• 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 determining an actual position of rails (2) of a track (3) by means of an optical sensor device (7) positioned on a rail vehicle (1) for detecting the position of the track (3) and adjacent devices (10, 11). , It is provided that by means of the sensor device (7) for a track section (24) a course of the track (3) and a course of the adjacent facilities (10, 11), in particular a trolley system (10) are detected as provisional actual data and in that the preliminary actual data is transformed into corrected actual data in an evaluation device (23) by transforming a detected course of at least one neighboring device (10, 11) into a course having a predetermined geometric shape. In addition, the invention relates to a system for carrying out the method.
    公开号:AT520291A4
    申请号:T159/2018
    申请日:2018-06-01
    公开日:2019-03-15
    发明作者:
    申请人:Plasser & Theurer Export Von Bahnbaumaschinen Gmbh；
    IPC主号:
    专利说明:

    description
    Method for determining the actual position of rails on a track
    TECHNICAL FIELD The invention relates to a method for determining an actual position of rails of a track by means of an optical sensor device positioned on a rail vehicle for detecting the position of the track and neighboring devices. The invention also relates to a system for carrying out the method.
    State of the art [02] Recurring checks are required for maintenance of the track superstructure. The actual position of a track is measured at regular intervals to assess deterioration and, if necessary, to derive specifications for maintenance measures. This is usually done with a track measuring vehicle on which several measuring systems are arranged. Optical sensor devices in particular are used to detect the surface contour of the track and its surroundings.
    [03] AT 514 502 A1 describes a measuring system in which a laser scanner that is continuously moved along the track is used to determine the position of a track fixed point. On the basis of a distance to a recognized fixed point marker, an actual position of the track, which is scanned by means of a rail running gear, is evaluated in relation to a target position.
    [04] AT 518 692 A1 also discloses a laser scanner arranged on a rail vehicle, by means of which surface contours of this track and its surroundings are detected while a track is being traveled on. The result is a point cloud, the respective point coordinates of which are initially related to a coordinate system carried by the laser scanner.
    [05] With such detection of the track and its surroundings, there is therefore a need to also carry the movement with it
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    Coordinate system in relation to a fixed or inert reference system. Specifically, a curve, longitudinal height and cant correction must be made because the laser scanner moves with the rail vehicle during a track curve. A change in position during an arc travel is detected, for example, by means of an inertial measuring unit.
    SUMMARY OF THE INVENTION [06] The object of the invention is to provide an improvement over the prior art for a rail vehicle of the type mentioned at the beginning.
    [07] According to the invention, these objects are achieved by the features of claims 1 and 13. Dependent claims indicate advantageous embodiments of the invention.
    [08] It is provided that the course of the track and a course of the neighboring devices, in particular an overhead line system, are recorded as provisional actual data by means of the sensor device for a track section and that the provisional actual data are transformed into corrected actual data in an evaluation device by transforming a detected course of at least one neighboring device into a course with a predetermined geometric shape. In this way, co-recorded location data of existing infrastructure devices with known geometric shapes are used to carry out the data correction. The distortions of the actual data, which occur due to movements of the sensor device during data acquisition, are compensated for without additional effort. It is therefore not necessary to separately record the movements of the sensor device or of the rail vehicle.
    [09] For the transformation of the actual data, it is advantageously provided that a straight line is predefined as a geometric shape for the detected course of a contact wire of the overhead line system between two fastening points on mast brackets. Due to the pretension in the contact wire, it remains in place even in wind or under load from a pantograph
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    3/12 its shape, whereby slight deviations from the straight course are negligible.
    [10] For automated detection of the respective attachment point on a mast boom, it is advantageous if a point with a maximum curvature is determined for the detected course of the contact wire. As a rule, the direction of the contact wire changes at the attachment points so that the contact wire zigzags in the horizontal plane. This avoids grinding grooves in the pantograph's graphite contact strips. This feature of the catenary system is used to determine the positions of the attachment points or the mast brackets based on the measured contact wire path.
    [11] In order to further increase the accuracy of the method, it makes sense if the course of the contact wire is recorded as a course of a contact wire edge. This is particularly advantageous when using a high-resolution sensor device. In particular, the lower contact wire edge is precisely detected, for example, using a laser scanner with a horizontal axis of rotation.
    [12] Another advantageous variant provides that a straight line is specified as a geometric shape for a detected platform edge in order to transform the provisional actual data into corrected actual data. This infrastructure facility, which is unaffected by external conditions, is available in every station area to carry out the data transformation.
    [13] If there is a peak line between two mast tips, this is also advantageously used to carry out the data transformation. A rope curve is given as a geometric shape for the tip line. In this way, at least a sufficient correction of the detected track course in the lateral direction can be carried out.
    In a further improvement, surface profiles running approximately transversely to the track axis are recorded by means of the sensor device while the rail vehicle is traveling along the track, a point cloud of the track and the neighboring devices being stored as preliminary actual data therefrom. Appropriate for processing
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    4.12
    Powerful algorithms are known that enable fast data transformation. In addition, filter methods can be used to reduce the amount of data. For example, only the surface points of the rails and the contact wire are processed further. The point cloud is advantageously stored in the evaluation device in order to ensure efficient data processing.
    It is advantageous if the surface cloud of the contact wire and the rails are filtered from the point cloud by means of an algorithm set up in the evaluation device. This is done, for example, by means of automated pattern recognition or by semantic segmentation of the point cloud. This reduces the computing effort for the transformation of the provisional actual data into corrected actual data.
    [16] In a further development of the method, the evaluation device is given an absolute position for a respective attachment point of the contact wire on the corresponding mast boom. The coordinates of the corresponding fastening point detected by means of the sensor device can thus be transformed into a fixed coordinate system in the correct position. This is conveniently done in the course of data transformation. As a result, all corrected actual data reflect the correct absolute position of the recorded courses.
    [17] As an alternative to this or to increase the accuracy, it makes sense if at least one fixed point marker arranged next to the track is detected by means of the sensor device. In this way, a further reference is used to determine the absolute position of the recorded curves. Fastening points of the overhead line system that have already been recorded indicate the approximate position of a fixed point marker attached to the corresponding mast.
    [18] A further development of the method provides that an elevation of the track is detected by an inertial measuring unit (IMU) arranged on the rail vehicle or a clinometer. This measuring device is advantageously arranged on a rail running gear. The cant values recorded in this way are in addition to the
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    5/12 corrected actual data is available for the planning and implementation of maintenance measures.
    [19] In order to increase the accuracy when determining the actual position of the track, it makes sense if the course of the track is recorded as a course of a rail edge. For this purpose, for example, a pattern recognition software is set up in the evaluation device in order to compare the recorded actual data with predetermined rail profiles and thus to determine a rail edge profile.
    The system according to the invention for carrying out one of the aforementioned methods provides that the sensor device is set up to detect a course of the track and a course of the neighboring devices, that the evaluation device is supplied with provisional actual data resulting from a detection process and that the evaluation device is set up for calculating corrected actual data by transforming a recorded course of at least one neighboring device into a course with a predetermined geometric shape. Such a system does not require any additional measuring devices in order to compensate for the movements of the sensor device that occur during data acquisition.
    An advantageous embodiment of the system provides that an inertial measuring unit (IMU) or a clinometer for detecting a track elevation is arranged on a rail running gear. The movement of the IMU is precisely recorded in three-dimensional space and is used to continuously determine the position compared to a stationary reference system. Like a clinometer, the IMU thus delivers exact measured values of a track cant.
    [22] A further development of the system provides that the optical sensor device comprises a laser scanner with, in particular, a horizontally oriented axis of rotation. This enables high-resolution location data of the course of the track and neighboring infrastructure facilities to be recorded in an efficient manner while the rail vehicle is traveling.
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    BRIEF DESCRIPTION OF THE DRAWINGS [23] The invention is explained below by way of example with reference to the accompanying figures. In a schematic representation:
    Fig. 1 side view of a rail vehicle with sensor device. Fig. 2 track section to be recorded in a plan view. 3 captured preliminary actual data as a point cloud
    Fig. 4 corrected actual data as a point cloud
    Fig. 5 perspective view of the point cloud
    Description of the Embodiments [24] Fig. 1 shows a front portion of a simplified illustration
    Rail vehicle 1 for determining an actual position of rails 2 of a track 3. This is, for example, a measuring vehicle, a maintenance vehicle or another rail vehicle with additional measuring equipment. The rail vehicle 1 can be moved on the track 3 by means of rail carriages 4 and comprises a vehicle frame 5 together with the vehicle body 6. A sensor device 7 is arranged on a front of the vehicle body 6, which includes a laser scanner 8, for example. In this case, a laser beam rotates about a rotation axis 9 aligned in the longitudinal direction of the vehicle and measures distances to surface points of the track 3 together with neighboring devices 10, 11 at clocked time intervals.
    [25] A pantograph 12 is positioned on the vehicle body 6 in order to supply the rail vehicle 1 with energy via an overhead line system 10. The overhead line system 10 comprises a contact wire 13 and a support cable 14. Fastening points 15 are arranged at regular intervals, at which the contact wire 13 is fastened to a mast boom 16 of a mast 17. Between the mast arms 16, the contact wire 13 is suspended from the suspension cable 14 by means of a hanger 18. In addition, a so-called tip line 19 runs from mast tip to mast tip.
    Fixed point markers 20 are usually used to document the absolute position of the track or overhead line system, for example
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    7/12 are attached to masts 17. The exact positions of these fixed point markers 17 are noted in a site plan. For the present invention it also makes sense if 15 absolute position coordinates are measured and documented for the fastening points.
    [27] To detect a track elevation, a rail undercarriage 4 comprises a measuring frame 21, on which an internal measuring unit (IMU) 22 is arranged. The measuring frame 21 is directly coupled to the wheel axles, so that it follows the track course without relative movements. Alternatively, a clinometer can be used to record the track elevation. In addition, an evaluation device 23 for data processing of the measurement results is arranged in the rail vehicle 1.
    [28] FIG. 2 shows a track section 24 in a top view with greatly exaggerated curvatures or warps in order to illustrate the teaching of the present invention. When driving on this track section 24, the laser scanner 8 detects surface profiles of the track 3, the overhead line system 10 and other devices such as a platform 11. Specifically, coordinates are recorded in a reference system of the sensor device 7 for each detected point, so that a point cloud for the entire track section 24 25 is formed.
    [29] Since the reference system of the sensor device 7 also moves with the vehicle frame during data acquisition, the point cloud 25 is initially distorted, as shown in FIG. 3. The rails 2 appear almost straight because the axis of rotation 9 of the laser scanner 8 is guided essentially tangentially to the track axis 26. An actually existing curvature of the track 3 leads to all other detected devices 10, 11 being detected in a curved manner, these preliminarily detected apparent curvatures correlating with the arc curvature of the track 3. In particular, the recorded apparent curvature of the contact wire 13 correlates with the actual curvature of the track. With the recording of the course of the contact wire 13 in three-dimensional space, a longitudinal inclination of the track 3 is also detected.
    [30] The provisional actual data recorded by means of sensor device 7 are fed to evaluation device 23 in order to transform them into corrected actual 8/16 • · · · · · · · · · • * · · · · · · • · · · · · ·· · ····· ···
    1809
    8/12
    To perform data. For this purpose, the attachment points 15 of the contact wire 13 are first determined. Due to the zigzag arrangement, these are the places with a maximum curvature. For the further method, the specification is that the contact wire 13 runs in the form of a straight line between the fastening points 15. Minor deviations due to wind load or contact force of the pantograph 12 are usually negligible. To increase the accuracy, these influencing factors are measured and there is arithmetic compensation.
    [31] For the time being, the points of the point cloud 25, which indicate the course of the contact wire 13, form a polygon. During data transformation, this polyline is aligned in a common reference system along the specified straight line. Each segment (route) of the polyline is arithmetically shifted and rotated. In addition, all points of the point cloud 25, which lie on a normal plane to the respective segment, are also shifted and rotated accordingly. In this way, all points of the point cloud 25 are transformed, so that corrected actual data are available as a result. The transformed point cloud shown in FIG. 4 thus reflects the actual curvature of the track 3.
    [32] Other recorded courses can be used in a corresponding manner instead of the contact wire course for the transformation of the actual data. For example, a straight line can be specified as a geometric shape for a detected edge 27 of the platform 11. Or a downward sagging rope curve is specified for the tip line 19 from mast 17 to mast 17. Corresponding geometric shapes can also be specified for a plurality of detected devices 10, 11. An optimum is then determined for the alignment of the polygon segments during the data transformation, which best meets all specifications.
    A further improvement of the method provides that absolute coordinates of the attachment points 15 of the contact wire 13 noted in the site plans are used for the data transformation. In the common reference system, these reference points determine the position of the respective straight line for the alignment of the apparent path of the contact wire 13
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    9/12 resulting corrected actual data then not only reflect the correct curvatures, but also the correct position on the terrain.
    [34] To determine the absolute position, the fixed point markers 20 can also be used if they are included in the point cloud 25. The detection of the corresponding surface points in the point cloud 25 is carried out like in the elements of the overhead line system 10 or the platforms 11 by semantic segmentation or pattern recognition.
    For a monitoring of the data transformation, the point cloud 25 can be displayed in a monitor 27. 4 shows the point cloud 25 of the detected track section 24 in a central perspective with the provisional actual data.
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    10/12
    权利要求:
    Claims (14)
    [1]
    1. Method for determining an actual position of rails (2) of a track (3) by means of an optical sensor device (7) positioned on a rail vehicle (1) for detecting the position of the track (3) and neighboring devices (10, 11), thereby characterized in that by means of the sensor device (7) for a track section (24) a course of the track (3) and a course of the neighboring devices (10, 11), in particular an overhead line system (10), are recorded as preliminary actual data and that in an evaluation device (23) transforms the provisional actual data into corrected actual data by transforming a recorded course of at least one neighboring device (10, 11) into a course with a predetermined geometric shape.
    [2]
    2. The method according to claim 1, characterized in that a straight line is given as a geometric shape for the detected course of a contact wire (13) of the overhead line system (10) between two fastening points (15) on mast brackets (16).
    [3]
    3. The method according to claim 2, characterized in that the respective fastening point (15) is detected on a mast boom (16) by determining a point with a maximum curvature for the detected course of the contact wire (13).
    [4]
    4. The method according to claim 2 or 3, characterized in that the course of the contact wire (13) is detected as a course of a contact wire edge.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that a straight line is specified as a geometric shape for a detected platform edge (27).
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that a rope curve is specified as a geometric shape for a tip line (19) between two mast tips.
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that by means of the sensor device (7) during a travel of the rail vehicle (1) along the track (3) approximately transverse to the track axis (26) extending surface profiles are detected and that therefrom as provisional actual data, a point cloud (25) of the track (3) and the neighboring devices (10, 11) are stored.
    [8]
    8. The method according to claim 7, characterized in that the surface points of the contact wire (13) and the rails (2) are filtered from the point cloud (25) by means of an algorithm set up in the evaluation device (23).
    [9]
    9 ·· · · · · · · · * · · · · · · · • * · «· ··· · ····» · · ·
    9. The method according to any one of claims 1 to 8, characterized in that the evaluation device (23) for a respective attachment point (15) of the contact wire (13) on the corresponding mast boom (16) is given an absolute position.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that by means of the sensor device (7) at least one fixed point marker (20) arranged next to the track (3) is detected.
    [11]
    11. The method according to any one of claims 1 to 10, characterized in that an elevation of the track (3) is detected by an inertial measuring unit (22) arranged on the rail vehicle (1) or a clinometer.
    11/12
    11/16 • · • ····· · ··· · · IROQ • · · · · · · · · 1 ουσ ·· ·· · * ·· ·· ·· ···
    [12]
    12, characterized in that the sensor device (7) is set up to detect a course of the track (3) and a course of the neighboring devices (10, 11), that the evaluation device (23) is supplied with preliminary actual data resulting from a detection process and that the evaluation device (23) is designed for calculating corrected actual data by transforming a recorded course of at least one neighboring device (10, 11) into a course with a predetermined geometric shape.
    14. System according to claim 13, characterized in that an inertial measuring unit (22) or a clinometer for detecting a track elevation on a rail running gear (4) is arranged on the rail vehicle (1).
    15. System according to claim 13 or 14, characterized in that the optical sensor device (7) comprises a laser scanner.
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    1809 ·· ·· ·· ·· ··· * e ·· · · · · · · ···· · · · · • e · · · ··· · ····· · · · ·
    12. The method according to any one of claims 1 to 11, characterized in that the course of the track (3) is detected as a course of a rail edge.
    [13]
    13/16
    13. System for performing a method according to one of claims 1 to
    [14]
    14/16
    ·· ·· · < ·· ···· • • • • «· • · • · • • • • • • · • • • • • • ··· • • • • • • • • ·
    类似技术:
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    同族专利:
    公开号 | 公开日
    CN112118994A|2020-12-22|
    JP2021525192A|2021-09-24|
    EA202000281A1|2021-03-22|
    EP3802265A1|2021-04-14|
    EA038997B1|2021-11-19|
    US20210146970A1|2021-05-20|
    WO2019228742A1|2019-12-05|
    AT520291B1|2019-03-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    WO2012161759A1|2011-05-24|2012-11-29|Board Of Regents Of The University Of Nebraska|Vision system for imaging and measuring rail deflection|
    EP3138754A1|2015-09-03|2017-03-08|Rail Vision Europe Ltd|Rail track asset survey system|
    AT519218B1|2017-02-06|2018-05-15|Hp3 Real Gmbh|Method for optimizing a track position|
    US9810533B2|2011-04-27|2017-11-07|Trimble Inc.|Railway track monitoring|
    AT514502B1|2013-07-10|2015-04-15|Plasser & Theurer Export Von Bahnbaumaschinen Gmbh|Method for determining a track target position|
    AT518692B1|2016-06-13|2019-02-15|Plasser & Theurer Exp Von Bahnbaumaschinen G M B H|Method and system for maintaining a track for rail vehicles|AT523627B1|2020-09-16|2021-10-15|Plasser & Theurer Export Von Bahnbaumaschinen Gmbh|Method and system for determining a target track course for a position correction|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA159/2018A|AT520291B1|2018-06-01|2018-06-01|Method for determining an actual position of rails of a track|ATA159/2018A| AT520291B1|2018-06-01|2018-06-01|Method for determining an actual position of rails of a track|
    CN201980031950.1A| CN112118994A|2018-06-01|2019-05-02|Method for determining the actual position of a rail of a track|
    US17/046,501| US20210146970A1|2018-06-01|2019-05-02|Method for determining an actual position of rails of a track|
    EA202000281A| EA038997B1|2018-06-01|2019-05-02|Method for determining an actual position of rails of a track|
    EP19721601.3A| EP3802265A1|2018-06-01|2019-05-02|Method for determining an actual position of rails of a track|
    PCT/EP2019/061178| WO2019228742A1|2018-06-01|2019-05-02|Method for determining an actual position of rails of a track|
    JP2020564098A| JP2021525192A|2018-06-01|2019-05-02|How to find the actual position of the rail of the track|
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