WO2024046977A1 - Procédé de détermination de l'agencement d'un objet de voie, en particulier d'un composant de structure de voie, dispositif de mesure et système - Google Patents

Procédé de détermination de l'agencement d'un objet de voie, en particulier d'un composant de structure de voie, dispositif de mesure et système Download PDF

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Publication number
WO2024046977A1
WO2024046977A1 PCT/EP2023/073525 EP2023073525W WO2024046977A1 WO 2024046977 A1 WO2024046977 A1 WO 2024046977A1 EP 2023073525 W EP2023073525 W EP 2023073525W WO 2024046977 A1 WO2024046977 A1 WO 2024046977A1
Authority
WO
WIPO (PCT)
Prior art keywords
track
arrangement
measurement signal
track object
determining
Prior art date
Application number
PCT/EP2023/073525
Other languages
German (de)
English (en)
Inventor
David GRÖSSBACHER
Martin BÜRGER
Original Assignee
Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M. B. H.
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 Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M. B. H. filed Critical Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M. B. H.
Publication of WO2024046977A1 publication Critical patent/WO2024046977A1/fr

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Classifications

    • 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
    • B61L23/048—Road bed changes, e.g. road bed erosion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0081—On-board diagnosis or maintenance
    • 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
    • B61L23/041—Obstacle detection
    • 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
    • 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
    • E01B35/00—Applications of measuring apparatus or devices for track-building purposes

Definitions

  • the invention relates to a method and a measuring device for determining the arrangement of a track object, in particular a track structure component.
  • the invention further relates to a system with such a measuring device.
  • a method for controlling a track construction machine is known from AT 519739 A4.
  • position data of track objects in particular track sleepers and track rails, and obstacles are recorded.
  • the sensor device can have a laser scanner or a camera. How reliably and precisely the position data of the track objects can be recorded depends on the nature of the object to be recorded and its surroundings.
  • the arrangement of a track object in particular a track structure component, can be determined particularly robustly and precisely if the detection of a measurement signal that correlates with the arrangement of the track object includes the detection of radar radiation.
  • Radar radiation in particular in contrast to visible light, penetrates into the track, particularly into the track floor, particularly into the ballast bed. At interfaces, especially on the surface of the Track object, the radar radiation is reflected.
  • the radar collection therefore enables both the detection of track objects to which there is a direct line of sight, as well as to track objects to which there is no direct line of sight, in particular which are obscured, in particular which are obscured by an opaque object.
  • track objects can be detected in the area of a track floor, which are arranged on a surface of the track floor and/or are arranged at least in sections below, in particular completely below, a surface of the track floor, in particular a ballast bed.
  • This advantageously ensures that the track object can be determined reliably and robustly, in particular independently of the nature of the track object to be detected and/or its surroundings, in particular regardless of the existence of a direct line of sight to the track object.
  • the arrangement of a track object can be reliably determined even if it is covered by an obstacle, such as vegetation and/or dirt and/or another track object. Determining the arrangement of the track object based on the measurement signal detected by detecting radar radiation can in particular be done without contact.
  • the arrangement of the track object can be determined essentially independently of the material of the track object. The method is therefore particularly robust, particularly resistant to interference, precise in operation and in terms of the measurement results.
  • a track object is understood to mean an object, in particular a component, of the track.
  • the track object can include a track structure component and/or a signaling element and/or a balise and/or an actuator, in particular for setting switches, and/or a track crossing.
  • the track object is preferably arranged in the area of the track floor, in particular on the surface of the track floor and/or at least partially penetrating into the track floor and/or below the surface of the track floor.
  • the detected measurement signal preferably correlates with the arrangement of the track structure component, in particular on the track floor.
  • the arrangement of an object is understood to mean its position and/or orientation.
  • the arrangement of the track object can be determined in a global coordinate system.
  • the arrangement of the track object is determined in a local coordinate system, in particular relative to a local coordinate system of the track, in particular a section of the track, and/or relative to a measurement coordinate system, in particular a measuring device for carrying out the method, and/or relative to a carriage for driving on the track, in particular on which the measuring device is arranged, and / or relative to a track processing unit, which is arranged in particular on the carriage.
  • the radar radiation is preferably electromagnetic radiation with a frequency in a range from 1 MHz to 5000 MHz, in particular from 100 MHz to 4000 MHz, in particular from 200 MHz to 2000 MHz, in particular from 400 MHz to 1000 MHz, in particular from 600 MHz to 800 MHz, got it.
  • the radar radiation is preferably L-band electromagnetic radiation. This advantageously ensures that a high depth of penetration, particularly into the track floor, and/or a high measurement resolution can be achieved. Such radar radiation is particularly suitable for penetrating the track floor, especially the ballast bed of the track.
  • the radar radiation is preferably up to a penetration depth in a range of 0.1 m to 50 m, in particular from 0.3 m to 25 m, in particular from 1 m to 10 m, in particular from 2 m to 5 m, detectable.
  • the measurement signal correlating with the arrangement of the track object is preferably detected by means of a georadar, in particular by means of a multi-channel georadar.
  • the arrangement of the track object is preferably determined on the basis of measurement signals which are generated due to radar radiation coming from a surface of the track, in particular the track floor, and/or from an area behind the surface, in particular below the surface, of the track, in particular of the track floor is radiated, in particular back-radiated, in particular reflected.
  • the measurement signal is preferably recorded at at least one, in particular a single, measurement position.
  • a receiving unit in particular a receiving antenna for detecting the radar radiation, can be arranged at the at least one measuring position.
  • the number, in particular the total number, of track objects present in a specific track section can be determined.
  • a count of track objects, in particular track sleepers, along a given track section can be carried out.
  • the detection of the measurement signal and/or the determination of the arrangement of the track object is preferably carried out continuously, in particular with a Measuring rate of at least 0.1 Hz, in particular at least 0.5 Hz, in particular at least 1 Hz, in particular at least 2 Hz, in particular at least 5 Hz, in particular at least 10 Hz, in particular at least 50 Hz, and/or a maximum of 1 MHz, in particular a maximum of 1 kHz.
  • the detection of the measurement signal preferably takes place during the displacement of the at least one measuring position, in particular over the track floor, in particular along the longitudinal direction of the rail, in particular when shifting the at least one measuring position coupled to the carriage along the longitudinal direction of the rail.
  • the measurement signal is preferably recorded repeatedly along the longitudinal direction of the rail.
  • the measurement signals preferably correlate with information, in particular two-dimensional information, about the nature of the measurement object, in particular the track floor, in a measurement area which is spanned between a measurement direction, in particular a main detection direction, and the longitudinal direction of the rail.
  • the measurement signals correspond to the condition of the track floor in a section along the longitudinal direction of the rail and along the main detection direction.
  • the arrangement of the track object is preferably determined offline, in particular independently of a network connection, in particular locally using the measuring device.
  • the arrangement of the track object can be determined online, in particular by means of a data center, which is in particular arranged remotely from the measuring device.
  • the measurement signal can be transmitted to the network, in particular to the data center, in a wired or wireless manner, in particular by radio, in particular by means of a mobile radio network.
  • Obstacles can be detected based on the arrangement of the track object.
  • the track object can be identified as an obstacle, in particular depending on its arrangement in a clearance profile of the track, in particular in a clearance profile of the carriage and/or in a processing space of a processing unit.
  • detecting the measurement signal includes detecting the track floor.
  • the track floor preferably includes the track rails and/or the track sleepers and/or the ballast bed and/or other track objects which are arranged in the area of the floor of the track.
  • the condition of the track floor can be different at different positions along the track.
  • the condition of the track floor can vary over time.
  • a surface of the track floor may have growth and/or be covered with dirt.
  • new track ballast can be added to the track floor, with a corresponding influence on the surface of the track floor.
  • Detecting the measurement signal preferably includes detecting the radar radiation from the track floor, in particular from the ballast bed, with the detected radar radiation preferably penetrating a surface of the ballast bed.
  • radar radiation in particular primary radiation
  • the radar radiation is emitted by means of a transmitting unit.
  • the transmitting unit and the receiving unit can each have independent or the same antenna for transmitting and/or receiving the radar radiation.
  • the transmitting unit and the receiving unit can be designed separately, in particular arranged in separate housings, or combined into a single unit, in particular designed integrally.
  • a method according to claim 3 ensures that the arrangement of the track object is determined in a particularly robust and reliable manner.
  • the track structure component preferably comprises, in particular it consists of, a track support plate and/or the track rail and/or the track sleeper.
  • the track structure component is preferably a component of the track floor.
  • Such track structure components can only be inadequately detected using conventional methods due to their surface, which changes over position and/or time and/or due to their arrangement, at least in sections, in particular completely, below a surface of the track floor. Because the radar radiation can reliably penetrate to the track structure component, the arrangement of the track structure component can be determined in a particularly robust and reliable manner.
  • a method according to claim 4 can be carried out particularly reliably and efficiently. Determining the arrangement of the track object can be done reliably, although the track object, in particular the track sleeper, is at least is covered at least in sections, in particular completely, with the track ballast.
  • the radar radiation penetrates the track ballast at least partially and is reflected on the track object, so that the measurement signal correlating with the arrangement of the track object can be reliably detected.
  • the radar radiation reflected on the track object is reflected back from the track ballast that covers the track object.
  • the reflected radar radiation is recorded. This advantageously ensures that track ballast does not first have to be removed from the track object before the method can be carried out.
  • new track ballast can be applied to the track floor before the method is carried out on the track floor loaded with the new track ballast.
  • a method according to claim 5 ensures particularly reliable and efficient track processing.
  • a track processing step is a process in which the track and/or the track environment is processed.
  • the track processing step can involve establishing and/or releasing a connection between the track sleepers and the track rails, in particular a screw connection and/or a nail connection, and/or separating a track structure component, in particular a track rail, and/or grinding a track structure component, in particular the track rail , and/or filling the track floor, in particular with concrete and/or track ballast.
  • the control can include a control process, in particular with feedback of a controlled variable.
  • the control can be completely automated or semi-automatic, in particular only after a user input required to release the track processing step, in particular a user confirmation, and / or manually by a user based on information, that correlate with the arrangement of the track object.
  • the information that correlates with the arrangement of the track object is visualized, in particular output to an operator.
  • the control preferably includes controlling the arrangement, in particular the position and/or the orientation of a track processing unit, in particular relative to the track.
  • controlling the track processing step may include arranging the track processing unit relative to the track, in particular the track object, in particular the track sleepers and/or the track rails.
  • the threshold distance required for arranging the track processing unit can be determined, in particular calibrated, based on the specific arrangement of the track object.
  • the track processing unit preferably includes a tamping unit and/or a lifting and straightening unit.
  • the tamping unit can have several, in particular at least two, in particular at least three, in particular at least four, in particular at least six, in particular at least eight tamping units.
  • the tamping units preferably include at least two, in particular at least four, tamping picks for penetrating the ballast bed.
  • the lifting and straightening unit can be designed to move the track rails, in particular the track sleepers attached to them, in the vertical direction and/or in the transverse direction of the rails.
  • new track ballast can be placed on the track floor.
  • the track sleepers are often at least partially covered by the Track gravel covered. Using the radar radiation, the measurement signal that correlates with the arrangement of the track object can still be detected reliably and precisely.
  • the at least one track processing unit in particular the tamping unit, can be arranged, in particular positioned and/or aligned, relative to the carriage and/or the track by means of an aggregate positioning unit.
  • the stuffing units can be arranged independently of one another using the unit positioning unit.
  • a method according to claim 7 can be used particularly flexibly.
  • the arrangement of the track object is determined in real time. This makes it possible to control a track processing step in a flexible manner based on the specific arrangement of the track object.
  • the arrangement of the track object can be determined by means of a measuring device which is arranged on the same carriage as the at least one track processing unit.
  • the arrangement of the track object is preferably determined at a time interval of a maximum of 120 s, in particular a maximum of 90 s, in particular a maximum of 60 s, in particular a maximum of 20 s, in particular a maximum of 10 s, in particular a maximum of 5 s, in particular a maximum of 2 s, in particular a maximum of 1 s, in particular a maximum of 0.1 s, in particular a maximum of 0.01 s, after detecting the measurement signal.
  • the arrangement of the measurement object is preferably determined locally, in particular by means of a central control device, which is preferably also arranged on the carriage. This means that the track processing step can be controlled based on the specific arrangement of the track object and can therefore be carried out particularly reliably, precisely and safely.
  • a method according to claim 8 ensures that the arrangement of the track object is determined in a particularly reliable manner and with high accuracy.
  • the measurement signal is preferably detected at at least two, in particular at least three, in particular at least four, in particular at least five, in particular at least seven, in particular at least nine, and/or a maximum of 20, in particular a maximum of 10, measuring positions.
  • At each measuring position at least one, in particular a single, receiving antenna is preferably provided for receiving the radar radiation.
  • the at least two measuring positions can be arranged spaced apart from one another at an angle, in particular an acute angle, of at least 45°, in particular at least 60°, in particular at least 75°, in particular at least 85°, in particular 90°, to the longitudinal direction of the rail, in particular in a horizontal direction be.
  • the measurement signals recorded at the at least two measurement positions lead to redundant information. Due to the redundancy, the arrangement of the track object can be determined particularly reliably, especially even if the measurement signal recorded at at least one measurement position is invalid.
  • the measurement signal is checked to see whether it correlates sufficiently with the arrangement of the track object.
  • the measurement signals recorded at at least two measurement positions can be compared with one another.
  • a plausibility parameter that correlates with the quality of the measurement signal can be determined.
  • the plausibility parameter is preferably compared with a threshold value. If the plausibility parameter of the measurement signal is Threshold value is reached, the measurement signal can be rejected.
  • a method according to claim 9 can be used particularly flexibly.
  • Different track objects can have different signatures, especially radar signatures.
  • the individual signature of different track objects is preferably previously known, in particular stored on a storage unit, for example stored on the storage unit of the central control device.
  • a comparison can be made between the previously known signatures of different track objects and the signature of the captured measurement signal. If the signature of the detected measurement signal matches one of the previously known signatures of the track objects, in particular substantially, the detected track object is identified.
  • the type of track object can be identified, in particular whether there is a track sleeper or a track rail or a track support plate or a balise or a track signal, and/or a dimension of the track object and/or material of the track object, in particular whether the track object comprises concrete and/or wood , in particular consists of it, and / or a condition of the track object, in particular a state of wear.
  • the track object can be identified exclusively based on the measurement signal detected using the radar radiation and/or based on a measurement signal from at least one further sensor, for example based on an inductive sensor.
  • a method according to claim 10 ensures that the arrangement of the track object is determined in a particularly reliable and robust manner.
  • the detection of the measurement signal and/or the track processing, in particular the control of the track processing step takes place in the switch section.
  • the switch section In the area of a switch section, there may be an irregular arrangement of track objects, in particular track sleepers and/or track signals and/or balises. Reliable detection of the track object is therefore particularly important in the area of switch sections.
  • the switch section is preferably understood to mean a section of the track that extends from a switch heart, in particular along the longitudinal direction of the rail, in a range of up to 50 m, in particular up to 30 m, in particular up to 20 m, in particular up to 10 m.
  • a method according to claim 11 ensures that the arrangement of the track object is determined with a particularly high measurement accuracy.
  • the detected radar radiation is preferably caused by the emitted radar radiation.
  • the detected radar radiation can be a reflection of the emitted radar radiation, in particular a reflection on the track object and/or on the surroundings of the track object.
  • the emitted wavelength spectrum preferably comprises at least 2, in particular at least 3, in particular at least 4, and/or a maximum of 10, in particular a maximum of 6, frequencies with a local maximum of the power density of the radar radiation.
  • a bandwidth of the emitted radar radiation is preferably in a range from 100 MHz to 5000 MHz, in particular from 200 MHz to 4000 MHz, in particular from 400 MHz to 2000 MHz, in particular from 500 MHz to 1000 MHz.
  • High frequencies ensure improved spatial resolution of the measurement signal, in particular a more precise determination of the arrangement of the track object.
  • Lower frequencies ensure a high penetration depth, especially into the track floor, which also means hidden, especially low-lying track objects can still be reliably detected.
  • the radar radiation of different wavelengths is emitted into the track floor, in particular to generate detectable reflected radar radiation. Emitting radar radiation of different wavelengths advantageously ensures that the required measurement depth can be reliably achieved, with a particularly high measurement resolution being achievable.
  • a method according to claim 12 ensures a particularly detailed determination of the arrangement of the track object.
  • the position of the track object is preferably determined along the longitudinal direction of the rail and/or in a vertical direction and/or along a transverse direction of the rail, in particular in a global coordinate system and/or in a local coordinate system, in particular in a measurement coordinate system, in particular in a coordinate system of a carriage in which the measuring device is arranged.
  • the alignment of the track object preferably includes the alignment of the track object about a vertical axis and/or about the longitudinal direction of the rail and/or about the transverse direction of the rail. This allows the position of the track object, in particular the track sleeper and/or the track rail, to be recorded particularly comprehensively.
  • a track processing step can be controlled particularly precisely based on the position and/or the orientation of the track object.
  • a further object of the invention is to create an improved measuring device for determining the arrangement of a track object, in particular a track structure component, which is particularly robust in operation and provides precise measurement results.
  • measuring device with the features of claim 13.
  • the advantages of the measuring device correspond to the advantages of the method described above.
  • the measuring device can be developed with at least one of the features described above in connection with the method.
  • the measuring device preferably has a sensor device for detecting a measurement signal that correlates with the arrangement of the track object.
  • the sensor device can have at least one sensor module for detecting the measurement signal at the at least one measurement position.
  • the sensor device preferably has at least two, in particular at least three, in particular at least four, in particular at least five, in particular at least seven, in particular at least nine, and/or a maximum of twenty, in particular a maximum of ten, sensor modules.
  • the respective sensor module can have a receiving unit for detecting the radar radiation and/or a transmitting unit for emitting the radar radiation.
  • the sensor device is preferably designed to detect the radar radiation from the track floor and/or to emit the radar radiation into the track floor.
  • a main detection direction for the radar radiation is preferably vertically oriented.
  • the measuring device preferably has an evaluation device for determining the arrangement of the track object based on the measurement signal.
  • the evaluation device can form a unit with the sensor device or can be designed separately from it and be in signal connection with it.
  • the evaluation device preferably comprises an electronic computing unit, in particular a processor, for processing the measurement signal, in particular for determining the arrangement based on the measurement signal.
  • the measurement signal and/or the arrangement of the track object are preferably available as electronically processable, in particular analog and/or digital, information.
  • the track object preferably comprises a track structure component, in particular a track rail and/or a track sleeper.
  • a measuring device can be used particularly flexibly.
  • the carriage is preferably a rail carriage, in particular a reusable carriage for driving on rails and roads.
  • the trolley can have a traction motor and/or a traction control for controlling the traction motor or can be designed to be drive-free.
  • the sensor devices and/or the evaluation devices are preferably attached to the carriage.
  • the measuring device can have a central control device and/or a supply device for providing electrical power.
  • the central control device and/or the supply device are preferably attached to the carriage.
  • the central control device can be connected to the evaluation device and/or the driving control in a signal-transmitting manner.
  • the supply device can be designed to supply the sensor device and/or the evaluation device and/or the central control device with electrical energy.
  • the advantages of the system correspond to the advantages of the method and/or the measuring device described above.
  • the system is preferably developed with at least one of the features described above in connection with the method and/or the measuring device.
  • the system includes the measuring device described above and at least one track processing unit for processing the track.
  • the at least one track processing unit can be a tamping unit and/or a lifting unit and/or a straightening unit and/or a lifting and straightening unit and/or a screwing unit and/or a welding unit and/or a grinding unit, in particular a cutting-off unit, and/or a nailing unit include.
  • the central control device is designed to control the at least one track processing unit, in particular the arrangement, in particular the positioning and/or the alignment, of the at least one track processing unit based on the specific arrangement of the track object.
  • the central control device can be designed for completely automated control of the track processing unit.
  • the central control device can be designed to support the manual control of the track processing unit, in particular to output supporting information about the arrangement of the track object to the operator.
  • the central control device can be designed to ensure semi-automated control of the track processing unit, which requires confirmation from the operator, in particular as a release to carry out each individual track processing step or a group of track processing steps. The operator is relieved by the at least partially automated control. The operator can carry out his function as a control authority particularly reliably. The system ensures track processing in a particularly reliable, robust and safe manner.
  • FIG. 1 shows a schematic representation of a system with a measuring device for determining the arrangement of a track object, in particular a track structure component, and at least one track processing unit for processing the track,
  • FIG. 2 is a schematic representation of the system in FIG. 1, wherein the measuring device has a sensor device for detecting a measurement signal that correlates with the arrangement of the track object and an evaluation device for determining the arrangement of the track object based on the measurement signal,
  • Fig. 3 is a schematic representation of the sensor device of the system in Fig. 1, wherein the sensor device has several, in has receiving units spaced apart from one another in a horizontal direction obliquely to the longitudinal direction of the rail,
  • Fig. 4 is a schematic representation of a radargram that can be detected with the sensor device of the system in Fig. 1, or
  • Fig. 5 is a schematic representation of several radargrams that can be detected by means of the receiving units in Fig. 3.
  • FIGS. 1 to 5 An exemplary embodiment of a system 1 with a measuring device 2 and a method for determining the arrangement p, cp of a track object 3, 4, in particular a track structure component 3, 4, is described with reference to FIGS. 1 to 5.
  • the system 1 includes at least one track processing unit 5 for processing the track 6.
  • the at least one track processing unit 5 is designed as a tamping unit 5 for compacting track ballast 7 of the track 6.
  • a ballast bed 8 of the track 6 includes the track ballast 7.
  • the system 1 preferably has a track processing unit 5, not shown in FIG. 1, in the form of a lifting and straightening unit for lifting and aligning track rails 4 and track sleepers 3 connected to them.
  • the track ballast 7, the track sleepers 3 resting on it and the track rails 4 attached to the track sleepers 3 are part of the track 6.
  • a carriage 10 is arranged on the track rails 4.
  • the carriage 10 has a drive device 11 with a driving control 12 and at least one traction motor 13.
  • the driving control 12 is for Control of the at least one traction motor 13 is formed and is connected to this in a signal.
  • the carriage 10 is designed to move the system 1, in particular the measuring device 2 and the track processing unit 5, along a travel direction 14, in particular parallel to a rail longitudinal direction 15.
  • FIG. 1 A Cartesian coordinate system is shown in FIG. An x-direction points in the direction of travel 14. A z-direction points in the vertical direction upwards. A y-direction is oriented horizontally and perpendicular to the rail longitudinal direction 15. The x-direction, the y-direction and the z-direction form a legal system.
  • the measuring device 2 has a sensor device 16 for detecting a measurement signal that correlates with the arrangement p, cp of a track object 3, 4 and an evaluation device 17 for determining the arrangement p, cp of the track object 3, 4 based on the measurement signal.
  • the sensor device 16 and the evaluation device 17 are attached to the carriage 10.
  • the evaluation device 17 is in signal connection with the sensor device 16.
  • a unit control device 18 is designed to control the at least one track processing unit 5, in particular the tamping unit 5 and/or the lifting and straightening unit.
  • the measuring device 2 comprises a displacement sensor 19 for detecting the position of the measuring device 2 on the track 6, in particular along the longitudinal direction of the rail 15.
  • the displacement sensor 19 is in signal connection with a driving evaluation device 20.
  • the measuring device 2 has an inductive sensor 21.
  • An inductance evaluation device 22 is in signal connection with the inductive sensor 21.
  • a central control device 23 is in signal connection with the evaluation device 17, the aggregate control device 18, the driving evaluation device 20, the inductance evaluation device 22 and the driving control 12.
  • the central control device 23 has a user interface 24, an electronic computing unit 25, in particular a processor for processing digital information, and a storage unit 26, in particular an electronic storage unit.
  • the user interface 24 includes an input unit, not shown, for inputting information by a user and/or an output unit for outputting information to the user.
  • the input unit can include a keyboard.
  • the output unit preferably comprises a screen.
  • the user interface 24 can in particular have a touch-sensitive screen.
  • the tamping unit 5 includes four tamping units 27.
  • Each of the tamping units 27 includes a vibration drive 28, a vertical drive 29 and at least two tamping picks 30 for penetrating the track ballast 7.
  • the tamping unit 5, in particular the tamping units 27, can be arranged, in particular positioned and/or aligned, relative to the carriage 10 and/or to the track 6, independently of one another, by means of an aggregate positioning unit (not shown).
  • the inductive sensor 21 comprises four inductance measuring units 31 for detecting metallic connecting elements, in particular for fastening the track rails 4 to the track sleepers 3, in particular rail clamps, on both sides of the respective track rail 4.
  • the displacement sensor 19 is a speed sensor for detecting the speed of a rail wheel 32.
  • the rail wheel 32 can be a component of a bogie 33.
  • the sensor device 16 is shown in further detail in FIG.
  • a horizontally oriented rail transverse direction 34 is oriented perpendicular to the rail longitudinal direction 15, in particular oriented parallel to the y-direction.
  • An upper side of the track sleepers 3 determines a rail support level 35.
  • a driving level 36 is determined by an upper side of the track rails 4.
  • the track ballast 7 covers the track sleepers 3, especially in a plan view, at least in sections, in particular completely.
  • the sensor device 16 comprises several, in particular at least two, in particular at least four, in particular seven, sensor modules 37.
  • Each of the sensor modules 37 comprises a transmitting unit and a receiving unit.
  • the transmitting unit and the receiving unit can have individual transmitting antennas and receiving antennas and/or a common transmitting and receiving antenna.
  • the transmitting unit and the receiving unit can be combined into a single unit, in particular be designed integrally.
  • the sensor plane 38 is arranged at a vertical sensor distance h above the driving plane 36.
  • the vertical sensor distance h is preferably in a range from 5 mm to 500 mm, in particular from 10 mm to 300 mm, in particular from 5 mm to 200 mm.
  • a measuring distance ys between two adjacent sensor modules 37, in particular between central measuring axes 39 of adjacent sensor modules 37, is preferably in a range of 250 mm to 1 m, in particular from 300 mm to 750 mm, in particular from 400 mm to 600 mm.
  • the sensor device 16 is designed to detect radar radiation.
  • the sensor modules 37 are designed to detect radar radiation.
  • the receiving units are designed to receive the radar radiation and the transmitting units are designed to emit the radar radiation.
  • the sensor device 16, in particular the respective sensor module 37, in particular the transmitter unit, is designed to emit radar radiation with different wavelengths.
  • the sensor device 16 is preferably designed to detect radar radiation in a wavelength range from 1 MHz to 5000 MHz, in particular from 50 MHz to 4000 MHz, in particular from 400 MHz to 2000 MHz, in particular from 750 MHz to 1500 MHz.
  • the sensor device can be designed to emit radar radiation which is in the same frequency range.
  • the sensor device is designed to emit and/or detect radar radiation with a bandwidth of at least 100 MHz, in particular at least 300 MHz, in particular at least 600 MHz, in particular at least 1 GHz.
  • the bandwidth is preferably a 3 dB bandwidth.
  • the sensor device 16, in particular the at least one sensor module 37 has a main detection direction 41.
  • the main detection direction 41 is essentially vertically oriented, in particular oriented parallel to a respective central measuring axis 39.
  • the system 1, in particular the carriage 10, is arranged on the track 6.
  • the measuring device, in particular the sensor device 16, and the at least one track processing unit 5 are located in a transport arrangement.
  • the carriage 10 is moved into a section of the track 6 to be measured and/or processed by means of the traction motor 13 controlled by the driving control 12.
  • the measuring device in particular the sensor device 16, is relocated to a measuring arrangement.
  • a positioning unit 42 is controlled by the central control device 23 for displacing the sensor device 16, in particular the inductive sensor 21, between the transport arrangement and the measuring arrangement, in particular in the vertical direction.
  • the vertical sensor distance h between the sensor plane 38 and the driving plane 36 is approximately 100 mm.
  • Track processing is started.
  • track ballast 7 is applied to the ballast bed 8, in particular in a top view, to the side of the rails 4, in the area and between the track sleepers 3.
  • the gravel dispensing device can be arranged on the carriage 10. Alternatively, the gravel dispensing device can be arranged on a carriage preceding the system 1.
  • the traction motor 13 is controlled to move the carriage 10 along the longitudinal direction 15 of the rail.
  • the position sensor 19 detects a measurement signal that correlates with the route and the vehicle speed. Based on this measurement signal, the travel path and the travel speed are determined using the driving evaluation device 20.
  • the sensor device 16 detects a measurement signal that correlates with the arrangement p, cp of the track objects 3, 4.
  • the transmitting units of the sensor modules 37 emit radar radiation of different wavelengths, in particular in a range from 400 MHz to 2000 MHz, in the main detection direction 41, in particular in the vertical direction downwards, into the track floor 43.
  • the sensor modules 37 in particular the detection units, detect radar radiation caused by the emitted radar radiation and reflected back from the track floor 43.
  • the respective sensor modules 37 are georadar modules.
  • the sensor device is a multi-channel georadar. Based on Fig. 4, the measurement signal of one of the sensor modules 37 of the sensor device 16 is shown over the track x, along the longitudinal direction 15 of the rail.
  • the vertical axis indicates the transit time ts of the detected radar radiation.
  • the respective gray value corresponds to the amplitude of the detected radar radiation. In other words, the radar radiation is determined continuously along the route x, with the respective amplitude of the radar radiation being recorded for different durations ts.
  • the amplitude is shown as an example gray value over the travel path and for a predetermined range of transit time, in particular from 0 ns to 65 ns, in FIG.
  • the arrangement p, cp of a track object 3, 4 can be deduced.
  • the position p of the track sleepers 3, in particular along the longitudinal direction of the rail 15, is marked by a cross in the radargram shown in FIG. 4.
  • the evaluation of the measurement signal is carried out using the evaluation device 17.
  • the arrangement p, cp of the track object 3, 4 is determined using the evaluation device 17 based on the measurement signal.
  • the arrangement p, cp around- summarizes the position p and the orientation cp of the track object 3, 4, in particular the track sleeper 3 and/or the track rail 4.
  • Determining the orientation cp of the track object 3, 4 preferably includes determining the orientation cp about the vertical direction z and/or about the rail longitudinal direction 15.
  • the arrangement p, cp of the track object 3, 4, in particular the track rails 4 and/or the track sleepers 3, is preferably determined continuously.
  • a time interval At between determining the arrangement p, cp of the track object 3, 4 and detecting the measurement signal is preferably a maximum of 120 s, in particular a maximum of 60 s, in particular a maximum of 30 s, in particular a maximum of 10 s, in particular a maximum of 1 s, in particular 0 ,1 s.
  • the determination of the orientation of the track objects 3, 4 is preferably carried out on the basis of the multiple position information relating to the track object 3, 4, in particular in different detection positions, in particular in detection positions spaced apart along the rail transverse direction 34. Based on at least two measurement signals recorded at spaced positions along the rail transverse direction 34 and/or along the rail longitudinal direction 15, the orientation cp of the track object 3, 4 can be deduced.
  • the multiple measurement signals which are recorded along the rail transverse direction 34 at spaced measurement positions, lead to partially redundant information about the arrangement p, cp of the track object 3, 4. Based on Invalid measurement signals are eliminated during a plausibility check. For this purpose, it can be checked whether the respective measurement signal reaches a predetermined plausibility threshold for its admissibility.
  • metallic connecting elements in particular the rail clips
  • the position of the connecting elements and thus the position of the track sleepers 3 can be deduced.
  • the arrangement p, cp of the track object 3, 4 is determined by means of the inductance value device 22.
  • the central control device 23 receives the arrangement p, cp of the track object 3, 4 from the evaluation device 17, in particular from the inductance evaluation device 22. Furthermore, the central control device 23 receives the position x of the system 1, in particular of the carriage 10, on the track 6, in particular along the longitudinal direction of the rail 15.
  • the arrangement p, cp of the track object 3, 4 is preferably determined relative to the system 1, in particular to the carriage 10.
  • the track processing unit 5 preferably has an aggregate sensor device, not shown, which is used to detect a measurement signal that correlates with the position of the track processing unit 5, in particular the respective tamping unit 27. Based on the measurement signal from the aggregate sensor device, the aggregate control device 18 the arrangement of the track processing unit 5, in particular the respective tamping unit 27, in particular relative to the system 1, in particular relative to the carriage 10, is determined.
  • the arrangement is determined, in particular by means of the central control device 23 of the track processing unit 5, in particular the respective tamping unit 27, relative to the track object 3, 4, in particular to the track sleepers 3.
  • a track processing step is controlled based on the arrangement of the track processing unit 5, in particular the respective tamping unit 27, relative to the system 1, in particular to the carriage 10, in particular by means of the central control device 23.
  • the track processing unit 5, in particular the respective tamping unit 27, is arranged on the track 6, in particular relative to the carriage 10, in such a way that a collision of the tamping unit 5, in particular the respective tamping unit 27, in particular the tamping pick 30, with the track object 3, 4, especially with the track sleepers 3, is reliably prevented.
  • the arrangement, in particular the position and/or the orientation, of the track processing unit 5, in particular the respective tamping unit 27, is controlled relative to the track 6, in particular to the track rails 4 and/or to the track sleepers 3 .
  • Controlling the arrangement of the track processing unit 5 can be completely automated.
  • information about a target arrangement of the track processing unit 5, in particular by means of the user interface 24, are output to the operator. The operator can use this information to manually control the arrangement of the track processing unit 5, in particular the respective tamping unit 27.
  • the arrangement of the track processing unit 5 relative to the track 6 can be done semi-automatically.
  • the operator is provided with information about the specific, in particular the calculated, target arrangement of the track processing unit 5, in particular via the user interface 24.
  • the operator can be asked to confirm, in particular to release, that the processing unit 5, in particular otherwise automated, may be relocated to the specific target arrangement.
  • the operator can be given information about the current arrangement of the track processing unit 5 and/or the target arrangement, in particular via the user interface 24.
  • the operator can monitor the arrangement and/or the target arrangement of the track processing unit 5.
  • the operator can interrupt the track processing, in particular the arrangement of the track processing unit 5, at any time, especially if he fears a collision.
  • the operator therefore essentially has the function of a monitoring authority. Because the arrangement of the track processing unit 5 relative to the track 6 is carried out essentially automatically, the operator is relieved of his workload. This allows the operator to carry out his function as a monitoring entity even more reliably.
  • the sensor device 16, in particular the inductive sensor 21, are arranged in front of the track processing unit 5 in the direction of travel 14.
  • the arrangement p, cp of the respective track object 3, 4 can thus be determined before the track processing unit 5 has arrived at the position of the track object 3, 4.
  • the time interval At between the detection of the measurement signal and the determination of the arrangement p, cp of the track object 3, 4 is preferably a maximum of 120 s, in particular a maximum of 60 s, in particular a maximum of 10 s, in particular a maximum of 1 s, in particular a maximum of 0.1 s. This advantageously ensures that the arrangement of the track processing unit 5 relative to the track object 3, 4, in particular the target arrangement, can be determined in good time before the processing unit 5 has arrived at the position p of the respective track object 3, 4, in particular in real time .
  • the detection of the measurement signal includes the detection of radar radiation
  • the measurement signal can be detected in a particularly robust, precise and interference-resistant manner.
  • the measurement signal is recorded without contact.
  • a high measurement resolution can be achieved, especially when radar radiation of different wavelengths is detected.
  • the sensor device 16 is designed to detect radar radiation, in particular as a geo-radar, an area below the surface of the track floor 43 can be detected. This makes it possible for track objects 3, 4 to be detected, which are arranged at least in sections, in particular completely, below the track floor 43. Gravel placed on the track, which covers the track object 3, 4, in particular the track sleepers 3, at least in sections from above, can be penetrated by the radar radiation.
  • Track objects 3, 4 arranged below the surface of the track floor 43 can thus be reliably detected and their arrangement p, cp can be determined.
  • the preferred design of the sensor device 16 as a multi-channel georadar advantageously ensures that redundant information about the arrangement p, cp of the track object 3, 4 is available. This further increases the reliability and robustness of the measurement signal acquisition.
  • the reliability and robustness of the measurement signal acquisition is further increased by the fact that the arrangement p, cp of the track object 3, 4, in particular the track sleepers 3, is detected by means of the inductive sensor 21.
  • the arrangement p, cp of the track object 3, 4 is preferably determined in the area of switches on the track 6, not shown. In the area of switches, the arrangement p, cp of the track objects 3, 4, in particular the distance between track sleepers 3 and/or their orientation, is typically not constant, in particular irregular. Determining the arrangement p, cp of the track object 3, 4 reliably ensures a precise arrangement p, cp of the track processing unit 5 and prevents a collision of the track processing unit 5 with the track object 3, 4.
  • the track object 3, 4 is preferably identified based on a signature of the measurement signal.
  • 3, 4 individual signatures can be recorded for different track objects.
  • the individual signatures can be stored in a database, in particular in the storage unit 26. Based on a comparison of the previously known individual signature with the Signature of the measurement signal of the track object 3, 4 can be concluded about the nature of the track object 3, 4.
  • the condition preferably includes the type, the dimension, the material and / or the condition, in particular the quality, in particular the state of wear, of the track object 3, 4.
  • the material of the track object 3, 4 can be determined based on the signature of the measurement signal and / or based on the state of wear of the track object 3, 4, a decision can be made about the necessity of maintenance work on the track object 3, 4.

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  • Engineering & Computer Science (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Mechanical Engineering (AREA)
  • Health & Medical Sciences (AREA)
  • Biomedical Technology (AREA)
  • General Health & Medical Sciences (AREA)
  • Radar Systems Or Details Thereof (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé de détermination de l'agencement (p, φ) d'un objet de voie (3, 4), en particulier d'un composant de structure de voie (3, 4), qui comprend les étapes suivantes : détecter un signal de mesure qui est en corrélation avec l'agencement (p, φ) de l'objet de voie (3, 4), et déterminer l'agencement (p, φ) de l'objet de voie (3, 4) sur la base du signal de mesure, la détection du signal de mesure comprenant la détection d'un rayonnement radar. Un dispositif de mesure (2) pour déterminer l'agencement (p, φ) d'un objet de voie (3, 4), en particulier un composant de structure de voie (3, 4), comprenant un dispositif de détection (16) pour détecter un signal de mesure qui est en corrélation avec l'agencement (p, φ) de l'objet de voie (3, 4), et un dispositif d'évaluation (17) pour déterminer l'agencement (p, φ) de l'objet de voie (3, 4) sur la base du signal de mesure, le dispositif de détection (16) étant conçu pour détecter un rayonnement radar. L'invention concerne également un système (1) comprenant un tel dispositif de mesure (2) et au moins une unité de traitement de voie (5).
PCT/EP2023/073525 2022-08-31 2023-08-28 Procédé de détermination de l'agencement d'un objet de voie, en particulier d'un composant de structure de voie, dispositif de mesure et système WO2024046977A1 (fr)

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ATA50666/2022 2022-08-31
ATA50666/2022A AT526491A1 (de) 2022-08-31 2022-08-31 Verfahren zum Bestimmen der Anordnung eines Gleisobjekts, insbesondere eines Gleisstrukturbauteils, Messvorrichtung und System

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2784219A1 (fr) * 2011-11-25 2014-10-01 Ibañez Latorre, Jose Antonio Machine et procédé d'entretien de voie ferrée pour le nivellement, l'alignement, le compactage et la stabilisation de la voie, capable de fonctionner sans interruptions de sa progression.
WO2017215777A2 (fr) * 2016-06-13 2017-12-21 Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M.B.H. Procédé et système d'entretien d'une voie de communication pour véhicules ferroviaires
AT519739A4 (de) 2017-05-12 2018-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zum Steuern einer Gleisbaumaschine
US20190367061A1 (en) * 2018-06-01 2019-12-05 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
WO2020260978A1 (fr) * 2019-06-26 2020-12-30 Dma S.R.L. Système, véhicule et procédé de détection de position et de géométrie d'infrastructures de ligne, en particulier pour une ligne de chemin de fer

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Publication number Priority date Publication date Assignee Title
US6647891B2 (en) * 2000-12-22 2003-11-18 Norfolk Southern Corporation Range-finding based image processing rail way servicing apparatus and method
DE102006026048A1 (de) * 2006-06-01 2007-12-20 Gbm Wiebe Gleisbaumaschinen Gmbh GPS gestütztes, kontinuierliches Trassenerkundungssystem mit Multisensorik

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2784219A1 (fr) * 2011-11-25 2014-10-01 Ibañez Latorre, Jose Antonio Machine et procédé d'entretien de voie ferrée pour le nivellement, l'alignement, le compactage et la stabilisation de la voie, capable de fonctionner sans interruptions de sa progression.
WO2017215777A2 (fr) * 2016-06-13 2017-12-21 Plasser & Theurer Export Von Bahnbaumaschinen Gesellschaft M.B.H. Procédé et système d'entretien d'une voie de communication pour véhicules ferroviaires
AT519739A4 (de) 2017-05-12 2018-10-15 Plasser & Theurer Export Von Bahnbaumaschinen Gmbh Verfahren zum Steuern einer Gleisbaumaschine
US20190367061A1 (en) * 2018-06-01 2019-12-05 Tetra Tech, Inc. Apparatus and method for gathering data from sensors oriented at an oblique angle relative to a railway track
WO2020260978A1 (fr) * 2019-06-26 2020-12-30 Dma S.R.L. Système, véhicule et procédé de détection de position et de géométrie d'infrastructures de ligne, en particulier pour une ligne de chemin de fer

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