EP3746346B1 - Véhicule ferroviaire et procédé de mesure d'une voie ferrée - Google Patents

Véhicule ferroviaire et procédé de mesure d'une voie ferrée Download PDF

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Publication number
EP3746346B1
EP3746346B1 EP19700195.1A EP19700195A EP3746346B1 EP 3746346 B1 EP3746346 B1 EP 3746346B1 EP 19700195 A EP19700195 A EP 19700195A EP 3746346 B1 EP3746346 B1 EP 3746346B1
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Prior art keywords
measuring
track
rail vehicle
coordinate system
measuring platform
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EP19700195.1A
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German (de)
English (en)
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EP3746346A1 (fr
Inventor
Bernd Metzger
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Plasser und Theurer Export Von Bahnbaumaschinen GmbH
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Plasser und Theurer Export Von Bahnbaumaschinen GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61K—AUXILIARY EQUIPMENT SPECIALLY ADAPTED FOR RAILWAYS, NOT OTHERWISE PROVIDED FOR
    • B61K9/00—Railway vehicle profile gauges; Detecting or indicating overheating of components; Apparatus on locomotives or cars to indicate bad track sections; General design of track recording vehicles
    • B61K9/08—Measuring installations for surveying permanent way
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/04—Control, warning or like safety means along the route or between vehicles or trains for monitoring the mechanical state of the route
    • B61L23/042—Track changes detection
    • B61L23/047—Track or rail movements
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes
    • E01B35/06—Applications of measuring apparatus or devices for track-building purposes for measuring irregularities in longitudinal direction

Definitions

  • the invention relates to a rail vehicle with a vehicle frame that can be moved on rails of a track, supported on rail chassis, comprising a first measuring platform with a first inertial measuring system for detecting a track course and a first spatial curve.
  • the invention relates to a method for measuring a stretch of track using the rail vehicle.
  • Track measuring vehicles are used that are set up to record the current track geometry of a track section. Maintenance measures are planned and carried out on the basis of collected measurement data.
  • a wide variety of sensors are used as measuring devices, which record both the track itself and the track environment. The latter is done, for example, by means of camera systems that are arranged on the track measuring vehicle.
  • inertial Measurement Unit Inertial Measurement Unit
  • IMU Inertial Measurement Unit
  • Such an inertial measuring system is described in the journal Eisenbahningenieur (52) 9/2001 on pages 6-9. Also the DE 10 2008 062 143 B3 and the DE 195 32 104 C1 describe an inertial measuring principle for detecting a track position.
  • the invention is based on the object of specifying improvements over the prior art for a rail vehicle and a method of the type mentioned at the outset.
  • a second measuring platform is arranged on the rail vehicle, which comprises a second inertial measuring system and at least one sensor device for detecting surface points of a track section.
  • the movement of the sensor device in three-dimensional space is recorded in a simple manner with the second measuring platform and the second inertial measuring system. In this way, the measurement data recorded with the sensor device can be spatially assigned exactly.
  • a computer is arranged directly on the rail vehicle, to which measurement data from the inertial measurement systems and the sensor device are fed and which is set up to transform coordinates of the surface points from a coordinate system of the second measurement platform that is moved along with the sensor device into a coordinate system of the first measurement platform that follows the course of the track.
  • the surface points detected with the sensor device are related to the course of the track. This means that statements can be made immediately about the position of detected objects in relation to the course of the track.
  • an evaluation device is arranged on the rail vehicle, which is set up to compare the coordinates of the surface points in the coordinate system of the first measuring platform with a predetermined clearance gauge of the track section.
  • An advantageous embodiment of the invention provides that the first measuring platform is arranged on one of the rail carriages. This allows the course of the track to be recorded easily using the first inertial measuring system.
  • the first measuring platform comprises a measuring frame which is arranged on the wheel axles of the rail undercarriage and on which the first inertial measuring system is arranged.
  • the movements of the first inertial measuring system in three-dimensional space thus remain unaffected by resilient relative movements of the rail undercarriage.
  • the longitudinal gradients of the track are recorded immediately.
  • At least two position measuring devices for determining the position of the measuring frame relative to the rails of the track are arranged on the measuring frame. The exact position of the measuring frame relative to the rails is thus continuously recorded and taken into account when determining the course of the track by means of the first inertial measuring system.
  • the second measuring platform is arranged on a front side of the rail vehicle. In this way, a wide area surrounding the rail vehicle can be detected with just a few sensors.
  • the sensor device includes a laser scanner for detecting the surface points as a point cloud.
  • a precise and high-resolution detection of the surfaces of the track and its surroundings can be realized by means of such a sensor. Redundant or complementary rotary and line scanners increase the accuracy and quality of the measurement data.
  • the method according to the invention for measuring a stretch of track with an aforementioned rail vehicle provides that the course of the track - in particular as a movement course of a coordinate system of the first measuring platform - is recorded by means of the first inertial measuring system, that a movement course of the sensor device is recorded by means of the second inertial measuring system - in particular as a Course of movement of a coordinate system of the second measuring platform - is recorded and that surface points of the track section are recorded by means of the sensor device.
  • coordinates of the surface points are transformed from a coordinate system of the second measuring platform that is moved along with the sensor device into a coordinate system of the first measuring platform that follows the course of the track. This is done either online using a computer carried on the rail vehicle or offline in a remote system center.
  • coordinates of the surface points are included in the coordinate system of the first measuring platform compared to a gauge of the track section. In this way, clearance profile violations are automatically detected.
  • a surface point exceeding the clearance gauge is displayed in an output device. This takes place either directly in the rail vehicle or in a system center in order to be able to prevent dangerous situations.
  • a rail vehicle 2 travels along the track 1 in a measuring direction 3 .
  • a first measuring platform 5 is arranged on a front rail chassis 4 .
  • This first measuring platform 5 expediently comprises a measuring frame 6 which is fastened to axles of the rail undercarriage 4 designed as a bogie.
  • two position measuring devices 8 can be attached to the first measuring platform 5 for each rail 7 of the track 1 in order to detect movements of the first measuring platform 5 relative to the rails 7 .
  • the respective position measuring device 8 includes, for example, a laser directed onto the rail 7 and a camera for detecting the laser projection.
  • a first inertial measuring system 9 is set up on the first measuring platform 5 and records a first spatial curve 10 in relation to an inertial reference system x i , y i , z i .
  • This first spatial curve 10 runs at a known distance parallel to a track axis 11 which runs symmetrically between the inner edges of the two rails 8 . A relative course of the track is thus determined.
  • a coordinate system x g , y g , z g of the first measurement platform 5 is along this first space curve 10 moves. If necessary, the position measuring devices 8 are used to record the spatial curve for each rail 7 of the track 1.
  • a second measuring platform 14 is arranged on a front side 13 of the rail vehicle 2 and is rigidly connected to a vehicle frame 12 .
  • a second inertial measuring system 15 for detecting a second space curve 16 is attached to this second measuring platform 14 .
  • a coordinate system x s , y s , z s of the second measurement platform 14 is moved along the second space curve 16 .
  • each inertial measurement system 9, 15 three accelerometers and three yaw rate sensors are orthogonally combined.
  • the relative position to the inertial reference system x is determined from the measured rotation rates of the respective inertial measuring system 9, 15, which are given in the associated co-moving coordinate system x g , y g , z g or x s , y s , z s i , y i , z i determined.
  • the second measuring platform 14 serves as a carrier for a sensor device 17 which is designed to detect surface points P of a track section 18 to be checked.
  • a sensor device 17 which is designed to detect surface points P of a track section 18 to be checked.
  • the position of these objects 19-22 with respect to the coordinate system x s , y s is initially known , z s of the second measuring platform 14 can be determined.
  • the sensor device 17 comprises a plurality of laser scanners, for example two 2D rotary scanners 23 and two 2D area scanners 24. With a known traveling speed of the rail vehicle 2, the measurement result is a three-dimensional point cloud. Their resolution can be varied by adjusting the scanning rates of the scanners 23, 24 and the driving speed. The coordinates of the individual surface points P of this point cloud are stored in a computer 25 with respect to the coordinate system x s , y s , z s of the second measurement platform 14 .
  • the computer 25 is used to transform the coordinates of the surface points P from the coordinate system x s , y s , z s of the second measuring platform 14 moved with the sensor device 17 into the dem Track course following coordinate system x g , y g , z g of the first measuring platform 5 set up.
  • a distance A between the two inertial measuring systems 9, 15 and the known driving speed are taken into account in order to synchronize the measured values of the two inertial measuring systems 9, 15.
  • the coordinate transformation is in 2 illustrated.
  • the coordinate system x s , y s , z s of the second measuring platform 14 is converted into the coordinate system x g , y g , z g of the first measuring platform 5 , with the inertial reference system x i , y i , z i serving as a common basis.
  • Rail vehicle 2 is in 3 shown in a plan view and is located at the entrance to a curve in the track section 18.
  • the 2D rotation scanner 23 scans the track 1 and the objects 19-22 located next to it in a helical manner during forward travel.
  • the detected surface points P correspond to a profile of the track environment.
  • This point cloud is supplemented with surface points P, which are recorded using the 2D area scanner 24 .
  • the 2D area scanners 24 are aimed at areas that lie in a visual shadow of the 2D rotary scanner 23 .
  • the two inertial measuring systems 9, 15 While driving through the curve, the two inertial measuring systems 9, 15 record different spatial curves 10, 16. In particular, the swinging out of the vehicle area in front of the front rail chassis 4 causes a significant deviation. In 4 the two space curves 10, 16 are superimposed as seen from above, with the origin points 0 g , 0 s of the two co-moving coordinate systems x g , y g , z g or x s , y s , z s being synchronized using the known distance A and the driving speed are.
  • each detected surface point P are the coordinates x p s , y p s in the coordinate system x s , y s , z s of the second measuring platform 14 in coordinates xp, y p G in the coordinate system x g , y g , z g of the first measurement platform 5 can be transformed.
  • the transformed coordinates x p G , y p G of the respective surface point P indicate the position with respect to the course of the track or the track axis 11.
  • the results of the coordinate transformation are used in particular for checking clearances.
  • those surface points P are taken into account whose x-coordinate (in the longitudinal direction of the track) in the co-moving coordinate system x g , y g , z g of the first measuring platform 5 is equal to zero.
  • the y-coordinates and z-coordinates of these surface points P are compared with limit values of a clearance gauge to be maintained.
  • a clearance gauge is exceeded if a surface point P lies within the specified clearance gauge.
  • the corresponding y-coordinate or z-coordinate is then less than a specified clearance gauge limit value.
  • excess clearance gauges are displayed in a control center. Immediate display in an output device 26 of the rail vehicle 2 is also useful.
  • the computer 25 is advantageously set up as an evaluation device for an online comparison of the coordinates of the surface points P with the clearance profile limit values.
  • a path measuring device 27 or a GNSS receiver is arranged on the rail vehicle 2 .
  • a fixed point measuring device attached to the rail vehicle 2 is useful in order to determine an absolute position relative to fixed points located next to the track 1 .
  • a further advantage of the invention is given by the fact that the surface points P of the inner rail edges are also detected by means of the sensor device 17 . This allows the course of the track to be determined using the described coordinate transformation. This can be done offline, for example after a measurement run, in order to check the accuracy of the course of the track recorded by means of the first measurement platform 5 .
  • the present invention thus includes redundant systems for determining the course of the track.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
  • Length Measuring Devices With Unspecified Measuring Means (AREA)
  • Length Measuring Devices By Optical Means (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Claims (12)

  1. Véhicule ferroviaire (2) avec un châssis de véhicule (12) qui peut être déplacé sur des rails (7) d'une voie ferrée (1) de manière appuyée sur des mécanismes de roulement ferroviaires (4), comprenant une première plate-forme de mesure (5) avec un premier système de mesure d'inertie (9) pour la détection d'un tracé de voie et d'une première courbe spatiale (10), caractérisé en ce qu'une seconde plate-forme de mesure (14) qui comprend un second système de mesure d'inertie (15) pour la détection d'une seconde courbe spatiale (16) et au moins un dispositif de capteur (17) pour la détection de points superficiels (P) d'un parcours de voie (18) est disposée sur le véhicule ferroviaire (2), dans lequel le déplacement du dispositif de capteur (17) dans l'espace tridimensionnel est détecté avec le second système de mesure d'inertie (15).
  2. Véhicule ferroviaire (2) selon la revendication 1, caractérisé en ce qu'un ordinateur (25), auquel des données de mesure des systèmes de mesure d'inertie (9, 15) et du dispositif de capteur (17) sont acheminées et qui est configuré pour la transformation de coordonnées des points superficiels (P) d'un système de coordonnées (xs, ys, zs) entraîné avec le dispositif de capteur (17) de la seconde plate-forme de mesure (14) en un système de coordonnées (xg, ys, zg) suivant le tracé de voie de la première plate-forme de mesure (5), est disposé sur le véhicule ferroviaire (2).
  3. Véhicule ferroviaire (2) selon la revendication 2, caractérisé en ce qu'un dispositif d'évaluation, qui est configuré pour la comparaison des coordonnées des points superficiels (P) dans le système de coordonnées (xg, yg, zg) de la première plate-forme de mesure (5) à un profil d'espace libre prédéfini du parcours de voie (18), est disposé sur le véhicule ferroviaire (2).
  4. Véhicule ferroviaire (2) selon une des revendications 1 à 3, caractérisé en ce que la première plate-forme de mesure (5) est disposée sur un des mécanismes de roulement ferroviaires (4).
  5. Véhicule ferroviaire (2) selon la revendication 4, caractérisé en ce que la première plate-forme de mesure (5) comprend un cadre de mesure (6) disposé sur des essieux du mécanisme de roulement ferroviaire (4), sur lequel le premier système de mesure d'inertie (9) est disposé.
  6. Véhicule ferroviaire (2) selon la revendication 5, caractérisé en ce qu'au moins deux dispositifs de mesure de position (8) pour la détermination de la position du cadre de mesure (6) par rapport aux rails (7) de la voie ferrée (1) sont disposés sur le cadre de mesure (6).
  7. Véhicule ferroviaire (2) selon une des revendications 1 à 6, caractérisé en ce que la seconde plate-forme de mesure (14) est disposée sur un côté frontal (13) du véhicule ferroviaire (2).
  8. Véhicule ferroviaire (2) selon une des revendications 1 à 7, caractérisé en ce que le dispositif de capteur (17) comprend un scanner laser (23, 24) pour la détection des points superficiels (P) en tant que nuage de points.
  9. Procédé de mesure d'un parcours de voie (18) au moyen d'un véhicule ferroviaire (2) selon une des revendications 1 à 8, caractérisé en ce que le tracé de voie est détecté, notamment en tant que tracé de déplacement d'un système de coordonnées (xg, yg, zg) de la première plate-forme de mesure (5), au moyen du premier système de mesure d'inertie (9) du tracé de voie, qu'un tracé de déplacement du dispositif de capteur (17) est détecté, notamment en tant que tracé de déplacement d'un système de coordonnées (xs, ys, zs) de la seconde plate-forme de mesure (14), au moyen du second système de mesure d'inertie (15), et que des points superficiels (P) du parcours de voie (17) sont détectés au moyen du dispositif de capteur (17).
  10. Procédé selon la revendication 9, caractérisé en ce que des coordonnées des points superficiels (P) sont transformées d'un système de coordonnées (xs, ys, zs) entraîné avec le dispositif de capteur (17) de la seconde plate-forme de mesure (14) en un système de coordonnées (xg, yg, zg) suivant le tracé de voie de la première plate-forme de mesure (5).
  11. Procédé selon la revendication 10, caractérisé en ce que des coordonnées des points superficiels (P) dans le système de coordonnées (xg, yg, zg) de la première plate-forme de mesure (5) sont comparées à un profil d'espace libre du parcours de voie (17).
  12. Procédé selon la revendication 11, caractérisé en ce qu'un dépassement de profil d'espace libre d'un point superficiel (P) est affiché dans un dispositif de sortie (26).
EP19700195.1A 2018-02-02 2019-01-02 Véhicule ferroviaire et procédé de mesure d'une voie ferrée Active EP3746346B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA29/2018A AT520526B1 (de) 2018-02-02 2018-02-02 Schienenfahrzeug und Verfahren zum Vermessen einer Gleisstrecke
PCT/EP2019/050013 WO2019149456A1 (fr) 2018-02-02 2019-01-02 Véhicule ferroviaire et procédé de mesure d'une voie ferrée

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EP3746346A1 EP3746346A1 (fr) 2020-12-09
EP3746346B1 true EP3746346B1 (fr) 2023-03-08

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US (1) US11912317B2 (fr)
EP (1) EP3746346B1 (fr)
JP (1) JP7247206B2 (fr)
KR (1) KR20200111673A (fr)
CN (1) CN111587202B (fr)
AT (1) AT520526B1 (fr)
AU (1) AU2019216197B2 (fr)
CA (1) CA3087478A1 (fr)
EA (1) EA039709B1 (fr)
ES (1) ES2945477T3 (fr)
PL (1) PL3746346T3 (fr)
WO (1) WO2019149456A1 (fr)

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KR20200111673A (ko) 2020-09-29
CN111587202B (zh) 2023-07-18
EA039709B1 (ru) 2022-03-03
US11912317B2 (en) 2024-02-27
AU2019216197B2 (en) 2024-04-11
EP3746346A1 (fr) 2020-12-09
ES2945477T3 (es) 2023-07-03
AU2019216197A1 (en) 2020-07-02
JP7247206B2 (ja) 2023-03-28
AT520526B1 (de) 2019-05-15
WO2019149456A1 (fr) 2019-08-08
US20200361502A1 (en) 2020-11-19
PL3746346T3 (pl) 2023-07-10
JP2021512813A (ja) 2021-05-20
EA202000159A1 (ru) 2020-11-30
CA3087478A1 (fr) 2019-08-08
CN111587202A (zh) 2020-08-25
BR112020012799A2 (pt) 2020-11-24
AT520526A4 (de) 2019-05-15

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