WO2021248170A1 - Procédé de commande autonome et automatique d'une machine de remblayage - Google Patents

Procédé de commande autonome et automatique d'une machine de remblayage Download PDF

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Publication number
WO2021248170A1
WO2021248170A1 PCT/AT2021/060198 AT2021060198W WO2021248170A1 WO 2021248170 A1 WO2021248170 A1 WO 2021248170A1 AT 2021060198 W AT2021060198 W AT 2021060198W WO 2021248170 A1 WO2021248170 A1 WO 2021248170A1
Authority
WO
WIPO (PCT)
Prior art keywords
track
work
tamping
ballast
machine
Prior art date
Application number
PCT/AT2021/060198
Other languages
German (de)
English (en)
Inventor
Bernhard Lichtberger
Original Assignee
Hp3 Real Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hp3 Real Gmbh filed Critical Hp3 Real Gmbh
Priority to US18/008,433 priority Critical patent/US20230228042A1/en
Priority to CN202180037348.6A priority patent/CN115667632A/zh
Priority to EP21732178.5A priority patent/EP4162111A1/fr
Priority to JP2022573452A priority patent/JP2023529091A/ja
Publication of WO2021248170A1 publication Critical patent/WO2021248170A1/fr

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Classifications

    • 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
    • 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
    • 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
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01B—PERMANENT WAY; PERMANENT-WAY TOOLS; MACHINES FOR MAKING RAILWAYS OF ALL KINDS
    • E01B2203/00—Devices for working the railway-superstructure
    • E01B2203/12—Tamping devices

Definitions

  • the invention relates to a method for the automatic autonomous control of a track construction machine with distance measuring device and precise synchronization to the track, position detection of the working units of the tamping machine with the help of which the control computer of a tamping machine is given precise work instructions for each sleeper area to be tamped and the tamping machine is dependent on the current position carries out this fully automatically and autonomously in the track and the associated work instruction data.
  • Track maintenance is currently planned on the basis of the track geometry, which is recorded via the position of the rails.
  • Track measuring vehicles drive over the tracks at regular intervals and record their geometric position.
  • the track position is usually divided into sections of around 200m in length and the standard deviation of the altitude, the direction, the elevation and twist is recorded.
  • singular individual errors are also measured. If the statistical values exceed certain comfort tolerances, maintenance work is planned and carried out. If the individual errors exceed certain critical values, action is taken immediately and these are rectified immediately, otherwise Speed limits or track closures must be imposed because of the risk to train traffic.
  • the maintenance machine receives the target track geometry as specifications, and previously recorded and measured track faults and the area that is to be maintained. Further specifications are not made.
  • a second operator, the tamper, is provided for the stuffing process. Regardless of the type of fault in the ballast, he usually performs standard tamping. The method, whether multiple stoppers, lifting the spots, etc., is up to him.
  • the actual track position is measured with various known measuring systems and compared with the target track position.
  • the differences in the fleas and in the direction are transferred to the tamping machines as track correction values with the target track geometry.
  • tamping machines that specialize in tamping switches (divisible tamping units - so-called split-end units, additional lifting devices for the branching line, swiveling compression ax, etc.) and tamping machines that are preferably built for line tamping. Tamping machines are known to have a cyclical but also a continuous working advance. There are also single-sleeper and multi-sleeper tamping machines. Multi-sleeper tamping machines tamp several sleepers at once in one work cycle. However, they can also be used in such a way that only one threshold is tamped.
  • ballast in the area of a rail joint can be destroyed, rounded off and crushed, similar faults occur on very hard surfaces and are called "white spots " designated.
  • the driving dynamics cause gravel to be pulverized and these points are indicated by escaping mineral dust.
  • the ballast can be very damaged if it is left in place for a long time. A large proportion of fines and organic material or soil pressed up from the subsoil may have filled the spaces between the gravel grains. It is known from practice that the track position of such ballast structures cannot be permanently corrected with track tamping machines. It is also known from practice that individual faults occur randomly on the track.
  • Track geometry errors are usually recorded by independent measuring processes before tamping, stored and transferred to the tamping machine computer in electronic form. Track geometry errors typically have a wavelength of 10-25 m Amplitudes from 10-40 mm. Long-wave errors in the range of 25-70 m also occur, which have higher error amplitudes.
  • Tamping units fix the position of a track during a maintenance measure. This is done using tamping tools, so-called tamping picks, which dip into the ballast next to the sleepers and compress the ballast under the sleeper using a linear closing movement that is superimposed by a compression vibration.
  • tamping picks dip into the ballast next to the sleepers and compress the ballast under the sleeper using a linear closing movement that is superimposed by a compression vibration.
  • the linear closing movement is superimposed by a hydraulic cylinder and the oscillation amplitude mechanically generated by an eccentric shaft.
  • Newer fully hydraulic tamping drives generate the linear closing movement and the vibration at the same time.
  • a track construction machine is known from WO2019091681 A1, which records network data and transmits them to a system center.
  • the track laying machine has a sensor system and collects raw data. This should be used to plan when and where the track-laying machines are to be used.
  • raw data for updating the network data are recorded, that is to say data such as modifications or disruptions and the like and non-specific ballast parameters recorded during tamping.
  • the course of the compression forces cannot be obtained from the collection of network data.
  • a fully hydraulic drive of a tamping unit is disclosed in AT 513973 A, for example. In order to regulate and control this drive, the additional movement is recorded by means of integrated displacement sensors. The stuffing pressure is measured using pressure sensors.
  • parameters such as compaction work, bedding hardness, gravel bed contamination, compaction force, compaction times and ballast stiffness, etc. can be measured and derived. From AT 515801 A it is known how optimal stuffing times can be specified depending on measurements.
  • These fully hydraulic tamping drives can also be used to freely and continuously adjust the opening width of the tamping tools.
  • the tamping operator is currently responsible for choosing the correct setting of the tamping unit such as tamping pressure, set time, lowering speed of the tamping unit, opening width, tamping depth, lifting of the track or multiple tamping, etc.
  • Sensors are known which can determine the position of the sleepers in the track when a tamping machine is passed over. With the help of such devices, the machine can be correctly positioned for tamping fully automatically. This means that machines are known from practice that work fully automatically.
  • Machine learning systems are state of the art. Machine learning is a generic term for computer-aided generation of knowledge from experience. To do this, algorithms build a statistical model based on training data. Patterns and regularities in the learning data are recognized. In this way, the system can also assess unknown data. With the help of GPS systems installed on tamping machines, a precise assignment of the sleepers and the The recorded measurement parameters for the track kilometers can be made using the GPS coordinates.
  • RTK-GPS has the advantage that it can determine the absolute location very precisely with the help of RTK correction data (approx. 5mm in position and 10-15mm in height).
  • RTK correction data approximately 5mm in position and 10-15mm in height.
  • Modern satellite receivers receive and process the satellite systems GPS, GLONASS, GALILEO, BeiDou, QZSS, IRNSS and SBAS at the same time. You can send data to the correction service and receive the correction data on a second channel.
  • the invention is based on the object of specifying a method for the automatic, autonomous control of a track construction machine which avoids the disadvantages indicated above.
  • the method is intended to provide the track construction machine not only with target geometry data and track position correction data in general, but also with precise, locally uniquely assigned work instructions, so that these are also autonomously tamped with high quality, adapted to the properties and requirements of the ballast bed, and thus avoid the susceptibility to errors by humans.
  • the ballast bed parameters should be recorded by the tamping machine during work, these with the computer analyzed and, at the end of the work, preferably handed over to an infrastructure operator in preparation for the next work through.
  • the invention solves the problem with the features of claim 1.
  • Advantageous further developments of the invention are presented in the subclaims.
  • the invention solves the problem in that during the tamping the ballast bed data is recorded via sensors and the current ballast bed parameters are recorded therefrom and saved for a subsequent work cycle and analyzed with a device for machine learning, an analysis of the ballast bed condition data being created on the basis of machine learning methods and the ballast bed parameters are analyzed with regard to a collapse in the compression forces occurring in the longitudinal direction of the track and work instructions for an optimal working method are determined and stored therefrom, with the tamping machine performing this fully automatically and autonomously in a subsequent work pass depending on the current position in the track and the associated work instruction data .
  • a control computer of the tamping machine is given precise work instructions (via GPS coordinates, for example) for each threshold area to be tamped (this can include: multiple tamping, larger opening width of the Tamping tools, tamping pressure, over-lifting, specification of the maximum compression force, tamping time, automatic tamping time depending on the compression, etc. or specification of the work sequence in switches - at which points, for example, the split head units in the switch tamping machine are to be divided and the outer part is to be swiveled outwards Etc. ).
  • These work parameters were recorded in a previous work pass, a complete or partial tamping of a track, and saved for a subsequent work pass.
  • the tamping machine is positioned precisely at the threshold areas to be tamped using automatic threshold recognition or GPS coordinates. the The tamping machine can then, depending on the specified work instructions, carry out these fully automatically and autonomously at the position reached, generating new work instructions for the next pass if necessary and then move to the next threshold area via an automatic movement system, where the process is repeated accordingly until the entire intended work area has been processed .
  • the specified work instructions do not have to be carried out fully automatically, but can be displayed to an operator for each threshold range, the operator setting and carrying out the specified work modes.
  • the ballast bed data and work data are recorded during tamping with the help of the fully hydraulic tamping drive and its sensors and the current ballast bed parameters (such as ballast bed hardness, compaction force, tamping time, penetration time of the tamping units, deceleration acceleration of the tamping units during penetration, current GPS position or track km, current lifting value and guide value, current lifting force and directional force etc.) can be calculated, saved and analyzed with the help of a device for machine learning with machine learning techniques.
  • the current ballast bed parameters such as ballast bed hardness, compaction force, tamping time, penetration time of the tamping units, deceleration acceleration of the tamping units during penetration, current GPS position or track km, current lifting value and guide value, current lifting force and directional force etc.
  • a ballast bed status record is created during the work and displayed to the tamper or front vehicle operator for information and a ballast status report is generated from the measurement data after the work, both of which are sent to the infrastructure manager as a basis for the work preparation of the upcoming tamping work.
  • the plug is supplied with appropriate instructions for the optimal way of working from the analysis of the ballast bed data that is carried out during the tamping work.
  • the measurement data of the tamping work are obtained by a rule-based expert system (KI system or other machine learning Program) with regard to a sudden collapse of the compression forces in the longitudinal direction (individual error) or statistical parameters such as standard deviation, mean value, correlation with the track height error, etc.
  • KI system or other machine learning Program
  • Kl artificial intelligence
  • Kl systems are able to find relationships and patterns in differently structured amounts of data that the human interpreter can hardly or not at all grasp.
  • Kl system a prognosis is made with regard to the occurrence of track deterioration and track defects and from this, maintenance proposals are made that increase the durability of the track.
  • Other machine learning (ML) (rule-based learning) techniques are also suitable for this purpose.
  • a rule-based expert system can support the operator with specific suggestions.
  • XPS have a great advantage in areas where profound specialist knowledge is available for the interpretation of algorithmic models and data.
  • the following is an example of what a work instruction could look like. This could be created with the aid of a computer by the work planner. The list would include all thresholds to be tamped.
  • the various work instructions can be coordinated and standardized between the infrastructure operator and the machine operator.
  • the work instructions could mean the following: EF7 - single fault in the track.
  • FIG. 1 shows a schematic side view of a tamping machine
  • FIG. 2 shows a schematic representation of a fully hydraulic tamping unit
  • 3 shows a circuit diagram of a track geometry computer with the control devices of the tamping machine
  • FIG. 4 shows a ballast bed removal record.
  • Fig. 1 shows a tamping machine 38, C with a trailer 39 which travels on track-driven bogies 34, 36 on railroad tracks S.
  • the tamping machine 38, C has a tamping unit 30 with a fully hydraulic drive and measuring sensors 37, a fabric straightening unit 42, 43 for introducing fabric forces FH and straightening forces FR into the track, a working measuring system aw, bw, 35 and an acceptance recorder measuring system ar, br, 35.
  • Working measuring system aw, bw, 35 and acceptance recorder measuring system ar, br, 35 are, for example, tendon measuring systems.
  • the trailer is coupled to the tamping machine via a drawbar 40.
  • the tamping unit 30 has a standard opening width B of the tamping tools 29.
  • the tamping machine 38, C also has a control system 19, a track geometry control computer 17 with a screen 20. Data is wirelessly exchanged with the infrastructure operator via an antenna 33. The work area is precisely recorded in a coordinated manner via a GPS system 32.
  • Fig. 2 shows a tamping unit B with a fully hydraulic drive Z.
  • the additional travel 31 and the compression force are recorded via sensors 23 and transferred to the control computer 18, which forwards them to the track geometry computer 17 for processing.
  • the braking deceleration of the tamping unit when it plunges into the ballast bed is measured via an acceleration sensor bv. The harder this is, the higher the braking delay.
  • the fully hydraulic drive can adjust the opening width of the stuffing arms 30 with the stuffing tools 29 from the normal opening B to a larger width BE.
  • ballast grains from the intermediate compartment under the sleeper through the larger opening BE at damaged ballast, so that the partially damaged crushed ballast granulate is replaced by intact ballast grains to be added to increase the durability of the track position.
  • the rails S are attached to sleepers 41.
  • FIG. 3 shows a circuit diagram of the track geometry computer 17 with the control devices 19 of the machine.
  • the sensors of the fully hydraulic tamping units 18, 26 are read in and analyzed with a machine learning program ML.
  • the machine operator is informed of the bulkhead condition via the screen 20 and can receive work instructions.
  • a ballast bed report 22 and a ballast bed record 21 are created by the track geometry computer 17 and the machine learning program ML.
  • This data is sent wirelessly 25 to a database of the infrastructure operator or machine owner or to a cloud.
  • the ballast bed parameters under each sleeper are precisely recorded via GPS and assigned to them.
  • the local position over the track km is assigned via a distance measuring wheel WMS.
  • Fig. 4 shows schematically a partition bed record A.
  • Recording channel 1 shows the braking delay bv of the tamping units
  • channel 2 shows the track height error before the work, which was determined from preliminary measurements of the current track position and the comparison with the target track position
  • channel 3 shows the bedding hardness
  • channel 4 the compression force achieved.
  • Channel 5 is the event channel that uses markers 6, 7, 8, Br to display various special track conditions or track features.
  • Symbol 6 stands for a rail joint
  • symbol 7 marks a point on the track where the ballast has been destroyed and therefore no satisfactory compaction forces can be achieved.
  • Symbol 8 stands for stored images and Br indicates a bridge.
  • Photos are embedded in the writing at singular individual errors. If the machinist activates this, the corresponding photo 8 is shown. 10 shows singular flaws with destroyed ballast, evident on the one hand from the rapid collapse of the compaction forces and also from the fact that the tamping unit braking delay 11 drops because the ballast does not have a high penetration resistance at these points. Another disturbance point is 9 which, as can be seen from the symbol 6, occurs on a weld joint. A machine learning program (or a rule-based system) can make such singular fault locations relatively easy detect and recognize. If one compares the course of the height errors (channel 2) with the course of the gravel bed hardness (channel 3) then one sees that these behave roughly in the wrong proportion 12. High points develop in the height at hard places.
  • the dashes indicate the track kilometers (76,400, ).
  • ballast bed analysis report An example of a ballast bed analysis report is shown below.
  • the ballast bed has defects.
  • the track position is not very durable.
  • the mean value of the ballast bed hardness was 254 Nm.
  • the gravel bed is in marginal, highly polluted condition.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Machines For Laying And Maintaining Railways (AREA)

Abstract

L'invention concerne un procédé de commande autonome et automatique d'une machine de remblayage (C) munie d'un dispositif de mesure de position (WMS, GPS, 32) pour la détection précise de position de la machine de construction de voie dans une voie ferrée, et la détection de signal par des actionneurs d'ensembles de travail (23, bv, 18, 26) de la machine de remblayage (C). Afin de fournir des rapports de remblayage avantageusement automatisables, selon l'invention, les données de ballast de voie ferrée sont détectées par des capteurs (23, bv, 18, 26) pendant l'emballage et les paramètres de ballast de voie ferrée réels sont détectés à partir de ceux-ci et mémorisés pour un passage de travail ultérieur et analysés par un dispositif d'apprentissage automatique (17, ML), une analyse des données d'état de ballast de voie ferrée (EF7, S9, A3) est créée sur la base des procédés d'apprentissage automatique (ML,17) et les paramètres de ballast de voie ferrée sont analysés en vue d'une chute des forces de compression qui se produisent dans la direction longitudinale de voie ferrée et des instructions de travail (EF7, S9, A3) pour une approche de travail optimale sont déterminés à partir de ceux-ci et mémorisés, en fonction de la position réelle dans la voie ferrée et des données d'instruction de travail associées, la machine de remblayage réalise lesdites instructions de travail automatiquement et de manière complètement autonome.
PCT/AT2021/060198 2020-06-08 2021-06-04 Procédé de commande autonome et automatique d'une machine de remblayage WO2021248170A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US18/008,433 US20230228042A1 (en) 2020-06-08 2021-06-04 Method for automatic autonomous control of a packing machine
CN202180037348.6A CN115667632A (zh) 2020-06-08 2021-06-04 用于自动地自主控制捣固机械的方法
EP21732178.5A EP4162111A1 (fr) 2020-06-08 2021-06-04 Procédé de commande autonome et automatique d'une machine de remblayage
JP2022573452A JP2023529091A (ja) 2020-06-08 2021-06-04 つき固め機を自動自律制御する方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ATA50499/2020A AT523900A1 (de) 2020-06-08 2020-06-08 Verfahren zur automatischen autonomen Steuerung einer Stopfmaschine
ATA50499/2020 2020-06-08

Publications (1)

Publication Number Publication Date
WO2021248170A1 true WO2021248170A1 (fr) 2021-12-16

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PCT/AT2021/060198 WO2021248170A1 (fr) 2020-06-08 2021-06-04 Procédé de commande autonome et automatique d'une machine de remblayage

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US (1) US20230228042A1 (fr)
EP (1) EP4162111A1 (fr)
JP (1) JP2023529091A (fr)
CN (1) CN115667632A (fr)
AT (1) AT523900A1 (fr)
WO (1) WO2021248170A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11565730B1 (en) * 2022-03-04 2023-01-31 Bnsf Railway Company Automated tie marking

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3358079A1 (fr) * 2017-02-06 2018-08-08 HP3 Real GmbH Procédé et dispositif d'optimisation d'une voie
AT520117A1 (de) * 2017-07-11 2019-01-15 Hp3 Real Gmbh Verfahren zum Verdichten eines Schotterbettes eines Gleises
WO2019091681A1 (fr) 2017-11-09 2019-05-16 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Système et procédé destinés à la navigation à l'intérieur d'un réseau ferroviaire
WO2020037343A1 (fr) * 2018-08-20 2020-02-27 Hp3 Real Gmbh Procédé de correction de position automatique d'une voie

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT519738B1 (de) * 2017-07-04 2018-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren und Vorrichtung zum Verdichten eines Gleisschotterbetts
AT521850A1 (de) * 2018-10-24 2020-05-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Gleisbaumaschine und Verfahren zum Unterstopfen von Schwellen eines Gleises

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3358079A1 (fr) * 2017-02-06 2018-08-08 HP3 Real GmbH Procédé et dispositif d'optimisation d'une voie
AT520117A1 (de) * 2017-07-11 2019-01-15 Hp3 Real Gmbh Verfahren zum Verdichten eines Schotterbettes eines Gleises
WO2019091681A1 (fr) 2017-11-09 2019-05-16 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Système et procédé destinés à la navigation à l'intérieur d'un réseau ferroviaire
WO2020037343A1 (fr) * 2018-08-20 2020-02-27 Hp3 Real Gmbh Procédé de correction de position automatique d'une voie

Also Published As

Publication number Publication date
AT523900A1 (de) 2021-12-15
EP4162111A1 (fr) 2023-04-12
CN115667632A (zh) 2023-01-31
JP2023529091A (ja) 2023-07-07
US20230228042A1 (en) 2023-07-20

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