Patent Application
20190344813
The invention relates to a track measuring vehicle for recording a track geometry of a track, including a vehicle frame which has rail undercarriages and is mobile on two rails of a track, and including a first measuring base on which are arranged an inertial measuring unit and, for a position determination relative to each rail, at least one contact-less position measuring device. The invention further relates to a method for operating such a track measuring vehicle.
For maintenance of the track permanent way, regular controls are required. To that end, the track is traversed periodically by a track measuring device in the shape of a track measuring vehicle which records the track geometry in order to subsequently evaluate the same. Since the track geometry directly affects the driving dynamics of a vehicle travelling on rails, a precise measurement is crucial for evaluation of the railway safety. Therefore, track measuring vehicles have long been known.
Frequently, measuring systems having mechanical sensors are used which are in constant contact with the track via movable spot feelers. From the motion of the sensors, it is possible in further sequence to derive the track geometry. Such a device is known, for example, from DE 39 14 830 A1.
In the case of newer optical and inertial measuring systems, contact-less laser sensors are used for deriving the desired track geometry measurement data. The vertical track position is calculated from a difference of two distance measurement values which make reference to a coordinate system. Thus, the speed restrictions inherent in mechanical measuring systems are overcome also.
However, as a result of snow- or sand drifts on the track, the optical measuring systems are pushed to their limits and thus are not able any more to record the track geometry correctly. From DE 41 36 904 A1, for example, a device for contact-less distance measurement of rails of a track is known. An inertial measuring system is described in the trade journal Eisenbahningenieur (52) September 2001 on pages 6 to 9.
It is the object of the invention to indicate an improvement over the prior art for a track measuring vehicle of the type mentioned at the beginning. A further object lies in presenting a method for operation of an improved track measuring vehicle.
According to the invention, these objects are achieved by way of a track measuring vehicle according to claim 1 and a method according to claim 14. Dependent claims indicate advantageous embodiments of the invention.
The invention provides that a lowerable second measuring base is arranged which comprises measuring running wheels designed to be set upon the rails and which is connected to the first measuring base via compensation measuring devices. Thus it is possible, as soon as the contact-less position measuring devices reach their limits as a result of heavy rain and snow- or sand drifts, for example, to continue the track measurement seamlessly by means of the lowerable mechanical second measuring base. During this, the compensation measuring devices register continuously a position change of the second measuring base relative to the inertial measuring unit. Thus, the track geometry can be derived in a simple manner from the measurement data of the inertial measuring unit.
An advantageous embodiment of the invention provides that, for the position determination relative to the respective rail, two position measuring devices spaced from one another are arranged on the first measuring base. Thus, no minimum speed of the track measuring vehicle is necessary, as would be the case with a one-point measurement per rail. An incline or a descent, and thus the longitudinal level of the particular rail, can thus be measured also when the vehicle is standing still or starting up.
In an advantageous further development, the position measuring devices are designed as laser line scanners. Here, the advantage lies in a very short reaction time and measuring frequency of the laser line scanner.
A further advantageous embodiment is that the compensation measuring devices are designed as path- and/or angle measuring devices. With this, the ii relative movement between the first and the second measuring base can be registered precisely.
A further improvement of the device according to the invention provides that the first measuring base is configured as a chassis frame of a rail undercarriage. Thus, no additional measuring frame is required.
In an advantageous further development, the second measuring base comprises a first telescopic axle with two measuring running wheels which is mounted on the chassis frame in a lowerable manner. The second measuring base is lowered onto the track when needed, wherein an adjustment to the gauge of the track takes place by means of the telescopic axle.
In an advantageous embodiment of the invention it is provided that the second measuring base comprises a second telescopic axle with two measuring running wheels which is mounted for rotation about a longitudinal axis of the track vehicle relative to the first telescopic axle. Thus it is possible to measure the relative movement with respect to the first telescopic axle, such as occurs in track super-elevations, for example. Again, a further advantage here is that no minimum speed of the track measuring vehicle is required to that end.
Further it is useful if a pneumatic drive for pressing the measuring running wheels laterally to the rails is associated with the respective telescopic axle. With this, a precise tracing of the rail course and a perfect measuring result are achieved.
A simple embodiment of the invention provides that the second measuring base is connected to the chassis frame via pneumatic drives. The respective pneumatic drive allows a power-less hold with constant force, whereby the second measuring base is pressed constantly to the rails.
A further advantageous embodiment of the invention is provided in that the track measuring vehicle comprises an evaluation device which is designed for evaluating the measurement results of the inertial measuring unit, the position measuring devices and the compensation measuring devices. This central evaluation device thus processes the data of the optical and also the mechanical measurements.
For spatial position recording, it is useful if the track measuring vehicle comprises a GNNS antenna for receiving signals of a global navigation satellite system. With this, a simple spatial allocation of the measurement results can be achieved.
A further improvement of the invention provides that the second measuring base can be locked in a raised position by means of a safety device. With this it is possible to appropriately secure the second measuring base in a raised inoperative position when using the contact-less position measuring devices.
Preferably, the safety device is designed as a securing hook, which presents a structurally simple yet still effective solution.
The method according to the invention provides that, during a run of the track measuring vehicle, a spatial curve is recorded by means of the inertial measuring unit, that in a first operating mode the spatial curve is transformed by means of measurement data of the position measuring devices into a spatial curve corresponding to the track course, and that in a second operating mode with lowered second measuring base, the spatial curve is transformed by means of measurement data of the compensation measuring devices into a spatial curve corresponding to the track course. Here it is advantageous that in both operating modes a common inertial measuring unit is utilized for recording the spatial curve.
In a further embodiment of the method it is provided that there is an automatic switching between the first and second operating mode in dependence on a measuring signal. If, due to aggravated conditions, the position measuring devices should be unable to record a precise measurement result, then there is an automatic switch-over into the second operating mode. This also goes for the reverse sequence; if the conditions on the track allow an optical measurement again, there is an automatic switch-over from the second to the first operating mode.
The invention will be described by way of example below with reference to the attached figures. There is shown in schematic representation in:
A track measuring vehicle 1 for recording a track geometry of a track 2, shown in a simplified way in
The second measuring base 11 has measuring running wheels 12 designed to be set on the rails 3 and is connected to the first measuring base 7 via coupling rods 14. At their upper end 15, the coupling rods 14 are rotatably mounted on the first measuring base 7 and are connected at their lower end 16 in each case to a first telescopic axle 17 and to a second telescopic axle 18. The first telescopic axle 17 is mounted for rotation about a track vehicle longitudinal axis 19 relative to the second telescopic axle 18 (
On the chassis frame 6, brackets 26 may be arranged on which the first pneumatic drives 10 are supported. Thus it is possible to retrofit already existing rail undercarriages 4 and the frame of the first measuring base 7 with consoles 26.
A GNNS antenna 24 for receiving signals of a global navigation satellite system and an evaluation device 23 are arranged on the track measuring vehicle 1. In a raised position, the second measuring base 11 is locked by way of safety devices 25 which are preferably designed as securing hooks.
On the first measuring base 7, the inertial measuring unit 8 is preferably arranged centrally between two position measuring devices 9 in order to record a spatial curve in the track center. Thus, a rigid device is formed by the first measuring base 7 together with the chassis frame 6, the position measuring devices 9 and the inertial measuring unit 8. In the first operating mode, the position of the first measuring base 7 relative to the rails is continuously recorded by means of the position measuring devices 9.
In the second operating mode, the second measuring base 11 is lowered onto the track 2 by means of the first pneumatic drives 10. Arranged as compensation measuring devices on the first pneumatic drives 10 in each case is a first path measuring device 20. With this, a vertical relative movement between the first measuring base 7 and the second measuring base 11 is registered. Alternatively, an angle measuring device can also be attached to the coupling rods 14 for registering the relative movement.
Centrally between the telescopic measuring axles 17, 18, second path measuring devices 22 are arranged as compensation measuring devices which record a lateral displacement of the second measuring base 11 relative to the first measuring base 7. In this manner, in the second operating mode, the position of the first measuring base 7 with respect to the rails 3 is registered by means of the mechanical compensation measuring devices 20, 22.
In a variant not shown, the first measuring base 7—uncoupled from the undercarriage 4—is attached as a frame to the wheel axles of the rail wheels. As a result, a direct measuring operation of the vertical course of the rail is possible, and only a lateral relative movement of the first measuring base 7 relative to the rails 3 needs to be registered.
The measuring signals of the inertial measuring unit 8, the contact-less position measuring devices 9 and the compensation measuring devices 20, 22 are fed to the evaluation device 23. Advantageously during this, a plausibility check of the signals of the position measuring devices 9 is carried out continuously. As soon as signal jumps or signal losses are detected, the second measuring base 11 is lowered and switched over from the first operating mode into the second operating mode.
| Number | Date | Country | Kind |
|---|---|---|---|
| A 573/2016 | Dec 2016 | AT | national |
| Filing Document | Filing Date | Country | Kind |
|---|---|---|---|
| PCT/EP2017/080505 | 11/27/2017 | WO | 00 |
