• 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:
    A method for automatic position correction of individual errors (H (n)) of a track formed from rails (16) and sleepers (9) with a track tamping machine (2) is described. After the left and right rails have been measured independently using an inertial measuring unit (11), the length and position of the individual error to be corrected (TAMP, S, E), taking into account a limit value for the individual error (FLIM) and a maximum extension (smax) in the longitudinal direction of the track (s). The tamping units (7) of the tamping machine (s) are positioned exactly at the starting point (S) and end the tamping at the end point (E) of the determined track correction section (TAMP). Both tracks (FLI, FRE) are stuffed and corrected at the same time.
    公开号:AT521263A4
    申请号:T50701/2018
    申请日:2018-08-20
    公开日:2019-12-15
    发明作者:
    申请人:Hp3 Real Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a method for correcting individual errors of a railroad track formed from rails and sleepers.
    A method for correcting the position of individual errors is known from EP1 028 193 B1. In the "manual track"; Dr. Bernhard Lichtberger, DVV Media Group GmbH / Eurailpress (ISBN 978-3-7771-0400-3), published in 3rd edition 2010, describes on page 472 with the "UNIMAT Sprinter" a single fault rectification machine.
    Tamping units of track tamping machines penetrate the ballast of a track bed in the area between two sleepers (intermediate compartment) in the area of the support of the sleeper in the ballast under the rail and compact the ballast by dynamic vibration of the tamping pickle between the opposing tamping pickups that can be provided. The more evenly a track is compacted from threshold to threshold, the more durable the geometric track position achieved after maintenance work. If the ballast has a long service life (long lay times typically more than 10 years), the ballast is usually heavily contaminated and worn. Firstly, the gravel breaks off at the grain tips and the broken parts then lie between the gravel. Rock dust collects in between (gravel abrasion under traffic load). This means that different ballast ratios and stiffnesses exist from threshold to threshold. Depending on the stiffness of the ballast under the threshold, there are different depressions under the wheel loads. The wheels react to this with fluctuations in wheel force, which on the one hand negatively affect the running behavior of the trains and on the other hand place high demands on track / 20 and the vehicles. This increases the wear on the wheels and the drive. It also leads to a rapid deterioration in the quality of the track.
    Practical results show that an individual error per km of track on the operated railway lines can be expected. These show no correlation to the track geometry. They occur approximately equally often in straight lines, in arcs or in transition arcs. The position corrections described in EP1 028 193 B1 and carried out with the "UNMAT Sprinter" single fault rectification machine show that between 50-60% of the individual faults corrected in this way could not be eliminated in a durable manner and revert to their previous size after a short operating load. Since there is no obvious connection with track geometry elements, the cause of the recurring individual errors in the ballast properties or the subsurface must be sought. With the previous methods according to the known state of the art, after the correction of an individual error, no indication can be given in the sense of objective proof of quality, and with regard to the durability of the corrected individual error or the condition of the ballast.
    Often the trigger of an individual error is a singular track discontinuity such as an uneven rail joint or a hollow threshold. Trains running over this bump exert high dynamic forces. As a result, the ballast is exposed to high loads under these areas, breaks at the edges, rounds off, the fine particles fill the cavities between the gravel grains. The error not only increases, but also extends in the longitudinal direction due to the wheel-rail interaction. The excited car bodies (caused by the track error to rebound and rebound) result in subsequent individual errors with a typically lower and fading error level.
    The method for single fault correction known from EP1 028 193 B1 has the following shortcomings:
    Electronic smoothing is carried out, which means that the actual error in the track is only approximated / 20
    The left and right rails are only plugged along the respective error length of the individual rail side. If these errors are clearly offset from one another in the longitudinal direction, a torsional error is installed. The procedure begins with the position correction by stuffing the track at the determined starting point (at the high point) without lifting. It is known from studies that even with a tamping without lifting, a settlement of 5mm is established under the tensile loads. According to the method according to EP1 028 193 B1, this results in up to four successive distortion errors (calculated with the usual torsion base of 3 m) of up to 5 mm each. The intervention threshold that requires a track correction is close to this value. The track geometry left behind would therefore already be borderline in terms of torsion.
    The start and end of the tamping are placed exactly on the high point. The high point of the track is formed by particularly firm sleepers. If these remain in their extremely firm condition, then after the tamping there will be a sudden transition between hard (before the track error) and soft (along the length of the track error). This maintains the high dynamic wheel-rail interaction. The corrected bug will come back quickly.
    Another disadvantage of the method according to EP1 028 193 B1 is that prior to the actual work, the determined target geometry is not checked with regard to the torsional errors to be expected, and the design is possibly corrected.
    It is also disadvantageous that the use of the multiple tamping or the choice of tamping parameters is left to the machine operator and he can do as he sees fit. The current ballast condition is not recorded and is not included in the planning of the design of the target track geometry.
    As a check of the quality of the work carried out, the track geometry left behind is recorded according to EP1 028 193 B1 alone. This gives no information about the durability of the track correction and also no information about the ballast conditions in the error area.
    / 20th
    It is known to provide control computers for tamping machines with which track geometries can be recorded and saved. With inertial systems or north-based navigation systems, in addition to the altitude errors, the
    Direction errors and the track elevation are recorded.
    Also known are tamping units with fully hydraulic tamping drives which measure the bedding hardness by measuring the compacting force and the compacting path. These provide information about the contamination of the ballast and the condition of the ballast by recording the ballast hardness and the level of compaction (compaction force) achieved by the tamping. If, for example, only a low compacting force is measured when tamping (typically 10-30 kN compacting force, bedding hardness <150 Nm), the ballast is crushed and rounded off there. Sufficient interlocking of the gravel grains cannot be achieved. The darning will have no durability. The corrected individual error will develop again shortly (typically within 1-2 million Lto). Depending on the level of the error, multiple tamping is used according to the state of the art. For a track elevation of more than 40mm e.g. twice tamping or three times tamping on the same threshold from 60mm.
    The invention is therefore based on the object of specifying a method for correcting the track position of extreme longitudinal height individual errors which significantly increases the durability of the track position of the corrected individual errors compared to the previously known methods, and also offers the possibility of predicting the durability by objective measurement.
    According to the invention, this object is achieved with a method characterized by the following steps:
    Measuring the amplitude and phase correct undistorted height curve of the left and right rails, the directional error and the elevation using an inertial measurement system or a north-based navigation measurement system.
    Define the height error length of the left and right rails / 20 to be corrected
    Define the reference contour line for the left and right rails with calculation of the elevations to be carried out on the left and right rails
    Selection of the starting point N thresholds (typically 6) before the high point before the individual error and selection of the end point M thresholds (typically 6) after the high point after the individual error.
    Check compliance with the permissible torsion of the determined and planned target geometry at both altitudes
    Position the tamping unit exactly at the determined starting point and end the tamping exactly at the determined end point
    Carrying out the track position correction with simultaneous independent regulation and correction of the height positions of the left and right rail track.
    According to the invention, the method can be expanded by test tamping to determine the bedding hardness with the tamping unit. For this, e.g. After measuring the track geometry in the now known error range, a test tamping without lifting to determine the ballast bed hardness and the compacting force and thus the ballast condition was carried out. Depending on the gravel condition, the track can then be raised to achieve a better durability.
    According to the invention, after this trial-and-error determination of the ballast condition in the area of the individual fault, the worn ballast can be removed and replaced with new machines if necessary in order to be able to rule out a recurrence of the track fault.
    According to the invention, the ballast state (bedding hardness, compacting force) is measured and recorded at each threshold during the track position correction. These values can be used to make a prediction about the durability of the track geometry in the area of the rectified individual error. This measurement data can then be used to plan the ballast replacement under sleepers with worn ballast, so that when the expected individual faults are rectified as soon as possible, this can be done permanently.
    According to the invention, in addition to the dominant longitudinal height errors, the directional error and the cant are corrected at the same time. The directional error is derived analogously from the IMU measurements and the resulting correction values are given to the machine control system. The increase is included in the calculation of the reference heights of the two rails.
    The main advantages of the method according to the invention lie in the precise phase and amplitude-accurate detection of the individual errors, an equalization of the vertical stiffness, an extension of the durability of the track geometry of the eliminated individual error and a proof of quality by means of the bedding hardness and the compressive force for the individual processing sleepers and based on them Statements about the expected durability of the track error correction. A low bedding hardness (W ... soft, N ... normal, H ... hard) is an indication of destroyed ballast and greatly reduced durability of the tamping.
    The method according to the invention is described in the drawings. Show it
    Fig. 1 shows schematically a single fault tamping machine
    Fig. 2 shows schematically a measured single fault of a rail track
    Fig. 3 schematically shown measured individual error profiles of the left and right rails
    Fig. 4 is a diagram showing the course of settlement depending on the elevation, as well as the course of the remaining elevation in the track
    5 schematically shows an individual error, the course of an elevation of the track and the resulting track position after stabilization of the track (after complete settlement)
    6 schematically shows an individual error and the course of the bedding hardness over the length of the individual error / 20
    1 shows a single fault tamping machine 2. The working direction is indicated by W. The track is raised and directed into the desired position by means of lifting drives 3 and directional drives 4 via a lifting-straightening device 13. The track position is corrected with the tamping unit Ί and the tamping tools 8, 15 which plunge into the ballast and compact the ballast under the sleepers 9. The machine 2 is supplied with energy by a drive motor 5 during work and driving. The machine 2 is designed so that it can also correct individual errors in switches. For this purpose, the machine is equipped with swiveling tamping axes 8, 15, split-head tamping units Ί and a rotating device 6 for the tamping units ί. The machine 2 can be moved on the track 16 via bogies 12. The rails 16 rest on the cross sleepers 9 which lie in the ballast bed. The machine's own control and regulation system consists of the two measuring carriages 10 and the rear IMU measuring carriage 11. The machine control and measuring system is usually designed as a chord measuring system. One chord runs in the middle for the correct position and two further chords are guided over the rails 16 for the longitudinal height position. The sensors for detecting the longitudinal heights and the direction are located on the middle measuring carriage 10. The rear measuring carriage 11 is designed such that an inertial unit or a north-based navigation system built on it can record the longitudinal height of both rails, the correct position and the transverse height depending on the path. The path s during the measurement run is recorded using an odometer. The measured values are recorded, displayed and stored equidistantly on an on-board computer with display 18. The vehicle has two cabins 1Ί.
    2 shows an example of a single fault profile FLi of the left rail along the arc length s of the track. FLim specifies a limit that an error must fall below so that it is treated as an individual error to be corrected. A simple mathematical way to determine the size of the individual errors and the high points is to search for the maxima (MAX) and minima (MIN). The typical length of a pronounced single fault LType is between 12-15 m. If there are others in the vicinity of the first detected individual error that fall below the limit value FLim (MIN1, MIN2, MIN3), then these are only taken into account if / 20 they are within a maximum length smax (e.g. typically 35-40m). This is to prevent entire sections of the route from being worked through instead of eliminating the dangerous individual errors. The aim according to the invention is the automatic computer-aided definition of the faulty tamping area and the tamping parameters. Mechanized individual fault correction is only carried out in the case of dangerous individual faults which, if not remedied, would lead to a track lock or a slow driving position. Because these should be fixed as soon as possible, working through longer sections would be inefficient. FLim is set in such a way that individual errors that are almost the same order of magnitude as the actual triggering individual error are eliminated. This is efficient because otherwise these errors would develop into a critical error in the near future. H (n) specifies the rating at threshold n. The dashed line connecting the maxima (MAXi, MAX2, MAX3) is the reference height line of the left rail to which the rail is brought by the correction. So that a uniform vertical stiffness curve in the longitudinal direction is achieved (softening the hard high point areas), the tamping N thresholds (typically 6) is started before the high point MAX1 and M thresholds (typically 6) is ended after the last high point MAX3. Since the track error with the minimum MIN4 is above the error limit FLim (i.e. smaller), it is not taken into account for the correction and remains in the track without correction. S indicates the start of the tamping and E the end. The exact positioning at the starting point S can be carried out by the machine operator using the graphic representation on the control computer 18.
    3 shows an example of the individual error profile FLi of the left rail and the individual error profile FRe of the right rail below. As a general case, the right rail has an increasing cant u (x). The single error lies in a transition sheet. As described above, the individual errors with regard to the start and end point are first dealt with separately for both rails. For the left rail, the reference line is REFLi and for the right, elevated rail, the reference line REFRe, which increases according to the camber ramp u (s). Since a tamping of 5mm occurs after tamping even without lifting, the individual errors on the left and right are raised separately in height, but both sides are always tamped at the same time. The settlement is then carried out evenly on both sides of the rail, so there is no torsional error. The longitudinal height error first detected and to be corrected in the longitudinal direction is taken as the starting point S and the last longitudinal height error detected and to be corrected as the end point E. In order to check whether there are any impermissible distortion errors, the difference of the cant over the typical base length B of the torsion of 3m is calculated.
    The torsion V is calculated as: V = [u (n) + h (nf] - [u (n + B) + h (n + B)] where n denotes the threshold under consideration. The torsion is for all positions beginning on Starting point (or B = 3m before) to the end point (or up to B = 3m after) is calculated and compliance with the acceptance limit for the torsion is checked.If this is not adhered to, then the reference contour lines have to be modified accordingly The following pictures are shown above all if the track is raised for reasons of greater durability of the track so that it adjusts to the optimal straight reference line after the expected settlement during the stabilization phase of the track.
    Fig. 4 shows schematically the settlement (line marked with triangles) depending on the previously carried out lifting. From this, the course of the remaining uplift in the track (permanent correction) can be specified (line with points). Such courses are reproduced in various publications. One of them is in the “Handbuch Gleis” author: Dr. Bernhard Lichtberger, DVV Media Group GmbH / Eurailpress (ISBN 978-3-7771-0400-3), 3rd edition 2010 can be found in picture 287 on page 463.
    Depending on the elevation H, the settlement S can be given as follows:
    for H <15mm S = 3H + 5/20 for Η> 15mm S = - Η + 13
    For the remaining lift H 'depending on the track error F:
    F <15mm H '= (F + 5) * 3
    F> 15mm H '= 7F + 15
    As can be seen from the formulas and the diagram, the track is set to S = 5mm at zero H = 0. The reason for this is that the tamping tools 8, 15 take up space and displace part of the ballast only by immersing the pimples in the ballast. This corresponds to a loosening of the ballast in the area of the sleepers, which then begin to settle under the traffic load.
    5 shows the course of an individual error (line with dots) as an example. So that the track position is more durable, or so that the expected settlement is taken into account, the necessary elevation H 'is calculated with the above formula Η' = | · F + 15 (line with circles). The reference line for the height of the rail is now not a straight line between the maxima but a curved line (line with diamonds). The track settles under the tensile load and assumes the reference contour line (line with triangles) after complete stabilization. At the start and end areas R, the assessment H 'is built up over a ramp (length typically e.g. 3m). Since the lifting values are initially zero or very small, the track is placed below the zero reference line. At the beginning and end, this corresponds to a small residual height error that cannot be avoided, but can be neglected in practice.
    6 shows an example of the course of the individual error from the previous diagram (line with circles). Entered in the diagram is the bedding hardness which is determined with the fully hydraulic tamping unit during tamping. The bed hardness in the marked area W is low. The cause is crushed, rounded gravel that can no longer be sufficiently compacted (toothed). If there is no ballast replacement before working through, then this area should definitely be raised so that the track layer has a longer shelf life. In the area N of the track defect, however, there are good normal bedding hardnesses. A durable tamping can be expected here. With the help of the bedding hardness determined during the tamping, the expected durability of the individual troubleshooting can be specified. In the example shown, the infrastructure manager should exchange the ballast for new, usable ones in the marked area of the sleepers W. After the measurement run, the bedding hardness or the achievable compressive force can be measured using test tamping (at least one in the areas of the largest elevations, in the example at threshold 17 and at threshold 32). For this purpose, the test threshold is tamped without lifting and the bedding hardness and the compacting force as well as the additional path (moving distance of the tamping pick 8,15) are determined. Based on the known conditions, the track can be raised. If there is a machine with which ballast can be exchanged in advance, this will be done before the tamping. After replacing the ballast, a new measurement run must be carried out to plan the individual troubleshooting. After working through, the track position can be artificially stabilized (settlement) using a dynamic track stabilizer. Due to the stabilization with the dynamic track stabilizer, some of the overrated values are reduced and smoothed by the track stabilizer. These settlements would take place without the use of the track stabilizer by the loading trains (the track stabilizer effect corresponds to approx. 150,000 Lto equivalent train traffic).
    Terms used:
    ... tamping unit
    ... tamping machine
    ... lifting cylinder
    ... straightening cylinder
    ... diesel engine / 20
    Rotating device tamping unit tamping tool
    Stopfpickei
    threshold
    Medium measuring car
    IMU measuring carriage
    bogie
    Lifting straightening unit
    carrel
    tamping
    rail
    driving cab
    master computer
    Soft bedding, machine working direction Normal bedding
    Start end ramp
    Base length twist
    starting point
    endpoint
    Minima in the high altitude
    Maxima in the high altitude
    arc length
    Nachstopflänge
    Pilot plug length
    uplifts
    camber
    Critical error limit
    tamping
    Reference line for uplift
    Limit range maximum single defect length / 20
    patent attorneys
    Dipl.-Ing. Helmut Hübscher
    Dipl.-Ing. Gerd pretty
    Dipl.-Ing. Karl Winfried Hellmich
    Spittelwiese 4, 4020 Linz
    权利要求:
    Claims (10)
    [1]
    claims:
    1. A method for automatically correcting the position of a track formed by rails (16) and sleepers (9) using a tamping machine (2), characterized by the following steps:
    • Independent measurement of the left and right rails (16) of a track section to determine and record the actual height position (FLI, FRE), the track direction and the track elevation (u (n)) using an inertial measuring unit (11) and one Computing and control unit (18), • Determination of the start (S) and end point (E) of the individual error to be corrected for the left and right rail (H (n)) taking into account a limit value for the individual error (Flim) and a maximum extension in Longitudinal direction of the track (s max), • Selection of the starting point (S) depending on the course of the individual fault of the rail that is closest and selection of the end point (E) depending on the course of the individual fault of the rail that is furthest in the longitudinal direction, • Definition of a height reference line for the left (REFli) and right rail (REFre) taking into account the cant, • Position the tamping units (7) of a tamping machine (2) exactly at the starting point (S) de s Single error (H (n)) of the determined track correction section (TAMP), whereby both rail tracks (Fli, Fre) are corrected at the same time and in addition to the longitudinal height individual errors, the track direction is also corrected and the tamping is ended at the end point (E).
    14/20
    [2]
    2. The method according to claim 1, characterized in that after the measurement test tamping in the area of the maximum occurring errors for determining the bedding hardness are carried out and on the basis of the bedding hardness (H, W, N) for better durability of the track position correction taking into account the Geis expected settlement (S) is overridden (H ').
    [3]
    3. The method according to claim 1 or 2, characterized in that depending on the bedding hardness determined by trial tamping (H, W, N) and the lifting correction height (H (n)) the track by the tamping machine (2) in the operating modes: simple , Multiple tamping, automatic optimized tamping or high-pressure tamping.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that, depending on the bedding hardness determined by trial tamping (H, W, N), worn and worn ballast is replaced by means of a ballast exchange machine, and then a new measurement run with subsequent individual error correction is carried out.
    [5]
    5. The method according to any one of claims 1 to 4, characterized in that the starting point (S) of the tamping is an area (N) before the actual individual error (H (n)) and the end point is an area (M) after the actual end of the individual error (H (n)).
    [6]
    6. The method according to any one of claims 1 to 5, characterized in that the lift from the starting point (S) is built up via a ramp (R) and degraded to the end (E) via a ramp (R).
    [7]
    7. The method according to any one of claims 1 to 6, characterized in that after the determination of the height reference lines (REFLI, REFRE) for the two rails (16), the expected torsion with the selected base length (B) of the two rails (16) calculated according to the formula V = [u (n) + h (n)] - [u (n + B) + hin + B ')] and checked for compliance with the maximum permissible torsion and the height reference lines (REFLI, REFRE) Exceeding the limit value can be modified so that the maximum permissible torsion is not exceeded.
    15/20
    [8]
    8. The method according to any one of claims 1 to 7, characterized in that the track is processed with a dynamic track stabilizer immediately after the individual troubleshooting.
    [9]
    9. The method according to any one of claims 1 to 8, characterized in that the bedding hardness (H, W, N) is determined with each tamping at each threshold (9) and recorded and stored as proof of quality and to predict the durability of the individual error correction.
    [10]
    10. The method according to any one of claims 1 to 9, characterized in that the respective position of the tamping unit (7, n) relative to the track (16) is displayed on a monitor (18).
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    同族专利:
    公开号 | 公开日
    AU2019326255B2|2021-12-02|
    WO2020037343A1|2020-02-27|
    CN111511990A|2020-08-07|
    RU2757104C1|2021-10-11|
    US20210222373A1|2021-07-22|
    AT521263B1|2019-12-15|
    AU2019326255A1|2021-03-18|
    JP2021535294A|2021-12-16|
    EP3841250A1|2021-06-30|
    CN111511990B|2022-01-04|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50701/2018A|AT521263B1|2018-08-20|2018-08-20|Individual troubleshooting procedure|ATA50701/2018A| AT521263B1|2018-08-20|2018-08-20|Individual troubleshooting procedure|
    AU2019326255A| AU2019326255B2|2018-08-20|2019-08-12|Method for automatic correction of the position of a track|
    RU2021107273A| RU2757104C1|2018-08-20|2019-08-12|Method for automatic correction of railway track position|
    EP19756091.5A| EP3841250A1|2018-08-20|2019-08-12|Method for automatic correction of the position of a track|
    CN201980006482.2A| CN111511990B|2018-08-20|2019-08-12|Method for automatic position correction of a track|
    PCT/AT2019/060256| WO2020037343A1|2018-08-20|2019-08-12|Method for automatic correction of the position of a track|
    US17/268,519| US20210222373A1|2018-08-20|2019-08-12|Method for automatic correction of the position of a track|
    JP2020528435A| JP2021535294A|2018-08-20|2019-08-12|How to automatically reposition the trajectory|
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