EP3841250B1 - Verfahren zur automatischen lagekorrektur eines gleises - Google Patents

Verfahren zur automatischen lagekorrektur eines gleises Download PDF

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Publication number
EP3841250B1
EP3841250B1 EP19756091.5A EP19756091A EP3841250B1 EP 3841250 B1 EP3841250 B1 EP 3841250B1 EP 19756091 A EP19756091 A EP 19756091A EP 3841250 B1 EP3841250 B1 EP 3841250B1
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EP
European Patent Office
Prior art keywords
track
tamping
individual
rail
correction
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Active
Application number
EP19756091.5A
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German (de)
English (en)
French (fr)
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EP3841250A1 (de
Inventor
Bernhard Lichtberger
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HP3 Real GmbH
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HP3 Real GmbH
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    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B27/00—Placing, renewing, working, cleaning, or taking-up the ballast, with or without concurrent work on the track; Devices therefor; Packing sleepers
    • E01B27/12—Packing sleepers, with or without concurrent work on the track; Compacting track-carrying ballast
    • E01B27/13—Packing sleepers, with or without concurrent work on the track
    • E01B27/16—Sleeper-tamping machines
    • E01B27/17—Sleeper-tamping machines combined with means for lifting, levelling or slewing the track
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B29/00—Laying, rebuilding, or taking-up tracks; Tools or machines therefor
    • E01B29/04—Lifting or levelling of tracks
    • 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

Definitions

  • the invention relates to a method for automatically correcting the position of a track made up of rails and sleepers using a track tamping machine.
  • Tamping units of track tamping machines use tamping tools to penetrate the ballast of a track bed in the area between two sleepers (intermediate compartment) in the area where the sleeper rests in the ballast under the rail and compact the ballast through dynamic vibration of the tamping picks between the opposing tamping picks that can be positioned opposite one another.
  • rock flour collects (abrasion of the gravel grains under traffic load). This leads to, that there are different ballast conditions and stiffnesses from sleeper to sleeper. Depending on the stiffness of the ballast under the sleeper, there are different depressions under the wheel loads.
  • the wheels react to this with wheel force fluctuations which, on the one hand, have a negative effect on the running behavior of the trains and, on the other hand, place high demands on the track and the vehicles. This increases wear on the wheels and undercarriage. It also leads to a rapid deterioration in the quality of the track geometry.
  • a single fault is often triggered by a singular track discontinuity, such as an uneven rail joint or a hollow sleeper. Trains driving over this bump exert high dynamic forces. As a result, the ballast under these areas is subjected to high loads, breaks at the edges, rounds out, and the fines fill the cavities between the grains of ballast. The error not only increases, but also extends longitudinally because of the wheel-rail interaction. As a result of the excited car bodies (bending and rebounding stimulated by the track error), subsequent individual errors occur with a typically lower and decreasing error level.
  • the left and right rails are only stuffed on the respective error length of the individual rail side. If these errors are significantly offset from one another in the longitudinal direction, a twisting error is introduced.
  • the procedure begins with correcting the position by tamping the track at the determined starting point (at the high point) without lifting. It is known from investigations that even with tamping without lifting, a settlement of 5mm occurs under the tensile loads. This results according to the method EP1 028 193 B1 up to four consecutive twisting errors (calculated with the usual twisting basis of 3m) of up to 5mm each.
  • the intervention threshold that requires a track correction is close to this value.
  • the track geometry left behind would therefore already be borderline in terms of torsion.
  • the beginning and the end of the stuffing is placed exactly on the high point.
  • the high point of the track is formed by particularly solid sleepers. If these remain in their extremely firm support, then after tamping there is a sudden transition between hard (before the track defect) and soft (along the length of the track defect). This maintains the high dynamic wheel-rail interaction. The corrected error will quickly recur.
  • Another disadvantage is that the use of multiple tamping or the choice of tamping parameters is left to the machine operator and he can proceed as he sees fit.
  • the current ballast condition is not recorded and is not included in the planning of the design of the track target geometry.
  • Tamping units with a fully hydraulic tamping drive are also known, which record the bed hardness by measuring the compaction force and the compaction path. By recording the hardness of the bedding and the compaction (compacting force) of the ballast achieved by the tamping, these provide information about the contamination of the ballast and the condition of the ballast. If, for example, only a low compaction force is measured when tamping (typically 10-30 kN compaction force, bed hardness ⁇ 150 Nm), then the ballast there is crushed and rounded. Sufficient interlocking of the gravel grains cannot be achieved. The stuffing will have no shelf life. The corrected individual error will develop again shortly (typically within 1-2 million Lto). Depending on the extent of the error, multiple stuffing is used according to the state of the art. For a track elevation of more than 40mm, e.g. double tamping or from 60mm three tampings on the same sleeper.
  • WO2018082798 From the WO2018082798 (A1) a method for correcting vertical position errors of a track by means of a track tamping machine and a dynamic track stabilizer is known, starting from a detected actual track position a lift value is specified for a processed track section, with which the track is raised and tamped into a provisional lifted track layer and then lowered into a resulting final track layer by means of dynamic stabilization.
  • a smoothed actual position is formed from a course of the actual track position and a lift value is specified for the processed track section as a function of the course of the actual track position with regard to the smoothed actual position.
  • Another method for correcting the position of a track which consists of track sections arranged next to one another and branch tracks connecting them to one another, consists of EP 0 930 398 (A1 ) is known, with the track position correction being carried out with synchronous elevation and/or lateral displacement on the basis of track correction values determined from the desired and actual position.
  • the invention is therefore based on the object of specifying a method for correcting the track geometry of extreme longitudinal height individual errors which significantly increases the durability of the track geometry of the corrected individual errors compared to the previously known methods and offers the possibility of predicting the durability through objective measurement.
  • the amplitude and phase-accurate, non-distorted height profile of the left and right rails, the directional error and superelevation are measured using an inertial measurement system or a north-based navigation measurement system.
  • the method can be extended by test tamping to determine the bedding hardness with the tamping unit.
  • test tamping e.g. after measuring the track geometry, a test tamping without lifting is carried out in the now known error area to determine the hardness of the ballast bed and the compaction force and thus the condition of the ballast.
  • the track can then be lifted to achieve better durability.
  • the worn ballast can be removed if necessary with the machines carried along and replaced with new ones in order to be able to rule out a recurrence of the fault in the track.
  • the condition of the ballast (bed hardness, compaction force) can be measured and recorded at each sleeper during the track geometry correction. These values can be used to make a prediction about the durability of the track geometry in the area where the individual error has been rectified. This measurement data can then be used to plan the replacement of ballast under sleepers with worn ballast, so that when the individual faults are rectified in the foreseeable short future, this can be done permanently.
  • the directional error and the cant can be corrected at the same time.
  • the directional error is derived analogously from the IMU measurements and the resulting correction values are specified for the machine control system.
  • the superelevation is included in the calculation of the reference heights of the two rails.
  • the main advantages of the method according to the invention lie in the precise phase and amplitude-accurate detection of the individual errors, an equalization of the vertical stiffness, an increase in the durability of the track geometry of the individual error that has been corrected and a quality verification using the bedding hardness and the compaction force for the individual sleepers to be processed and based on this Statements about the expected durability of the track error correction.
  • a low bedding hardness (W ... soft, N ... normal, H ... hard) is an indication of destroyed ballast and greatly reduced durability of the tamping.
  • FIG. 1 shows a single error tamping machine 2.
  • the working direction is indicated with W.
  • the track is lifted into the desired position and straightened by means of lifting drives 3 and directional drives 4 via a lifting and straightening device 13 .
  • With the tamping unit 7 and the tamping tools 8, 15 which dip into the ballast and compact the ballast under the sleepers 9, the track position is corrected.
  • the machine 2 is supplied with energy by a drive motor 5 during working and driving.
  • Machine 2 is designed in such a way that it can also correct individual errors in points.
  • the machine is equipped with swiveling tamping picks 8, 15, split-head tamping units 7 and a rotary device 6 for the tamping units 7.
  • the machine 2 can be moved on the track 16 via bogies 12 .
  • the rails 16 rest on the sleepers 9 which are in the ballast bed.
  • the machine's own control and regulation system consists of the two measurement carriages 10 and the rear IMU measurement carriage 11.
  • the machine control and measurement system is usually designed as a chord measurement system.
  • a chord runs centrally for the straightening position and two further chords are guided over the rails 16 for the longitudinal vertical position.
  • the sensors for recording the longitudinal heights and the direction are located on the middle measuring carriage 10.
  • the rear measuring carriage 11 is designed in such a way that an inertial unit built on it or a north-based navigation system can record the longitudinal height of both rails, the alignment and the transverse height depending on the path.
  • the distance s is recorded by an odometer during the measurement run.
  • the measured values are recorded, displayed and stored equidistantly on an on-board computer with a display 18 .
  • the vehicle has two cabs 17.
  • F Lim is a limit that an error must fall below in order to be treated as an individual error to be eliminated.
  • a simple mathematical way of determining the size of the individual errors and the high points is to look for the maxima (MAX) and minima (MIN).
  • MAX maxima
  • MIN minima
  • the typical length of a pronounced single fault L type is between 12-15 m. If there are other faults in the vicinity of the first detected single fault that fall below the limit value F Lim (MIN 1 , MIN 2 , MIN 3 ), then these are only taken into account if they are within a maximum length s max (e.g. typically 35-40m). This is to avoid having to work through entire sections of the route instead of eliminating the dangerous individual errors.
  • the aim of the invention is the automatic computer-aided definition of the faulty stuffing area and the justification parameters.
  • Mechanized individual error correction only takes place in the case of dangerous individual errors which, if not corrected, would lead to a track closure or a slow-moving section. Since these are to be fixed as quickly as possible, working through longer sections would be inefficient.
  • F Lim is set in such a way that individual errors that are almost of the same order of magnitude as the actual triggering individual error are also corrected. This is efficient because otherwise these errors would develop into a critical error in the near future.
  • H(n) gives the lift value at threshold n.
  • the dashed line connecting the maxima is the reference height line of the left rail to which the rail is brought by the correction.
  • the tamping starts N sleepers (typically 6) before the high point MAX 1 and ends M sleepers (typically 6) after the last high point MAX 3 . Since the track error with the minimum MIN 4 is above the error limit F Lim (i.e. smaller), it is not taken into account for the correction and remains uncorrected on the track.
  • S marks the starting point of darning and E marks the end. The machine operator can carry out the precise positioning at the starting point S using the graphic display on the master computer 18 .
  • FIG. 3 shows the individual error curve F Li of the left rail as an example at the top and the individual error curve F Re of the right rail at the bottom.
  • the right rail shows an increasing superelevation u(x).
  • the single error is therefore in a transition curve.
  • the individual errors regarding the start and end points are first treated separately for both rails.
  • the reference line REF Li results for the left rail and the reference line REF Re which rises according to the bank ramp u(s) for the right banked rail. Since there is a settlement of 5mm after tamping even without lifting, the individual defects on the left and right are lifted separately according to height, but both sides are always tamped at the same time.
  • the settlement then takes place evenly on both sides of the rail, so there is no twisting error.
  • the longitudinal height error detected first in the longitudinal direction and to be corrected is taken as the starting point S and the last error is taken as the end point E longitudinal height errors detected and to be corrected.
  • the difference in elevation over the typical base length B of the twisting of 3m is calculated.
  • the reason for this is that the tamping tools 8, 15 take up space and displace part of the ballast simply by the picks plunging into the ballast. This corresponds to a loosening of the ballast in the area of the sleepers, which then begins to settle under the traffic load.
  • figure 5 shows the course of a single error g (line with dots) as an example.
  • the reference line for the height of the rail is now not a straight line running between the maxima but a curved line (line with rhombuses).
  • the track settles under the train load and, after complete stabilization, assumes the reference contour line (line with triangles).
  • the lift value H' is built up via a ramp (length typically 3m, for example). Since the lifting values are initially zero or very small, the track settles below the zero reference line. This corresponds to a small residual longitudinal height error at the beginning and end, which cannot be avoided but can be neglected in practice.
  • the elevation ü, the settlement s and the track position I after stabilization are shown.
  • FIG. 6 shows as an example the course of the individual error e from the previous diagram (line with circles).
  • the bedding hardness b which is determined with the fully hydraulic tamping unit during tamping, is entered in the diagram.
  • the bedding hardness in the marked area W is low.
  • the cause is crushed, rounded gravel that can no longer be sufficiently compacted (interlocked). If there is no ballast exchange before working through, then this area should definitely be lifted so that a longer one can be achieved
  • Durability of the track position results.
  • the area N of the track fault on the other hand, there are good, normal bedding hardnesses.
  • a durable stuffing can be expected here.
  • the infrastructure manager should exchange the ballast in the marked area of the sleepers W for new usable ones.
  • the bedding hardness or the achievable compaction force can be measured by means of test tamping (at least one in the areas of the greatest elevation, i.e. in the example at threshold 17 and threshold 32).
  • the test sleeper is tamped without lifting and the bedding hardness and the compaction force as well as the auxiliary distance (moved distance of the tamping pick 8.15) are determined. Based on the known conditions, the track can be lifted. If there is a machine with which ballast can be exchanged in advance, this will be carried out before the tamping operation. After the ballast exchange, a new measurement run must be carried out to plan the elimination of individual errors.
  • the track position can be artificially stabilized (settlement) by a dynamic track stabilizer. Stabilization with the dynamic track stabilizer reduces and smoothes out some of the values that are raised by the track stabilizer. These settlements would take place without the use of the track stabilizer by the loading trains (the track stabilizer effect corresponds to approx. 150,000 Lto equivalent train traffic).

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)
EP19756091.5A 2018-08-20 2019-08-12 Verfahren zur automatischen lagekorrektur eines gleises Active EP3841250B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50701/2018A AT521263B1 (de) 2018-08-20 2018-08-20 Verfahren zur Einzelfehlerbehebung
PCT/AT2019/060256 WO2020037343A1 (de) 2018-08-20 2019-08-12 Verfahren zur automatischen lagekorrektur eines gleises

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EP3841250A1 EP3841250A1 (de) 2021-06-30
EP3841250B1 true EP3841250B1 (de) 2022-07-13

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US (1) US11982056B2 (ru)
EP (1) EP3841250B1 (ru)
JP (1) JP7348178B2 (ru)
CN (1) CN111511990B (ru)
AT (1) AT521263B1 (ru)
AU (1) AU2019326255B2 (ru)
PL (1) PL3841250T3 (ru)
RU (1) RU2757104C1 (ru)
WO (1) WO2020037343A1 (ru)

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AT523900A1 (de) * 2020-06-08 2021-12-15 Hp3 Real Gmbh Verfahren zur automatischen autonomen Steuerung einer Stopfmaschine
AT524435B1 (de) * 2020-11-25 2022-06-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und System zur Ermittlung von Korrekturwerten für eine Lagekorrektur eines Gleises
CN113847899A (zh) * 2021-08-04 2021-12-28 丽水学院 一种滚动直线导轨的二维直线度检测及矫直装置

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Publication number Publication date
WO2020037343A1 (de) 2020-02-27
PL3841250T3 (pl) 2022-10-03
US11982056B2 (en) 2024-05-14
JP7348178B2 (ja) 2023-09-20
EP3841250A1 (de) 2021-06-30
RU2757104C1 (ru) 2021-10-11
CN111511990B (zh) 2022-01-04
CN111511990A (zh) 2020-08-07
US20210222373A1 (en) 2021-07-22
AU2019326255B2 (en) 2021-12-02
JP2021535294A (ja) 2021-12-16
AU2019326255A1 (en) 2021-03-18
AT521263A4 (de) 2019-12-15
AT521263B1 (de) 2019-12-15

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