• 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 correcting vertical positional errors of a track (2) by means of a track tamping machine (5) and a dynamic track stabilizer (6), starting from a detected actual track position (I) for a processed track point (i). u), with which the track (2) is lifted and supported in a preliminary over-lifting pouring layer (U) and subsequently lowered by means of dynamic stabilization into a resulting final pouring layer (R). In this case, a smoothed actual course (G) is formed from a course of the lst-Gieislage (I), wherein for the processed track (i) an overestimation (u) in dependence of the course of lst-Gieislage (I) with respect to the smoothed lst -Lageverlaufs (G) is given. In this way, only short-wave track errors with a Überhebewert (u) are processed.
    公开号:AT519317A1
    申请号:T504/2016
    申请日:2016-11-04
    公开日:2018-05-15
    发明作者:
    申请人:Plasser & Theurer Exp Von Bahnbaumaschinen G M B H；
    IPC主号:
    专利说明:

    description
    Method and track construction machine for correcting track position errors
    TECHNICAL FIELD The invention relates to a method for correcting vertical position errors of a track by means of a tamping machine and a dynamic track stabilizer, starting from a recorded actual track position for a processed track location, with which the track is given a preliminary value Lifting track position is raised and stuffed and then lowered into a resulting final track position by means of dynamic stabilization. In addition, the invention relates to a track construction machine for performing the method.
    PRIOR ART [1] EP 1 817 462 A1 discloses a method for correcting the height errors of a track with ballast bedding, which is supported by raising it to a provisional target position and subsequently in connection with a track stabilization by applying a static load with transverse vibrations is finally lowered into a final target position in a controlled manner.
    [03] When lifting and stuffing, a specific elevation of the track is specified in relation to the leveling errors, in order to be able to compact track sections with larger leveling errors more by means of the subsequent track stabilization. The aim is to counteract a rapid decline due to traffic loads in the old faulty track position.
    [04] The known method is usually referred to as a "design overlift", with a respective overestimation being specified on the basis of empirical data. As can be seen from FIG. 2, individual errors can thus be permanently corrected. However, this procedure leads to an unnecessarily high elevation in some processing zones, with an associated increased ballast requirement.
    2/16: :::. ··. 1629 “2/10’ ........
    SUMMARY OF THE INVENTION The object of the invention is to provide an improvement over the prior art for a method of the type mentioned at the outset. A corresponding track construction machine should also be presented.
    [06] According to the invention, these objects are achieved by a method according to claim 1 and a track construction machine according to claim 12. Dependent claims indicate advantageous embodiments of the invention.
    [07] It is provided that a smoothed actual position is formed from a course of the actual track position and that an overhevaluation is predefined for the processed track location depending on the course of the actual track position with respect to the approximately smoothed actual position course.
    [08] In this way, only short-wave track errors with an excess weight are processed. Long-wave settlements of the track, on the other hand, are shown in the smoothed actual position profile and remain hidden when the overheeding value is specified. The overvaluation value is either calculated continuously for the processed track location or updated at specified intervals.
    In an advantageous further development, residual error values are recorded by means of a post-measurement system after dynamic stabilization, the overheeding value for the currently processed track point being specified as a function of at least one residual error value. With this iterative adjustment of the track elevation, an optimization takes place taking into account the conditions prevailing in the track.
    [10] A cheap method for determining the smoothed actual position course is to filter the course of the actual track position using a low-pass filter. The smoothed actual position profile can thus be derived continuously from the recorded profile of the actual track position. Alternatively, a moving average value can be determined as a smoothed actual position profile over a predetermined averaging length.
    [11] On the basis of a stored profile of the actual track position, it is advantageous if local maxima of the stored profile of the actual track position are determined using the smoothed actual position profile. This way / 16
    1629
    3/10 you get an exact position curve for the long-wave settlement of the track by connecting these maxima.
    It is often sufficient if a polygon is formed that connects the local maxima of the saved course of the actual track position. This method requires little computing power and allows the overshoot value to be adjusted particularly quickly.
    [13] It is also advantageous if a wavelength is determined from the course of the actual track position for the vertical position errors and if the excess weight is also specified as a function of the wavelength. This means that the overvaluation value can be adapted to the gravel condition, because poorer gravel condition usually causes vertical position errors with shorter wavelengths.
    A further improvement of the method according to the invention provides that a deviation value is determined for the processed track location from the course of the actual track position with respect to the approximately smoothed actual position course and that the deviation value is multiplied by an elevation factor as the overheeding value. A deviation from a target track profile is not specified as the deviation value, as was previously the case, but rather a relative value with respect to the smoothed actual position profile. This provides an efficient determination of the current overvaluation value.
    [15] Subsequently, it makes sense if the lifting factor is adjusted iteratively, taking into account a residual error value of the track recorded after dynamic stabilization has taken place. A continuous adjustment of the overlap factor is therefore carried out automatically depending on the prevailing conditions in the track.
    [16] For the recording of the residual error values, it is advantageous if this is carried out at track points with a local minimum of the course of the original actual track position. As the largest local corrections take place at such points, the corresponding residual error values are particularly meaningful for the correct extent of the respective correction.
    [17] In a simple embodiment variant it is provided that the residual error value recorded at a track location and the overheeding value applied at this track location are summed up and that for the specification of a new / 16
    1629 • · · ··· ··· · • · · · · ·· · ·· · • · · ·· ·· · ·· · • · ·· · · ·· ··· ··
    4.10
    Lifting factor of the one originally present at this track location
    Deviation value is divided by this sum.
    [18] The overlap adjustment is optimized by averaging, with a plurality of residual error values recorded in succession being used to determine the new overlap factor. This compensates for any errors that may occur due to disturbances in individual calculations of the overturning factor.
    [19] A track construction machine according to the invention for correcting vertical position errors of the track comprises a track tamping machine and a track stabilizer coupled to it. An evaluation device and a control device are provided, which are set up to carry out the described method.
    BRIEF DESCRIPTION OF THE DRAWINGS [20] The invention is explained below by way of example with reference to the accompanying figures. In a schematic representation:
    Fig. 1 track tamping machine with dynamic track stabilizer
    Fig. 2 diagram of the track position according to the prior art
    Fig. 3 diagram of the track position according to the present invention
    Fig. 4 diagram with polygon
    DESCRIPTION OF THE EMBODIMENTS [21] The track construction machine 1 shown in FIG. 1 is provided for correcting vertical position errors of a track 2 stored in the ballast bed 3. A track tamping machine 5 located at the front in the working direction 4 is coupled to a dynamic track stabilizer 6.
    [22] The track tamping machine 5 comprises a tamping unit 7 for tamping sleepers 8 and an upstream track lifting unit 9. Both units 7, 9 are arranged on a common satellite frame 10. This has a front end that is longitudinally displaceable in a machine frame and is supported by a rear end on its own rail chassis 11.
    / 16
    1629
    5/10 [23] A work cabin 12 with a control device 13 is arranged above it. A reference system 15 having measuring axes 14 is provided for the correction of vertical position errors of the track 2. The course of the actual track position I is thus determined. As an alternative to this, a measurement run can be carried out by means of a separate measurement vehicle with a subsequent transmission of the measurement data to the machine 1.
    [24] The dynamic track stabilizer 6 comprises stabilization units 16 which can be pressed onto the track 2 with a vertical load and at the same time set this in transverse vibrations. A separate measuring system 17 with measuring axes 18 is provided for measuring the resulting end track position R.
    [25] The changes in the course of the track during tamping and stabilization as part of the well-known "Design Overlift" are shown in Fig. 2. The extent of the track 2 in the working direction 4 is indicated in the x-axis and the respective vertical position of the track 2 is indicated in the y-axis. For example, in the case of a flat track, a target track position S runs on the x-axis with a vertical deviation equal to zero.
    [26] The detected actual track position I has vertical error values f of different sizes compared to the target track position S. Until now, it was customary to specify an overheeding value u that correlates with the respective error value f for stuffing the track 2. The error value f plus the correlating over-valuation u was set as a concrete assessment h. The result was a provisional U-track layout U. The dynamic track stabilizer 6 was then used to lower it to a final track layout R.
    [27] With the method according to the invention, a smoothed actual position profile G of track 2 is first formed. In Fig. 3, the track course I, S, R, U are shown in FIG. 2. The smoothed actual position profile G is determined from the profile of the actual track position I by means of a low-pass filter. One variant provides that a moving average value is determined as a smoothed actual position profile G over a predefined averaging length (e.g. 30 m).
    / 16
    1629 ····· · ·· · • ·· ···· ··· · • · · ·· ·,,., • ·· ·· ·· ·, · ·· ·· ·· ·· · ··
    6/10 [28] All upper reversal points of the course of the actual track position I, which lie above the smoothed actual position course G, are recognized as local maxima 19. With this point cloud, a curve function can be determined, by means of which a curve G 'connecting the local maxima 19 can be described. Alternatively, the smoothed actual position profile G can be shifted in the direction of the local maxima 19, so that the shifted curve G 'approximately connects the local maxima 19.
    [29] In a further method step, deviation values a are determined as difference values between the course of the actual track position I and the curve G ′ connecting the maxima 19. With an overlap factor c, the overlap values u result from multiplication:
    u = c a [30] As a result, there are no overlap values at the track points with deviation values a equal to zero (local maxima of the course of the actual track position I). There the track is raised with a basic lifting value b, which is necessary to achieve the target track position S. The error value f known from the measurement of track 2 is added to a sinking value d that occurs during stabilization:
    b = f + d [31] For the other track points, there is an excess weight u according to the formula given above. The greatest overlap values u occur at track locations with a local minimum 20 in the course of the actual track position I. Overall, this results in a rating h as the sum of the basic rating b and the excess rating u:
    h = b + u [32] A simplified determination of the deviation values a is shown in FIG. 4. The maxima 19 of the course of the actual track position I are connected to a polyline P. The individual deviation values a result as the difference between the course of the actual track position I and the polyline P.
    [33] The resulting final track position R after stabilization can be used to optimize the lifting factor c. Only at the beginning of / 16
    1629
    7.10
    In the method, a lifting factor c derived from empirical data is specified. This is followed by an iterative adjustment.
    [34] As can be seen in FIG. 4, the method uses residual error values r measured at local minima 20 of the course of the actual track position I, which are behind a currently processed track point i in relation to the working direction 4. The measurement is carried out by means of the post-measurement system 17. For a calculation of the overshoot rate u® at the processed track point i, the overshoot factor c © is specified as follows:
    ο® = a (M) / (u (i-i) + r (i-i)) [35] If a positive residual error value r (i-i) remains, then the overlap factor c © is automatically reduced and the subsequent overlap u® is less. If the track 2 sinks below the target track position S during stabilization, the over-lifting value u® increases for the subsequent machining intervals.
    [36] An ideal lifting factor c © is calculated by averaging over several track position shafts and given to the tamping machine 5 as a new lifting factor c ©. For example, the following formula with several residual error values Γ (μ), r (i_2), Γ (ΐ-3) is used:
    c © = ((ap-D / (u (ii) + r (ii))) + (a (i-2) / (U (i-2) + r (i-2)) + (a (i -3) / (U (i-3) + r (i-3))) / 3 [37] The track-laying machine 1 comprises an evaluation device 21 which is set up for the calculations explained above, for example an industrial computer The values of the actual track position I and the resulting final track position R are fed to the evaluation device 21 in order to determine the overheeding value u © in real time therefrom. It is possible to issue a warning signal if there are sudden changes in the calculated lifting factor c ©.
    [38] A further improvement for the adaptation of the overshoot value u® can be achieved by including a determined wavelength of the vertical position errors. This is usually between 10m and 12m. In the case of a track 2 with poor ballast condition, however, track position errors with a wavelength between 5m and 6m are formed.
    / 16 • ·
    1629 • · · · ·· • · · · · ··· · · • · · · · ··· * · · ·· · ·· • · ·· ·· · · 8/10 [39] The improved process provides that first the wavelength is determined from the actual track position I and then the overheeding value U (j) is adjusted depending on the wavelength. In the case of a shorter wavelength, for example, the lifting factor C (,) is increased in order to counteract an assumed falling back of the track 2 at track locations i with poor ballast condition.
    / 16
    1629 ····· · ···.
    • · · · ····· · · · • ·· ·· ·· · · · φ * · · · · · · · ·· · ·· ·· ·· ·· ··· ··
    9.10
    权利要求:
    Claims (13)
    [1]
    claims
    1. A method for correcting vertical position errors of a track (2) by means of a tamping machine (5) and a dynamic track stabilizer (6), with an over-lifting value (u) for a processed track point (i) based on a detected actual track position (I). is specified, with which the track (2) is raised and stuffed into a temporary over-lifting track position (U) and subsequently lowered into a resulting final track position (R) by means of dynamic stabilization, characterized in that from a course of the actual Track position (I) a smoothed actual position profile (G) is formed and that for the processed track point (i) an excess weight (u) is specified depending on the profile of the actual track position (I) with respect to the smoothed actual position profile (G) ,
    [2]
    2. The method as claimed in claim 1, characterized in that residual error values (r) are detected by means of a post-measurement system (17) after dynamic stabilization has taken place, and that the excess value (u) for the track location (i) currently being worked on as a function of at least one residual error value (r) is specified.
    [3]
    3. The method according to claim 1 or 2, characterized in that the smoothed actual position profile (G) is determined by means of a low-pass filter from the profile of the actual track position (I).
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that local maxima (19) of the course of the actual track position (I) are determined by means of the smoothed actual position profile (G).
    [5]
    5. The method according to claim 4, characterized in that a polygon (P) is formed which connects local maxima (19) of the stored course of the actual track position (I) with each other.
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that from the course of the actual track position (I) for the vertical position errors
    10/16
    1629 • ·· · ··· · ·· · ·· • ·· ·· ·· · ·· · • · · ·· ·· · ·· · ’ΐο / ΐό
    Wavelength is determined and that the overshoot value (u) is also specified depending on the wavelength.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that a deviation value (a) is determined for the processed track point (i) from the course of the actual track position (I) with respect to the smoothed actual position course (G) and that the deviation value (a) is multiplied by an excess factor (c) as the excess value (u).
    [8]
    8. The method according to claim 7, characterized in that the lifting factor (c) is iteratively adjusted taking into account a residual error value (r) of the track (2) detected after dynamic stabilization has taken place.
    [9]
    9. The method according to claim 8, characterized in that the residual error value (r) at a track point (i) is detected with a local minimum (20) of the course of the original actual track position (I).
    [10]
    10. The method according to claim 9, characterized in that the residual error value (r <ii) detected at a track point (i-1) and the overheeding value (U (ii)) applied at this track point (i-1) are summed, and that to specify a new overlap factor (c (i)), the deviation value (a (ji)) originally present at this track point (i-1) is divided by this sum.
    [11]
    11. The method according to claim 10, characterized in that a plurality of successively recorded residual error values (r (i-i), Γ (ϊ-2), Γ (ϊ-3)) are used to determine the new lifting factor (C (i)).
    [12]
    12. Track construction machine (1) for correcting vertical position errors of a track (2), with a track tamping machine (5) and a track stabilizer (6), characterized in that the track construction machine (1) has an evaluation device (21) and a control device (13) comprises, which are set up to carry out the method according to any one of claims 1 to 11.
    11/16 • ·
    1629
    1/2 • · «• · • · • ·
    12/16
    1629
    e " ·· ·· ·· • • • • • • • • • • ··· ··· • • • • • · • · • • • • • · • ··· • ·
    2.2
    Fig. 3
    Fig. 4
    [13]
    13/16 Austrian
    Patent Office
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE3236722A1|1982-02-09|1983-08-18|Franz Plasser Bahnbaumaschinen-Industriegesellschaft mbH, 1010 Wien|METHOD FOR INFLATING BED MATERIAL BY MEANS OF A TRACK CORRECTION MACHINE|
    EP1817463B1|2004-11-22|2008-09-03|Franz Plasser Bahnbaumaschinen-Industriegesellschaft m.b.H.|Method for correcting height defects in a track|
    CN2036546U|1988-10-06|1989-04-26|济南铁路分局兖州工务段|Track detecting apparatus|
    AT401398B|1990-02-06|1996-08-26|Plasser Bahnbaumasch Franz|CONTINUOUSLY TRAVELABLE TRACKING MACHINE FOR COMPRESSING THE GRAVEL BED|
    WO1995014817A1|1993-11-24|1995-06-01|British Railways Board|Methods of railway track maintenance|
    DK0952254T3|1998-03-27|2004-03-15|Plasser Bahnbaumasch Franz|Method for track position correction|
    ATA18499A|1999-02-10|2000-04-15|Plasser Bahnbaumasch Franz|METHOD FOR CORRECTING THE POSITION OF A TRACK|
    CN2703784Y|2003-10-14|2005-06-08|弗兰茨普拉塞铁路机械工业股份有限公司|Tamping vehicle|
    AT500949B8|2004-10-01|2007-02-15|Plasser Bahnbaumasch Franz|MACHINE FOR IMPLEMENTING A RAILWAY CORRECTION|
    AT519317B1|2016-11-04|2018-12-15|Plasser & Theurer Exp Von Bahnbaumaschinen G M B H|Method and track construction machine for correction of track position errors|
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    AT521263B1|2018-08-20|2019-12-15|Hp3 Real Gmbh|Individual troubleshooting procedure|
    法律状态:
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