip (32).

If there is no installation of the page copy (20) and the page copy (20) is deflected to a defined end position in the direction of track center, it is in this case when crossing the rail gap to no track channel crossing as the heart (32) of a switch or for example, the single-heart piece (32) or double-heart piece of an intersection, but due to a failure to reach a run-up contour to a driving over a rail joint gap. By recording a feed movement of the rail vehicle from min. 50mm, that Normally already covered by the reaction time and movement time, the page copy (20) can be re-applied to the rail (10).

Upon reaching a wing rail (31) or a Radlenkers (30), the page copy (20) each remain up to a predefined limit of engagement at the Spurkanalinnenseite (13). When the second limit of engagement is reached, that is, the side coping at the end of the wing rail (31) moves farther to the track center, the rail break has been successfully overrun and thus the side coping (20) can again be securely applied to the inside of the rail (11). If, in the case of a double frog, this position of maximum deflection towards the track center occurs a second time in relation to a defined trajectory resulting from the track and intersection, the double-frog area has just been left behind. The page copy (20) is immersed in the track area of the counter track. A provision can also be made again. This is represented by another switchover. The page copy (20) is now again on the inside of the rail to be processed (11).

During this crossing, the device can continue to stand in the engaged position, ie in function, or in a retracted position without engagement with the rail (10).

Since, for example, in the common rail system in Europe, the track channel (12) is specified at Radlenkern (30) in standard gauge with 34mm, a constructive design of a mechanical Seitenkopierungsgleitelements (20) with the necessary lateral play to a maximum width of about 30mm as appropriate to consider. This sliding element (20) can be used separately or in one piece for abutment with the rail inner edge (11) as well as track channel inner edge of the Radlenkers (13) or the wing rail (31). Furthermore, the copying element (20) can also be designed as a roll.

The Seitenkopierelement (20) is also carried out so that the employment of the rail head inside (11) and the employment of the inside of the track channel (12) of the Radlenkers (30) and the wing or tongue rail (31, 33) by two from each other separate or combined feeler elements (20) is shown.

This results in the method to the effect that by the employed Tastelement (20) in the direction of the Radlenkers (30) and the wing rail (31) before reaching the rail interruption in the region of the heart (32) or in the region of the double frog it already at the beginning to a deflection movement of the probe element (20) through the inlet region of the Radlenkers (30) and the wing rail (31) but also when reaching a tongue rail (33). It is the inner button (20), which is in the undisturbed track (10) without function, deflected in the direction of the associated rail inner edge (11). This is to be expected with the passage, for example, a Radlenkers (30) or a wing or tongue rail (31, 33).

The measurement results between the strut (30) or wing or tongue rail (31, 33) and inner rail side (11) can be observed and assessed accurately dimensionally. Already now, or at the latest at a drift of the rail inside (11) can be reacted immediately with a Abrückbewegung the page copy (20) of the rail inside (11). If there is no interruption to the rail when the wing or tongue bar scan (30, 31, 33) is engaged, i. the fact that the inside of the rail of the rail (10) does not change its position, it is a pure Radlenkeranordnung (30) or tongue rail area (33) or a railroad crossing with continuous rail (10). If a tongue rail (33) is recognized due to the dimensional change of the contour and the remaining rail track side remaining free, then the delivery or return of the machining tools or device can be influenced. If this is not the case no further reaction is necessary.

If the feeler element (20) on the wheel guide (30) or on the wing rail (31) is deflected again to a predefined dimension in the direction of the track center, the Leave center piece area (32) again safely and the page copy (20) can be applied again to the inside (11) of the rail to be machined (10). In addition, this may also be a Doppelherzstückbereich. For safety, therefore, the page copy (20) on the Radlenker (30) and the wing rail (31) is brought into a distant retreat position and only after a traverse of the rail vehicle of about 500 mm employed again. In order to increase the size of the side cover (20) as already mentioned above, the sensing elements (20) on both the rail (10) and the Radlenker (30) or wing or tongue rail (31, 33) are arranged obliquely and also to scan or record a transition region between the side surface and the radius of the rail head profile. The sensing elements (20) have in this embodiment only a sliding area and can back in rail gaps in a secured retreat position. In the withdrawn state, the respective adjacent button (20) takes control of the determined measurement results.

Furthermore, the side scan both the inside of the rail (11) and the inside of the track channel (12) on the wing or tongue rail side (31, 33) and Radlenkerseite (30) are supplemented to the effect that via a seen in the direction of travel sensor or button , which is arranged vertically and can determine from above a rail interruption, the control of the Abrückbewegungen is adopted.

Both areas, so the rail inner edge (11), as well as the inner edge of additional fittings in the track channel (12) (wing or tongue rails (31, 33), Radlenker (30) / level crossings / ..) are characterized by a double-acting and in the width variable side copy element (20) detected. Such an element (20) can scan both sides simultaneously and is variable in width. The variable width causes, for example in a Radlenker (30), the first engagement takes place in the conical inlet zone, then the width is reduced according to the track channel width and the width increases again at the conical outlet.

The method is particularly suitable in the current state of the art in terms of point or intersection processing because the core sections (32) are excluded from machining, for example, according to DB Directive RIL 824.4016 by mobile rail processing machines and timely recognition of these areas for initiation suitable Traversing movements of the machining tools can be used automatically. Furthermore, according to the invention, the crossing of the frog areas (32) with a rail vehicle with devices for rail processing and / or analysis can be realized such that both the rail position to the slightly retracted devices is still known and an immediate reuse after the critical area again automatically can be recognized and initiated. A renewed Aufgleisen the device units with a new rail search is not necessary. Furthermore, the method according to the invention does not require any change to a track channel foreign, e.g. Outside of the rail (10) or opposite rail (10) take place. Furthermore, however, a tongue region (33) of a switch can also be detected automatically and corresponding measures can be initiated on the device.

In a further variant of the invention, the method already described is extended to the effect that an approximate position relative to the rail (10) can also be represented in the region of rail interruptions, in particular in the case of frogs (32). This is inventively achieved so that at least two side-copy elements (20) based on the same rail (10) are executed one behind the other. When entering a switch or intersection, the elements of two side coverings rest on the same rail inner edge (11). The copy elements (20) can be designed again as described above. The positions of the scanning elements (20) in the y-direction are determined on the basis of the actual positions and continuously compared. over a predefined engagement window can be found immersing in a rail gap. This intervention window results from a corresponding deviation of the y-position at a defined right of way. Furthermore, the previously described vertically arranged sensors or buttons for detecting the rail gaps can also be used here. The successively arranged side coverings are arranged at a distance from each other so that a maximum gap without loss of the rail inner edge (11) can be easily passed over. If a pushbutton (20) is in the position of a rail gap, the control of the device is switched over to the further pushbutton (20) remaining on the inner rail edge (11). Only when the first copy element (20) has been reset to the inner rail edge (11), the measurement signal is used again by this for the control. By detecting the frog tip (32) by the described additional vertical button or sensors can be done early recovery of the first page copy (20). As a result, the distance between the successively arranged side coverings (20) slightly above the max. occurring gap spacing can be selected. This gap is usually at max. 1600 mm.

In a further preferred embodiment variant of the method according to the invention, three or more side-copying elements (20) are arranged one behind the other per rail track (10) and relative to the same rail inner edge (11). The execution and the sequence is carried out as in the variants described above, wherein the page copy (20), which performs the actual position control of the device unit, at least one page copy (20) before and at least one further page copy (20) is connected downstream. By this arrangement, the Nachführbewegung and accuracies can be improved to the effect that the rail gap can be run over even in the engaged position of the device unit. In this case, the required information can always be supplied by a copying element (20) lying on the inside of the rail (10).

It is of course also possible the described embodiments in a rail vehicle, which of course also several device units may have to combine with different variants of the rail copying.

Furthermore, only one or more device units can be equipped with the side-print (20) and other device units built on the vehicle can be controlled via known systems.

It is also possible in the direction of travel in front of the side coverings and / or the device units to use so-called track channel scavengers which eliminate or at least detect unforeseen foreign bodies that do not belong to the track system.

Thus, with the present invention, it is possible to provide optimal tracking of device units, and therefore to ensure optimum track control and repair even over areas with rail gaps.

Claims (6)

1. Method for tracking a device unit, which is mounted on a rail vehicle, for analysis, material removal or material application on laid rails (10) with rail gaps to be travelled over, comprising at least one copying element (20) for detecting the position of the rail head inner side (11), characterised in that for the purpose of lateral copying on a laid rail (10) the copying element (20), which has feeler elements for positioning against the rail head inner side (11) and against the inner side (13) of fixtures (30, 31, 33) in the track channel (12), is dual acting and variable in width and, in the event of a measurement deviation above a predefined engagement limit, scans the inner side (13) of fixtures (30, 31, 33) in the track channel (12) in the direction of the track centre, and in turn, in the event of a measurement deviation above a second predefined engagement limit, scans the position of the rail head inner side (11).
2. Method as claimed in claim 1, characterised in that at least two copying elements (20) which are arranged in pairs scan both the inner edge of the rail head (11) and also the inner edge (13) of an occurring check rail (30) or a wing rail or tongue rail (31, 33).
3. Method as claimed in any one of claims 1 or 2, characterised in that at least one copying element (20) is used which can simultaneously provide geometry information from both sides of the track channel (12).
4. Method as claimed in any one of claims 1 to 3, characterised in that at least two copying elements (20) which are arranged one behind the other each scan the rail inner edge (11).
5. Method as claimed in any one of claims 1 to 4, characterised in that in each case at least one copying element (20) is arranged upstream of the device unit and at least one further copying element is arranged downstream of the device unit as seen in the advance direction.
6. Method as claimed in any one of claims 1 to 5, characterised in that further information is determined with additional vertical sensors.

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