WO2008028880A2

WO2008028880A2 - Track measurement method, and high-precision measuring system for small railway construction sites

Info

Publication number: WO2008028880A2
Application number: PCT/EP2007/059160
Authority: WO
Inventors: Günter GRASHOF
Original assignee: Gbm Wiebe Gleisbaumaschinen Gmbh
Priority date: 2006-09-07
Filing date: 2007-09-03
Publication date: 2008-03-13
Also published as: WO2008028880A3; EP2064390B1; EP2064390A2; DE102006042496A1

Abstract

The application relates to a track measurement method as well as a high-precision measuring system for small railway construction sites. The aim of the invention is to develop a measuring unit for track construction purposes which determines and keeps a log of track geometry data, maintains the required accuracy, and has a very compact and lightweight design. The claimed measuring unit is composed of a tachymeter car (4), a target car (8), and a base station for determining positions with satellite assistance. In the disclosed track measurement method, the base station (1) is set up by means of a known point of a reference network and starts sending the correction parameters. Two cars are placed in a railway section that is to be verified and lies in the vicinity of said known point. The stationary tachymeter car (4) continuously measures its own position by means of satellite-assisted processes as well as the distance from and the angle relative to the reflector car (8) with the help of a synchronized tachymeter (6). The movable reflector car detects the track geometry and combines said measured values with the positions determined from the satellite measurement and the measured values of the tachymeter.

Description

Description Track measuring system and high-precision measuring system for small construction sites in track construction Technical field

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 optimal driving conditions for track vehicles and their occupants and thereby ensuring derailment safety in all situations, it is important that the track body is detected with high accuracy both during construction and during maintenance.

The parameters to be detected 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.

Since satellite-based methods have been used in almost all areas of surveying in recent years, it is also a logical step here to provide coordinate data sets with the aid of the Global Positioning System (GPS) or comparable systems (Glonass or Galileo in the future) in order to provide, for example, tamping machines with precise information for the machining process.

After AT 403066 B, a method is known, via 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 process, 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 are filed with one coordinate together with the position data of the second measuring unit. 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. This results in too large a gap between the stops 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 is described in DE 20021678 Ul. 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 the track geometry in conjunction with a position is described in DE 3444723 C2. 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 significant disadvantage is that only sections of 50 meters, can be edited in very good weather conditions of a maximum of 200 meters, then 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 B 1 a method for track measurement is described in which the parameters of the track geometry detected by means of a vehicle that determines their own position by means of laser and measuring marks that are attached to catenary masts or other immovable points. During the movement of the measuring vehicle, the laser is tracked so that a continuous targeting 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 according to DE 20021678 Ul, DE 3444723 C2 and EP 559850 B 1 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 a mobile device for measuring the track position is described that is characterized by its low weight and simple construction. The measuring principle is similar to the method in EP 559850 Bl, 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 construction machines are also dependent on data protocols which can not be supplied by the system according to DE 24690618 C2.

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.

Another method is in addition to the active position determination 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, transporting a car and the use of a person allows. 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.

In the method according to the invention is carried out by a tachymeter on a tachymeter continuously (on-the-fly) distance measurements and angle measurements to a reflector on a reflector car and transfer this 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 is done 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 of a reference network operator, the determination of the correction data is not done by a base station but via the reference network.

The highly accurate measuring system according to the invention is constructed so that are arranged on a movable on the track reflector trolley consisting of a device module, a surveying module, a running module and / or an extension module for larger gauges, measuring devices for removing the track geometry and a reflector and on a tachymeter cart secured on the track, consisting of a device module, a surveying module, a running module and / or an extension module for larger gauges, in addition to a rover for the satellite-based determination of the position of a total station, a data acquisition unit and an output device are arranged.

The reflector carriage and the tachymeter are different

Gauges adjusted 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 the output devices are housed in weatherproof housings.

The method is modified such that the determination of the position of a measurement data set is not carried out by the measuring unit but by an external device. Thus environmental conditions can be taken into account by e.g. the location of the Tachymeterwagens is chosen so that a shadowing 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 receiver remain continuously at the same position over a long time, so that these positions can be determined very precisely over a large number of measurements and this accuracy is incorporated in the further determination process can.

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

A significant advantage is that despite the extensive equipment low

Weight of the wagons, which can be easily moved by a single person and can be quickly removed from the line if necessary. 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 Auibau 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 Grundauibau both cars is identical. This facilitates the use and saves set-up time.

The simple construction of the car is a cost-effective production 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 because the measurement data collection, the position determination and the data evaluation are done automatically and the measured data are transferred processed in the Beaibeitungsprozess. This is advantageous for ensuring the security requirements.

Brief description of the drawings

In the following, devices according to the invention will be described with reference to FIG

Figure descriptions explained in more detail. [0032] In the following:

Figure 1: an illustration of the measuring arrangement

Figure 2: a representation of the modules of a reflector carriage

Figure 3: a representation of a reflector carriage for small gauges

Figure 4: a plan view of a reflector carriage

FIG. 5: illustration of the measuring procedure

Figure 6: representation of the synchronization process

Figure 7: Auibau the data acquisition unit

Way (s) for carrying out the invention

The measuring system according to the invention (Figure 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

Twisting of the tracks 11, the elevation 12 and the track width 13. The data is 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 Tachymeterwagen 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 is known about a 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 Tachymeterwagen 4 determined from the at the

Based on the position data obtained, the correction parameters for the measurement at the Rover 5. The position of the tachymeter in the coordinate system of Deutsche Bahn AG can thus also be determined using 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 base measurement on the

Start position of the reflector carriage 27 made. 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. To determine the position a base station 1 for the satellite-based position determination on a fixed point 2 constructed. 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 track width measuring unit 13 continuously measure the parameters of the track geometry on the reflector carriage 8 and deliver them 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 illustration of the modules of a reflector carriage 8. 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.

Figure 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. On the sensor module for the track geometry 20, the torsion measuring unit 11 and the elevation measuring unit 12 are arranged in the sensor module for the Track geometry 20 is also the data acquisition unit 37 integrated. 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 Figure 4, the reflector carriage 8, as it has already been described in Figure 3, 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 reflector carriage 8 shown in FIGS. 2-4 can also be used as a tachymeter carriage 4 with the same outer structure. 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 Figure 5, the long-chord measurement of the track body 31 is shown. To

Placing the Tachymeterwagens 4 on the track body 31, 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 Figure 6, the synchronization process is shown schematically. The on the

Track located 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 has 8 but 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.

FIG. 7 shows the schematic layout of the data acquisition unit 37. 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 from a rotary encoder is transmitted to the data acquisition unit 37 via a digital pulse signal, while the temperature sensor, inclinometer and spring button provide 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. [List of Reference Numerals]

1st base station

2nd benchmark

3. Reference radio antenna

4th Tachymeterwagen

5. Rover

6. Tachymeter

7. Tachymeter car radio antenna

8. reflector carriage

9. reflector car radio antenna

10. Reflector

11. torsion measuring device

12. Elevation meter

13. Gauge

14. Evaluation unit 15. Measuring beam

16. Output device

17. Power supply of Tachymeterwagens

18. Power supply of the reflector trolley

19. Tripod

20. Sensor module for the track geometry

21. Extension module for larger gauges

22. Surveying module

23. Running module

24. Screws for module screwing

25. Crossbar A

26. Crossbar B

27. Reflector carriage position at the first base measurement

28. Reflector carriage position at the second base measurement

29. Tendon between the base points

30. Arrow heights of the individual measuring carriage positions

31. Track body

32. Tap first angle measurement

33. Tap second angle measurement

34. Interpolated angle

35. Reception of route measurement result

36. Direction of movement

37. Data collection unit

Claims

claims

A method for track measurement, characterized in that a) a tachymeter (6) on a tachymeter cart (4) continuously makes distance measurements and angle measurements to a reflector (10) on a reflector carriage (8) and this one data acquisition unit (37) passes, b ) the determined coordinates are connected to the measured values of the track geometry determined on the reflector trolley (8) with a torsion measuring device (11), a superelevation measuring device (12) and a gage measuring device (13) and c) the deviations between the desired and the actual position digital or analog via output devices (16) are made available.

A method according to claim 1, characterized in that the determination of the basic data is carried out using a DGPS receiver system.

A method according to claim 1, characterized in that the determination of

Basic data by a GFS receiver, which has a device for receiving correction data of a reference network operator, takes place.

Highly accurate measuring system for small construction sites in track construction, characterized in that a) on a movable on the track reflector carriage (8), consisting of a device module (20), a surveying module (22), a running module (23) and / or a Greater gauge extension module (21), torsion gauge (11), cant (12), gage gauge (13) and reflector (10) are arranged, and a data acquisition unit (37) is integrated, and b) on a tachymeter cart secured on the track (4), comprising a device module (20), a surveying module (22), a running module (23) and / or an extension module for larger gauges (21), in which in addition to a rover (5) for satellite-based determination of the position of a total station (6), an evaluation unit (14) and an output device (16) are arranged and a data acquisition unit (37) is integrated.

High-precision measuring system for small construction sites in track construction according to claim 4, characterized in that reflector carriage (8) and Tachymeterwagen (4) to different gauges be adapted by extension modules (21). High-accuracy measuring system for small construction sites in track construction according to claim 5, characterized in that the extension module (21) with the aid of telescopically and then permanently adjustable elements variable to the required gauge of

Track body is set. High-precision measuring system for small construction sites in track construction after one of

Claims 4 to 6, characterized in that a dead man's brake for securing the Tachymeterwagens (4) is used. High-precision measuring system for small construction sites in track construction after one of

Claims 4 to 7, characterized in that

Evaluation unit (14) and output devices (16) are housed in weatherproof housings. High-precision measuring system for small construction sites in track construction after one of

Claims 4 to 8, characterized in that the data acquisition unit has a low power consumption, compared

Vibration and weather conditions is resistant and in the car (4) and (8) is integrated.