• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a method for measuring and displaying the track geometry of a track system with a track-mounted surface-mounted machine with a control measuring system for measuring the track position to be corrected before a lifting straightening device, with a take-off measuring device for measuring the corrected track position after the lifting straightening device and with associated output units for display the measured values proposed. The lifting straightening device is controlled as a function of the measured values of the control measuring system and the acceptance measuring system in the sense of achieving a predetermined desired track geometry. In order to provide advantageous straightening conditions, it is proposed that first of the curvature image (k (s), 2), the longitudinal height image (h (s), 4) and the superelevation image (u (s), 3) of the desired track geometry a three-dimensional situation image (FIGS. 6, 7) is calculated such that the three-dimensional positional image (19) is shown in a perspective view and displayed with the output unit and that the perspective situation image about the measured error characteristics for the track parameters track direction (39), elevation ( 23), twisting (49) and longitudinal height (20) is added.
    公开号:AT516278A4
    申请号:T50758/2014
    申请日:2014-10-22
    公开日:2016-04-15
    发明作者:
    申请人:System 7 Railsupport Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for measuring and displaying the track geometry of a track system with a track-mounted surface-mounted machine with ei¬ner control measuring system for measuring the track position to be corrected before a He¬be- straightener, with a take-off measuring system for measuring the korrigier¬ten track position after lifting Straightening device and with associated output units for displaying the measured values, the lifting straightening device being actuated as a function of the measured values of the control measuring system and the acceptance measuring device in the sense of achieving a predetermined desired track geometry, which in particular in the form of a curvature image, a longitudinal height image and a superscript image is given.
    Most railway tracks are designed as gravel superstructure. The threshold beds lie in the gravel. The ballast has the task of dissipating the Radumentsin Planum, absorbing transverse forces acting on the rail and sill and dissipating the surface water. The acting wheel forces of the trains passing over them cause irregular settlements in the ballast and displacements of the lateral position geometry of the track. Due to the settling of the ballast bed, errors occur in the longitudinal height, the elevation (in the bow), the distortion and the leveling position.
    If certain comfort limits or safety limits of these geometrical sizes set by the railway directorates are exceeded, maintenance work will be planned and carried out in a timely manner. If specified limit values are exceeded, then depending on the size of the errors, the speed is reduced or the track is blocked and the correction of these so-called single errors is carried out immediately. The correction and correction of these geometric track errors is usually done with track-laying machines. To control the process, there are measuring systems for recording the current track position for the parameters straightening, lifting, twisting and banking.
    So that the track can be released for operation again after such track geometry improvement work, the superstructure machines are equipped with so-called acceptance measuring systems and acceptance testing systems. For the quality of the track situation after the improvement by overhead machinery or other methods, the railway authorities have defined so-called acceptance tolerances. These represent the minimum requirements of the quality of the geometric improvements produced. These are evidenced by the acceptance measuring equipment and acceptance testing equipment. The recorded results represent official documents relevant to safety. Therefore, such acceptance measuring systems and acceptance recording systems are subject to regular calibration and acceptance by authorized bodies. The quantities to be named, reported and recorded are the distortion of the track, the longitudinal height of the track, the direction or lateral position of the track, the track width and the bank angle or elevation of the track.
    The desired geometries of the railway tracks are available as track plans and can be used after input to the control computer to calculate the systematic errors knowing the behavior of the measuring systems. On track construction machines, there is the Vorwagenführer, which is responsible for the control of the machine with respect to the target geometry and also with respect to the decrease by the Datenre¬corder. In the case of an error which the acceptance report shows, the machine must be e.g. reduced and the error repaired so that the acceptance tolerances are met.
    Trackmaster geometry of track-laying machinery is modeled using the current standard method of curvature of the track over the length of the track. The display is done visually on a computer screen in the form of diagrams. On a separate, additional screen, the machine operator is presented with diagrams representing the deviations of the individual parameters from the desired position. In accordance with the usual procedure, the machine operator can additionally enter correction values as a function of these deviations. For example, when the track springs back, it can slightly overpress the track by the machines. However, the effect of the correction value is, as the acceptance recorder records the track position only about 10 m after the setting of the processing of the track position, only delayed in its effects.
    The representation as the curvature image, pitch and elevation image is abstract and not generally understood by the operators. The view from the front window of the machine, which shows a real track position, does not coincide with the illustrated mathematical abstract computer image on the screen. This conventional method therefore places complex demands on the machine operator; the information given is confusing, difficult to understand and therefore easily leads to operating errors. The whole is complicated only by the two independent computer, for the guidance to the track setpoint and the digital acceptance recorder, but also by the fact that the representation axes of the measurement records between machine control computer and acceptance computer are usually shown exactly wrong.
    The recording of geometric track layers is today usually standard asymmetric tendon measurement systems (tendon sections a, b). In the process, a steel tendon is stretched in the middle between a front and a rear measuring carriage pressed onto the track on one side. Between these clamping carriages, a measuring carriage is arranged and pressed on one side. The trolley carries a scanning device which measures the position of the steel chord from the center position. This value is called the arrowhead. For the direction of the cars are pressed on the outside. For the height of the arc inner rail is used as a reference. The target curvature image is converted with the help of the following arrow height formula in a desired height-height image (proportional to the curvature image).
    During the measurement, the course of the thus calculated target arrow height is compared with the measured actual arrow height and the difference is recorded. For these differences, acceptance limits are prescribed by the railway authorities. This procedure is also used analogously for the longitudinal inclination curve. The cant can be specified directly over the center of gravity as a reference and measured by pendulum or other inclinometers, and the deviations can be indicated by comparison with the nominal overshoots. The upper limit deviations also apply to the overshoot deviations. Arrow height measurements are subject to a so-called transfer function, that is, the amplification and phase position of the measured errors are wavelength-dependent and only qualitatively correspond to the actual track geometry errors.
    The invention is thus based on the object of specifying a method of the type described above, with which the target track geometry, the actual track geometry and the deviations from the track setpoint geometry resulting from the inaccuracies in the work are displayed in such a clear manner that incorrect operation probabilities of the Machine is reduced and an intuitive control of the machine is enabled.
    The invention achieves the stated object by first of all calculating a three-dimensional positional image from the curvature image, the longitudinal height image and the superelevation pattern of the desired track geometry, making the three-dimensional positional image appear in a perspective view and represented by the output unit, and that the perspective situation image is supplemented by the measured error profiles for the track parameters track direction, superelevation, twisting and longitudinal height.
    The target track geometry, the actual track geometry, and the deviations from the track target geometry resulting from the inaccuracy of work are represented in an image as well as the effects of a corrective intervention by the machine operator covers his window in working direction. In addition, in this perspective image tuned track markers (synchro points) such as points positions, bridge positions or arc major points (positions in the track at which the Richtungskrüm¬mungsbild, the pitch image or the Überhöhungsbild changes) are drawn. For this purpose, the track target geometry synchro points are assigned, which are shown at the corresponding positions of the perspective view of Gleisverlau¬fes, wherein upon reaching the synchro points with the Oberbauma¬schine a synchronization of the actual synchro points on the track system with the virtual synchro points of perspective representation ,
    The position of the superstructure machine in the representation of the output unit and the representation of the current error values are carried out continuously as the machine continues. Thus, the view of the machine operator from his window in the working direction always essentially coincides with the perspective view. The course of the residual errors is precalculated as a function of the measured error progressions and the control actions that have been effected, and also made visible in the perspective representation.
    In addition, the track position can be recorded in front of the upper construction machine with a Bildaufnahmeeinrich¬tung, the location of the rails can be calculated with an image analysis and the calculated position of the rails and the track target geometry can be shown in perspective in the situation image. The machine operator can thus take into account the necessary corrective interventions right from the outset. For this purpose, it is advisable if the course of the deviations of the track position to be corrected is calculated by the Soilage and if Trendserrechnet and displayed on the output unit to ensure by a timely influence on the lifting straightening devices To¬leranzen compliance can.
    Corrections of calculated deviations, the track position to be corrected by the soil layer before the lifting straightening device, can be automated by a control system of the lifting straightening device.
    Since the upper construction machines measure the arc length mostly via odometer and this due to slippage, soiling of the wheel, etc., have low inaccuracies, the machine is synchronized at the synchro points with the desired arc length. For this purpose, synchro points can be recorded in front of the superstructure machine with an image recording device and superimposed on the perspective image from a preselected approach to the synchronization. Synchronization avoids summing the sheet length measurement errors. Synchronization can be manual or automated.
    According to the invention, the track set geometry given by curvature patterns for the lateral position, longitudinal elevation images for the altitude and elevation images for the track cantilever is converted into a three-dimensional space curve and the track reference geometry is subsequently visually visually displayed on a screen or the like. The detected deviations of the generated track position from the desired position are entered in the perspective image and used for reporting on the control either in an automatic mode or a manual mode. Track synchronization points that serve to synchronize the measured arc length of the track construction machine with the actual arc length are also shown in perspective with respect to their location, as well as other important track points such as switches, bridges, level crossings, etc.
    An automatic correction of the residual track geometry errors may e.g. by calculating the mean values of the recorded errors of the longitudinal height, the direction and the elevation (for example over the past 10 m), by returning the mean value of the respective errors to the control of the superstructure machine for correction (feedback loop). If, for example, the mean value of the over-elevation error at -2mm, then the raised side is raised by the upper construction machine by 2mm higher to compensate for this error. Analogously, this also applies to the other measured variables.
    The perspective image can be thrown over a head-up projector on the front window of the overhead construction machine and / or be represented with a data glasses. In addition, the perspective image can be transmitted via a radio-data line to a remote from the site of the superstructure remote control center for Überwa¬chung the progress of work, the work possibly be done remotely controlled by the control center.
    In the drawing, the subject invention is shown, for example. It shows
    1 is a monitor representation of a desired curvature image, a Überhöhungsbil¬des and a longitudinal tilt image, and synchro points according to the prior art,
    2 shows a representation of a monitor image of a measurement record after a completed maintenance work according to the prior art,
    3 is a perspective view according to the invention of the track geometry, the remaining track errors and the synchro points,
    4 a locus of a track position in plan view with asymmetrical tendon measurement,
    5 shows an illustration of a track position in plan view with specification of the radius of curvature, of the bend angle and adjacent tangent,
    6 shows a representation of the composition of the three-dimensional representation coordinates from ground plan, flea position and elevation and FIG. 7 shows a detailed representation of the composition of the three-dimensional representation coordinates from ground plan, flea position and elevation.
    1 shows by way of example a schematic monitor view A of a track geometry computer according to the prior art. In the first column 1, the Ki¬lometrierung the arc length is specified. The next column 2 shows the course of the so-called curvature image k (s). The curvature 5 corresponds to the reciprocal of the track radius 1 / R |. So that no excessively high jerk occurs when driving on tracks from the straight line out into a curve, so-called transition curves are carried out. The simplest form of the transition arc is the linear transition arc, in which the curvature increases steadily with the arc length until it has reached the curvature corresponding to the track radius. For the course of the curvature of the linear transition arc, the following applies:
    In plan, the linear transition arc represents a clothoid. In addition to this transition arc, there are also other designs, such as the so-called Bloss transition arc, with a curvature according to the equation:
    Also, cosinus or sinusoidal, as well as biquadratic (Helmert) transitional arches and other forms are known. It is common to all that analytical methods can not be used to determine Cartesian coordinates for the plan, but approximation methods or numerical methods must be used. The representation of curvature over the arc length k (s) requires double integration for presentation in a Cartesian coordinate system.
    The next column 3 shows the course of the elevation 6 u (s). The elevation is usually given in mm. It is the measure by which the arched outside rail is raised relative to the arch inner rail for reference.
    The last column 4 shows the pitch image h (s) 7, which is also indicated as a curvature image. Since the inclines in the railway are relatively low, no transitional arches are necessary for the longitudinal height. Usually only slight or no rounding off of the transition from one inclination to another occurs. In column 1 sync points at the bow main points 15 or for special places such as bridges 34 or switches 34 are represented symbolically. During operation, the position of the machine 22 in the geometry is represented by a horizontal bar.
    Fig. 2 shows schematically the monitor screen B of a digital recording recorder of the geometric track position according to the prior art according to the track position correction work. The bottom line 1 shows the kilometrization (arc length). The course of the measured arrow height (direction) is shown in the uppermost line 8 and the permissible tolerances 14 are around this measured value. If these tolerances are exceeded, then the machine operator is warned via a signal. The second line 9 from the top represents the course of the measured elevation and the tolerance lines. In FIG. 16, there is an upper limit. In this case, the machine must reset and this area again berich¬tigen until the tolerances fit. The third line from the top 10 shows the progression of the longitudinal height with the tolerance lines. In this case too, an excess is present in FIG. 12. Finally, in the fourth column from the top 11, a variable derived from the superelevation - the distortion - is represented. The twisting is a quantity that is particularly critical to safety because of its significance for the derailment safety. The excess shown in FIG. 13 requires further processing by the stuffing machine. The position of the vertical line 28 represents the position of the current measurement record.
    Fig. 3 illustrates the perspective image of the machine guide according to the present invention. The above two monitor images for the track-laying computer A and pick-up B in curvature images over the arc length are integrated into an image in the form of a perspective image of the track. From the Gleissoll¬geometrievorgaben, from curvature image k (S), 2, longitudinal height image h (S), 4 and Uhöhhungsbild U (S), 3 of the desired track geometry, a three-dimensional situation image is calculated. The three-dimensional map 19 is shown in a perspective view and displayed with the output unit. In addition, the perspective attitude image is supplemented by the measured error characteristics for the track parameters track direction 39, elevation 23, torsion 49 and longitudinal height 20. Thus, a spatial target curve is calculated in Cartesian coordinates and this converted into a per¬ perspectival representation and presented. 19 shows the calculated track of the desired position of the track. At 29, the working position of the machine is symbolically represented. 28 shows the current position of the top-mounted machine. 22 shows the position of the recorder record. Fig. 20 shows the deviation of the longitudinal height from the track target altitude. Fig. 21 shows the actual latest departure. The value of this deviation is indicated in field 40. Fig. 31 shows the predicted value that would be set by the correction. Line 44 shows the precalculated
    Course with a manual influence of the machine operator via the Kom¬pensationspotentiometer. In automatic mode, the computer would itself calculate and make the necessary correction. 48 shows the allowed limits for the measured acceptance parameters. R stands for the deviation of the directional position in mm, H for the deviations of the height position in mm, u for the deviations of the exaggeration in mm and% o for the permissible limit value of twisting in Promil¬le. The line 39 indicates the horizontal Gleisla¬geabweichungen based on the nominal curve of the track. In FIG. 38, the deviation present at the current measuring point is output numerically. 43 is again the course of the precalculated curve with a manual or automatic correction. 37, the previously calculated value of the deviation is indicated. 23 represents the deviation of the overshoot. The angle of the hatching indicates whether it is an upward or downward overshoot error. Adjacent 50, the actual deviation is represented numerically. 24 represents the elevation as a symbol. Since it is a left arc, the right rail is inflated. The deviation of the straightening position is always shown on the bow outer rail and the longitudinal height of the arcuate rail, since this is the reference rail for the height. 42 is again the predicted curve of the development of the over-elevation error with corresponding manual or automatic correction. 35 is the value that would probably arise in the secondary measurement. 27 is the current deviation of the elevation at the measuring point. 49 represents the deviation curve of twisting. 25 is the twisting symbol. 26 is the current deviation at the measuring point. 45 is again the precalculated curve of the manual or automatic correction intervention. 33 is the value that would result from the actual correction values at the workstation. If one of the limits of the acceptance curves is exceeded, or if the course of the acceptance curves satisfactorily shows one of the symbols 17. The symbol on the right would represent a faultless course, that average would represent an impermissible exceedance of the toleñrants, while the leftmost one would represent this that the trend of the deviation points to an early exceeding of the limit values. The synchro points of the bow main points are marked with 36. Other possible synchro points, such as a bridge 34 or a switch 41, are shown in a "speaking" manner. 32 shows the horizon. When the machine approaches a synchro-point (e.g., 5m) except for a preset limit, an optical and / or audible warning occurs and the image of the synchro-point video camera is displayed. Synchronization is carried out manually by the machine operator with the help of the Videobiles or by looking out of the window via a button. The Synchropunk¬te are usually marked on the rail. If the front car is exactly above the synchro point, it will be synchronized. Perspectively, the image C is shown from a light bird's eye view with a two rail common vanishing point at infinity. The track history is calculated and displayed only to a finite length (e.g., 50m).
    Fig. 4 shows a sheet 46 in plan. Conventional in Oberbaumaschinenzur measurement of the track position so-called Pfeilhöhenmessverfahren. In this case, a tendon (a, b) of length I = a + b is guided on the rail via measuring carriages along the bow (arc length s). 47 shows a track error. The calculated target arrow height fab is compared by the machine with the measured arrow height f'ab. This results in the deviation F which is compensated by the machine by corresponding directing. Usually, asymmetric tendons with section lengths a and b are employed. The arrow height then results
    Fig. 5 schematically shows an arc 46 in plan (x, y coordinates) and the relationship between arc angle <p and radian s. The following mathematical relationships apply to the calculation of the coordinative representation:
    dx = cos φ (s) ds dy = sin <p (s) ds
    As the integrals are usually not analytically solvable, they are calculated numerically. k (s) represents the curvature profile in the plan view. The height attitude is analogous - the height profile is projected onto the y, z plane. The cant can be calculated directly (given as u (s)) and added to the z-axis of the reference rail (always outboard rail). The rails have the distance d (d = gauge, standard gauge = 1435 mm).
    FIG. 6 shows how the three-dimensional course of the rails can be calculated from the ground plan (in the x, y plane), the elevation (y, z plane), the elevation u and the track width d.
    Fig. 7 illustrates the composition in detail. A calculated point (Pj, 0) with the coordinates (x, y,) in the x, y plane is represented by the z-coordinate from the elevation to the three-dimensional point P i the coordinates (x, y ,, z,) are added. Since it is a right-hand arc, the superelevation u is to be applied to the left-hand rail. The point Permit results in the coordinates (xi; yi; z, + u,). Perpendicular (-1 / kSi) on the tangent t (slope kSi) in the floor plan the track width is dabged, this results in point P for the parallel rail 'i, o with the coordinates (x'i, y'i). To obtain the three-dimensional point P i, the z-coordinate is added to (x'i, y'i, z ',). In the case of an exact calculation, the (arched) elevation is not perpendicular to the x, y plane but slightly oblique (max. This deviation F 'is irrelevant to the perspective view and is therefore neglected.
    权利要求:
    Claims (10)
    [1]
    1. A method for measuring and displaying the track geometry of a Gleisanla¬ge with a track mobile Oberbaumaschine with a control measuring system for measuring the track to be corrected before a lifting straightening, with a pick-up system for measuring the corrected track position after the lifting straightening device and with associated output units for display the measured values, wherein the lifting straightening device is controlled as a function of the measured values of the control system and the acceptance measuring system in the sense of achieving a predetermined desired track geometry, which in particular in the form of a curvature image (k (S), 2) of a longitudinal height image (h (S) , 4) and a superelevation pattern (U (S), 3), characterized in that first of the curvature image (k (s), 2), the longitudinal height image (h (s), 4) and the superelevation image (U (S), 3) the track target geometry a three-dimensional situation image is calculated that the three-dimensional situation image (19) is presented in a perspective view and displayed with the output unit and that the perspective image is supplemented by the measured error characteristics for the track parameters track direction (39), superelevation (23), torsion (49) and longitudinal height (20).
    [2]
    2. The method according to claim 1, characterized in that the track target geometry synchro points (36, 34, 41) are assigned, which are represented at the entspre¬chenden positions of the perspective view of the track profile, wherein upon reaching the synchro points with the superstructure machine a synchronization of the actual synch points on the track system with the virtual synchro points of the perspective view (C) takes place.
    [3]
    3. The method according to claim 1 or 2, characterized in that the Posi¬tion the superstructure machine (28, 29) in the representation of the output unit and the representation of the current error values (21,26, 27, 39) are displayed continuously as the machine continues.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that the course of the residual error (44, 45, 42, 43) is precalculated depending on the measured Fehler¬ gradients and the control operations and made visible in the Darstel¬lung.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the track position is recorded in front of the superstructure machine with an image pickup device, that the position of the rails is calculated with an image evaluation and that the calculated position of the rails and the desired track geometry (19) are shown perspectively in the situation picture.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that synchro points (36, 34, 41) are recorded before Oberbaumaschine with a Bildaufnahmeein¬richtung and superimposed in the perspective image (C) from an approach to be preselected for synchronization.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that the course of the deviations of the track position to be corrected is calculated by the Soilage that trends are calculated and brought on the output unit for display, by a timely influence on To ensure the lifting straightening devices compliance with tolerances.
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that corrections of the calculated deviations to be corrected track position of the Soilage before the lifting straightening, are made by a control system of the Hebe- Rich¬teinrichtung.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that the perspective image is thrown over a head-up projector on the windshield of the superstructure and / or which is represented with a data glasses.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that the perspective image is transmitted via a radio-data line to a spatially remote from the place of installation of the superstructure control center for monitoring the Arbeitsfort¬schrittes, the work possibly away from the control center ¬ controlled done.
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    同族专利:
    公开号 | 公开日
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    CN106794851B|2018-09-11|
    RU2682953C2|2019-03-22|
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    US10119227B2|2018-11-06|
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    WO2016061602A1|2016-04-28|
    AU2015336917A1|2017-04-06|
    CN106794851A|2017-05-31|
    AU2015336917B2|2018-02-01|
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    法律状态:
    2017-05-15| PC| Change of the owner|Owner name: HP3 REAL GMBH, AT Effective date: 20170321 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50758/2014A|AT516278B1|2014-10-22|2014-10-22|Method for measuring and displaying the track geometry of a track system|ATA50758/2014A| AT516278B1|2014-10-22|2014-10-22|Method for measuring and displaying the track geometry of a track system|
    US15/513,152| US10119227B2|2014-10-22|2015-10-19|Method for measuring and displaying the track geometry of a track system|
    PCT/AT2015/050261| WO2016061602A1|2014-10-22|2015-10-19|Method for measuring and displaying the track geometry of a track system|
    CA2964803A| CA2964803C|2014-10-22|2015-10-19|A method for measuring and displaying the track geometry of a track system|
    RU2017116347A| RU2682953C2|2014-10-22|2015-10-19|Method for measuring and displaying the track geometry of a track system|
    CN201580055156.2A| CN106794851B|2014-10-22|2015-10-19|Method for the track geometry shape for measuring and showing track equipment|
    AU2015336917A| AU2015336917B2|2014-10-22|2015-10-19|Method for measuring and displaying the track geometry of a track system|
    JP2017521087A| JP6549708B2|2014-10-22|2015-10-19|Method for measuring and displaying the track shape of a railway track|
    EP15793683.2A| EP3209832B1|2014-10-22|2015-10-19|Method for measuring and displaying the track geometry of a track system|
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